Avionics System Hawker 800XP

system manual Hawker 800XP
Avionics System
system manual
© Copyright 2005 Rockwell Collins, Inc. All rights reserved.
Rockwell Collins, Inc.
(523-0780103)
February 22, 2005
TO: HOLDERS OF THE HAWKER 800XP AVIONICS SYSTEM MANUAL (CPN 523–0780103)
REVISION NO 5, DATED FEB 22/05
HIGHLIGHTS
Pages that have been added, revised, or deleted are indicated below with the highlights of the change.
Remove and insert the affected pages as listed.
PAGE NUMBER DESCRIPTION OF REVISION AND SERVICE EFFECTIVITY

REASON FOR CHANGE BULLETIN
General Information Updated with current revision information.
Title Page and List of
Effective Pages
1-4A, 1-4B, 1-6, 1-7 Added information and equipment relating to IOC-3100 (CPN
Elementary/Enhanced Surveillance capability. 822-1361-102, -103)
CDU-6200 (CPN
822-1485-038)
TDR-94D (CPN
622-9210-007, -008)
Operation Title Page Updated with current revision information.
and List of Effective
Pages
3-63 Added clarifying note regarding fuel flow AFD-3010 (CPN
display on AFD-3010 multifunction display. 822-1084-302)
Maintenance Title Updated with current revision information.
Page and List of
Effective Pages
5-165 Added clarifying notes in ADC 1 and 2 test ADC-3000 (CPN
procedures. 822-1109-003)
5-178, 5-179 Added clarifying notes in DCP-3020 1 and 2 DCP-3020 (CPN
test procedures. 822-1476-002)
All changes have been implemented in a manner that retains information required to service earlier
equipment models. All revisions are identified by black bars in the margin of the page.
TECHNICAL OPERATIONS
1/2
Hawker 800XP
Avionics System
system manual
This manual includes:
General Information 523-0780104

Operation 523-0780105
Theory of Operation 523-0780106
Maintenance 523-0780107
Bulletins 523-0780108
Printed in the United States of America Rockwell Collins, Inc.

© Copyright 2005 Rockwell Collins, Inc. All rights reserved. Cedar Rapids, Iowa 52498
523-0780103-52111A
1st Edition, Nov 01/2000
(HAWKER_800XP_SM_FEB_22/2005) 5th Revision, Feb 22/2005
T-1
ROCKWELL COLLINS
SYSTEM MANUAL
Hawker 800XP Avionics System
EXPORT CONTROL LAWS
The technical data in this document (or file) is controlled for export under the Export Administration
Regulations (EAR), 15 CFR Parts 730-774. Violations of these laws may be subject to fines and
penalties under the Export Administration Act.
PROPRIETARY NOTICE
NOTICE: FREEDOM OF INFORMATION ACT (5 USC 552) AND DISCLOSURE OF

CONFIDENTIAL INFORMATION GENERALLY (18 USC 1905)
This document and the information disclosed herein are proprietary data of Rockwell Collins, Inc.
Neither this document nor the information contained herein shall be used, reproduced, or disclosed
to others without the written authorization of Rockwell Collins, Inc., except to the extent required for
installation or maintenance of recipient’s equipment. This document is being furnished in
confidence by Rockwell Collins, Inc. The information disclosed herein falls within exemption (b) (4)
of 5 USC 552 and the prohibitions of 18 USC 1905.
SOFTWARE COPYRIGHT NOTICE
© COPYRIGHT 2000 - 2005 ROCKWELL COLLINS, INC. ALL RIGHTS RESERVED.
All software resident in this equipment is protected by copyright.
We welcome your comments concerning this manual. Although every effort has been made to keep
it free of errors, some may occur. When reporting a specific problem, please describe it briefly and
include the manual part number, the paragraph or figure number, and the page number.
Send your comments to: Rockwell Collins, Inc.

Collins Aviation Services
350 Collins Road NE, M/S 153-250
Cedar Rapids, IA 52498-0001
Email: techmanuals@Rockwellcollins.com
All requests for product orders or inquires please contact.
Send your request to: Rockwell Collins, Inc.

Customer Response Center
400 Collins Road NE, M/S 133-100
Cedar Rapids, IA 52498-0001
TELEPHONE: 1.888.265.5467
INTERNATIONAL: 1.319.265.5467
FAX: 319.295.4941
Email: response@rockwellcollins.com
T-2
Feb 22/2005
GENERAL ADVISORIES FOR ALL UNITS
Warning
Service personnel are to obey standard safety precautions, such as wearing safety glasses, to prevent
personal injury while installing or doing maintenance on this unit.
Warning
Use care when using sealants, solvents and other chemical compounds. Do not expose to excessive heat or
open flame. Use only with adequate ventilation. Avoid prolonged breathing of vapors and avoid prolonged
contact with skin. Observe all cautions and warnings given by the manufacturer.
Warning
Remove all power to the unit before disassembling it. Disassembling the unit with power connected is
dangerous to life and may cause voltage transients that can damage the unit.
Warning
This unit may have components that contain materials (such as beryllium oxide, acids, lithium, radioactive
material, mercury, etc) that can be hazardous to your health. If the component enclosure is broken, handle
the component in accordance with OSHA requirements 29CFR 1910.1000 or superseding documents to
prevent personal contact with or inhalation of hazardous materials. Since it is virtually impossible to
determine which components do or do not contain such hazardous materials, do not open or disassemble
components for any reason.
Warning
This unit exhibits a high degree of functional reliability. Nevertheless, users must know that it is not
practical to monitor for all conceivable system failures and, however unlikely, it is possible that erroneous
operation could occur without a fault indication. The pilot has the responsibility to find such an occurrence
by means of cross-checks with redundant or correlated data available in the cockpit.
Warning
Before handling any unit or unit component, ground the repair operator through a conductive wrist strap or
other device that uses a 470kΩ or 1mΩ series resistor to prevent operator injury.
Caution
Turn off power before disconnecting any unit from wiring. Disconnecting the unit without turning power off
may cause voltage transients that can damage the unit.
Caution
This unit contains electrostatic discharge sensitive (ESDS) components and ESDS assemblies that can be
damaged by static voltages. Although most ESDS components contain internal protection circuits, good
procedures dictate careful handling of all ESDS components and ESDS assemblies.
i
GENERAL ADVISORIES FOR ALL UNITS (CONT)
Obey the precautions given below when moving, touching, or repairing all ESDS components and units
containing ESDS components.
a. Deenergize or remove all power, signal sources, and loads used with the unit.
b. Place the unit on a work surface that can conduct electricity (is grounded).
c. Ground the repair operator through a conductive wrist strap or other device using a 470-kΩ or 1-MΩ
series resistor to prevent unit or unit component damage.
d. Ground any tools (and soldering equipment) that will contact the unit. Contact with the operator's hand
is a sufficient ground for hand tools that are electrically isolated.
e. All ESDS replacement components are shipped in conductive foam or tubes and must be stored in their
shipping containers until installed.
f. ESDS devices and assemblies that are removed from a unit must immediately be put on the conductive
work surface or in conductive containers.
g. Place repaired or disconnected circuit cards in aluminum foil or in plastic bags that have a layer of, or
are made with, conductive material.
h. Do not touch ESDS devices/assemblies or remove them from their containers until they are needed.
Failure to handle ESDS devices as described above can permanently damage them. This damage can cause
immediate or premature device failure.
ii
SPECIFIC ADVISORIES FOR THE HAWKER 800XP
Warning
Rockwell Collins, Inc. does not take the responsibility for certification of the APS-3000 when used
with equipment other than those covered by the Rockwell Collins, Inc. Avionics safety analysis. The
APS-3000 Autopilot System has been certified with a safety analysis based on the use of the AHS-
3000 attitude system. The use of any other attitude system requires a new safety analysis to ensure
that the safety requirements of the autopilot system are met.
Warning
Electronic control systems, such as autopilots, engine controls, fuel controls, temperature sensors,
etc, used for aircraft control can be susceptible to transmissions from communications transceivers,
DME's, transponders, etc, that can interfere with aircraft operations. If such a situation occurs,
discontinue transmission or select a different frequency. If necessary, turn off the radio.
Warning
The area within the scan arc and within 5 meters (15 feet) of an operating RTA-858 Weather Radar
System constitutes a hazardous area. Do not operate the system in any mode other than standby
(STBY) or test (TEST) when the antenna might scan over personnel within that range. Never turn
on the transmitter while in a hanger. FAA Advisory Circular 20-68B, or superseding documents,
provide additional details regarding the radiation hazards associated with ground operation of
airborne weather radar.
Warning
Observe the following precautions when handling fiber-optic components:
1. The output from fiber-optic links can cause serious damage to the eye, and glass in the cable can
pierce the skin.
2. Use caution when viewing fiber ends or optical ports under magnification. For further
precautions and information, see ANSI 2-136.1 1986.
3. Use caution when viewing the optical port without knowing the optical power level and the
wavelength.
4. Handle bare optical fiber with care. The core end of the fiber is glass that can pierce the skin
and break off. This is a hazard only when terminating a fiber end with a connector or splice.
5. Potential eye problems result from invisible wavelengths, collimated light, and light intensity of
unknown sources. As a general rule, it is always safer and more accurate to use a meter to
measure light output.
TSO Note
The conditions and tests required for TSO approval of this article are minimum performance
standards. It is the responsibility of those desiring to install this article either on or within a specific
type or class of aircraft to determine that the aircraft installation conditions are within the TSO
standards. The article may be installed only if further evaluation by the applicant documents an
acceptable installation and is approved by the administrator.
iii/iv Blank
ROCKWELL COLLINS
SYSTEM MANUAL
Hawker 800XP Avionics System
RECORD OF TEMPORARY REVISIONS
TEMPORARY DATE DATE

PAGE NUMBER BY BY
REV NO ISSUED REMOVED
1 3-104 Apr 18/02 Rockwell Collins Nov 15/02 Rockwell Collins
2 5-3 Nov 7/02 Rockwell Collins Jan 27/03 Rockwell Collins
27 January 2003 v/vi Blank

523-0780104-201118
1st Edition, 1 November 2000
2nd Revision, 22 February 2005
Hawker 800XP
Avionics System
General Information
Table of Contents
Paragraph Page
1.1 INTRODUCTION ....................................................................................................................................................... 1-1

1.2 EQUIPMENT COVERED........................................................................................................................................... 1-1
1.3 PURPOSE OF EQUIPMENT..................................................................................................................................... 1-1
1.4 EQUIPMENT LOCATION ......................................................................................................................................... 1-1
1.5 EQUIPMENT DESCRIPTION .................................................................................................................................. 1-2
1.5.1 IAPS Integrated Avionics Processor Assembly .............................................................................................................1-2
1.5.2 EFIS Electronic Flight Instrument System ..................................................................................................................1-3
1.5.3 EIS Engine Indicating System.......................................................................................................................................1-3
1.5.4 ADS Air Data System.....................................................................................................................................................1-3
1.5.5 AHS Attitude Heading System ......................................................................................................................................1-3
1.5.6 FGS Flight Guidance System.........................................................................................................................................1-4
1.5.7 FMS Flight Management System ..................................................................................................................................1-4
1.5.8 RSS Radio Sensor System ..............................................................................................................................................1-4
1.5.8.1 Elementary Surveillance (Flight ID) ....................................................................................................................... 1-4A
1.5.8.2 Enhanced Surveillance............................................................................................................................................. 1-4A
1.5.9 WXR Weather Radar System .........................................................................................................................................1-5
1.6 ASSOCIATED EQUIPMENT..................................................................................................................................... 1-5
1.7 EQUIPMENT SPECIFICATIONS ............................................................................................................................ 1-5
1.8 STORAGE .................................................................................................................................................................... 1-5
1.9 ABBREVIATIONS ...................................................................................................................................................... 1-5
1.10 FAA ADVISORY CIRCULARS ................................................................................................................................ 1-6
NOTICE: This title page replaces 1st edition, 1st revision title page dated 14 May 2003.
List of Effective Pages *The asterisk indicates pages changed, added, or deleted by the current change.
Page No Issue
* Title ........................................... 22 Feb 05
* List of Effective Pages .............. 22 Feb 05
1-1 through 1-4............................ 1 Nov 00
* 1-4A through 1-4B Added......... 22 Feb 05
* 1-5 through 1-7.......................... 22 Feb 05
1-8 through 1-21.......................... 1 Nov 00
1-22 ........................................... 14 May 03
1-23 through 1-35........................ 1 Nov 00
1-36 ........................................... 14 May 03
1-37 through 1-74........................ 1 Nov 00
RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

Record of Revisions REVISIONS, INSERT REVISED PAGES IN THE MANUAL, AND ENTER DATE
INSERTED AND INITIALS.
REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

NO DATE DATE/BY INCLUDED NO DATE DATE/BY INCLUDED
1st ED 1 Nov 00 None
1 14 May 03 None
2 22 Feb 05 None
,

!" # $%&

'
"
(

"

$)(
"

&& *
"+&&
"

! "

,
"
-
• .

/. !0
•

• 1

• 1
/ )!0
• !
• + 2'

• 1

• 1 /+3!0
• 1 4+#533

• 1 45),.$!6 4
• 1 137

• ! , 1+

• 1 !
• )
• 1 /8!0

•

/# !..0"
7

"

9
*
"

+&%

")
"
:. !

"1;(/0
"+1(
'
"7
!45

" 1+
# !
1#
(/1#(0

"

!. ! -
• 7+.!7

+ .!
• 7.!7.
!
• 1! 1!
• ! !
• +#!+ # !
• +3!+ 3!
• )!!) ! !
• <)<)!"

. !

*

" . !

".##2. !##

-
• 5

•
• ,

•

•

/ +8!0
•

• 3

"
.##2. !##

$)3/

0' "
.## "
.7#2& . ! 7 #

. ! "<)2 !

+##+##+3#"
.5#2&.,5#

"

= $)(

/ 0 / 0

$)("
#!(2&# !( '
. !

"5#32&5 # 3
#!( "5#3 #!( "31#23
1

#

$)( .5#" 31#

$)( "

1;(>&1;("
6 /0.##2. !##

"7

".

. ! "

7+.! 7+.!

6 4 "7+.!

?&

*
/$#10" +12&
+ 1

/+10

/3+10"
+1

/ 1.0 9
/!.0

/ $.0
/ !.0

/4!.0 3

/3!.0" 7
+1

+#!
/

0
/ 0

# ! .. "
3+1
!.

'# !

"
1#2%1 #

4

"

7.!9

"
7.!
1#(2& 1 #
("

/71#0" 1#(

/
"0 ).6#>%@
. !

"1#(
).6#>%@
, +##
/ .5# 1#(0

"

"

"

1!

"
1#2 1#

,

" 1#

. !

"
!

!

! / )!0

2
',
"

'
'

"

'
'
"
#2 #

" #2 9 *9

' " #

. !

7#(27' # (

"

A
+1(
/0 "
+1(2+ '1
( "+1(
' #

"

"#
#

+8!

"+8!

"
+8#2+ 8

# . !

"

2'
3

"+8#

)!
#
1!
)!!+3! . !

"+1 +8!
"
!452 !

"
< +8#

"

"22>1B !

"
+82 + 8

4!,

+1

"
$%
%

+3!B + 3 !
"+3!B+ 3!
+3#B+ 3#
#1(B%# 1 (1;(>&1;("
+3#B+ 3#

. !

"+3#

"+3#
46 4
6 4 6 4

,
"
#1(B%# 1 (

+3! "#1(#5336 4
1+ # /1)0"
1;(>&1;(

2&,%

+3#
31#

"
31#"; &">>3
C% 1;("
&''

)!!

" )!!
#1(

#$
#533
6 4
137
1+
! # !

8!
"
#1(B%

#533 6 4,137 1+ 1) " 7

#1(
*

"#$%2##533,6 4(
#533
6 4 "<#$
&4+4.)#$#!1;"
4+>%%# 4+ #533

" 7
4.)>2%
4+6 4

45),$5#

"137>>%

"
1+>B%
1
+

" 6>B%; 1+ 1+

"

general information 523-0780104
Two TDR-94D Mode-S Transponders are installed, but only one is active at any time. The selected TDR
automatically transmits identification, altitude, and select information to air traffic control radar beacon
systems. Jumper wires in the airplane interconnect select a unique mode-S identification. The TDR-94Ds
use both top and bottom antennas, so that the airframe cannot block mode-S TCAS communication with an
intruder airplane.
The TTR-4000 TCAS II transmitter-receiver functions with the TDR-94D transponders to interrogate trans-
ponders in nearby aircraft and determine if there is a potential collision threat. If the intruder aircraft (also)
has a mode-S transponder, the TTR establishes a transponder link to coordinate avoidance maneuvers. The
TTR supplies traffic and resolution advisory data to the large displays. Top and bottom TRE-920 TCAS II di-
rectional antennas function with the TTR-4000.
The ALT-4000 Radio Altimeter transceiver measures the airplane radio altitude (up to 2500 feet) above the
terrain. This data is used by the autopilot (during approach).
The GPS-4000A GPS Navigation Receiver system processes the GPS satellite signals to provide navigation
data outputs. The GPS system contains two GPS receivers and two GPS Antennas. The GPS Navigation Re-
ceiver processes the GPS signals received from the antenna together with inputs from other aircraft sensors
to provide position, velocity, and time outputs through the IOCs to the FMS system. The active GPS Anten-
nas amplify and filter the GPS satellite signals. The optional GPS-4100 GPS Navigation Receiver provides
WAAS non-precision approach guidance. The optional APR-4000 Approach GPS Sensor provides precision
approach guidance.
1.5.8.1 Elementary Surveillance (Flight ID)
The Radio Sensor System may be adapted to provide Elementary Surveillance, or Flight ID, capability with
the installation of specially configured Mode S TDR-94D transponders and compatible CDU control display
units that provide the aircraft with a unique, tunable 8-digit Flight ID code. Elementary Surveillance is a
subset of Enhanced Surveillance which is discussed in paragraph 1.5.8.2.
A CSU “configuration strap” determines if the Flight ID function is operational.
Elementary Surveillance functionality requires the TDR-94D to provide certain data to ground or airborne
interrogators. Some of the data is generated by the transponder itself while other data must be provided to
the transponder by external systems.
Refer to All Avionics Service Information Letter 1-02: Elementary Surveillance (Flight ID) Installation
Guidelines (523-0790073) for more detailed installation, interconnect, operation, and troubleshooting infor-
mation of Elementary Surveillance/Flight ID equipment, listed in Table 1-1, for the Hawker 800XP aircraft.
1.5.8.2 Enhanced Surveillance
The Radio Sensor System may be augmented beyond Elementary Surveillance with the addition of En-
hanced Surveillance capability by installing specially configured TDR-94D Mode S transponders and IOC-
3100 I/O concentrators. Additional aircraft parameters are supplied to the transponder via ARINC 429 buses
to be added to the information the transponder sends to the air traffic control (ATC) system.
With the additional aircraft parameters, Enhanced Surveillance will enable ATC to increase their efficiency
in tactically separating aircraft. Information that is available to ATC is improved by providing actual air-
craft derived data such as Magnetic Heading, Air Speed, Selected Altitude and Vertical Rate.
22 February 2005 1-4A

A left IOC and right IOC bus is provided to each transponder. All enhanced surveillance parameters are
processed and transmitted from these buses. The proper status IOC is required to ensure the required pa-
rameters are provided to the transponder. Figure 1-1A displays a typical interconnect diagram for the En-
hanced Surveillance capable TDR-94D.
Refer to All Avionics Service Information Letter 1-04: Enhanced Surveillance General Interconnect Guide-
lines (523-0807214) for more detailed installation, interconnect, operation, and troubleshooting information
of Enhanced Surveillance equipment, listed in Table 1-1, for the Hawker 800XP aircraft.
Figure 1-1A. Collins Pro Line 4/21 Connections to a -008 TDR-94D.
22 February 2005 1-4B

1.5.9 WXR Weather Radar System
The WXR is a fully integrated radar system that consists of a single unit mounted on a precisely aligned sur-
face in the radome. The RTA Receiver/Transmitter/Antenna is a solid-state unit with an attached 18-inch
flat plate antenna.
The RTA-858 is X-band radar that detects wet precipitation, moisture-based turbulence, and ground feature
returns in front of the airplane. The radar video can be displayed on the PFD and MFD.
1.6 ASSOCIATED EQUIPMENT
Table 1-2 lists associated equipment (mounts).
1.7 EQUIPMENT SPECIFICATIONS
Table 1-3 lists equipment specifications.
1.8 STORAGE
Store each unit in its original packing materials and shipping container. If a unit is to be stored for a long
period, put it in an airtight bag with sufficient desiccant to absorb moisture. The ambient temperature of the
storage area should not exceed the range specified in Table 1-6 through Table 1-39. The relative humidity
should never exceed 95 percent. If a unit has been stored for an extended period (more than 6 months), re-
test it before returning it to service. This ensures that possible component degradation has not affected unit
performance.
1.9 ABBREVIATIONS
Table 1-41 lists abbreviations, acronyms, and mnemonics that are used in this publication to describe the
avionics system.
22 February 2005 1-5

1.10 FAA ADVISORY CIRCULARS
Figure 1-3 and Figure 1-4 are copies of FAA advisories concerning radar systems. Figure 1-3 is titled “Rec-
ommended Radiation Safety Precautions For Ground Operation of Airborne Weather Radar.” Figure 1-4 is
titled “Maintenance of Weather Radar Radomes.”
Table 1-1. Equipment Covered.
COLLINS PART NUMBER STANDARD OPTIONAL

UNIT DESCRIPTION
QUANTITY QUANTITY
IAPS ASSEMBLY
ICC-3000 IAPS Card Cage 822-1129-001 1

IEC-3001 IAPS Environmental Controller 822-1167-001 1
IOC-3100 IAPS I/O Concentrator 822-1361-101, 102, 103 2
-101: Baseline
-102: Added In-Flight Entertainment Inter-
face Functionality (Service Bulletin 501
converts -101 status to -102 status).
Elementary Surveillance.
-103 Elementary/Enhanced Surveillance
(TSO pending)
PWR-3000 IAPS Power Supply 822-1137-001 2
CSU-3100 Configuration Strapping Unit 822-1363-002 2
OCM-3100 Options Control Module 822-1484-200, 201 2
-200: Baseline
-201: Enhanced ground proximity warning
MDC-3000 Maintenance Diagnostic Computer 822-1139-301 1
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
AFD-3010 Adaptive Flight Display (PFD and MFD) 822-1084-302 4

DCP-3020 Display Control Panel 822-1476-002 2
EIS ENGINE INDICATING SYSTEM
DCU-3001 Data Concentrator Unit 822-1483-001 4
ADS AIR DATA SYSTEM
ADC-3000 Air Data Computer 822-1109-003 2
AHS ATTITUDE HEADING SYSTEM
AHC-3000 Attitude Heading Computer 822-1110-002 2

ECU-3000 External Compensation Unit 822-1200-002 2
FDU-3000 Flux Detector Unit 822-1193-001 2
FGS FLIGHT GUIDANCE SYSTEM
FGC-3000 Flight Guidance Computer 822-1108-023 2

FGP-3000 Flight Guidance Panel 822-1107-102 2
SVO-3000 Elevator, Aileron, and Rudder Servo 822-1168-002 3
SMT-65 Servo Mount with 2-inch capstan for 0.093- 622-5735-004 3
inch cable and 20- to 177-lb•in output torque
334D-6A Trim Servo 622-3260-001 1

Table 1-1. Equipment Covered.

UNIT DESCRIPTION
QUANTITY QUANTITY
FMS FLIGHT MANAGEMENT SYSTEM
FMC-6000 Flight Management Computer 822-0868-024 2

CDU-6200 Control Display Unit 822-1485-002, 038 2
-002: Baseline
-038: Compatible with Elementary/Enhanced
Surveillance
DBU-4100 Data Base Unit 822-0014-104 1
RSS RADIO SENSOR SYSTEM
ADF-462 ADF Receiver 622-7382-101 1 2
ANT-462B ADF Antenna (Dual) 622-7384-001 1
ALT-4000 Radio Altimeter 822-0615-002 1
CTL-23C COMM/NAV Tuning Unit 822-1121-002 1
DME-442 DME Transceiver 622-7309-101 2
GPS-4000A Global Positioning System 822-1377-001 2

or
GPS-4100 Global Positioning System (WAAS non- 822-1397-001 2

or precision approach)
APR-4000 Approach GPS Sensor 822-0933-001 1 or 2
GPS ANT GPS Antenna 847-0012-030 2
HF-9031A HF Receiver-Transmitter 822-0101-002 1 or 2
HF-9041 HF Antenna Coupler 685-0350-002 1 or 2
TDR-94D Transponder (Diversity, Use with TCAS) 622-9210-004, 007, 008 2

-004: Upgrade to DO-185, change 7
-007: Elementary Surveillance
-008: Elementary/Enhanced Surveillance
TRE-920 TCAS II Directional Antenna 622-8973-001 2
TTR-4000 TCAS II Transmitter Receiver 822-1294-001 1
VHF-422C VHF Comm Transceiver 822-1115-021 2
VIR-432 VHF Navigation Receiver 622-7194-201 2
WXR WEATHER RADAR SYSTEM
RTA-858 Receiver/Transmitter/Antenna (With 622-8441-004 1

turbulence detection)

Table 1-2. Associated Equipment.

UNIT DESCRIPTION
QUANTITY QUANTITY
IMT-3010 Mounting tray for the AFD-3010 822-1140-120 4

MMT-150 1/2 ATR mount for the TDR-94D 622-9672-003 2
MMT-3000 Mounting tray for the ADC-3000 822-1227-001 2
MMT-3010 Mounting tray for the AHC-3000 822-1290-003 2
UMT-12 3/8 ATR mount for the VHF-422C, ADF-462, 622-5212-001 4 5
ALT-4000 and VIR-432
UMT-13 1/2 ATR mount for the DME-442 622-5213-001 4
MT-9030A or Mounting tray for the HF-9031/9031A (shock 622-8116-001
isolated, low profile)
MT-9030B Mounting tray for the HF-9031/9031A (shock 822-0594-001
isolated)
MT-9042A Dual mounting tray for the HF-9041 Antenna 622-8124-001
Coupler
FL-9006 Feedline for the HF antenna 988-8095-001
NA Cover for MT-9042A Dual Mounting Tray. For 752-5579-001
single HF installations, this assembly covers
the unused antenna port.
NA Clamp 139-0924-010
1 November 2000 1-8

!"#$%&''() *

!"#$%&''() *

+ !"#$%&''() *

, !"#$%&''() *

- !"#$%&''() *

! !"#$%&''() *

-"
.

-"
.

+ -"
.

, -"
.

- -"
.

+

9

6
$!/!)$!"
6 / $" >% 4=
!"#$% / $" >% 4 $" $2 !"#$% ?,%!/!)$!" /"#0 -" ! ! >% & $2",2 >%
=
!A / $" >% <=
*!2$ / $" >% <=

"+ ?,!#$0 / $" >% < 7$.-!)% %,08=
!# >$+ " 2,%0 )"!$!"5 3)-$ $2 /"%%"+!1
&<1 /%!2$ 2",0 7%0" !0-)$ 0 /! >%"+8=
;5 &<1 0-)$ )2 0 " 0 " #",$ )"),$ +!$2 )2 !-% #B" "
2,%5 !! #!$)5 " $2 )"## )"$"% 0.0$# !0-)$!" -!"= / $" $2 #!$
) 0)$!" "/ $2!0 -,>%!)$!" /" $2 !0-)$!" -"),=
<1 0-)$ $2 #)2!)% -"$!" "/ $2 ,!$ )"),$ +!$2 )2 #!$) "-$!"=
/ $" $2 #!$) 0)$!" "/ $2!0 -,>%!)$!" /" $2 !0-)$!" -"),=
1 . $+" .05 )$!/. )2 )"#-,$ ))"! $" 6 -$ = / $" $2 #!$
) 0)$!" "/ $2!0 -,>%!)$!" /" $!%0=
; 41 . .05 -/"# ; )),). )2)@ ))"! $" 6 -$ = / $" $2 #!
$) 0)$!" "/ $2!0 -,>%!)$!" /" $!%0=
41 . $+" .05 )2)@ )2 $0-" ))"! $" 6 -$ = / $" $2 #!$
) 0)$!" "/ $2!0 -,>%!)$!" /" $!%0=

Table 1-4. Certification Categories.
UNIT FAA TSO ENVIRONMENTAL CATEGORIES
ADC-3000 C106 (Air Data) DO-160D

[(A2)(F2)X]BBB[(TCC1R)(SLM)]EWXXXXZ[BZ]AZC[WYX]H[Z3Z3]XAA
Software: DO-178B level A and D
ADF-462 C41d class A (ADF Receiver) DO-160B /A2E1/BB/JY/E2XXXXXZ/BZ/AZAAA
Software: DO-178 essential
AFD-3010 C2d (Airspeed Instruments) DO-160C [A1F1]-BB[BMS]E1XXXXXZ[BZ]AZAWA[Z3Z4]XX

C3d (Turn and Slip Instrument)
C4c (Bank and Pitch Instruments)
C6d (Direction Instrument, Mag-
netic Gyro)
C8d (Vertical Speed)
C9c (Autopilot)
C10b (Altimeter)
C34e (ILS Glideslope Receiver)
C35d (Marker Beacon Receiver)
C36e (ILS Localizer Receiver)
C40c (VOR Receiver)
C41d (ADF Receiver)
C43c (Temperature)
C44b (Fuel Flowmeters)
C46a (Max Allowable Airspeed)
C52b (Flight Director)
C55 (Fuel and Oil Quantity In-
struments)
C63c (Weather Radar)
C66c (DME Transceiver)
C87a (Radio Altimeter)
C92c (Ground Proximity Warning)
C95 (Mach Meters)
C101 (Over Speed Warning)
C104 (MLS Receiver)
C105 (Radar Display)
C110a (Airborne Passive Thunder-
storm Detection Systems)
C113 (Electronic Display)
C115b (Multisensor Navigator)
C117a (Airborne Windshear Warn-
ing)
C118 (Traffic Alert and Collision
Avoidance System)
C129a (GPS Supplemental Naviga-
tion Equipment)
Software: DO-178B level A
AHC-3000 C4c (Bank and Pitch Instruments) DO-160D
[(A2)(F2)B]BBB[(SCLM)(TCC1R)(UFF1)]EXXXXXZ[BZ]AZZ[YYX]H[Z3Z4]XAA
C6d (Direction Instrument,
Magnetic Gyro)
Software: DO-178B level A and D
ALT-4000 C87 (Radio Altimeter) DO-160C [A2F1]-BB[CLMNY]E1XXXXXZ[BZ]AZZYZ[Z3Z3]XX
Software: DO-178A level A
ANT-462B C41d class A (ADF Receiver) DO-160B /A2E1/BB/JY/E2SXXXXX/BZ/AZAAA
CDU-6200 C113 (Electronic Display) DO-160D
[(A2)(F1)Z]BBB[(TBB1R)(SLM)(UFF1)]EWXXXXZ[BZ]AZC[YYP]H[Z3Z4]XXA
Software: DO-178B level B
CSU-3100 TC on airplane (PMA) DO-160D
[(A2)(F2)Y]BBB[(TCC1R)(SLM)]EWXXXXZ[BZ]AZC[WWP]H[Z4Z4]XAA
1 November 2000 1-21

Table 1-4. Certification Categories.
UNIT FAA TSO ENVIRONMENTAL CATEGORIES
CTL-23C C34e (ILS Glideslope Receiver) DO-160B /A2F1/BB/PKS/E1XXXXXZ/BZ/AZZZZK

C36e (ILS Localizer Receiver)
C37c (VHF Transmitter)
C38c (VHF Receiver)
C40c (VOR Receiver)
C66b (DME Transceiver)
Software: DO-178A level 2
DBU-4100 C113 (Electronic Display) DO-160C [A2F2]-BBBE1XXXXXZ[BZ]AZAUA[Z3Z3]XX
Software: DO-178B level D
DCP-3020 C113 (Electronic Display) DO-160D [A2F1]XBBB[SBM]EXXXXXZ[BZ]AZZ[X]H[X]XXA
Software: DO-178B level A and C
DCU-3001 C113 (Electronic Display) DO-160D
[(A2)(F2)X]BAB[(TCC1R)(SLM)]EWXXXXZ[BZ]AZC[RRR]H[A3E3]XAA
Software: DO-178B level A
DME-442 C66b (DME Transceiver) DO-160A /A2E1/B/JY/EXXXXXZ/BZ/AZZ
Software: DO-178 essential
ECU-3000 C4c (Bank and Pitch Instruments) DO-160D
[(A2)(F2)X]BBB[(SCLM)(TCC1R)(UFF1)]EWXXXSZ[BZ]AZZ[YYX]H[Z3Z4]XAA
C6d (Direction Instrument,
Magnetic Gyro)
FDU-3000 C6d (Direction Instrument, DO-160D [(A2)(F2)X]BBB[(SET)(UFF1)]EWXXXSZ[BZ]AZZ[YYX]H[Z3Z4]XAA
Magnetic Gyro)
FGC-3000 C9c (Autopilot) DO-160D
[(A2F2)Y]BBB[(TCC1R)(SLM)]EXXXXSZ[BZ]AZZ[WWP]H[Z3Z4]XAA
FGP-3000 C9c (Autopilot) DO-160D [(A2)(F1)X]BBB[SBM]EXXXXXZ[BZ]AZC[XXX]H[XXXX]XXA

FMC-6000 C115b (Multisensor Navigator) DO-160C [A2F2]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
C129a class B1, C1
Software: DO-178B level C
GPS-4000A C129a Class B1 (GPS Supplemen- DO-160D
tal Navigation Equipment) [(A2)(F1)X]BBB[(SLM)(TRCC1)U]EWXXXXZ[BZ]AZC[YYP]H[Z3Z4]XAA
Software: DO-178B level B
GPS-4000 C129 (GPS Supplemental Naviga- DO-160C [F2]-AB[CLMY]E1SFDFSB[BZ]AZZYZ[Z4Z4][ZA]C
ANT tion Equipment)
HF-9031A C31d (HF Transmitter) DO-160B /F2/BA/MNR/E1XXDFSAAA(A/Z)Z(A/Z)(A/Z)X
C32d (HF Receiver)
HF-9041 C31d (HF Transmitter) DO-160B /F2/BA/MNR/E1WXDFSAAA(A/Z)Z(A/Z)(A/Z)
C32d (HF Receiver)
Software: DO-178A level
ICC-3000 C9c (Autopilot) DO-160D [(A2)(F2)Y]BBB(SCLM)EXXXXSZ[BZ]AZZ[XXX]H[XXXX]XAA
C52a (Flight Director)
IEC-3001 C9c (Autopilot) DO-160D [(A2)(F2)Y]BBB(SCLM)EXXXXSZ[BZ]AZZ[XXX]H[XXXX]XAA
C52a (Flight Director)
IOC-3100 C9c (Autopilot) DO-160D [(A2)(F2)Y]BBB(SCLM)EXXXXSZ[BZ]AZZ[WWP]H[Z3Z4]XAA
MDC-3000 C113 (Electronic Display) DO-160D [(A2)(F2)Y]BBB(SCLM)EXXXXSZ[BZ]AZZ[XXX]H[XXXX]XAA
14 May 2003 1-22

,
6 ; :
) 7,$"-!%"$8 &

C78768EC7 878EDDDDFCFEFFC**
E9CFF4ED
< 76%!2$ !)$"8
<> 7,%$!00" !$"8

* ) 7,$"-!%"$8 & C78768E78DDDDFCFEFFCDDDE9CDDDDED
< 76%!2$ !)$"8
<> 7,%$!00" !$"8
< &) )%00 ' 7*$2 8 & (6(G((DDDDDF(F(FFD
"/$+1 ' % %
&< ) 7,$"-!%"$8 & (6((G(DDDDDDDDDDD
; ) 7,$"-!%"$8 & C78768DEC
E 6DDDCFEFFCDDDE9CDDDDED
4 7 (" !>" & CECEDDD6DFFFF FCFFEDD

?,!-#$8
"/$+1 ' % %
7 ?,!-#$8 & (((G(D66DDDDDDDD
4 > 7 ?,!-#$8 & C7878DECEDDDDDFCFEFC**DECFF4EDD
"/$+1 ' % %
;964 ') 7;96 0#!$$8 & (((G(DDDDDF(F(F
) 7;96 )! 8
"/$+1 ' 00$!%
; 4 4 7 :%!0%"- )! 8 & (((G(DDDDDF(F(F
< 7@ )" )! 8
& 7 ")%!A )! 8
4> 7; )! 8
"/$+1 ' 00$!%
4& ) 7,$"-!%"$8 (GDDDDD
I
% )"$"% /,)$!"0 /" $2 * < 0.0$# !0 -" ! >. $2 =
- / 0 1)$2 1 3
*:9
*
* F 79 × * × 8 78
H: 78 78 7D8
= 7=8 = * = * = 3 = 3 = 7=< 3 =< 3 =8
+(#",$
64& ='' 7=8 &= * < 3 ' 3 << 7=& 3 = 3 ='8 7( 5 02"$%"+8
9 =< 74=8 <= * ' 3 &=< 3 7<= 3 =< 3 =8
6 <= 7=8 * < 3 3 << 7=4 3 = 3 =<8

7!0-%.8
&& * 7)"%
0$$ 2$8
4 =4 74=<8 <= * < 3 3 <4 7=< 3 =<& 3 =8
4& =& 7<=8 3 ' 3 &< 7= 3 =' 3 =8
& = 74=8 <= * & 3 4& 3 7&=' 3 <='< 3 <='8
=4 7=8 ( 3 < 3 4 7=' 3 <=< 3 =<48
=<4 7=8 '= * &' 3 & 3 4 7=&4 3 = 3 <=<8

- / 0 1)$2 1 3
*:9
*
* F 79 × * × 8 78
H: 78 78 7D8
= 7=<8 <= * = 3 4 3 7= 3 =<< 3 =48
4 = 7=&8 = * <'= 3 4& 3 '' 7=< 3 <='< 3 &=<8

=' 7=<8 '=< * = * < 3 4 3 <' 7=4< 3 = 3 &=8
44 = 7<=8 = * < 3 3 << 7=& 3 <= 3 ='8 7( 5 02"$%"+8
= 7='8

( 9 & 3 < 3 ' 7=4 3 = 3 ='<8
6 =4 7=8

( 9 < 3 3 7= 3 4='& 3 4='&8
6: =4 7=8

( 3 < 3 < 7=' 3 <=< 3 ='8
6:
= 74=8 = * = * 4 3 3 4' 7= 3 <= 3 <='8
6& =& 7=8

( 3 < 3 < 7=' 3 <=< 3 ='8
:
4 =' 7<=&8 = * 3 & 3 & 7'=' 3 =4 3 4=<8 78
:
4 = 7=&8 ( '=& 3 '& 3 7= 3 = 3 4='8

96 =& 7=8 & * 7)! 8 4 × 4 × 7'=&< × <=< × =&8
* 7$0
#!$8
964 <=44 7=8 << * 4 × × & 7'=<& × 4=& × 4=<8
=' 7=8 I * * & 3 4& 3 ' 7= 3 = 3 '='8
= 7=8

( 4 3 3 < 7=<& 3 '= 3 =8
=& 7=8

( 3 < 3 ' 7=' 3 <=< 3 =&<8
=4 7=8

( 3 < 3 ' 7=' 3 <=< 3 =&<8

* =< 7=8
( 3 < 3 4 7=' 3 <=< 3 =48
= 7=8

( = 3 <= 3 =& 7=44 3 = 3 =<&8
< =4 7=8 &=< * 4< 3 4 3 ' 7'= 3 '=' 3 ='8
; = 7=8 '' * <= 3 =< 3 < 7='< 3 =<& 3 <=8
&< =& 7=48 <= 3 =< 3 <'=' 7='< 3 =<& 3 ='8
4 =& 7=<8 = * < 3 4 3 < 7= 3 4= 3 =8 7( 5 02"$%"+8
= 7=8 3 & 3 4 7= 3 &= 3 =8
4 '= 7'=8 =' * 3 ' 3 '& 7'= 3 4= 3 4=8 748
;964 =4 74='8 &=< * 7)! 8 < 3 ' 3 << 7=& 3 = 3 ='8 ( 5 02"$%"+8
' * 7$0
#!$8
; 4 =4 74=<8 '= * < 3 ' 3 << 7=& 3 = 3 ='8 7( 5 02"$%"+8
4& =& 7=&8 = * 3 < 3 7=<& 3 ='< 3 '='8
I -"+ !)%,0 ?,!#$0 /" 5 5 5

* 5 6:5 6 ,!$0=

! 4+'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
9:9 79 8
: J' ° 7J< °68

& # 7<< /$8
6:9 6 : D

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 7 8 78
D

6 =
*
6 = *
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
=
6
= *D
6 6 = 9
:
:9: = FF

:9: 66 = D
: 4=
9 : <=

6 4,!
5
&
6

; : 6

4=

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
# 7' /$8

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = G
D
=
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
=
6
=
6 =

& 4+''
5
&
6

; : 6

4= 6

*
:
° 74 °68
9:9
:
J<< ° 7J °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
9:9 79 8
: J' ° 7J< °68

& # 7<< /$8
6:9 6 : 7"$ --%!)>%8

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = 5 5
D

6 =
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
=
6
= *
6 6 =
:
:9: = FF4

:9: 66 = D
: 4= D

7 #+'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
9:9 79 8
: J' ° 7J< °68

& # 7<< /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 785 7 85 7668
D

6 =
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= D
6 6 = 9
:
:9: = FF4

:9: 66 = D
: 4=
9 : <=

' .,'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
9:9 79 8
: J' ° 7J< °68

& # 7<< /$8
6:9 6 : 7"$ --%!)>%8

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = 5 5 5 5
D

6 =
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
=
6 6 = F
:
:9: = FF

:9: 66 = D
: 4= D

8,!9
5
&
6

; : 6

4=

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
# 7' /$8

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = G
D
=
*
6 =
6
= D
= D
6: = D

4= D
: 66 <= D

*
&= F
;:
H '=
6 = F

:
=
6
=
6 =

4/!''
5
&
6

; : 6

4= 6

*
:
° 74 °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 : F

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 7 85 785 7668
D

6 =
*
6 = *
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
=
6
=
6 6 = 9

:
:9: = FF4

:9: 66 = D
: 4= D
9 : <=

+ /+''
5
&
6

; : 6

4= 6

*
:
K<< L 7K&' L68
9:9
:
J' L 7J< L68
* :
K<< L 7K&' L68
9:9 :
J< ° 7J< °68
9:9 79 8
: J' L 7J< L68

& # 7<< /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 7 8 78
D
=
*
6 = *
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
=
6
= *5 *5
6 = 9

:9:
= F4F4
:9: 66 = D
: 4=
9 : <=

, .+
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; =
5 H5
D
=
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= F
6 = F
:9:
= H

- 49/,''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J<< ° 7J °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 : 7"$ --%!)>%8

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; =
D

6 =
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
=
6
=
6 6 =
:
:9: = FF

:9: 66 = D
: 4= D

Table 1-16. DCP-3020 Environmental Qualification Form.
DO-160D EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS
TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE -20 °C (-4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING X
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0 B
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 20 g peak
VIBRATION 8.0 S, B, and M
EXPLOSION PROOFNESS 9.0 E
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS RESISTANCE 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 X
EMISSION OF RADIO FREQUENCY 21.0 H
ENERGY
LIGHTNING INDUCED TRANSIENT 22.0 X
SUSCEPTIBILITY
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X
ELECTRO-STATIC DISCHARGE 25.0 A

Table 1-17. DCU-3001 Environmental Qualification Form.
DO-160D EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS
TEMPERATURE AND ALTITUDE 4.0 A2 and F2

TEMPERATURE
LOW OPERATING TEMPERATURE -55 °C (-67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE -55 °C (-67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (Not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 A
SHOCK 7.0 B
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 (TCC1R)(SLM)
EXPLOSION PROOFNESS 9.0 E
WATERPROOFNESS 10.0 W
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS RESISTANCE 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 C
RADIO FREQUENCY SUSCEPTIBILITY 20.0 RRR
EMISSION OF RADIO FREQUENCY 21.0 H
ENERGY
LIGHTNING INDUCED TRANSIENT 22.0 A3E3
SUSCEPTIBILITY
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A
ELECTRO-STATIC DISCHARGE 25.0 A
14 May 2003 1-36

& 4:
,,
5
&
6

; : 6

4=

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
# 7' /$8
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = G
D
=
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6
= F
:
= F

7
/+'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
9:9 79 8
: J' ° 7J< °68

& # 7<< /$8
6:9 6 : D

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 785 7 85 7668
D

6 =
*
6 = *
6
= D
= D
6: = D

4=
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= D
6 6 = 9
:
:9: = FF4

:9: 66 = D
: 4=
9 : <=

' 4/+'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
9:9 79 8
: J' ° 7J< °68

& # 7<< /$8
6:9 6 : D

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 78 7668
D

6 =
*
6 = *
6
= D
= D
6: = D

4=
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= D
6 6 = 9
:
:9: = FF4

:9: 66 = D
: 4=
9 : <=

;+'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
9:9 79 8
: J' ° 7J< °68

& # 7<< /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 7 8 78
D

6 =
*
6 = D
6
= D
= D
6: = D

4=
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= **
6 6 = 9

:
:9: = FF4

:9: 66 = D
: 4=
9 : <=

;)+'''
5
&
6

; : 6

4= 6

*
:
° 74 °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
9:9 79 8
: J' ° 7J< °68

& # 7<< /$8
6:9 6 : D

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 5 5
D

6 =
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
=
6
= DDD
6 6 = 9
:
:9: = DDDD

:9: 66 = D
: 4= D
9 : <=

+ :!'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = 5 5
D

6 =
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= *
6 6 = F
:
:9: = FF

:9: 66 = D
: 4=

, ;),'''
5
&
6

; : 6

4= 6

*
:
° 74 °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 : D

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 5 5
D

6 =
*
6 = *
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
=
6
= 5 5
6 6 = 9

:
:9: = FF4

:9: 66 = D
: 4=
9 : <=

- ;),'''8
88
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 : 7"$ --%!)>%8

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = 5 5 5
D

6 =
*
6 =
6
= 6
=
6: = 6

4=
: 66 <=

*
&= F
;:
H '=
6 = F

:
= F
6
=
6 6 = F
:
:9: = F4F4

:9: 66 = F
: 4=

! <+'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 5 5 5
D

6 =
*
6 = D
6
= D
= D
6: = D

4=
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= DDD
6 6 = 9
:
:9: = DDDD

:9: 66 = D
: 4=
9 : <=

6 <
+''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 5 5 5
D

6 =
*
6 = D
6
= D
= D
6: = D

4=
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= DDD
6 6 = 9
:
:9: = DDDD

:9: 66 = D
: 4=
9 : <=

& <=+''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 5 5 5
D

6 =
*
6 = D
6
= D
= D
6: = D

4=
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= **
6 6 = 9

:
:9: = FF4

:9: 66 = D
: 4=
9 : <=

7 :4+'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 5 5 5
D

6 =
*
6 = D
6
= D
= D
6: = D

4=
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= DDD
6 6 = 9
:
:9: = DDDD

:9: 66 = D
: 4=
9 : <=

+' =:+''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 7 8 78
D
=
*
6 = D
6
= D
= D
6: = D

4=
: 66 <= F
*
&= F
;:
H '=
6 = F

:
= F
6
= *5 *5
6 = 9

:9:
= FF4
:9: 66 = D
: 4=
9 : <=

+ )02+'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 5 5 5
D

6 =
*
6 = D
6
= D
= D
6: = D

4=
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
= DDD
6 6 = 9
:
:9: = DDDD

:9: 66 = D
: 4=
9 : <=

+ 2&-&
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = G
D
=
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
=
6
= F
6 =
:9:
= D

++ :!-
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = G
D
= D
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= D

*
&= D
;:
H '= D
6
= D
:
= D

+, >=+'''
5
&
6

; : 6

4= 6

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
& # 7<< /$8
6:9 6 : D

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; = 7
8
D

6 =
*
6 =
6
= 6
= D
6: = D

4= D
: 66 <=

*
&= F
;:
H '=
6 = F

:
= F
6
= DDD
6 6 = 9
:
:9: = DDDD

:9: 66 = D
: 4=
9 : <=

+- 427,4
5
&
6

; : 6

4=

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
# 7' /$8
6:9 6 :

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = 5 5 5
D
=
*
6 = D
6
= D
= D
6: = 6

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
= F
6
=
6 = F
:9: = FF

:9: 66 = D
: 4= D

+! 2
7'
5
&
6

; : 6

4=

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
< # 7< /$8

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = G
D
= D
*
6 =
6
= 6
=
6: = 6

4=
: 66 <= D

*
&= D
;:
H '= D
6 = D

:
= D
6
= D
6 = D
:9:
= D

+6 2,'''
5
&
6

; : 6

4=

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
< # 7< /$8
6:9 6 : D

; <=
9 &=
9H '=

0$ $ & -@
9 6 0$ $ -@
; =
D

6 =
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6 = F

:
=
6
= *5 *5 D
6 6 =
:
:9: = FF4

:9: 66 = D
: 4= D
9 : <=

+& >#,
5
&
6

; : 6

4=

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
# 7' /$8
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = G
D
=
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6
= F
:
=

+7 ><2,+
5
&
6

; : 6

4=

*
:
<< ° 7&' °68
9:9
:
J' ° 7J< °68
* :
<< ° 7&' °68
9:9 :
J< ° 7J< °68
# 7' /$8
9 &=
9H '=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; = G
D
=
*
6 = D
6
= D
= D
6: = D

4= D
: 66 <= F

*
&= F
;:
H '=
6
= F
:
=

,' ++,4!
5

6

; : 6

4=

*
:
<< ° 7&' °68
9:9
:
J<< ° 7J °68
* :
& ° 7 °68
9:9 :
J' ° 7J& °68
'& # 74< /$8
9 <=
9H &=

0$ $ & -@
9 6 0$ $ < 7 #0 ,$!"8
; '= G
6 =

6
=
6
D
4=
*
6 <= D
6
&= D
'= D
6: = D

= D

, 1*1:
:
!%"
>0"%,$
; >"
! $ )"#-,$ " %"$"!!$% )" $
6 ,$"#$!) !)$!" /! " 6 )!
$$!$, !)$" !!)$"

!>" $ %!@ -")00"
! $ #",%
! $ 0.0$#
; )
6 -$! /%!2$ !0-%.
6 !>" 6%!2$ /"#$!" .0$#
9 $$!$, 2! )"#-,$
9 $$!$, 2! /) 0.0$#
9 $$!$, 2! 0.0$#
!%"
%$!#$
%$!$, " !" %$!#$
%$!$,5 -0%)$
%$!$, 0%)$
!"!)0 ##$ 0.0$#
,)!$"
$
% "/ $$)@

,$"-!%"$

--")2
",$!)% !" )"-"$

!-"$ /) -"!$ " ! $ /) -%
#!) 0$ )" /" !/"#$!" 3)2
!0- !!)$"
! $//!) )"$"% " ,$"#$!) $!# )",-%
! $//!) )"$"% >)" 0.0$#
! $0-"$ !"
$$!$,
,$"#$!) " ,$"$,
,$"#$!)
( )@ )",0 7%")%!A8
"#$!) -00,
$$.
!. )" )!#%
6 $ /?,). "0)!%%$"
%"+
H @
"$$"# "/ )%!#>
: !
!2$00 70$"@ !$0!$. )"$"%8
"$"% -$ 7$0-"8

-$,
* ",$)%")@+!0
"$"% !0-%. )",-%
"$"% !0-%. ,!$
9
",0(2! -%
%!#>
%
$% #!$) )"#-,$
"##,!)$!"
"##,!)$!"
""!$

"%%!0 -$ ,#>
",0
$2" . $,>
"$"%
"$"%
* "$!,",0 + " )%")@+!0
!/$ %
!!$%$"%" )" $

, 1*1:
:
$ >0 ,!$

$ )")$$!" ,!$
:
0)
; !$!"
: !)$!"% ."
9 )!0!" 2!2$
!)$
!0$)
!0)")$

!0-%.
!0$)
!0$) #0,! ?,!-#$ " $0)!
9 2"%
$ #$ !$
)@"!

!0-%.
% $"
3$% )"#-0$!" ,!$ " ! )"$"% ,!$
6 %)$"!) /%!2$ !0-%.
6 %)$"!) /%!2$ !0$,#$ 0.0$#
! !!)$! 0.0$#
; % $"
: #).
%)$"#$!) !$/)
:
$
0$!#$ $!# "/ ! %
0$!#$ $!# "/ -$,
0$!#$ $!# ",$
6 6% ! ,%$!"
6 6%!2$ )"$"% )"#-,$
6
6%!2$ )"$"% -%
6 6%!2$ )"$"% 0.0$#
6 6%!2$ !)$"
6 6%,3 $)$" ,!$
6: 6%!2$ ,!) )"#-,$
6:
6%!2$ ,!) -%
6 6%!2$ % %
6
6%!2$ -%
6
6%!2$ -%
6 6%!2$ ##$ )"#-,$
6 6%!2$ ##$ 0.0$#
6 6!, "/ #!$ 7?,%!$.8
6
6%!2$ -$2 %
6
6%!2$ -%
6
6$ - #!,$
6 6")0$5 $#!%
: :!
: :"",
: :", )%,$$ 0,--00!"
: :+!)2 # $!#
: :",
:
:", )%,$$ 0,--00!"
:
:% -,-"0
:
:%">% -"0!$!"! 0.0$#
: :%!0%"- " ", 0-
9 9"% " 2!20- -"/!%
9: 9!
96 9!2 /?,).
9 6 9!2 !$0!$. !$ /!%0
9 9"%
9
9)$"
0)%0
9 9"!A"$% 0!$,$!" !!)$"
( -,$(",$-,$

$$ !"!)0
")00" 00#>%.

, 1*1:
:
!)$ !0-

) )
$% )"#-0$!" ,!$
$
D 3
0$,#$ %! 0.0$#
#@
0$,#$ #",$! $.
9: )20 "/ #),.
-,$(",$-,$ )")$$"
$!% /) 0.0$#
$$!"% 0$ $#"0-2 $#-$,
; !$!% $!)% 0-
G G".0$!)@
H H"$0
/$5 ,#> 5 " -!%"$ 0!
; ! )
$!$,
:
")%!A
"!$,
! -%)>% #",%
! -%)>% ,!$
; 9: % )2
)2
: $!)
,%
@ >)"
!!#,# 0)$ %$!$,
#". #",%
$""%"!)% -"$ !$!" ",$!
6 ,%$!/,)$!" !0-%.
: #$
!)"-2"
H @ >)"
!)"+ %! 0.0$#
!% #@
)25 #3 "-$!
,
: 00
)2 0- !!)$"
0 % %

" 0%)$ -%
* 0$ +2% 0+!$)2
"$ --%!)>%
; !$!"
" )"#-,$ $
!$!" )"#-,$ ,!$
!$!" !0-%.
"!)$!"% >)"
: $!
,$!)% #!%0
"#%
"$!) $" !#
-$!" )"$"% #",%
,$ #@

;
)

6
!#. /%!2$ !0-%.

:

!%"$ -"$

!$)2

$ #,/)$,0 --" %

"0!$!" 7 $!)% 0)"%%8

-"## #00

0$ " -0%)$

9
!$)2

, 1*1:
:

"!$

*
-"+ 0,--%.
!2$5 ,#> 5 " )"-!%"$ 0!M ,
!" %$!$, " 0"%,$!" !0".
!" %$!$, )" $
!%
# ! $#-$,
, >""0$
)%%

%$!
; 0!"
!" #$!) !!)$"
#"$
"%%

-"$! %$!$,
!" 00" 0.0$#
*$2 )! ($0#!$$($
!" $)2!)% )"##!$$ " !"!)0
$,
!" $,! ,!$
,
,/) ">0 $!" " 0.0$# 00
$$!) ! $#-$,
0" !0-%. !
",)(0$!$!" !$!/! 7 8
0" !0-%. ,!$
%)$
!% !$/) -$
: !!/!)$ #$""%". 7!/"#$!"8
(; "##,!)$!"0 $ %!@ 0.0$# 7,"-8
H
@!-
" #",$! $.

!0-
?,%)2
",)
!(0$$,0 #$!3 7 8
$>.
$
; "
.)2"!A
.0$# )"$"%
!%$
$//!) !0".
6 #!% /")0$0
, !0-
//!) %$ "%%!0!" "!) .0$#
$
0-"

#-$,
6 //!)
: $
H )@
"- "/ 0)$
,>,%)
!)$!"% $
H )@
)2!)% 0$ "
0$
: !# $" "
$0#!$$ )!
,>,%)
* ,>,%) +$2
96 %$2!2 /?,).
! 0% #",$! $.
0$>!%!A

, 1*1:
:
; !0-
; @"// )!0!" 2!2$ /) !0-
; @"// 0/$. 0- /) !0-
;; ;$!)% !$!"
; ;$!)%
;96 ;. 2!2 /?,). " ;96 )"##,!)$!"0 $0)!
; ;96 !$!" )!
;6 ;. %"+ /?,). " ;6(# !$!" )!
; !0-5 #3 "-$!
;; ;$!)% !$!"
;; ;$!)% !$!"
; ;96 "#!
; @"// "$$ /) !0-
; $%% !0- " $!)% 0-
; ;$!)% 0- !!)$"
;
!0-0
; ;$!)% 0- ?,!
;H ;$!)% $)@
;*
;$!)% +.-"!$
*
*.-"!$
*D *$2
*D *$2 " +$2
D6 0/
D 0#!$
DH "00$)@
+ #-
F F,%, $!#

+ !" * '!&9

+ !" * '!&9

++ !" * '!&9

+, !" * '!&9

+- !" * '!&9

+! !" * '!&9

, ," * ,+,

, ," * ,+,

,+ ," * ,+,

,, ," * ,+,

523-0780105-311118
3rd Revision, 22 February 2005
Hawker 800XP
Avionics System
Operation
List of Illustrations
Caption Page
Figure 3-1. CDU-6200 Control Display Unit, Controls and Displays..............................................................................................................3-2
Figure 3-2. CDU-6200 Control Display Unit, INDEX Page STATUS .............................................................................................................3-4
Figure 3-3. CDU-6200 Control Display Unit, INDEX Page VOR CONTROL.................................................................................................3-6
Figure 3-4. CDU-6200 Control Display Unit, INDEX Page GPS1 POS ..........................................................................................................3-8
Figure 3-5. CDU-6200 Control Display Unit, INDEX Page PROG ...............................................................................................................3-12
Figure 3-6. CDU-6200 Control Display Unit, INDEX Page ROUTE MENU ................................................................................................3-14
Figure 3-7. CDU-6200 Control Display Unit, INDEX Page DB DISK OPS ..................................................................................................3-16
Figure 3-8. CDU-6200 Control Display Unit, Active Flight Plan ..................................................................................................................3-18
Figure 3-9. CDU-6200 Control Display Unit, Active Legs Page ....................................................................................................................3-20
Figure 3-10. CDU-6200 Control Display Unit, Direct To Page......................................................................................................................3-22
Figure 3-11. CDU-6200 Control Display Unit, Departure/Arrival Index Page.............................................................................................3-24
Figure 3-12. CDU-6200 Control Display Unit, Performance Menu Page......................................................................................................3-26
Figure 3-13. CDU-6200 Control Display Unit, Performance Menu Page 2...................................................................................................3-28
Figure 3-14. CDU-6200 Control Display Unit, Messages Page .....................................................................................................................3-30
Figure 3-15. CDU-6200 Control Display Unit, MFD Menu Page ..................................................................................................................3-34
Figure 3-16. CDU-6200 Control Display Unit, Radio TUNE Page ................................................................................................................3-36
Figure 3-17. CDU-6200 Control Display Unit, COM 1 CONTROL Page ......................................................................................................3-40
Figure 3-18. CDU-6200 Control Display Unit, NAV 1 CONTROL Page.......................................................................................................3-42
Figure 3-19. CDU-6200 Control Display Unit, ADF 1 CONTROL Page .......................................................................................................3-44
Figure 3-20. CDU-6200 Control Display Unit, HF 1 CONTROL Page .........................................................................................................3-46
Figure 3-21. CDU-6200 Control Display Unit, HF 1 PRESETS Page...........................................................................................................3-48
Figure 3-22. CDU-6200 Control Display Unit, ATC CONTROL Page ..........................................................................................................3-50
Figure 3-23. CDU-6200 Control Display Unit, TCAS CONTROL Page ........................................................................................................3-52
Figure 3-24. CTL-23C COMM/NAV Tuning Unit, Controls and Displays....................................................................................................3-54
Figure 3-25. DBU-4100 Data Base Units, Controls........................................................................................................................................3-55
Figure 3-26. DCP-3020 Display Control Panel, Controls ...............................................................................................................................3-56
Figure 3-27. FGP-3000 Flight Guidance Panel, Controls and Displays........................................................................................................3-58
Figure 3-28. MFD Multifunction Display (AFD-3010), Controls and Displays ............................................................................................3-62
Figure 3-29. MFD Multifunction Display (AFD-3010), Fuel and Flaps Displays.........................................................................................3-64
Figure 3-30. MFD Multifunction Display (AFD-3010), Plan Map Page ........................................................................................................3-66
Figure 3-31. MFD Multifunction Display (AFD-3010), Present Position Page.............................................................................................3-68
Figure 3-32. MFD Multifunction Display (AFD-3010), HSI Page .................................................................................................................3-70
Figure 3-33. MFD Multifunction Display (AFD-3010), TCAS Page ..............................................................................................................3-72
Figure 3-34. MFD Multifunction Display (AFD-3010), Checklist Index Page ..............................................................................................3-76
Figure 3-35. MFD Multifunction Display (AFD-3010), Checklist Page ........................................................................................................3-78
Figure 3-36. PFD Primary Flight Display (AFD-3010), Controls and Displays ...........................................................................................3-80
Figure 3-37. PFD Primary Flight Display (AFD-3010), ADI Display............................................................................................................3-82
Figure 3-38. PFD Primary Flight Display (AFD-3010), ASI Display ............................................................................................................3-84
Figure 3-39. PFD Primary Flight Display (AFD-3010), V-Reference Display ..............................................................................................3-88
Figure 3-40. PFD Primary Flight Display (AFD-3010), ALI Display ............................................................................................................3-90
Figure 3-41. Altitude Alerting Operation........................................................................................................................................................3-93
Figure 3-42. PFD Primary Flight Display (AFD-3010), HSI Display............................................................................................................3-94
Figure 3-43. PFD Primary Flight Display (AFD-3010), NAV/BRG Menu Display.......................................................................................3-96
Figure 3-44. PFD Primary Flight Display (AFD-3010), Present Position Map Display...............................................................................3-98
Figure 3-45. PFD Primary Flight Display (AFD-3010), Yellow Comparator Warnings Display ...............................................................3-100
Figure 3-46. PFD Primary Flight Display (AFD-3010), Red Flags Display................................................................................................3-102
Figure 3-47. Cockpit Switches, Controls .......................................................................................................................................................3-104
Figure 3-48. Cockpit Switches, Control Wheels............................................................................................................................................3-106
NOTICE: This title page replaces 1st edition, 2nd revision title page dated 14 May 2003.
Page No Issue Page No Issue Page No Issue
* Title ........................................... 22 Feb 05 * 3-63 ............................................ 22 Feb 05 3-85 .............................................. 1 Nov 00

* List of Effective Pages .............. 22 Feb 05 3-64 through 3-74 ........................1 Nov 00 3-86 ............................................14 May 03
3-1 through 3-10.......................... 1 Nov 00 3-75 Blank ...................................1 Nov 00 3-87 Blank .................................. 1 Nov 00
3-11 Blank ................................... 1 Nov 00 3-76 through 3-81 ........................1 Nov 00 3-88 through 3-103 ..................... 1 Nov 00
3-12 through 3-38........................ 1 Nov 00 3-82 ........................................... 14 May 03 3-104 through 3-107 ................. 15 Nov 02
3-39 Blank ................................... 1 Nov 00 3-83 ..............................................1 Nov 00 3-108 Blank............................... 15 Nov 02
3-40 through 3-62........................ 1 Nov 00 3-84 ........................................... 14 May 03


1st Ed 1 Nov 00 None
1 15 Nov 02 None
2 14 May 03 None
3 22 Feb 05 None
,,,

!!
!

"

#

$ %

!
!

& '( & ')

!

& ')*
& ')

!

!"#$%&'

$$ $(#%$%"#%'#%(!#%
$$("&%$%%"%$ #%'
)& * *+$)&$! !%$'$ !,%" $
)&-"#"(!#%('
#% $$!)&%"%!$)&'#%.%"%"$
#%%"#$%&# ! !$# !'
%$"%%$#% ("#$%&$%%!%"(%!$)&'$%$$&%$%$ %
%("%%$'
"%%$!%($%%$$!%%!'/"%%!%" "&&
#%."%%"#$%&%$$,&%"-$%,#%%"-'/
"%%$(%$!""."#$%&""%$$,%!0-$%,%!0-'

!%!#%"$ !%!#%"$("%%"&%$#%!)&$!" % &%$
)&'%!)" &$'%%($%!%0%$$&0 "
% "%$!""%% $"'
!%$ $%!%$0"%$0&#% %!% !"
1#%%)($"'

$#%!)& )&"%%!%!#%"$'"%%&)&%234)&.
35$)&.#")&.#$)&.
,#%!-)&.$%)&.%"
,!$%-,"$-)&'
)&!$%$%"!%%!.$)%"!0%!)#%!'%"$"
)&!$%!%!#%"$'$.#)&!$%%&%%
!%"'
)&"$&"%%')&(,#&-!%!#%"
$'#%$)&"$%"6%!"%%7%!% "$!%"%
$!""%% $"'%"%% $"!%"$".%"%"$%!
"$!0%$%"!%$$&" %$0%$'
!)& !)&%""!$&%!!"%%#%%"!$$!')&% $&
"!"$('
8 8,"9-)&(% &%.#%$:%.!$.
!$."%%%#!.%""%%%$%" !' ;3+;3<'

)&(%!0, - $#$%'#%.0(." &
%!0 $#$%' ;3='
>
>
)&($#%'#%.0(." &$ $
#$%' ;34'
)&(%!0"!3#%' ;3*2'
)&("#%%0%$"9#%'#%$!"#%
%0%$' ;3**'
)&(# %!#%'#%#!%$"
%%$" $$0$' ;3*+%";3*;

>
>)&(&%#%' ;3*?'
)&(%"3#%'#%!!%.%0%3
.%"%#"1#' ;3*@;3+;'
A A>)&(#0#%(! !%$#$
#%'
8 8>)&(9#%(! !%$#$#%'
8 8)&9!" " $#$%'8((%!0
$#$%%" "%"!%%0! "'8)&!3
" !%%"%!0%" " $#$%'
)&(#%'#%(%
#$9"%%#%' ;3*B'
A A)&(A#%'A#%
(%09#09"%%#%'
)&%$%$&(%9"%%#%(#0
%'9"%%#%%($%$!" #%'
;3*B'

!"#$#

!"#$#

"9#%)& 8)&( 8#%'

%$$%%0("9#%7 ;3
+'
8#%,-#0"%$
!'
8#%%!!
!$#%'#%!$%"9#%(%0%%!!"%"&#
%$$"%#$%'%. 8#%%&$)%%$$3
%$$%' $$(#%%%#"!%&#!%$%$$%'
8#%* 8#%$
!'#%*"9 !!$"

%"

, "$)&- ,#%$:%-'%!$ !$%$"
*%$%$"
+ +

&'

$)&(

#%'

#% #%#"% #(
#'#%(% %0%"%%%.#" !0& %!0%"
!""%%%.,-."%.%"#% (%! %'"!3
%!".$)&%&"#"%%""%"#$%&'
"%%% "%."#$%&&$$(' "%%%!#". !0"%
"%"' "%%%%$%"". !0"%$%)'
#%!%%!0"%%%,(%#$%"-'

$)&!#&"%!%!#%"$'# A
$)&
% "% !%!#%"%!0"%%%$'!%%!0
%"!""%%%'%!%%!0"%%%% $#$%'

$)&( #%$:%#%'
#%%$$(%$:%
#"%%
!#%"%$$"$%%0%'&

$!%#0%$
!#%"%$$!%#%$ #"%"
%$:

0%$'

#%(%$(!
#"%%%"%$%!%"3
%""%# " '/". &$!%"3
%%# $% $. %"" "'#%%&"
%&%#"%%%' %%#".$!% %# !#
( " '$!%%&!#"!%!#%"%""

$ #%$:%'
/$"%#$%0%"%%%(%&#" '/
". /& $"# $$"(%#$3" "(%&#" .
9(; !
#'/0%" ( /
$.$!% (%&#( " '$!%%&%$!#"
!%!#%" #%$:%' /" %"$!%!$%"
%$ 3 '
!"
#%(!#%""#"
!#%"
%$$"$%%0%'& "#$%&"#%&!#"!%!
#%" %

$'#%%$%$$(%##"%%%&
A%'%0%"" A $.#
A )&.#
$)&' %&#%$$"
%#$%.%""%$
#%%#0""'#%#&# $$(
"C$%$#&,>
-.%$ !&,
-'

!"%&'&'&(

!"%&'&'&(

"9#%)& 8)&( 8#%'

%$$%%0("9#%7
;3;'
8#%,-#0"%$
!'
8#%%!!
!$#%'#%!$%"9#%(%0%%!!"%"&#
%$$"%#$%'%. 8#%%&$)%%$$3
%$$%' $$("!%&#!%$%$$%'
8#%* 8#%%"9
!'#%*"9 !!$"
*A3
, "$)&- .
*>
.%"
'%!$ !$%$"
*%$%3
$"
+ +
&'

*A $)&(
*A#%'#%" &.%"
%$$(#%#%0%"%'&9!$""%%
%(# #%!#%' %%0%"&
%0%"" !%!#%"$'#A D $)&%
" %$"%% $"'
#%%$%$$(#%9!$"%$$A%""%% &!#%'
$)&&A
>$"%$& %$$A%"
"%%'$)&%%%$& %$$A%""%%'

*>
$)&(
*>
#%'#%"$!%>

#"%%."$!%$$% >
#"%%'>
#%(
#" !(%!>
#%"!#"#'

&"%" !"%%%0%$%$"#" !'
/>
#%%$".EF"!%(%"6%! >
%'$$!)&%"6%!%"%$">
!%EF'
$$!)&%"6%!%%$">
!%%>
E
F'

$)&(
#%'
#%#0"

%"
'
%$
&%&#%"#"&!:""'

$)&$!
" #%'#%0%$%$$&(
%#$%"'

".
&%%!%$$&%"%%#0"&!!$
$#$%%"!%%$:%%"$!"%%'/% $#$%" "9!".
%%!%$$&!#" "
'%$:%.%!0"%%%$!.%"
%0%""$!%%%!%$$&!#"
'
".(
&#%"#"$&'%!&!%%%"
$#$%.%$:%.%"$!"%%'% %(&"
%%!%$$&'

) !"*"#

"&#

) !"*"#

"&#

"9#%)& 8)&( 8#%'

%$$%%0("9#%7 ;3
?'
8#%,-#0"%$
!'
8#%%!!
!$#%'#%!$%"9#%(%0%%!!"%"&#
%$$"%#$%'%. 8#%%&$)%%$$3
%$$%' $$(#%%%#"!%&#!%$%$$%'
8#%* 8#%(
!'#%*"9 !!$">
*
. 8.%"
,"$)&- D'
>
*
)& >
*
)&(>
*
#%'>
*
$)&$!(
$ '>
+
( (>
!0%%$$"'>
##%
(>
"%% ">
!0'#%(>
%""%.$%".$".
%!)%$."#". ,!0 &-$.#%$.
>
#%".%" >
%$$!$&"'
> > )&(%!)#> #%' $#%#0"
%"%$"#$%& $$($%"#%%C*. ,%#%-.
+.$#.$#%. $ $(,-. $1%&.%"0%$ $%)1%&'%!3
#%%(%$'$ "%%($ #%%%.%"
"%%(' !0""%%#%%$%$. %$".

."%%#%%"%"' $1%&$( $1%&

$ %"(%)'A#%%(0%$ $%)%'0%$
%)%(.,%)% -. '
%!)#"%%"#$%&%$"&
%##'
8#%)& 8)&( 8 #%'
8 #% 9 %#%!%%3" "(%&#%$ $#$%'#%"3
(%&#%% % !(%&#'% !(%&#!%
%3" "(%&#'
G& !(%&#" !%!#%"$'##$ $)&%3
" $"'
%"
$"(!%""%!
!(%&#%#$%' !(%&#(%#%%!!$"(%&3
#&$'
%%%$3%!)(%&#&#! &%% !(%&#.%"%!
!(%&#.%$!%%% !(%&#'%!""!"$('
%% (%&#&)&,"-!%!#%".#

$)&'%#(%%"%$$ !(%&#'

!#
..%"0%$%%##$&, -! %%"%$
$( $#$%%!)$'! 8(%&#7#$)&
((%&#" !%!#%"$'
%"%! (%&#&)&,%!%$$-!%!#%".
#

$)&'%#(%"%!!!$.!"% !(%&3
#'
!#
..%"0%$%%##$&!$! "3
%!!!$( $#$%%!)$'! 8(%&#7#$)&
((%&#" !%!#%"$'
%$!%%%%(%&#&#$)&'%#
(! %"%$$!"% !(%&#'
!#
.
.%"0%$%%##$&, -"(3%!)#%%%,%%$-
$#$%%!)$'# 8(%&#7#$)&((%&#" 3
!%!#%"$'
% 9!%!#" ""%%.%
%(
!%!#%"$'%## # !#"%%'
)&!$%%!#" 9!$% 8 #%')&(3
!%!#%"$'

$)&"$%$$ 9 %3

9!#(%&#%"

"%%'$)&"$%$$ 9 %3
#%'
D#%)& D$)&( $#$%D#%%>
#%(D#
##')&"" "%$"#%'#9$"#%%&" "
%! $#$%'

) !"*"#

"&#

>
#% $#$%"%$%"&!%%$"#%.#D)&(%>
#%
(D##" $" 9'#%$!% $#$%(%&#.% 3 $
#$%(%&#.##,
-%$" 9'#%"!"$('

$!% $#$%(%&#C%$ $)&$!""(%&#."
D#%.#8)&9!" !%%"$"#%
$#$%'

$!% 3 $#$%(%&#CG&(%&#" !%!#%"$.#
$ D$)&'!%!#%"(%D/%'%$ $)&
$!#."D#%.#8)&9!
" !%'

$!##C
$)&."D#%.
#8)&9!" !%'
D#% $#$%!%%$"#%.#D)&(D#%'#%
%$(% %$" 9$!"'
D#%#! &$"#%#%%'$" 8" (%#
#%'
"!"! $"($( 8$'$ $)&% %
(""!"! !%!#%"
$"'A%$" %%
...("%""%%$ #%'
"!#! ".%$!'
D$"#",%##" #"-.8G
.%"> 0%$(%%
%"!%$"'0%$%&!%"'$ "$%&"3
"&%> >
&'/>#%%"."%"'
%$"%!0. 8 $"(%"33 3%0%$ 9'!3
#"%%!!&!$ $"#%'
9#!3 3!$%%!,-%&"#%'& %DD.(D
%"'
%$"%!0.D#%(%8 D#&$($)&'
8 D$)&7$%$!%8 '8)&! 9
$"#%'8 E
F(&$($)&'
%#$%
$" 9' #% 9.
09$ $#$%'%%$"
#%%&"%$&9"%"!3"'

+ !""'&*

+ !""'&*

"9#%)& 8)&( 8#%'

%$$%%0("9#%7 ;3
B'
8#%,-#0"%$
!'
8#%%!!
!$#%'#%!$%"9#%"#$%&"%0%%!!"%"&#
%$$"%#$%'%. 8#%%&$)%%$$3
%$$%' $$(#%%%#"!%&#!%$%$$%'
8#%* "#$%&%"9
!'#%*"9 !!$">,#-%"
,"$)&-
,!" $#$%-'
>
#%)& >$)&(>
#%'
>
#% >
#%%%!%$$&( $##%%'#%% "#$%&

$&7"%%!%"#%'
>
#%(#%% $%#%",
-(%&#.(%&#.
,8-(%&#% (%&#."%,
-(%&#.%"%$%
,-"%'#"#%%!$""%!,
-.%"33,-.%"
$%,-'A > %$$#%&"!#
##'
!">
#%((".#%,

-.!3%!)"%!.%"%3
#",
-#%%'(""#$%&!$" / ,D/ -.
/ .%"
/ '"!%$ "!' ("#"$%B).("#""#$%&
:%"(""!"#$%&$%)'!3%!)"%!,8G-"#$%&!$"%
"!%%#$%$ ""%!)'

)&
$)&(!" $#$%#%'

!" $#$%#%
,!" $#$%-(%# #%(#%' $"
%$$(#%%!#%&'%&!%%%#."%%3
#.%0%$"#%(%&.%"!!$' >.
.%" $"%$$(#3
%."%.%"%$%%#,G G-'%$$(&
##! !(%& %%!%"" $#$%'. >.

. %&)&"%%!%!#%"$.#%$)&%
"%%$!" $"'
$#$%%"!$((%&#(%&' $#$%%&!$"%(%&.%3
"%""#%,
-.%"%"%"%$%0%$,
-.%##%!.$"
#%."!$.%""%%# %.#$(%&#.%"#%%$$$ '
%!&$(A $%$#%"!$%%(%&#(!3
#" $"'!$ %!0 $#$%&6$(A $%$'

!"'& ,

!"'& ,

"9#%)& 8)&( 8#%7 ;3@' %$$%!%(

"9#%.#8>)&( 8#%+'8>A
>)&( 8#%*'
8#%+ "#$%&%!% "9
!'#%(%&#!%$%$$%'
!%(#%"#"%"&# %$$"%3
#$%'!$ !%$"7%"9 !$$0#%+%
!%&'"#$%&%"9
!'#%+"9 !!$"
%"
'
$)& $)&(#%'#%"$!

G
'

$)&($#%'$$%

%##%%$#%!%$".(%!$#%%%""%'

#%.#$$!)&%"6%!%&%$%"%'
!%$$
#%($!"%"
$ $".%"
#$%(%&#%"%!%""%%%%%!%$$&"#!0#%'

$)& $)&(
#%'#%#!"%%"%0%3
"%%%'" %(%&#."!%$%!.%0%".%#
!%!#%".# $)&'
" %(%&#($!%%" !&!" %(%&#'
" %"!%$%!($!%%" !&!" %!'
" %%0%"%(%0%"&#,A..A..
A-.$!% A %!$&.$!% %!$&. 1!&
%0%"%$.%!0%% A.%"$0% '%%(%%##$3
!%$ %0%"&#'$)&!#&%""$!%!%!#%"$ %
%"%% $"'
/$)& $)&( /#%'/ /#%
(.(%&#%%"# $"%"%"'#$%&%(%&#"
%"%#' (%&#" %$%"&9#$"%%%.(%&#
" %&#"!%!#$3" ""%%%#
( #$"' #$"%$(%&#%%#$%!%"%!(%&#
!"%A"%%%(%&#.#(%#$"%"%$%3
"$"' #$"(%&#%%#$%!%#$%!%(%&#.#
(%%#$%!%"%!(%&#%"%$%"$"' #$" "%$
(%&#$%0%#$" "(%&#.(%&#"#$%& !%0%
"%%%(%&#'"%# $"!%# $""%".9!#
$%"$" $"%#"%"($&"#'
((%&#" "$#$#
/$)&' %(%&#
(%" %$%"&" ".#$##"!
/!3
%"0(!" '
/
$)& $)&( /
#%'#%(#$" "(%&#
%%""%%%'$)&9""(%&#0("
(%&#"%%'

- !" . #/&"#

- !" . #/&"#

"9#%)& 8)&( 8#%' ;3<' %$$%!%

("9#%.#8>)&( 8#%+'8>
A>)&( 8#%*'
8#%+ "#$%&%!% "9
!'#%(%&#!%$%$$%'
!%(#%"#"%"&# %$$"%3
#$%'!$ !%$"7%"9 !$$0#%+%
!%&'"#$%&%"9
!'#%+"9 !!$"
G

.%"
'

G
$)&(

G
#%'#%#$%"(# 3
%!"%%%..(%&#.%0%"%%% ")&&'
!%%%!0%"%!"%0%"%%%'%"#$(%&#"%%
%%&"($%""")
'%!$%""#%%$&9!#
%0%"%%%%%&$%""($%$&'")#%3
%&# "$&(%#$%"'
%0%"%%%!%(%&# %A..!.3
"!%$%!.%"%#,!$"%# !#.%#(%&$".%"
%#%$(%&#-' "%%%!0%!:""
'
(%#%!#%")")"0,-'
#A$)&!%%"")' %%0%"%%
% ".%#%($!%"%% #&'
%")3
1"$"!#$ "%%'.##(%!#%3
%""%$")%##' "%%%$%"".%%
( 0!"'.

#%%%!%$$&(7#%("%%%
!0"%' ;3+'
%"%%%%"#%!! $.%%(!%!#%"%3
!%$'%%"!"$('

> >
A
!#$$%" "%%%7$""%%%%"'

G %""!"7& 8#%'

)%"%%%")'
/>
G
#! !")1"'

G A !$" #%'

G A ")'

G A "!"%$ %$#( %$"'

G AA "&%"0!'
"!"% %$%#0% "%%%'

#$%&#! &%$0%$ %&# %!%"AA$%"1%

#%'/%( $#$%$%""." %$0%$%%%!%$$&$%""7(3
0#$%&!%0%$%&#! ! $(!%(%&9 $
%$:"' %$0%$%&#! " $$(C%!#%(,/-.%0%
#%(,A>
/-.
A%$$!%.
%,
%!-.

%,
%!-.

%,
%!-.
>.%"
#"%$"!,
-'

#%%$%$$(#$#! &#%" !% !'%
#!% / '%%)%$$!%"!"%)%$
% %!#%%0!"!"%$ %)"'
GHD#%(
#% .

>.%"%3!, -'

0 $123"

0 $123"

$#$%#%)& )&(%!0 $#$%#%' % $#$%%%!0%"&

!(.)&$! $#$%#%' $#$%#%%% A$)&7
#$)&.8)&%) $#$%%!0 $#$%'$&%!3
0 $#$%!%#0"
$"%!!%"#' ;3='
$#$%#% ,%!0 $#$%-, $#$%-(%# #%(#%
' $"%$$(#%%%'%&!%%
%#."%%#.%0%$"#%(%&.%"!!$' >.
.%"
$"%$$(#%."%.%"%$%%#,%
G G-'%$$(&##! !(%& %%!%""
$#$%'. >.
. %&)&"%%!%!#%"
$.#%$)&% "%%$!" $"'
$#$%%&!$"%(%&.%"%""#%,
-.%"%"%"%$
%0%$,
-.%##%!.$"#%."!$.%""%%# 3
%.#$(%&#.%"#%%$$$ '%!&$(A $%$#%"!$
%%(%&#(!#" $"'!$ %!0 $
#$%&6$(A $%$'%!0 $#$%%%!%$$&1!%%3
#$%#%$ $#%.
$!"%%!0%0%!'$#$%
(%&#%%0"%&"%%%&%#%"'
$$%" %!0 $#$%"".&!%%" "!#& %!0 $#$%' $
#$%#%$!%'"# "" " $#$%'
%!!%!0 $#$%(%" " $#$%9'" " $#$%%$$(
#%" $#$%%"$ %)!%%!0'8)&
9!" " $#$%%"%)(%!0 $#$%'%!%
(%&# "" $#$%!%!07(%&#!! 9!3
!%'$)&!%!$" " $#$%'
/%&#" , .G.!'-%"&%0%"%%%'%" &
% $#$%& )&%(%&#" !%!#%"$'#%"$
)&% "$!"$'$" %"!$%(%&#'#%
%!(%&# $#$%')&%$%(%&"$%$ $#$%'
" "(%&#!%"0%$(%&.%"!"9#%%%#'&
%%" " "(%&#%%$%"3$"%,?2/22;-%!3
%"(%&#%(%!9, 2+-'% &%""
!%!#%"$!#$!"% (%&#,?2*B';/22;2B'B-
" "(%&#%&"0%$ %'$%"%"$"C,
-
',/-'("%"'%(%&#"
%"%"%! C/''(/%".%.%""%!'
! %"%$ (%(%&#C/*'/+'(/%
"%"%'% $#$%(%&#%"%%$3%!)"%! (%&3
#C/'(/%"%"I3"%! ' "".%$3
%!)(%&#%&%"&%""&'
$$%% %$
&%&#%&!:""#""'

#%;3;'

"."%%!0 $#$%"%$&% "
'"%!3
0 $#$%% "
$&% 8)&#"'
". $#$%""% $#%1%% '"
$%%!0. .!" $#$%#%!%%% #'

8
$)&% $#$%'

4 $12("

4 $12("

>
#%)& >
)&(% $#$%>
#%'$$#%%&>
.
>
.>
' ;34'
$#$%%!0.#>
)&(, $#$%->
#%' % $#$%
%%!0%".#>
)&(>
#%' %" " $#$%9.
#>
)&(>
#%'
>
#% $#$%#"%">
#%'#%(
$#$%%% "!$'>
#%(A"%% %!$ $#$%'
%&""#%7"#!"$%%"!" $#$%
#%'
J$)&%&"1! $"#$%&'
>
#%!%%$ %!$ $#$%'$$(%&#"
%$(!%""%! %'%!$%$!%("%% $"%%&
"%#"%"%$"!%%(%&#'0%$% !( 3
!$&%"%"&
!#%'$)&% )&"
"%% !%!#%"$!""%% $"'%#")
,GGG-%!
,'-'%$" ,- $$0$,-'""%%$"3
& 0%$%33%0,-%33$(,-'9%#$C'@B;;2%'@B%!% $$0$
;;2';+B%;+B)'+?@2;??2%%33%0+?@2 %"%33$(;??2 '
>
#%(%!0$ $#$%% $'!0$"%%%%7
(%&#!&%.%"(%&#"%%('%!0$"%!%
!!$"%! %#$%%!0(%&#'
>
#%!%%$$!)&%"(%8%'#%3
%%"!" " " $#$%'

1"

1"

)& )&( 3#%'"!3"%!"%&#3

",$&-%!0$ %!0 $#$%' ;3*2'
3#% 3#%$%>
#%($%%$(%&#$ "
%"0!%$ %" "#$%&'& % 3 $#$%(%&#
!%!#%"%"$! #$ $)&!%%"!3!"0(%&#'

$! %$ )&# %$%%$"!3%"6%! $#$%(%&#'

$! %$$!)&# %0!%$"!3%$"%%!%"$%%$
(%&#'0!%$"!3#0%$$%%$#%.%%"%"3
!%!$!"0!%$#'
"!3" $#$%!%%%!0$%%%!!$#% %#$%#3
""(%&#'!#"%!!$#%%$$(#%!%#$%
!%"1"%"'
$)&%!#!
%$(%&#'!#!%!!$#%""(%&#'
$!""!3(%&# $#$%.%$$(%&#(#0%!0
(%&#%""!3(%&#%"$" "#$%&%"0"&&
' $!""!3(%&# $#$%.%"!&"%
(%&#'
%!"% $$('.$!%"!3(%&#%"!"%0' $!"
(%&# $#$%.
$"(!#"!%$ $
#$%$$%"(%&#'""!#!.#
$
)&'%$($$"" %!!$!$%"""(%&#'
8)&9!!"'

5$26"

5$26"

#%)& )&( A#%' %#$%".

#% %##"' %#$%%.$%B2
%#.%"$%%$ (%&"%%#. A#%
%##"'(. A#% "%%##"'
"%%##! ". 8#%#"'
;3**'
8#% "#%%0%$"9#%(% %""%%#, "-
$#$%'%#%" $#$%#%'!0 $#$%%#
%(%0#$%%#'
#%$!%"#%#%%%0%$#% %$"%# %&D%3
#'#%((%&.
.%"
%%&"" $#$%'
"#%%0%$#% %&D%#"%%%%&%$"#$%&"
#%'G&%#" !%!#%"$.#$
)&'#%%"!"$('
#% $)&&""%#$!#% %%#'"#%3
#%$% %0%$%$
,%"%""#%-%$#%!%$".
%"%0%$%$(%&!%$"'
%$)&$!%
(%&'E
F$%$(" &$!"$7

(%&%!%"($!%%!%$$&!$%'8)&9!
" !%%"$!""#%
(%& $#$%'3
$)&!%!$" !%'
A#% $)&&""%#$! A#% %%#'3
A#%$% %0%$%$
,%"%"%$%0%$-%$#%!%$
".%"%0%$%$(%&!%$"'
%$)&$!%
(%&'E
F$%$(" &$!"$7

(%&%!%"($!%%!%$$&!$%'8)&9!
" !%%"$!"%0%$
(%& $#$%'3
$)&!%!$" !%'

"781,"

"781,"

)& )&(# %!,-#%' ;3*+'

#% $)&0(# %!%$:%#%'# %!3
%$:%#%%!%$"%"$!%%%$" $$0$'
%!#%(,/-%"%0%#%(%%$:"" %$0%$'
%!%$"&)&""%$"!%!#%"$.#
5$)&'&%&%$",2222@B222 -%% $$0$,*@B2-'
%$%!%$"%&#! " #$%##'
5 $(,5/-%&""!$&.!%$!$%" %!#%(.3
#%.#%(.%"!%('>(%" "!&.
: $(&% $(%%$:"'
>#% >$)&$! $%%#%'>#%(
! $3%".$!" $ $(,%"%$ $ $(#$#! " $ $(-.3
$!""#",%""#"#$#! ""#"-.0 $%$$!%.
#! !%,$-.0.%0 $.%" $ $(#.%$
$"#.%"%"%$ $ $('
#%#0"%."%!.%" $!%$!$%'!("%3
%",-."%!,
-.%" $1",J-($!%&3
%"(%&#'0%$ "#",>
-%"/
%(.!%0(&!('
$!
!!$!%3
$%"$" %%(%&#!%$!$%'

"781,"

"781,"

)& )&(# %!,-#%' ;3*;'

AA
#% AA
$)&$!AA #%'A8)&
$!AA
%"AA
#%'>
%! $#%%&
" "AA##% !%!0 $#$%'

!$%""!" $#%%&" ""$"'
>D>#% >$)&$! >D>#%' >D>#%#0"%
%& $$#(0"%#$%%) % $'$"
%%!%$$&#%) .%&&#$&:
!%!#%".#$)&%"6%!
'"%%&%$$("'
D
#% D
$)&$!D
#%'D
#%!3
%%$3%"*0%$ %) ,-.!$,-.!,5-.%"%9!3
,-'
A$(A3#" %$%) !$ !'>$(%%3
#"'$("%#%,-'#%!%%3
%$$&#'
>$)&$!$"/.*2D%. *!%$!$%3
'

) ,"

) ,"

%#%)&
>)&(
>
#%%!)($"%$&%'/

>
#%(.#)&%%(#0#%' ;3
*?'

>
#%
>
#%%$
%"%'
>)&%!)($"(
%'
%$(%9.%(%!%$'
>)&%!3
)($"%%"!$% %!%$' $#$(%9.#

>)&(
>
#%'(%%&$$(7%!)($""%%
(' %
>
#%%(.%$$%%#%%!""%!)($3
""'%
>(%!%$(%9
>
#%'
$$(%%&%##%%!%$%"
>
#%'

"!%
$#$%1"&#$%$%"".%
&0("'
"!%%%##%!%$!"%1%$ "
"3
%!'
>
>"!%%#$%(0!& #$,+2-%"
($$%"('
DG"!%%&%%$"!%%##%
$#$%'
DG >"!%
%##%!%$!".
%%#"
$!%$:.%"% %$"'
DGA
"!%
A!
%
%"
!%#'
DGA >"!%A%##%!%$!".
%%#"
!%0%".%"% %$"'
DG
"!%#$!%9%%$"?B!"
%!0!%$(!#'
DG
"!%%#" $"#%AA#"$'
DG

"!%%!0"%%%"% !3"
%
%%!0"%%%"%'
DG
"!%
# %!"%%%0"%!%3
#$%&#."%"!3"0%" '
DG
"!%%""%!%!!%!&%&! !%3
1 !#% $'

A
"!% $#$%%%!0%$ %*@2"
%(%&#'
3

>"!%
%""%%%!3
'
8

"!%
"!9!0"%$'
8"!%%" " $#$%9%")&%"%!0&%3
0" *B!"'

"!%
"%"!)"!% $ #"%%'

B "!%
%"%"!)" %B
($%'

3

>"!%!3"
# !%$&" "

#'

"!%%!"%"#% "%$
&(%$
($%'

A A "!%
%"%"!)"$'

) ,"

"!% $#$%%1!"#%%(%&#% $#$%"3
!&'
>

"!%!(%"%$"% >
"%%>
#%
,;3;'%&"%"%0%!%#%$&'
>
3

>"!%>
" #%%"%%% 3
!%$&" %
'
>
A "!%>
#%%"
#3
$'
>
"!%
$&#"%% >
'
D3G
"!%%$ 3%)$!"%"%#$%($$%0%$" 9
$%'
D8 "!%#$""!0!$%%! (%$$"
9$"#%'
5
"!%%$%0%"#%$:%'

"!%!(%"%$"%
"%%
#%'
%&"%"%0%!%#%$&'

3

>"!%
" #%%"%%% 3
!%$&" %
'

"!%
$&#"%%
'

A"!%
%0" #$
%$
%.%""

"'

/ "!%$%(%&# $#$%%#%"'
>
"!%%%##%!>
%0%$%$'
>D"!%%!0 $#$%%"'
>
"!%%>
%0%$%$'
A
"!%%0%"%%%"'

"!%# %!"%%%"'
G"!%
%#$%%!)%!0$.
!%!)($$!#%!0 $#$%$'%%&%$"!%%

%%" !%#..%!%".%#$%#%($$!#
%!0 $#$%$'

"!%%#%%$$$ #%%"'

/ "!%%#%%$$$ #%($$%"('
>"!%# %!#"!!"!%%#".(.%$3
"9!"$ # %!"%%%!'
A"!%%#$%(0!& #$,+2-%"# 0%$"
#".
($$!%%#$% $&%%"$0$'

>"!%%#$%(0!& #$,+2-%"#
0%$"#".
($$!%%#$% $&%%"$0$'
> "!%"%$%0!#%$ (%#%'
3

"!%
1%$:%,! %
%$:%-.%"

#!"%%$%"&# "'

"!%#"%%"#"%"0%
#%,
;3+-'

D>"!%
"%%"0%$!##$&%"%"
"'
5"!%# %!#"!"!%%#$%%$%!
!%$"'

) ,"

"!%# %!#"!"!%%#$%%$%!

!$"!!%%$"'
8"!%%%$"!%($$9!""'

J"!%
%$1! $#$%!%3
% %!0$"%'
ADA"!%
%#"%3
%##%!%'
AA

"!%!!%$AA"%%%0%$%$'
A
"!%!(%"%$"% A%""%%A
#%,;3;-'%&"%"%0%!%#%$&'
A
F<B"!%%0%%$%%%"%$
A("%!%%<B'
A3

>"!%%"""%%$$!0"A%%
!(!#%'
8G "!%"%$
&!3%$)!!%% %$"'

+ , ,"

+ , , "

#%)& )&(#%'

#%
#%(%$ $!%%%0%$%$ !"#$%&'
"#$%&!$&%#$%%###%#.
3
%"' "#$%&!$&%9#%.8
%"''
$ $)&$!$%""#$%&'%!"3
!"$('
%(%#$%##%#.
#%$%0%$%$
%!)"%#&$%"#$%"#$%##%#'
$!"
($%!%%!'
$D A
.A
. 3

,%(%&!-.
,%#-./
,%$(%&#-.
,3
"!%$%!&-.,%" %0%$%(%&#-.
. .
,"%##%!-.A
.%"
'#%%$!%%/ /
$)&'$)&%$%$&$"%%("("#$%&'

$)&$"#$%&($ %""'
8 !)&$!#%+
'

#%+$>C
,%%$"-.
,#-.%",%$3
% $#$%-'
(9"%%.8
#%$%0%$%$9"%%
#%'
$!"($%!%%!'8
$>.
A

.

.
.
.A

.%"

,
%%$$"-')&,"!"$(-(9"%%%"%$
#%(%0%$%$9"%%#%'
(%%#9"%%.#% ##%#
(%%" %$'
#%)& )&(9"%%"')&%%
(#0 %'%8/D((%"
(%
%# %'% %%"#
)&(9"%%'
A)& A)&(
A#%' %#$%#
#%#(.
A#%($)&
!'A/$)&!#0(%&#"#$%&'
8/$)&!9(%&#"#$%&'/$)&
!(%&#"#$%&'/%$$(#%%(%&3
#" !%!#%".#/$)&!%(%&#
"#$%&'
8
!%$#$#%.#A)&(

A.8
#%'A>$)&!%9
#%#0#%'8>$)&!%9#%9
#%')&%!0 $!"9"%%! %$#%'

' "

'"

%")& )&(%"#%'
%"#% %"#%.A.%"%".%"%$$!%!0%3
#"!"'#%%&%$$!%%$%%! A%"
#%'
%.A.%"&)&"" 1!&!%!#%"$'
#%$)&% 1!&$!" $"' 1!&0%$".(
"%% $".%"%""%$&'

$!%!0%#"!"%""!"%0'% ""!"
!%!#%"$*+$'%$&%#"%!0%%
'"%% $"$(%!0%#"$%$$%)7"%%!%% "
$"'
A%"%&%$"&%%" ,!% -'G&""
" !%!#%"$.#A*A+$)&' 1!&%"
%" (A"%% $",**<'@2 -'
A#%.#$)&$!%%!%%$A
"'$!""($%$'/$!".A%"
$&##%%!'/$!".A%"
%%!%$$&#!%"
!#'
A%3
"% $%%0%$"# %'
*+"#$%& %%"&)&"" 1!&#!%!#%"$'
#*+$)&% 1!&$!" $"' 1!&
0%$".("%% $".%"%""%$&'*+$
)&%%0(#!0#%' ;3*<'
%
J("$"(1$!"%$"'8((%"
%'
" $",*+-" %"%"% 1!&'
1!&"3 1!&"#$%&(,#-AD 1!&%!%% "
#$%& ,%!0-"#$%&'
1!&$)&!%#%"%!0 1!'
%"( 1!&.%"#0%!0 1!&!(3
1!&'$"0%$%0%$%$ %!%$$&# 1!&$
)&'

1!&&)&"" 1!&!%!#%"$'#
1!&$)&% 1!&$!" $"' 1!&0%$".
("%% $"'
/3+;".$"#$%!"&*A*.%"
('
A*A+"#$%& %A*A+%"&)&"" 1!&.#."
!%!#%"$'#A*A+$)&% 1!&$!"
$"' 1!&0%$".("%% $".%"%""%$&'
%!0A ,%$.$$"- 1!&'A*A+$)&%%0(
#!0A#%' ;3*='
G3D ("A$"(%)%!!00&$!"'
" A$",*+-" %"%"% 1!&'
*+"#$%& *+"#$%&%$$&($"(%!0D%$$$'
*+$)&$!$".D%!%$%.%"
$" 1!&('
"#$%&
%!0%!!"&)&""%!!"!%!#%"$'
#$)&% !"$!" $"' %!!"0%$".(
"%% $".%"%!0%#""%$&#"(%!!"'
$)&%%0(#%' ;3++'

'"

%( $"(,#$&-"$!"'

((%"&$!"' ((%!0#$%%'
(( $)&#%#"%"%!0
%'
" $",*+-((!%#"%!0'%!0
%#"$!"&%#%$(!'

"#$%&
$)&$!
"'
$)&!&!$
#$$! ,% !%"0&$&-.,% !%"$%"0-.
,$%"0&-.%"
,%"&-'

!$#%%!!
$)&0(
#%' ;3+;'$!"
%$""#$%& %,
-%$(%0
$"'
*+"#$%& %"&)&"" 1!&#!%!#%"$'
#$)&% 1!&$!" $"' 1!&0%$".
("%% $".%"%""%$&'$)&%%0(
#%' ;3*4'
"%$%%$$".#8 !)&%!!#%+.#*
+$)&0(#!0#%'
%(" 1!&(%%"$!"'((
"$!"'
" $",*+-" %"%"% 1!&'
D*D+"#$%& 8 !)&%!!#%+%"#D*D+$)&0(
#!0D#%'
D%"&)&"" 1!&#!%!#%"$'
#D$)&% 1!&$!" $"' 1!&0%$".(
"%% $"%"%""%$&'D$)&%%0(D3
#%' ;3+2'
D*D+
JD D
JD"#$%&(1$! D%"'$)&9
#%(!%1$!$0$'$)&9"(%("!%
1$!$0$'$1$!$!%
J2.
J*.
J+.%"
J;'

- &,
&'&("

- &,
&'&("

#% *$)&$!*#%'+$)&$!

+#%'*#%"%%9%#$'*!%!%3
%!$$%*,$ "-%"' ;3*<'
%!0 1!& "#$%&(%!0AD%" 1!&'"" 1!&#3
"#$%& !%!#%"$'#$)&% 1!&$!"
$"'
1!&0%$".("%% $".%"%""%$&'#0
%!0 1!&"%%% " 1!& $"'
0%$" 1!&$%**=3*;@'4<BD:9""%**=3*B*'4<BD:'

%*+2'
1!& "#$%&(%AD 1!&%%0%$%$"%$&%"'
"#$%& $)&% 1!&%!0 1!& $"'
"" 1!&#!%!#%"$'#3
$)&% 1!&$!" $"' 1!&0%$".(
"%% $"'

"#$%& "

"#$%&!%#+2# 1!'8
A !)&$!9#0##%'%!%"$)&%
"# 1!&%!0 1!& $"'
!%" &%

1!&."" 1!&%""
!%!#%"$'#%!%""$)&% 1!&
"# 1!& $"' 1!&0%$".("%% $"'

JD$)&%"
JD$)&%$%$&%$,-"%$,-!01$!!!'
%!% $%%!%%)1$!$!'

$)&%"
$)&%$
*2!"'
%!%$%($
%!% $!"'

0 $%
&'&("

0 $%
&'&("

A#% A*$)&$!A*#%'A+$)&$!

A+#%'A*#%"%%9%#$'A*!%!%3
%!$$%*,$ "-%"' ;3*='
A%!0 1!&"3 "#$%&(%!0ADA%" 1!&'%!0A ,%$.$
#$%& $"- 1!&'"" 1!&.#.%" !%!
#%"$'#A$)&% 1!&$!" $"' 1!&
0%$".("%% $".%"%""%$&'
0%$"A 1!&$%*2=3**<'4BD:9"" 1!&%*2=3**<'4B
D:%"*;;3*;B'4BD:'A

%*+2'
$"$)&%""3 D$)&%"A 1!&%!%"(!!%$
#$%& "#$%&'D(&$" 1!&'
%)%!0& /#%$3"%)%!0&(!D #.G3D
%!% (9A!%!%'%!%$%)(%)%!3
0&(!#'
A >"%3 A >$)&%$%$&$!,%%!-,%%$-A
!% '$%%!%%)$!'%!%%

%A%"'

$)&%"
$)&%$
*2!"'
%!%$%($
%!% $!"'
D %!%%!0.$)&%!0'
A

"#$%& "A

"#$%&!%#+2#A 1!'8
A !)&$!9#0##%'%!%"$)&
% "# 1!&A%!0 1!& $"'
!%" &%A

1!&."" 1!&%""
!%!#%"$'#%!%""$)&% 1!&
"# 1!& $"' 1!&0%$".("%% $"'

4 $
&'&("

4 $
&'&("

#% *$)&$!*#%'+$)&$!

+#%'*#%"%%9%#$' ;3*4'
/
%$"%"(%"%%$$".%!0* 1!&(.
!$$". #%'$$*%"+%"!$!!!"
#%' $&%"%$$".%""#$%&"%"!$$"
#%'
!%!% *!%!%%!$$%*,$ "-%"'
,#$-
%!0 1!&"3 "#$%&(%!0%" 1!&'"" 1!&#
#$%& !%!#%"$'#$)&% 1!&$!" $"'
1!&0%$".("%% $".%"%""%$&'
0%$" 1!&$%*423*<44'2D:9"" 1!&%*423*<44'2
D:%"+*<43+*=BD:'

%*+2'
"%!%%"$ $)&%$%$&$!,%%-"'$%%!%
)& %)$!'
".%"#0"%333%%"%%$#' ".%"
#0"$&%%%$#'
%!%%"$ ,% 1!&!$$%-$)&%$%$&$!"$!"
)& #%'$%%!%%)$!'/$!".%"3
%%*222D:%%$(%)&"!(%$!0"'

%!%%"$
$)&%%"$ 3'
%!%!
)& $%($'

1! "

"#$%&!%#+2# 1!'8
"#$%& A !)&$!9#0##%'%!%"$)&%
"# 1!&A%!0 1!& $"'
!%" &%

1!&."" 1!&%""
!%!#%"$'#%!%""$)&% 1!&
"# 1!& $"' 1!&0%$".("%% $"'

9

&'&("

9

&'&("

D*#% .#)&(%"#%*+'8)&(

%"#%++'D*$$!)&(D*#%'
;3+2'
!0 1!&$! D*$$!)&!%!#%""%%%%!0D* 1!&'A%$"
!%!#%"!$"#$9 1!&."#$9 1!&.%!%$.!&
!%$.#."'

1$!$0$$! 1$!$0$(
J2.
J*.
J+.
J;'#3%("(3%($3$!3)&
%"61$!$0$'
/$0$$!%" /$3$!3)&!%##($!'#$#($0$%
$)& ,$(-.,"-.D ,-'#($0$%!%$%(%!03
$!'

%!%%"
$3$!3)&D&'
%!%$%($
$)& "%!0'D#"$%%##9%$& !"'
((
!! $$&!#$"' ( %$"'
A$$0$$! 0$$0$(
J2.
J*.
J+.
J;'#3%("(3%($3$!3)&
%"61$!$0$'
$!%"$ $3$!3)&!%#%%$"$!'#$"$!3
)& %J, 1!&-.,!&-.,%-'%!%3
$%(%!0$!'

%!%

$3$!3)&(D

#%' ;3+*'
%"$)&

9
"' # #"

9"' # #"

D

#% .#)&(%"#%*+'8)&(
%"#%++'D*$$!)&(D*#%'

$)&$!D

#%' ;3+*'
!0 1!&$! D*$$!)&!%!#%""%%%%!0D* 1!&'A%$"
!%!#%"!$"#$9 1!&."#$9 1!&.%!%$.!&
!%$.#."'
1!&$)& !%!#%"$$%).#%#$)&% # 1!&%!0
1!&"#$%&'
%# 1!&!%!#%"$%"#%#$)&% "%%
"#$'A%$"!%!#%"!$"#$9 1!&."#$9 1!&.
%!%$.!&!%$.#."'
%!% $3$!3)&(D#%' ;3+2'
%"$)&

$&'&("

$&'&("

#% $)&(!$!#%' ;3++'

!%!% *!%!%%!$$*,$ "-%#"'
%$&%#"%!0%'
%!0%!!""3 "#$%&($!"%#"#$&!"'""%!!"
#$%& !%!#%"$'#$)&% 1!&$!" $"'
%!!"0%$".("%% $".%"%""%$&'
0%$"%!!"$%(2%"<<<<!%$'

( %!0%!!"'
((%"&"
$!"&$!(!' ((%#"#$%3
%'
%!%%" $)&%%!!"' %!%$%%"3
$)& %%!0 %##9%$&*=!"'
$"! /%$"#%$".%$""%%!($(#%$""3
%!% #$%&'

%!%
$)&%$%$&$!*+%#"'$%%3
%"$)& !%%)%#"$!"%#$'
%!%%" $)&%$%$&$!%#""'$%%3
$)& !%($!' ".%#"!0%%$.
!%"#$'
"
%#" $!"%#"%"
%#".
("#$%&'
%!%
$"#%3 $)&%$%$&%$"# !'
!%%"$)& $%%!%%)$!'
$"#%$#%".%"$"$!"
#%'
%#"#$%#$.%"%!!"%!%$","-'
$"#,#$&"-%$$&"$&(1"&'%#"
#$%#$."%%$""%%,"-'
%%#"%%!%$$&#$,"
-
%"
%'
#%%!1"'

%!%%"$
$)&%$ 3'
%!%!$%
)& ($'
#%$""#$%& "#$%&(!!"%!%$"%%"%$"#
"'

$#&'&("

$#&'&("

#%
$)&$!
#%'

%!%
$)&%$%$&$!..
"'$%%!%
%"$)& %)$!'
% !$!%!%3 $)&%$%$&%$,-"%$,-"#$%& #3"%"
%"$)& % !% !%#'$%%!%%)$!'
#3"%"% !K% !K7% !.% !.%"#9%% !%&$$('
$"%%!% >$)&%$%$&$!$%0,-%$,
-
%$""3
%"$)& #$%& %'$%%!%%)$!'
$%0%$"" !("%!% %$"%",&-(%!% %$3
"'$%$"
,%%$0$-%$" "%!% '

%!%%"
$)&%
$ 3'
%!%!$%
$)& ($
%##9%$&*2!"'
9""%!% 8
$)&%
$ 3'
%!%!
%"$)& $%($
'
$"$$!$ A../$)&$!%$"%
#!
)& ("('$%%!%,-%)$!'
#!("(" %: 0!%$%#%!$%0%!% ' "
:%%!)"%"!""#%$%'
/$!".#!("(+<22 %0%"+<22 $(%!% '
/A$!".#!("(4422 %0%"+<22 $(%!% '
//$!".#!("(+<22 %0%"4422 $(%!% '
/A%"/%$!".#!("(4422 %0%"4422
$(%!% '

)( &,,5$%
)( &,,5$%

%*%"A*%"%%$$&"&$ "'3+;%

%!)#!$'
1!&"#$%& "#$%&(%!0*AD%" 1!&'%$$&. 1!&%$
(*'
A 1!&"#$%& A"#$%&(%!0*A %" 1!&'%$$&. 1!&%$
(*'
A$!(! $(!$!A !'$!"*A*%"%&
!$$"&"$!)%" 1!&$!)'
"$!) "$!)!$$!"%"'#."%$".
%"%$$!$ !%"'

#.#("%"(%!0A 1!'
%$"!$%%"'
#.%$"!$$!"A%"'*A*3
%!%#$%!*"#$%&'

J#.AD%"!01$!!!%"%$"'
1!&$!) (!!!)!%$!"A 1!&'$%)
!% !%,$ -".%"%$$)!%($% !%
,-" "#$%&'
%%!% 8%!%$($%"%'

+ . )
.
+ . )
.

3?*22%%%,"(3;222-
3?*22%%%%"%%$%"!%%;'B3!")"0'(
&# ")."&,+ %".*'?? %"-%""$"&,*
%".<+2) %"-'!%%""!.%" $.( $.% $.
%""$ $"")'%")%& !#%$(
3
;';2$%'"#%$&$%""%%%#"%.$%"%%!
%$.$%"!!)$"%%.%""($%"%%!"%%
%%!!#'
)6! "6!;'B3!") ")"0'
03$%# "03"!%(% $% #%%#"'"033
"!%$&("%%%!%$$&%"(")'

" "
" "

%!!!) )!%% %!#!!'%3!!

0%$($(%$"!%$'
%"%"%!
D
$!%"%"%!#!!,+4'4+! 3
# !&*2*;!%!%$-'
> > %%$$&"!$"#$%&'+. $ $(.$#%3
.$#.%" $#%%"%"$"%0"'>
%%(#%%'
!$%$$(" %!#%%!0'$$"!$"#%%%%%3
!%$$&( %&#%%%%3 3$!". %%!%$(. %3
!#%!!'
/%&$$(!#%%0(.!"%%!,-(
%0%!!%$'> $"%%!
"#$%&(%"#$%&"(! "%%!!'
!
(%#"A !.%"%$".%3
%$".%"* !'%!%"$$!)&%"
$!" !9"'
) !0%$'
%(
#%'
*+#%(%#"A.A+.A.%"A* !
$ " %"* !" '*$3
$!)&$!%%!,
-*.%%$,-*.%%$,-*
'

++#%(%#"A,%##%!-%"A !$ "
%"%"%$".%3%$".%"* !"
'

" "

D
/
(%"$!" !9".#
D

!0%$'

D
%"$!" !9 $%.A
)!% !0%$'
D
!0%$
%"9# $%'
A) A)%( !'
DA)0$!" 3
!99 !$'/$!" !9 $%.
A)!% !0%$"9'
A> A>(A
%">
'
A
(#$%!0%0%!'
*.
+.A**.%"
A++%!%%%"6%!#$ $$!)&'
>
($3%%#!%""$3%%
#!'#%"$&#%!%"$)&!&!$#$%#
$!'$%!%.
.A.%"'
$$!)&!$!%!0%0%!'$!"!%!%
$%"'
.#((%%"%'$ "
(%"%"C
.
../8./8I..%"
,%$:%3
-'"(> .

,!!%-.%">,%
%$-'
$$!)&$!(%%"%"'%!0"$%
($!"'
"(%"%%'
"(
"#$%&#%'"("%##"'/8"(
(%"'/8I"((%%"$!"!,/83=B?$&-'
$$!)&($&$(%'$&"%%;2
!"3%"/8I"'
!> (%99> $"'
)
%%.±*.±+.±;'

$$!)&$!!% !3
'
$$!)&$%$:% !'
>$$!)&$%%$ !'
$) )$!,%%-0!%$$%$'$!"%$,3*BI*B"3
-(($'$!)(%$!%#0$%$'

D ,!-
D$!"$!%%!$!$'$(
($%$"!%%$$!"'%$ !!#% %#$%%3
"!%.%!%.%"%"6$%$%%$!" !33"'
%) >)$!"#$%&% %#%"%"%#!%$'%%3
!%('

-*" 3*1"

-*" 3*1"

% %%%#$'%#$($$%

(!3
%%".%$%"%9.%" >""!%&%#$
%$'/%".%#$ $ $"!!%" !#$""'!#$"
"$!"&(%#$%"'
(%←,!#$"$ "-→,!#$""-%!%'
%#$"!!.%".%%$#!(!.%3
%$$&$(
(!3%"%%#$'%#$%%!%$$&"3
% &%("%#"%" >%#$"!% %$'
(%"%!%% %%#$"%'%#$"!!%"
!%!$ $%%"%%$"%(%'
% %%"%&%("%#'&%("%#%&3
%"(%%#$' #".%#$%"&%("%#%
%"'%&%("%#%$"%%#$'
#$ $!%>!#'%
>'%>#0" $"%!%$!%"0'>#3
0"%!%$0"0'
"!!% %%$$&$(
(!3%"%%#$'/(!3%"(.%
"%"!0$"!%"%#'%%$$&%(!3%%$
%#$%"'%(!3%$"&%$".%"%(
$%#"'
>D
C
#$%"!#$"$!%"!%$%"!#$$&"#" %!'$
"!"%$!"&## '/%"$!.!#%$"
%%!%$$&!$%'"0"$#%%$%%$%"0!%$"'
%%$"%$$.D>.*+G..%"A'A!%$"%#!.A

..AA.
.%"%$"#$!'>%"%$%$%%$%"0!%$"'
(%%$$"'$ "%##$$ ",- $"!7

"%##$",- $"!'!%% $"!3
%" '
#(3#. $"!% ',$!"- $"!%%!%$$&(
%#$%".(%0!%$$%%$"$!"'
%$%$&, "- $"!%" ' %!#$" $"!
!%$'
A
#!($ A
#!($!%0!%$ !0%$"&0!%$#"%"#!
"'($ !%$($"$#!%#"'
A
".($!%0!%$#" !0%$'/A
".
($%##$&%#!K%)3!%"K !'!"$!.%"%&%!00!%$"
,9!#>
!%#-!$%'($!%#! !0%$'0($ 3
(%"!%"#!3"(.%!)(%"!%"#!3#%"'
$$",- $$"%!$%%$#%".%"!!%%!%$$&($%%$"
%!0%" $"!'('
$$%"%B" $0$($$"$!".>%
!%"%%$$%$' $$%"$%B",$0$-.>%
!%"%%%"'
/%".#
&!:$$ !!$$
%$,%"-'
D> D>%$%$&$!"$!%""'D>('
>%!%"!%#%"%%$!"%"'0%$%)"
$%"#$%&&%%".%"!%!%"D>)'
D>) D>)!%$!"%",($%"#$%&-')$3
%$&!$%"$ %"""#$%&'$!)(%!%
$!"%"%$'

-*" 3*1"

D>
D
,!-
D
&!:%"!%!% %"
,%""$$-'(!&!%"$ %"""#$%&'
*+G *+G%$%$&$!"$!%$ 3%)"'*+G"
"%(%(%!%0$$!%$#±*B"'"$%9
%)%$!%"%$ %$0%$'
D%$ 3%)"%%!%$$&$!%%!% !$*=B22 #%$".
%!% %0%$"( $"!"'D%$ 3%)%%!%$$&
!$%%%!% "!"*=B22 '
%$%$&$!"$!%##%!"'&# %##%!"3
"&%!0%0%!%"(,A.A*.
+.!-'"%(#".%"%%!%$$&!%#(!%#
!"%' !%#.&#%%%"$!"'
%
%##%!.!#"!%##' !%#.
%##$
$%%$%)!%">'
%3
%##%!.># %%$$3%$%"%#0!%#'>%
$"$#!%#, >
0%$"-% % !$!%$:!%#'$"$#!%#.
>%!%"%% $$"#%'
A A%$%$&$!"$!%0%"'>%$%3
%$!%" $&%!0%0%!'%0%!$!"
A
',%!0!-A" (,
.A*.+.!-'
A"%(#".%"%%!%$$&!%#(!%#!"%
' !%#.&#%%%"$!"'

%!0A!.!#"!%##' !%#.

%##$$%%$%)!%">'

%!0A!.># %%$$3%$%"%#0!%#' !%#.
>%!%"%%A!'!%&!%"%
)'

) (!)%%$$"'
*)!%$ "%!0%0%!
(#$'
+)!%"%!0!,!#$-'
$!)(%!%$!"!%$'

"!(! %,!-
D (!:!"0%%"%%!%$$&$!%!"3
!$&"A%'
!",- !"%!0!%$#%".%"!!%%!%$$&(0!%$
"%!0%" $"!'D('>%!%"
%%#!, !-%$9(#!"$!"'
A
#!($!%#! !0%$'/%".#

&!:#! !!#!%$'
A
A
%$%$&$!"$!0!%$#""'A
%"0!%$#"
!0%$('#%(%$( #0A
7%"(%((
%0A
'>%!%"%%0!%$#", !-9(
A
"$!"'
A
#!($!%0!%$#" !0%$'/%".#

&!:A
!!0!%$#"'
AA" AA%$%$&%!$%0!%$%0%"'AA('

"AA!%##' !%#,AA(-.%##$
0!%$!%">'AA"%%!%$$&!%!$(0!%$(%&3
#%!"'
, $$0$!%-!%#%"%!)%

%! !%#"'
"%)%!!"!$"!"%#$%#$!"%$3
"AA%$""#"(!%!0%"%#$%%$&,''.$0$-%!3
!#$%0'%#" !%&%"6"&
)
>.&!:"&>.%"6"&
(AA"'

-*" 3*1"

#")
)!%
%! !0%$'0%$(&

D"%!%')!$!)(!%%#"%!
#" !'

D(! ,!-
D(!$!%!"
".$!
"
%!"' "!#'
%$%$&$!"$!%$"$""'('
>%!%"%%#%$"9("3
$!"'
/%".#
&!:%$" !!
%$"'$"$""%%!%$$&$! #$!%$",)-
!%"($%$"#$!%!)'
$"#$!" %$"#$!".#%$!%""%$".%">%!%"
,- $&%"%%%%$"')$!""#$!%$"'
$"#$!"%%!%$$&%()".(%"
!$%".( $"!",9!#0#"%""-'
(('
$"#$!!%#!!(%!% %$"%#$!%$"'!%#
#"#"!$%'
(' )"
"!%#%0.#!"$!.%"%$"#$!"%'

%(.!$%"(%%!)".%
%!% $%
&$$( *2!"(%$"%'
$"#$!%!)!!% %!% !%$"%#$!"%$"'

(' )""%!).%$"$""$!.
%"%$"#$!"%'
#$!) )!%#$!%$",(-'$!)(%!%
#$!%$"'
%$!%!$(! ,!-
D(!!%!$%%$%"0%$%$"%$'

0, ,71 :$

;

operation 523-0780105
Table 3-28. MFD Multifunction Display (AFD-3010), Controls and Displays.
CONTROL OR DISPLAY FUNCTION/DESCRIPTION
BRT/DIM TRIM switch Push the top or bottom of the BRT/DIM rocker switch to adjust display brightness.
Left and right line select The MFD has four line select keys on each side of the display. Line select keys which are currently ac-
keys tive has a side facing caret (< or >) pointing from the associated legend to the line select key. Some
menus may place legends within proximity of various line select keys when the line select key has no
function. The absence of the side facing caret indicates the line select key has no function.
Engine gauges Each engine gauge shows the N1 (engine gas compressor speed) and ITT (interstage turbine tempera-
ture) analog displays.
N1 analog pointer The N1 analog pointers show the left and right side engine gas compressor speed. N1 shows as a per-
centage of maximum allowable speed.
N1 digital display The N1 values also show digitally to the left of each gauge.
N1 reference digital dis- The N1 reference value shows between the two gauges. Push the DCP REFS button to show the N1
play REF menu on the PFD. Push the N1 REF line select key on the PFD to select AUTO or MAN (manual)
reference setting. When MAN is selected, turn the DCP MENU SET knob to adjust the N1 reference. A
pointer on both gauges marks this reference.
N1 reference bug A triangle-shaped pointer on both gauges marks the N1 reference setting.
ITT analog pointer The ITT analog pointer shows left and right side engine interstage turbine temperature. ITT shows in
degrees Celsius.
ITT digital display The ITT values also show digitally to the left of each gauge.
Engine fire warning The engine fire warning shows as a red FIRE annunciation inside the associated N1/ITT gauge.
N2 digital display The N2 display line digitally shows the left and right engine gas compressor speed. N2 shows as a per-
centage of maximum allowable speed.
Fuel flow display The FF display line digitally shows left and right engine fuel flow rate. The FF value shows in pounds
per hour (PPH).
Note
During descent, at low thrust settings, the fuel flow indication may become erratic or indicate zero.
Oil pressure display The OIL PRESS display line digitally shows left and right engine oil pressure. The OIL PRESS value
shows in pounds/square inch (psi).
Oil temp display The OIL TEMP display line digitally shows left and right engine oil temperature. The OIL TEMP
value shows in degrees C.
22 February 2005 3-63

4, ,71 :$

;

4, ,71 :$

;

$J%&#$%& $1%&"#$%&($ %"( $1%&'"#$%&%&%##"

( $1%&#",
-)$%,G>
-'#$%&% 2?442#"*2
$',B)-!'
A%$%)
%3 0%$%)%"#$%&( $1%&0%$%)'%"#$%&(
#$%& '
$%##$%& $%##"#$%&(%!% $%##' $%##!%$%$%
%"#*B.+B.%"?B" $%#'%$$%"%" !%$(
'

, ,71 :$

;","

, ,71 :$

;","

$%%# $$!)&(%%!%#!#!%$ %!!

$#$%%$!"'"#$%&#0"%!0(%&#$%%"%#%"0%
$#$%%&'
! %#"#"(%!$&(!$$'/%
$#$%#%(. $#$%(%&#%('/%#%
(.(%&#%('
%#%$(%&#"(%# !'"#$%&($!"
%0%"(%%" $#$%(%&#'%%"%%"
!%3
##"#$%%#'
0%& %0%"%&$!""$!" "#$%&#$%%#'
$!%0%"
%#%')&%!!#%'
.#)&(#%'
$)&$!,"$!-%0%"('0%$%$$!%D A
.
A
.
,!-.
,%#-./
,%$(%&#-."%%
/ /AA.
,3"!%$%!&-.,%" %0%$-.

. .>.%"
'
$!"(%"%$%7
%('
%!% $$!)&!&!$%0%$%$%0%"#$%&'
/%%"%""#$%& $(#%"%"%%$%$'

%!% $$!)&(
% !#%'
9("( 9("((
##%% ..I*.%""%(%&#
$#$%')&(#%$"#$%&
%" '

##%%!$"%,/-."%!(%&#,
-.,>-.
%"%" %0%$,-(%&#'
% %#0"%"%!%!%$'("%! !(%&#'
%%!% !"%!$%$(&%'%"#$%&%&>
)'
$#$%$ $#$%,-(%#%%($'%!)$! %$
!!!!0 $#$%(%&#'
%#! %#!(%#$ #$%%#"#$%&'
$"#$%%#"#$%&'
%#!$! %#!$$!)&$(
*%"
+'$!"!%3
!%$%"'
#$%&$ %#$%&$($!% %#$%$%0$!" $#$%(%&#%
! #$%%#'

, ,71 :$
;"""

, ,71 :$
;"""

#%# $$!)&,-(##%#'%#%

"&%!%#!#!%$ $%!!'%#"#$%&%$(%&!"%3
!% ##.(!%"(%"# !'!(%03
%#"#$%&$%0%!% ##'
0%& %0%"%&$!""$!"(#$%%#'
$!%0%" %
#%')&%!!#%'
.#)&(#%'$
)&$!,"$!-%0%"('0%$%$$!%D A
.A
.

,!-.
,%#-./
,%$(%&#-."%%/ /
AA.
,"!%$%!&-.,%" %0%$-.
. 3
.>.%"
'
$!"(%"%$%7%
('
9("( 9("((
##%% 9(%&# $#$%'
#%%!$"%,/-."%!(%&#,
-.33,>-.%"AA"%%
9(%&#')&(#%'/ /
AA$)&$"#$%&%" 'AA"%%("((0!%$"%%
%$%9AA!$"! $#$%'#%%!$"!$"3
!("(.%""%!, !$-,# "!-.%$ "!.
%"0!%$#"')&(#%'
%#!%!% %#!(%#$ ##%#"#$%&'
$"#
#%#"#$%&'
/""#$%& ("0!%"#"%"(
"!% !%% ("'("0!
%%(%((""!'/"#"!%$$&(,)-9
%('
%#!$!%3 %#!$$!)&$(
*%"
+'$!"!%!%3
!% $%"'
% (%#0"%"%!%!%$'("%! %!% '
!"%!$%$(&%!%'%"#$%&%,%""%!$%$-&
>)'
$#$%$
$#$%(%#%%($,0
%!0A!-'
%!)$! %$!!!!0 $#$%(%&#'(%&3
#(%%'
%$!%" "%$%"%0$$(!%"'
$"!#%! %!(AA".%"#0"%0%$"!% (!0!%$
$#%($$!A/%$"'%!&"A/&$ %!% %3
%0!%$%#%0%0!%$(%&#'%!(
A/&$ %!% %%0!%$%#%%!% ($$%0%
A/%$"'
%!% $$!)&!&!$%0%$%$%0%%# %'
/%%"%%!%3 %"%%%&##"%#"#$%&7%"%0$%&#"%(%!%%
(#' %"%(%#.#$$!)&%""%"%0$%&' %"%
(%#.#$$!)&,%%-0%"%0$%&'#3
%"%"%%$%$(%#'(
(%%"%'

%!%
"!""%&##"%#"#$%&'##%#
#%.#$$!)&%""0
% !0$%&'
%$ >"#",>
-"%$$&($($ ! '%#",
-"%$$&
($($ ! '
%!%#%,
-"%$$&($(
! ' %%$
%"%"#"0%,
-#%"%$$&
($(! '
!% &$ &$% !"0%$:%!% #$%0%#!%#%"%"%
%'%!% &$%%&.%"%$(%&(! !'%0%"
&$.%"%%.%" $#$%$0"(!% $#'

, ,71 :$

;9#"

, ,71 :$

;9#"

D
"#$%& 8$)&( 8#%'D
$)&,-(
%0% %%"%$;@23" $$3!#% %'%
%"%%%(D
%'
%$%"%" %!% %"0%$!%$$&("$$&$'$$% 9"
&$%# !#%'!%!% %"!#%%""!$&
"$$'
/""#$%& ("0!%"#"%"(
"!% !%% ("'("0!3
%%(%((""!'/"#"!%$$&(,)-9
%('
!0A! "#$%&($!"%!0A!'A!9"%"" A"%%
0%$"'
!0!"#$%& #$(A!%"(%!!%"'A!$!"
'
%"(!$!"%0%"%9(%&#
,%$"!%"&%$3$!#-'9$%%" %"!"3
%!%"'%" "%0%"9(%&#(("%!%
#,%!%$$-%"33,>-'
$!!%( #$!!%(%"%$"%"3$.%$3%"#,(%3$%$-'
#(#$!A!'
%#!$! %#!$$!)&$(
*%"
+'
&$ %$&$(KKK K"!'&$%%%#% %!0!%3
(%"#(%""%9(%&#'
$!"%" %"&$(%$!"%" !'&$%%"!#%

(D>)>"'
!0!%( "!#%$"3$.%$3%"#(%!#!%$%$'#
(%!0A!.%"!%$$&#%"!"#$%&'
%!% $$!)&!&!$%0%$%$%0%%# %'
%%$"0%% $%%$"0%%!# %!0!%('%0$
#%"%"%$($%%$"0% %!0A!'%
"0%%"%%%"0%!%$'%%$(%"%"%$ %!#$
#(%!% !'
%%$"0%!%$ $%%$"0%!%$! "%%##"!$%$%%$"0%%'(
"(" %!% &$'
$$3!#% !#%!%"9%)0&B"7%$#%!%)(%;23"
0%$'""%$ 9""9%)("#%?B3"0%$(3
#!$$'!#%(%!% %!%",%""
$$-'
!% &$ %%&%!% &$(! '&$#"!$&(%"
$$'
%$# #%%$$!!$%%%"!#%(%!% " %$'
% %!% " %$%" !(##,!!$-%"%!%
%",%""$$-'/#"$$." %$:'

, ,71 :$

;$#"

, ,71 :$

;$#"

% !%# $$!)&(
$&% !%#'$$!)&
(
% !0$%&D
.%!##%# %'%#%"&3
%!.%"3##!%$%(%&%#"1##"%!% '!(% 3
!&$%%$!(#%$%"#"!"!$$%'
%%0%%"%!)"%0%"&$%%0%$%$ "#$%&%#'
%"%%%&##"%!##%# %7%"%0$%&
#"%(%!%%(#' %"%"#$%&"%#.#$$!)&
,-%""%"%0$%&' %"%"#$%&"%#.#$$!)&
,%%-0%"%0$%&'
% %#0"%"%!%!%$'("%! %!% '
% $$3&!!$(%!%)0&;2"'#3
$!" $$3!%$%'""$%%$ 3&!!$(%!%)0&;2"'
%)%$ 3!%$%,"#$%&"( $$3!%$%B$-'
! ,$&-!%)0&;2"'%$$&%)%% ;$.$%)
( $$3!%$%%+B$'
!"%!$%$(&%'>)$!
"" $$3!%$"#$%&%'
"%!% &$ )" "%!% &$%&('
*' !&%#3"%"&$(%%!% %#!"%#%!0$.
!""%!$$%'
+' !&%$"3"%"&$%#9%% !&$'&$(%%!% %
%&,E*+22 $%0%$"-.!$!""%"0&% !'
;' &$$($"3!!$%% !&$'%% !%"0&%%"
%!% %#%$%'
?' "$"31%%% !&$'%$%"0&%%3
"%!% %"%%'%)!!0#00%!%%3
%#%!#%%'
% %""!"%&"$!""#$%&%.,$&-%$
% !&$('%$ 3&$(%%###%
%'
$" $"($%0%$%$" "'>

$$!)&$!%$" %'
$%0%$"" !("%!% %$"%",&-(%!% %$3
"'+3"!"#$%&($%0%$""" 'I0%$%
"%07%30%$%"$('
$%$"
,%%$0$-%$" "%!% ';3"!
"#$%&(%$%$""" 'K888K( %$%$"%0'
A
%( A
%((0!%$" ". %%%B22 #'
%(## "!$.%""( "!"'%((
A
%$%B22 #'
#$%&$ &$% !%#,&-(%#$%'&$"0%$:
$%0# "%!% '%#$%&$%%&.%"%$(%&(
! !'
"% !&$(%"0%!%$%0%$"% %3
!0".%"%!% ($!"%%"$%0%$"("('

, ,71 :$

;$#"

""#$%&
"(
%$"%0$($$!".%#$%%$".%"
% !$!" '

$!
%$"#!("(
#%,;3+;-'
("(" %: 0!%$%#%!$%0%!% ' ":%
%!)"%"!""#%$%'$!%#$7$!"#
$%"'
C#!("(+<22 %0%"+<22 $(%!% '
AC#!("(4422 %0%"+<22 $(%!% '
/C#!("(+<22 %0%"4422 $(%!% '
A/C#!("(4422 %0%"4422 $(%!% '
/
%$"$!".,&-(%!% %$%$"("" '
$"$%)(%$"$!"'

$!
% !
#%'
%!% $$!)&!&!$%0%$%$%0%%# %'
%"%"$ $(#%"%"%%$%$'
%!% $$!)&%""0
% !0$%& %!##3
%# %'
$!"
#%"($(%!%'
$!
"

#%'
/"$!". $"$%)7%"&$%&('%
""(%!% "'/
"$!".
(
('/"$!". ((,"- $%&$$(,3
""!"-'&$"("'
%(

%'

(("'
%%$ ($%$%%!%$$&((
!#"!%".
"!00%$"% %'%$("%% ("
(!% %%0%$%$'
%!$$%"0&&#."%!%$".%"%A
"%(, "
%B22-'$",-&$$(,-'

), ,71 :$

;31<6"

), ,71 :$

;31<6"

!)$(! ;3;?'
DG
(!#'>,!&-
%"G
,!!)$-%!%%##%9$ $$!)&'
>$$!)&!&!!)$'G
$$!)&
DG
8#%'
DG
8#% #$$!%DG
.DG
.
> DG
.%"
DG
'!($
$'0!""!!)$#%($$!)&
"(%($$!)&$ " '
$$!)&$!!3
"!!)$'8 $$!)&9!!)$'
%$#% #%$#%($!"!!)$0%""%'#%$#%%!3
)($""&#
$$!)&'$!"!!)$('
DG
!DG
$.#
$$!)&
(%$#!"!!)$#%'(%0%$%$%$#!"
!!)$'#%("(%($$!)&0!""!!)3
$'
$$!)&$!!!)$' 8$$!)&
DG
8'
DG
;3;B'!!)$(!$'!!)"$%!&%.!$
%%.%"!!)"$%'!0!$%#%(."(%(.
G .%"
$$!)&'
#%($$!)&!!)!$%"!$$#$'"(%3
($$!)&!!)!$%"!$$"($'
G $$!)&
!$$"($(!!)$"!$'$$!)&(
!!)"$$%!$'$$!)&
!!)$'
DG
!DG
$.#
$$!)&
(%%$#!"!!)$#%'(%0%$%$%%$#!"
!!)$'#%%"!"%0 %$#!"!!)$'

DG
!
DG
$.#
$$!)&(
#!"!!)$#%'(%0%$%$#!"!!)$'#%
%"!"%0 %$#!"!!)$'
> DG
!> DG
$.#
$$!
)&(!&#!"#%'(%0%$%$!&#!"
!!)$'#%%"!"%0 %$#!"!!)$'

+, ,71 :$

;31<"

+, ,71 :$

;31<"

DG
!DG
$.#
$$!)&
(%$#!"!!)$#%'(%0%$%$%$#!"
!!)$'#%("(%($$!)&0!""!!)3
$'
$$!)&$!!!)$' 8$$!)&
DG
8'
DG
;3;B'!!)$(!$'!!)"$%!&%.!$
%%.%"!!)"$%'!0!$%#%(."(%(.
G .%"
$$!)&'
#%($$!)&!!)!$%"!$$#$'"(%3
($$!)&!!)!$%"!$$"($'
G $$!)&
!$$"($(!!)$"!$'$$!)&(
!!)"$$%!$'$$!)&
!!)$'
DG
!DG
$.#
$$!)&
(%%$#!"!!)$#%'(%0%$%$%%$#!"
!!)$'#%%"!"%0 %$#!"!!)$'

DG
!
DG
$.#
$$!)&(
#!"!!)$#%'(%0%$%$#!"!!)$'#%
%"!"%0 %$#!"!!)$'
> DG
!> DG
$.#
$$!
)&(!&#!"#%'(%0%$%$!&#!"
!!)$'#%%"!"%0 %$#!"!!)$'
0!# #%($$!)&!!)!$%"!$$#$'
0!"( "(%($$!)&!!)!$%"!$$"($'
$!
$$!)&$!!!)$'
"9 8$$!)&DG
8'
)#%$
G $$!)&!$$"($(!!)$"!$'
#0!!)$ $$!)&!!)$'

!%$$!!)"$ $$!)&( !!)"$$%!$'

" "83 :$

;

Table 3-36. PFD Primary Flight Display (AFD-3010), Controls and Displays.
BRT/DIM TRIM switch Push the top or bottom of the BRT/DIM rocker switch to adjust display brightness.
The PFD combines the display functions of the “Basic-T” instruments into a single integrated presen-
tation. The PFD shows ADI, ASI/MSI, ALI/VSI, and HSI information.
ADI display The ADI display shows primary flight data. This portion of the PFD shows airplane attitude, flight di-
rector steering commands, flight control status/mode annunciations, vertical/lateral deviation, and
marker beacon annunciations. Refer to Figure 3-37.
ASI display (and MSI) The ASI display shows airspeed data. This portion of the PFD shows current IAS, current Mach, sev-
eral IAS markers (bugs), an IAS trend vector, and low/high speed cues. Refer to Figure 3-38.
ALI display (and VSI) The ALI display shows altitude and vertical speed data. This portion of the PFD shows baro corrected
altitude, preselect altitude, radio altitude, minimum descent/reporting altitude, decision height, cur-
rent vertical speed, and TCAS advisories/messages. Refer to Figure 3-40.
HSI display The HSI display shows navigation data. This portion of the PFD shows a compass arc, airplane head-
ing, active course, selected bearing(s), selected heading, temperature, drift angle, and system message
annunciation. Refer to Figure 3-42.

Figure 3-37. PFD Primary Flight Display (AFD-3010), ADI Display
14 May 2003 3-82

Table 3-37. PFD Primary Flight Display (AFD-3010), ADI Display.
Airplane symbol The airplane symbol is a stationary chevron marker used as a reference for viewing FD steering
commands and pitch/roll attitudes.
Wing tips A short yellow line on each end of the display represents the wing tips of the airplane. The wing tips
are used with the airplane symbol as an attitude reference.
Horizon line The horizon line is the ground/sky boundary. The horizon line pitches and turns about the airplane
symbol to show the airplane attitude.
Pitch scale The pitch scale shows the amount of airplane pitch attitude. The scale consists of a series of horizon-
tal lines and numeric pitch angle (degree) markings. The airplane pitch attitude is the scale indica-
tion at the airplane symbol.
Roll scale A stationary roll scale consists of index and triangle marks along an arc centered at the airplane
symbol. Scale marks are at 10, 20, 30, 45, and 60° left/right roll angles.
Roll pointer The roll pointer turns around the roll scale to show the amount of airplane roll attitude.
Slip/skid indicator The slip/skid indicator is a white trapezoid symbol that turns with the roll pointer, but moves later-
ally from the pointer to show airplane slip/skid movement. This indicator is driven by lateral body ac-
celerations (sensed in the AHC), and replaces a traditional glass-tube inclinometer.
FD steering command bars Integrated V-bars show (on the coupled side) when the autopilot is engaged or when an onside flight
director mode is selected on the FCP. The V-bars turn from the apex of the airplane symbol to show
computed pitch and roll flight-director steering commands.
Cross-Pointer FD steering The cross-pointer FD steering command bars are strapped on the PFD. The cross-pointers show (on
command bars the coupled side) when the autopilot is engaged or when an onside flight director mode is selected on
the FCP. The cross-pointers move from the center of the airplane symbol to show computed pitch and
roll flight- director steering commands.
Mistrim annunciators Elevator, aileron, or rudder mistrim shows by the letters E, A, or R in a box with an arrow indicating
the direction of the mistrim. The mistrim annunciations are removed if the control surface forces are
relieved.
FGS mode annunciation Flight guidance system modes show at the top of the display. Lateral modes show on the left side,
and vertical modes show on the right side. Active modes show in green, and show above the armed
modes. Armed modes show in white. A yellow horizontal line shows through a mode annunciation if
the data source (VOR, etc.) for that mode is invalid.
Autopilot engaged annun- When the autopilot is engaged, “AP” shows in green, with a horizontal arrow pointing to the coupled
ciation side. When the autopilot disengages, this annunciation flashes yellow for 5 seconds, or until the
autopilot disengage button is pushed to cancel.
Vertical deviation display The vertical deviation display can show glideslope deviation or VNAV deviation.
The glideslope deviation display automatically shows when LOC is the active NAV source and a local-
izer frequency is tuned. When making a back course approach, this display is replaced with a BACK
CRS annunciation. If deviation data becomes invalid, this display is replaced with a red GS annun-
ciation.
Deviation above or below the glidepath is indicated by the position of a diamond shaped pointer rela-
tive to the deviation scale. The scale consists of a center mark, 2 dots above center, and 2 dots below
center. Each dot represents 75 µA of deviation. If deviation becomes excessive, the pointer flashes.
Select the VNAV deviation display from the VNAV page on the CDU. If deviation data becomes inva-
lid, this display is replaced with a red VNV annunciation.
Deviation above or below the vertical flight path is indicated by the position of a star shaped pointer
relative to the deviation scale. The scale consists of a center mark, 2 dots above center, and 2 dots be-
low center. Each dot represents 250 feet of deviation.
Marker beacon annuncia- Marker beacon status shows by a boxed “OM” (outer marker), boxed “MM” (middle marker), or by an
tion empty box (inner marker).

Figure 3-38. PFD Primary Flight Display (AFD-3010), ASI Display
14 May 2003 3-84

Table 3-38. PFD Primary Flight Display (AFD-3010), ASI Display.
Mach display The current indicated Mach speed automatically shows with an M label as Mach increases above
0.450 Mach. This display is removed when Mach decreases below 0.400 Mach. The speed value is re-
placed with red dashes if Mach speed data becomes invalid.
Indicated airspeed scale The indicated airspeed scale is a vertical “moving tape” show. The display window is 80 knots. The
tape IAS scale contains a line marking every 5 (or 10) knots, and a numeric label every 20 knots. If air-
speed data becomes invalid, the scale is replaced with a red IAS annunciation.
IAS pointer and digital The IAS pointer is the box surrounding the IAS digital readout with the index line at the current air-
readout speed. The current airspeed shows on a rolling drum inside the airspeed pointer. The digital airspeed
show ranges from 40 to 999 knots.
IAS trend vector The IAS trend vector is a magenta line that extends from the IAS pointer to predict future airspeed.
The head of the trend vector aligns with the IAS scale to predict what airspeed will be in 10 sec (if
present acceleration is maintained). The vector extends up when airspeed trends faster, and down
when airspeed trends slower. The trend vector does not show when the airplane is on the ground.
Overspeed cue This red bar extends down from the top of the IAS scale to show the maximum operating airspeed for
current flight conditions. This value (VMO/MMO) is provided by the air data computer. The red bar
changes to a red and black checkered bar when the VMO/MMO speed is reached.
The 1.3 VS line and a low speed cue show on the airspeed scale to show impending stall speed. These
indications do not replace the stall warning system, but provide a visual indication of approaching
stall conditions.
1.3 VS line This green line shows 1.3 times the computed stall speed. This line does not show when the airplane
is on the ground.
Low speed cue This red bar extends up from the bottom of the IAS window to the computed stall speed value. This
cue does not show when the airplane is on the ground. The red bar changes to a red and black check-
ered bar when the 1.3 VS line is reached.
Selected airspeed reference The selected airspeed reference bug shape and the reference value display at the top of the IAS scale.
bug and digital display Turn the SPEED knob (on FGP) to change this value. The bug position on the IAS scale automati-
cally updates. Note that the IAS bug cannot be deselected.
VFTO bug This reference marker is a cyan line followed by a letters FTO. The VFTO bug is the V final takeoff
climb speed reference, and may be manually selected for display and set as described below. This bug
display is not automatically removed.
VR bug This reference marker is a cyan line followed by a R. The VR bug is the rotation (raise nose for take-
off) speed reference, and may be manually selected for display and set as described below. This bug
display is automatically removed after takeoff.
V2 bug This reference marker is a cyan line followed by a 2. The V2 bug is the takeoff safety speed reference,
and may be manually selected for display and set as described below. This bug display is automati-
cally removed after takeoff.
V1 bug This reference marker is a cyan line followed by a 1. The V1 bug is the takeoff decision speed refer-
ence, and may be manually selected for display and set as described below. This bug display is auto-
matically removed after takeoff.
VFTO bug set field Push the DCP REFS button to show the REFS menu on the PFD. VFTO shows by the first line select
key. Push the VFTO line select key to select and box the VFTO reference value. Turn the DCP
MENU SET knob to set the VFTO reference value. Push the DCP PUSH MENU ADV button to move
to the next reference.
V2 bug set field Push the DCP REFS button to show the REFS menu on the PFD. V2 shows by the second line select
key. Push the V2 line select key to select and box the V2 reference value. Turn the DCP MENU SET
knob to set the V2 reference value. Push the DCP PUSH MENU ADV button to move to the next ref-
erence.

Table 3-38. PFD Primary Flight Display (AFD-3010), ASI Display.
VR bug set field Push the DCP REFS button to show the REFS menu on the PFD. VR shows by the third line select
key. Push the VR line select key to select and box the VR reference value. Turn the DCP MENU SET
knob to set the VR reference value. Push the DCP PUSH MENU ADV button to move to the next ref-
erence.
V1 bug set field Push the DCP REFS button to show the REFS menu on the PFD. V1 shows by the fourth line select
key. Push the V1 line select key to select and box the V1 reference value. Turn the DCP MENU SET
knob to set the V1 reference value. Push the DCP PUSH MENU ADV button to move to the next ref-
erence.
IAS < 40 details The V1, V2, and VR bug values show below the IAS scale when airspeed is less than 40 knots. The
speed reference table shows the V-bug settings before takeoff. As airspeed increases, the speed refer-
ence table scrolls smoothly off the bottom of the airspeed scale.
14 May 2003 3-86

4" "83 :$

;% '71

4" "83 :$

;% '71

A !%)%$ $$("&%$'AA%##%!#" 3

!.%"%&%%$$&$!" "#$%&%"%"!"$('"#$%&
%%!%$$&0"'
A !%)%$ $$("&%'AA$%" !#".

%"%&%%$$&$!" "#$%&%"%"!"$('"#$%&%%3
!%$$&0"% %) '
A $"

(
++'A(& $
$!)&'A$$!)&$!A !0%$(% $%9'
A)A !0%$'
D

!0%$%"9# $%'
A $"

(
++'A(&!"$
$!)&'A$$!)&$!A !0%$(% $%9'
A)A !0%$'
D

!0%$%"9# $%'
$" $"%"%$"%""!'

( !' $$!)&$!
%$",$"$%%"9""%$"#$%&-'
A)!% 0%$9' $$!)&
%% %$"'%$"%&$!"'
$ '
$" $"%3!!"%$"%""!'

( !' $$!)&$!
%$",$"$%%"9""%$"3
#$%&-'A)!% 0%$9'
$$!)&%% %$"'3
%$"%&$!"'$ '

)" "83 :$

;$(

)" "83 :$

;$(

%3%$""#$%& "%$%3%$""#$%&$%%$$"!%.%"$"&%#
("('#%!!!"%$"% !L%"M
%"%"L""M0%#"!%%("('
%3%$"%0.>(%3%$"!%$' %3%$""%%!3
0%$".%$""#$%&%#$%!"(%" $%'
%3%$"!%$%0!%$L0%#M('"#$%&("(?B2 '!%$
!%%$%)0&+2 .%"%!$%$0&*22 '!%$0"(
!%%$"'
!%3%$""#$%& 9%$ (!(!%3!!"%$""#$%&'!$"(

!%$""9" $$("&$(%0%$"%#'
%!#"#$%& %!#!!!%$$&(! !&, -!%!%$

,D-%$!"&%9%$(!')%3!!
0%$'
D
%!!%"%"+4'4+D'
"#$%& $%"%*=2%$,*=222 -'!# %"3

#$%!"(""% "%%!0%$"'
$#$%%%$" $#$%%%$",-#0""&

'"#$%&(903
"#$%& !%$!%! $#$%'"#$%&%$(%&(9%!0%$
%
"'
$!%$""#$%& #$!%$"!%$$&(%%%0%3%$"!%$'>
)#$!%$"0%$'
!#$!%$" 9%$ (!$!!#$!%$""#$%&'#$!%$"

"#$%& !%$$&(%0%3%$"%# $$("&$'>)
#$!%$"0%$'
$!%$" ?3$%)(%3%$"!%$%)#$!%$"0%$'0%$
!%$$&#%"#$!%$""#$%&'
#$!%$""#$%&%"!%!$%" $%%>
"%%$"
!%#'"#$%&%%$$&%%'"#$%& $%%%(%#$%%#3
#%!#$!%$".!%"&%%%%$"!%#' !%#.
,$&- $%%% %$""0%'%"!"#$%& $%
&$$( %6%$""0%'
%"%$""#$%& !"#$%&(% #!!%$%%#$%"!"

+B22 ' %"%$""%%!0%$"."#$%&#$%!"(%"%!%'
%$%"%$"% %%$%"%$"#!%$(%%#$%"!"**22 '(,"

!-%((%**22 %"%$"!%$'2 %"%$"." 3
!%%%$(! %3%$"("('
%$"%3 9" (90!%$"0%!%$(%$"

!% %!"'
%$""#$%&
$!"%$"!%$$&((%$%$'%$"
0%$$!" "#$%&.&'0%$#$%!"(""% "!
"%%!0%$"'
$" $"%"%$"%""!'

( !'$$!)&$!%$3
",$"$%%"9""%$"#$%&-'

)!%0%$9'$$!)&%%
%$"'%$"%&$!"'3
$ '

)" "83 :$

;$(

$" $"%3!!"%$"%""!'

( !'$$!)&$!
%$",$"$%%"9""%$"#$%&-'

)!%0%$9'$
$!)&%% %$"'%$"%&
$!"'$ '
A
"#$%& 0!%$#"(&%#%!%$.%"!%$$&#%"!
!%$' 0!%$#""%%!0%$"."#$%&#$%!"(%"A
%!%'
(A
!%$!%$%%)!0!%$#"(O?222%"
I?222 #'#0%$!%$(!0!%$#"0%$'
A
0%$,P*B'2-!%$$&#%"%0$(!%$'A
0%$(%0A
!%$(!$%"$(A
!%$("!"'#%"!A
0%$%
%$$&.!" !0!%$#"(%"%"0&%!,"!"
$(-'
AA%"0& !!$(A
!%$%%)0!%$#"1",A
>-%!%$"
" 9(%&# $#$%'((%%$"0%$%3
",-AAA
#%'

$!"0!%$#""3 0!%$#" !0%$(9A
"%!%>
%$"#$%& 0!%$%!0" $"'

$!"A
%(%"%#"$!"A
(A
"0!%$#"A
!%$'"6
$!"A
&A
#!($>'

%
&($%"0&0!%$#"%"%A
!%$'
"3
!%"%"!#!$$%0"%!"%%."%"%((%%"
% 0!%$#"%'
"%%)%(%0!%$#"%' %#$%0!%$#","!%"&A
#-%$"%.%#00,%0"%!-9'%%#A
%"%"3
)##%(%& "%' %#$%0!%$#"(%"3
"&"%.%!!09' "%$&9"%%%" $&%#$%
0!%$#""!%"&%'
%%)%% , $&-0!%$#"%'%((%!!0(

!""0!%$#"%%($$$0! $!' "%$& $&%#$%
0!%$#"'

%"0&%"%
&%&(% %"0&%!%%"%%"%%
"#$%& 0!%$#"!%$'%"0&%!%(%0
%'
(
"!%"%"%% !%"0&$%"0&'
%!%&$$( %% !%"0&,-%"" %$%"0&,-'

%%$!"
"%&($( %!% $"'
$&%!%(7%%$"$(" "!"#&C

> >

!%($%"0

& %$"

&"

"

",%&$$( "#7(
(-
,$%)-
,%$-"

)" "83 :$

;$(

$"%$#% ;3?*'/%#$!%$"%!1".#$!%$"" $%

(%#$%%$"(P*222 #$!"%$"' %$"%
%!1",(+22 #$!"%$"-."0%%"&"#$%&'
1"0% P+22 %!1"%$"!%" $%&$$(
%"%%$%$"'
$"%$%&!%!$$"&#
D>)'
)
$$&

)" "83 :$

;9#
)
" "83 :$
;9#

#% !#%($(# (D

%$!"'!#%
(%#$%%!%",%""$$-'
!#%!%"9%)0&BN7%$#%!%)(%;2N0%$'
""%$ 9""9%)("#%?BN0%$(#!$3
$'
#$%&$ %%&%#$%&$(! '&$#"!$&(%"

$$'
%$%"%"3 $$% 9"!%&$%# !#%%!$"%$%"

$$ %"'#%#$%%"!#%%""!$&"$$'

$!"%" %"&$%)%$!"%" !'D>)>0
%"%"!#%'

)
" "83 :$
;9#

%$# #%%$$!!$%%"!#%(%#$%" %$'

% %#$%" %$%" !(##,!!$-%"%#$%
%",%""$$-'/#"$$." %$:'
/""#$%& ("0!%"#"%"(

"!% !%% ("'("0!3
%%(%((""!'/"#"!%$$&(,)-%0
%('
!0!"#$%& #$($!"%!0A!%"%!!%"'A!
9"%"" A"%%0%$"'A!$!"'
%"
(!$!"%0%"%9(%&#,%$"!%"&%$3$
!#-'9$%%" %"!"%!%"'%"
"%0%"9(%&#(("%!%#,%!%$$-%"
33,>-'
# !#%$"3$.%$3%"#,%3$%$-'#(
%!0A!.%"!%$$&#%"!"#$%&'
&$ %$&$(LML M"!'&$%%#% !#.%"

#(%""%9(%&#'
%%$"0%% $%%$"0%%!# !#'%0$

#%"%"%$($%%$"0% %!0A!'% "0%3
%"%%%"0%!%$'%%$(%"%"%$ %!#$#
(%#$%3!'
%%$"0%!%$ $%%$"0%!%$! "%(##"!$%$%%$"0%%'

("(" %#$%&$'
%# (%#%&$!" "#$%&'A>(>

'#%$%.A3%"#,!#!%$%$-'
#%"%$%.A3%"#,!#!%$%$-'%!#(%%
$!"%0%"%9(%&#'
%!% $$!)&!&!$%0%$%$%0%%# %'

/%%"%""3 $(#%"%"%%$%$'
#$%&
$%#""#$%& $"(9$ $$!)&'$$!)&!(

$%#""%"%'$"$%"'$$!)&%
!"#'$$!)&%"%"$%)
$%#""'
* 1!&"#$%& * 1!&"#$%&(! 1!& 0 *'"#$%&$%)

1!&'
""#$%& ""#$%&("!"%"&%!0%#"'*+

( $$("&"!""'"!""$%) %#"!"%%
%$'""#$%&!%
(%$$#("%#"#
%"&"'&$$( $$("!" %#"#% %$'
"#$%& 0%$"%",-(% '
%$%#%"3 ,%$%#%-(% '

#$%&
+ 1!&"#$%& + 1!&"#$%&(! 1!& 0 +'"#$%&$%)

1!&'

)" "83 :$

;$%5.'*,

)" "83 :$

;$%5.'*,

!0!"#$%& #$($!"%!0A!%"(%!!%"'A

!9"%"" A"%%0%$"'A!$!"'
%"(!$!"%0%"%9(%&#,%$"!%"&%
$3$!#-'9$%%" %"!"%!%"'%3
" "%0%"9(%&#(("%!%#,%!%$
$-%"33,>-'
%!% $$!)&!&!$%0%$%$%0%%# %'
/%%"%%!% $$!)&%""(%%"%0$%&%0%%#'!"#
$$!)&0(%%"%0$%&'%"% %%"&%!.%"3
##!%$%((%"%$%0%!% #'
/%%"%""3 $(#%"%"%%$%$'
#$%&
%# (%#%&$!" "#$%&'A>(>

'#%$%.A3%"#,!#!%$%$-'
#%"%$%.A3%"#,!#!%$%$-'%!#(%%
$!"%0%"%9(%&#'
*%# *%#"#$%&($($ !#%"#$%&'%

"#$%& !!%%#% %#%%"" &3
$!"%#'" &$ ,
-.A,A-.,-(&%
!!' %0%$%$.0%$"%"%!%!%"(%!(
%!'
%0%$%$.0%$"%" ($(%!%""%!'
."3
%$(%&(%&#" 'A." %" 3
1!&'" %$(%& 1!&'
+%# +%#"#$%&#%"!%$*%#"#$%&.
"#$%& 9!#%!!%"%$3%#%#'
>
%3 A>(>
$ "
!% '
*%# $3%%!!(9#$ $$!)&'"#$%&(A
! !$!""0$3%%#'$%!$!% .
.
A.' $!"! %$.!%!%!9"%""'
+%# "%$3%%!!(9!"$ 3"$$!)&'"#$%&(

! A!$!""0"%$3%%#'$%!$!% .

.A.' $!"! %$.!%!%!9"%""'
A
%3 A>(A
"
!% '$&A!!%$!"'%$$!)&(!$$!3
("%"!3"!&#'%" $$!)&"$!!3
%!0A!&#%"$!%(%!0A!&#'

A!
*
+(&#3"$$!)&'$$!)&$!

*%%!0!A!'$!"!%!%$%'$3
$!)&%%$$!
+'
AA! A*A+*+(&!"3"$$!)&'$

$!)&$!A**%%!0!A!'$!"!%!%
$%'$$!)&%%$$!A++'
%!% $$!)&!%!$>A
"#$%&'

))" "83 :$

;"",

)" "83 :$

;"",

%!% $$!)&!&!$%0%$%$%0%%# %'

/%%"%%!% $$!)&%""(%%"%0$%&%0%%#'!"#
$$!)&0(%%"%0$%&'%"% %%"&%!.%"3
##!%$%((%"%$%0%!% #'
/""#$%& ("0!%"#"%"(
"!% !%% ("'("0!3
%%(%((""!'/"#"!%$$&(,)-9
%('
% (%#0"%"%!%!%$'("%! %!% '
!"%!$%$(&%!%'%"#$%&%,%""%!$%$-&
>)'
!% &$ &$% !"0%$:%!% #$%0%#!%#%"%"%
%'%!% &$%%&%"%$(%&(! !'%0%"
&$.%"%%.%" $#$%$0"(!% $#'
!0!"#$%& #$($!"%!0A!'A!9"%"" A"%%
0%$"'A!$!"A
'A>
(A
'
%"(!
$!"%0%"%9(%&#,%$"!%"&%$3$!#-'9$
%%" %"!"%!%"'%" "%0%"9
(%&#(("%!%#,%!%$$-%"33,>-'

%"#$%& ($%"&
(%'%$#!%%!'

%"#$%& $(
%%#*@!%%!$'

)+" "83 :$

;=>8?

))" "83 :$

;=>8?

$0%.%$."3 9"((%#$"!%$0%"'9"((

" %#$"!%%$"'9"((%#$"!%""3
"'%(9("! '
#"!#%% "!%"%#"!#%%,&$$(9"
-((" !(#$
%"!#$"#$%&"%#"9!"$%!'"!%"%#"!#%% $%!3
$&$%!%'
$"!!#%% $"!!#%%,&$$(9"-((" !(#$%"!3
#$"#$%&" $"!9!"$%!' $"!!#%% $%!$&
$%!%'
!%$) $% "%#0$#$%&,-!%$) $%,&$$(9"8G-((%&$
!%$)# %&'
%"%$"!#%% %"%$"!#%%,&$$(9"-((" !(#$%"!3
#$"#$%&"%"%$"9!"$%!'%"%$"!#%% $%!$&
$%!%'
D%"!#%% %"!#%%,&$$(9"D>-((" !(#$%"!#$
"#$%&"%"9!"$%!'%"!#%% $%!$&$%
!%'
"!#%% %"!#%%,&$$(9"-((" !(#$%"!#$
"#$%&"#!%"$$9!"$%!'%"!#%% $%!$&$
%!%'
!!#%% #!!#%%,&$$(9" -((" !(#$%"!#$"3
#$%&"#!9!"$%!'#!!#%% $%!$&$%!%
' (%$!%%!#%%'
$$!#%% $$!#%%,&$$(9"-((" !(#$%"!#$"3
#$%&"$$9!"$%!'$$!#%% $%!$&$%!%3
'(%$!%%!#%%'
$"!#%% %$"!#%%,&$$(9"-((" !(#$%"!#$
"#$%&"%$"9!"$%!'%$"!#%% $%!$&$%
!%'

$!%$:!#%% $!%$:"0%!#%%,&$$(9"-((" !(#$
%"!#$"#$%&"$!%$:"0%9!"$%!'$!%$:"0%!#%% $%
!$&$%!%'

$"$#!#%% $"$#"0%!#%%,&$$(9">
-((" !(#$
%"!#$"#$%&"$"$#"0%9!"$%!'$"$#"0%!#%%
$%!$&$%!%'
*!#%% *!#%%%!%%$!%"%0#!0* !%$'*
!#%%,&$$(9"*-((" !($
,-%"%%!%,-#9!"$%!'*!#%%
$%!$&$%!%'
/%&$$(!#%%0(.!"%%!,-(
%0%!!%$'> $"%%! 3
"#$%&(%"#$%&"(! "%%!!'
+!#%% +!#%%%!%%$!%"%0#!0* !%$'+
!#%%,&$$(9"+-((" !($
,-%"%%!%,-#9!"$%!'+!#%%
$%!$&$%!%'
!#%% !#%%%!%%$!%"%0#!0* !%$'
!#%%,&$$(9" -((" !($
,-%"%%!%,-#9!"$%!' !#%%
$%!$&$%!%'
D> > > #"(%"%" !&,D
-%$ !&
,
-%$%"%#$%".(D> > >
8 %!%'#"(D

%$%"%#$%
%.(D> > >%!%'

)" "83 :$

;'

)+" "83 :$

;'

D:%$%$: :%$%$: %$ $%%" "#$%&':%$%$: %$ $%

%$ $% ((>"!%#! %$'
$"! $% $"! $%%"9""#$%&' $"! $%(( $
"!#!$$"%%!0%$". "!"&%#$'"$"%(
"%!%'
#" $% "9"
$%(%" %#"%#(%#"!0%$"'/
%#" $%0(.%$$%#""#$%& %0"'
%"%$" $% /%"%$"0%$".%"%$" $%,%"-(%9.%" $$(%
0"C%%$%"%$"&$&.%%$"!%).%""%$%"%$"'
#$%&!$#%$ $% #$%&$%$ $%%"9""#$%&'#$%&$%$ $%(
(% %$%"!"'
!0A! $% /%0%!# %$.%0%!("%"9'#$
%!%%A*.*.A+.+.
*.
+.
*.%"
+' $$("3
#$%&%0"C$%%$"0%%.$%%$"0%!%$.%" "!%'
" $% /%"#"%% %$.%" $%(%"9.%" $$(%0"C
)&"%.#!%#.$$#.$$!%$.$#)""!%'
AA"0% $%
*
+$!"%0%!%"0!%$"0%#0%$".03
!%$"0% $%,%"AA-(%9'0!%$"0%!%$%"#%0"
(0!%$"0% $%0('
%!%$" $% %!%$" $%.,%"-(%9' $%((%$" %3
$!"%$"!!0%$"' $$(%0" "3
#$%&(%$" $%0(C%!%$"%#."%$%$"%".#$!%$3
" !."%$#$!%$".!%$"%".%"!#$!%$"'
A!%$#" $% 0!%$#" $%.,%"A
-(#$%! 0!%$#"!%$.0!%$#"#.
%"0!%$#""%$"#$%&(0!%$#"#!0%$"'
!%$:"0% $%
*
+$!"%0%!%"$%%$"0%#0%$".$%%$
"0% $%.,%"-(%9'
*
+$!"%0%!%"
$%%$"0%#0%$".$%%$"0% $%.,%"5-(%9'0!%$
"0%!%$%"#%0"(0!%$"0% $%0('
>$"$#"0% $%
*
+$!"%0%!%"0!%$"0%#0%$".03
!%$"0% $%.,%">
-(%9'
*
+$!"%0%!%"
0!%$"0%#0%$".0!%$"0% $%.,%">-(%9'03
!%$"0%!%$%"#%0"(0!%$"0% $%0('
D%" $% /%"# %$.%"D> $%(%"9'

Figure 3-1. Cockpit Switches, Controls
3-104 November 15 2002

Table 3-2. Cockpit Switches, Controls.
ADC The ADC (air data computer) transfer switch selects which sensor is the onside air data source. When
ADC reversion is selected, data from the cross-side ADC is supplied to both cross-side and onside sys-
tems (the cross-side ADC source becomes a common source of ADC data).
AHS The AHS (attitude heading system) transfer switch selects the attitude and heading source for PFD
and MFD. When AHS reversion is selected, data from the cross-side AHS is supplied to both cross-side
and onside systems (the cross-side AHS source becomes a common source of AHS data).
R PFD ENG The R PFD ENG switch is only included on the right side transfer panel. Pressing the R PFD ENG
switch allows the right side PFD to display engine gauges at the top of the display.
AHRS When the MODE switch is set to NORM (normal), heading computations are slaved to the flux detec-
tor. When in SLEW (or DG) mode, long term heading corrections from the flux detector are not used.
In SLEW mode, the + / - momentary slew control can be used to set the current aircraft heading.
RADIO 1 The RADIO 1 switch is only included on the left side transfer panel. Pressing RADIO 1 switch re-
moves power from the left side COM and NAV radios.
RADIO 2 The RADIO 2 switch is only included on the left side transfer panel. Pressing RADIO 2 switch re-
moves power from the right side COM and NAV radios.
Pedestal mounted switches

CAT II Setting the CAT II switch to ENABLE enables CAT II operation. The primary flight display will dis-
play an automatic Category II checklist.The CAT II checklist provides a single line, prioritized, read-
out of items the pilots must accomplish to receive a green CAT2 annunciation.
CKLST Setting the CKLST switch to ON allows checklists to be displayed on the right-side multifunction dis-
play.
PAGE ADV Pressing the PAGE ADV switch causes the checklist currently displayed on the right MFD to advance
to the next page (if applicable).
LINE ADV Pressing the LINE ADV switch advances the cursor on the checklist shown on the right MFD.
Overhead mounted
switches
VMO/MMO Pressing the VMO/MMO switch initiates an Overspeed Warning test.
Glare Shield mounted
switches
FD BARS The FD BARS switch alternately selects either single cue or split cue for the flight director steering
commands displayed on the primary flight display (PFD).The single cue flight director is a V-bar. The
split cue flight director is a pair of cross bars; a horizontal bar for pitch and a vertical bar for roll.
DISPLAYS The DISPLAYS knob is used to adjust the brightness of the onside displays.
ATC IDENT Pressing the ATC IDENT switch causes the selected ATC transponder to transmit the airplane’s ident
code.
Transfer Panel (Reversion)

mounted switches
CDU The CDU switch disables the onside control display unit (CDU). Normally, each CDU controls only the
onside radios. The cross-side radios are controlled indirectly via crosstalk between the CDUs. If the
cross-side CDU (or the crosstalk link between the CDUs) fails, the pilot can recover control of the
cross-side radios by turning the cross-side CDU off with the appropriate transfer (reversion) switch.
PFD Pressing the PFD transfer switch causes the onside multifunction display (MFD) to be turned off. If
the left side PFD transfer switch is pressed, the left side PFD will show a composite display including
engine data normally displayed at the top of the left side MFD. If the right side PFD transfer switch is
pressed, the right side PFD will show a composite display including flaps and fuel quantity data nor-
mally displayed at the top of the right side MFD.
MFD Pressing the MFD transfer switch causes the onside PFD to be turned off. The onside MFD will show
a composite display including flight critical information normally displayed on the onside PFD.
15 November 2002 3-105

Figure 3-2. Cockpit Switches, Control Wheels
3-106 November 15 2002

Table 3-3. Cockpit Switches, Control Wheels.
The pilot and copilot control wheels contain identical switches, but in mirror image
locations. The following description applies to both control wheels.
GO AROUND button Pushing the GO-AROUND button disengages the autopilot, but not the yaw damper,
and clears all other flight guidance modes. Prior to takeoff when go-around is se-
lected, the flight director generates fixed pitch-up, wings level commands. If the air-
plane is in the air when go-around is selected, the flight director generates fixed
pitch-up, heading hold commands.
AP Disc button Pushing the AP DISC button:
• Disengages the autopilot and yaw damper.
• Cancels visual and aural disengage warnings.
SYNC button Pushing the SYNC button when the autopilot is not engaged synchronizes the flight
director vertical and lateral references to those currently being flown. When the
autopilot is engaged, this button is not functional.
MANUAL TRIM switch The MANUAL TRIM switch is a split switch used to apply manual trim commands to
the aircraft. If the autopilot is engaged, using the manual trim switch disengages the
autopilot.
15 November 2002 3-107/108 Blank

523-0780107-201118
2nd Revision, 14 May 2003
Hawker 800XP
Avionics System
Theory of Operation
Table of Contents
Paragraph Page
4.1 introduction ................................................................................................................................................................ 4-1

4.2 OVERVIEW.................................................................................................................................................................. 4-1
4.2.1 Bus Types........................................................................................................................................................................4-1
4.2.2 Block Diagram ................................................................................................................................................................4-1
4.3 FUNCTIONAL THEORY ......................................................................................................................................... 4-24
4.3.1 IAPS (Integrated Avionics Processor System)...............................................................................................................4-29
4.3.1.1 Overview .....................................................................................................................................................................4-29
4.3.1.2 System Schematic .......................................................................................................................................................4-33
4.3.1.3 IAPS Backplane Pin Connectors.................................................................................................................................4-52
4.3.2 EFIS (Electronic Flight Instrument System) ..............................................................................................................4-69
4.3.2.1 Overview ....................................................................................................................................................................4-69
4.3.2.2 System Schematic......................................................................................................................................................4-71
4.3.3 EIS (Engine Indicating System) ..................................................................................................................................4-99
4.3.3.1 Overview ....................................................................................................................................................................4-99
4.3.4 ADS (Air Data System) ..............................................................................................................................................4-117
4.3.4.1 Overview ..................................................................................................................................................................4-117
4.3.4.2 System Schematic....................................................................................................................................................4-119
4.3.5 AHS (Attitude Heading System)................................................................................................................................4-127
4.3.5.1 Overview ..................................................................................................................................................................4-127
4.3.6 FGS (Flight Guidance System) ..................................................................................................................................4-137
4.3.6.1 Overview ..................................................................................................................................................................4-137
4.3.7 FMS (Flight Management System)............................................................................................................................4-163
4.3.7.1 Overview ..................................................................................................................................................................4-163
4.3.8 RSS (Radio Sensor System)........................................................................................................................................4-185
4.3.8.1 Overview ..................................................................................................................................................................4-185
4.3.9 WXR (Weather Radar System)...................................................................................................................................4-255
4.3.9.1 Overview ..................................................................................................................................................................4-255
NOTICE: This title page replaces 1st edition, 1st revision title page dated 15 November 2002.
* Title .......................................... 14 May 03 4-108 ..........................................15 Nov 02 4-172 through 4-178 ................... 1 Nov 00
* List of Effective Pages ............. 14 May 03 4-109 through 4-113 ....................1 Nov 00 4-179 Blank................................. 1 Nov 00
4-1 ................................................ 1 Nov 00 4-114 through 4-115 Blank .........1 Nov 00 4-180 through 4-181 ................... 1 Nov 00
* 4-2 ............................................. 14 May 03 4-116 through 4-120 ....................1 Nov 00 4-182 through 4-183 Blank ........ 1 Nov 00
4-3 through 4-4............................ 1 Nov 00 4-121 Blank .................................1 Nov 00 4-184 through 4-188 ................... 1 Nov 00
4-5 Blank ..................................... 1 Nov 00 4-122 through 4-123 ....................1 Nov 00 4-189 Blank................................. 1 Nov 00
4-6 ................................................ 1 Nov 00 4-124 through 4-125 Blank .........1 Nov 00 4-190 through 4-192 ................... 1 Nov 00
* 4-7 through 4-23....................... 14 May 03 4-126 through 4-130 ....................1 Nov 00 4-193 Blank................................. 1 Nov 00
* 4-23A through 4-23F................ 14 May 03 4-131 Blank .................................1 Nov 00 4-194 through 4-200 ................... 1 Nov 00
4-24 through 4-30........................ 1 Nov 00 4-132 through 4-133 ....................1 Nov 00 4-201 Blank................................. 1 Nov 00
4-31 Blank ................................... 1 Nov 00 4-134 through 4-135 Blank .........1 Nov 00 4-202 through 4-204 ................... 1 Nov 00
4-49 Blank ................................... 1 Nov 00 4-138 ..........................................15 Nov 02 4-206 through 4-232 ................... 1 Nov 00
4-66 throgh 4-67 Blank............... 1 Nov 00 4-146 ..........................................15 Nov 02 4-234 through 4-236 .................. 1 Nov 00
4-73 Blank ................................... 1 Nov 00 4-149 Blank .................................1 Nov 00 4-238 through 4-240 ................... 1 Nov 00
4-74 through 4-76........................ 1 Nov 00 4-150 ..........................................15 Nov 02 4-241 Blank................................. 1 Nov 00
4-77 Blank ................................... 1 Nov 00 4-151 through 4-152 ....................1 Nov 00 4-242 through 4-246 ................... 1 Nov 00
4-78 through 4-80........................ 1 Nov 00 4-153 Blank .................................1 Nov 00 4-247 Blank................................. 1 Nov 00
4-81 Blank ................................... 1 Nov 00 4-154 .........................................15 Nov 02 4-248 through 4-252 ................... 1 Nov 00
4-96 through 4-97 Blank............. 1 Nov 00 4-158 ..........................................15 Nov 02 4-254 through 4-258 ................... 1 Nov 00
4-98 through 4-102...................... 1 Nov 00 4-159 ............................................1 Nov 00 4-259 Blank................................. 1 Nov 00
4-103 Blank ................................. 1 Nov 00 4-160 through 4-161 Blank .........1 Nov 00 4-260 through 4-262 ................... 1 Nov 00
4-104 .......................................... 15 Nov 02 4-162 through 4-170 ....................1 Nov 00
4-105 through 4-107.................... 1 Nov 00 4-171 Blank .................................1 Nov 00


1 15 Nov 02 None
2 14 May 03 None
theory of operation 523-0780106
4.1 INTRODUCTION
This section provides a system-level explanation of how the Hawker 800XP Avionics System operates. Several
pages of schematic representation show two levels of cross-indexed block diagrams, all interconnections, and
the interface paths for all controls and displays.
Note
Most units report maintenance information (in a diagnostic word) to the built-in diagnostic system.
This section of the manual does not reference these diagnostic words; refer to the maintenance section
for detailed diagnostic information.
4.2 OVERVIEW
4.2.1 Bus Types
The various LRUs in the system interface with each other using several 2-wire digital data buses. Each bus
has a unique name. The buses are primarily ARINC 429 format, with some private RS-422 buses and an
ARINC 453 (radar) bus. Table 4-1 lists each digital bus and the corresponding bus type.
4.2.2 Block Diagram
Figure 4-2 is a comprehensive block diagram of the Hawker 800XP Avionics System. The following para-
graphs describe the signal flow between units in the system.
The IAPS is the central item in the diagram and is shown as a large block labeled ICC-3000. The IAPS consists
of the ICC-3000 IAPS Card Cage and the following units:
• Two CSU-3100 Configuration Strapping Units

• Two FGC-3000 Flight Guidance Computers
• Two FMC-6000 Flight Management Computers
• One IEC-3001 IAPS Environmental Controller
• Two IOC-3100 I/O Concentrators
• One MDC-3000 Maintenance Diagnostic Computer
• Two OCM-3100 Options Control Modules (P/O Configuration Strapping Unit)
• Two PWR-3000 Power Supplies
Note
Each of these units is an individual line replaceable module (LRM). Each major avionics unit on the
airplane loads data onto a bus that is input to the IAPS for processing and distribution to appropriate
units (critical AHS and ADS data is also input directly to the displays).
1 November 2000 4-1

The two CSU-3100 Configuration Strapping Units (CSU) set the system configuration discretes for the Hawker
800XP airplane. Each CSU provides configuration strapping for half of the IAPS.
The DBU-4100 Data Base Unit (DBU) is used to update the data base memories of both Flight Management
Computers.
The number 1 FMC-6000 Flight Management Computer (FMC) receives an input bus from the number 1 CDU,
the number 2 FMC, and both IOCs. The FMC provides output buses to the number 1 CDU, the number 2 FMC,
the number 1 IOC, both MFDs, and both PFDs.
The number 2 FMC-6000 Flight Management Computer (FMC) receives an input bus from the number 2
CDU, the number 1 FMC, and both IOCs. The FMC provides output buses to the number 2 CDU, the number
1 FMC, the number 2 IOC, both MFDs, and both PFDs.
Each IEC-3001 IAPS Environmental Controller (IEC) monitors a pair of ICC temperature sensors and oper-
ates a heater/cooling fan to regulate the environment in that half of the IAPS
The two IOC-3100 I/O Concentrators (IOCs) receive data bus inputs from the following units:
• Air data computers

• Attitude/heading computers
• COMM/NAV/pulse radios
• Data concentration units
• Flight guidance computers
• Flight management computers
• In-flight entertainment systems
• PFDs and MFDs
• Radio altimeter.
The IOCs output data buses supply the appropriate data words to the following units:
• Air data computers

• COMM/NAV/pules radios
• Data concentration units
• Flight guidance computers
• Flight management computers
• In-flight entertainment systems
• PFDs and MFDs
• Radio tuning units
• Weather radar assembly
The MDC-3000 Maintenance Diagnostic Computer (MDC) monitors the airplane avionics and stores diag-
nostic data in memory. The MDC receives inputs from each input/output concentrator (in the IAPS) and the
data base unit. The MDC outputs data buses to the IAPS input/output concentrators, the MFD display, and
the data base unit.
The two PWR-3000 Power Supplies (PWRs) provide power to the units in the IAPS. The number 1 PWR
powers the number 1 flight guidance computer, flight management computer, and IAPS data concentrator.
The number 2 PWR powers the number 2 flight guidance computer, flight management computer, and IAPS
data concentrator.
The upper portion of the block diagram shows the panel and pedestal mounted LRUs, each is shown ap-
proximately, where the LRU is mounted in the cockpit. The four large color LCD displays are AFD-3010
Adaptive Flight Displays. Each AFD-3010 is configured by mount strapping to function as the number 1
primary flight display (PFD), number 1 multifunction display (MFD), number 2 PFD, or number 2 MFD.
14 May 2003 4-2

Each PFD receives inputs from both air data computers, both attitude/heading computers, both IAPS data
concentrators, and the TCAS transmitter receiver. Each PFD provides an output bus to both IAPS data con-
centrators.
Each MFD receives inputs from both air data computers, both attitude/heading computers, both IAPS data
concentrators, both flight management computers, and the weather radar assembly. Each MFD provides an
output bus both data concentrator units, and to both IAPS data concentrators. The MFD can display pri-
mary flight data if the 1 PFD fails.
The dual CDU-6200 Control Display Units (CDUs) are the primary radio controls. Each CDU receives an in-
put bus from the IAPS data concentrators. Each CDU provides a tune bus output to the number 1 and num-
ber 2 side COMM/NAV/pulse radios.
The dual CDU-6200 Control Display Units (CDU) provide control inputs to the FMS navigator. The CDUs re-
ceive data bus inputs from the number 1 and number 2 flight management computers, the data concentration
units, the IAPS data concentrators, and the GPS receivers. The CDU applies output data to the FMS computer
and provides tuning outputs for the COMM/NAV/pulse radios.
Normally, a CDU tunes the on-side ADF-462 ADF Receiver (ADF), DME-442 DME Transceiver (DME),
TDR-94D Transponder (TDR), VHF-422C VHF COMM Transceiver (VHF), and VIR-432 VHF NAV receiver
(VIR). In reversion mode, these radios can be tuned by the cross-side CDU. The number 1 VHF-422C and
VIR-432 may also be tuned by a CSDB bus from the CTL-23C Control (CTL); this allows the CTL to control
these radios if both CDUs fail.
The DCP-3020 Display Control Panel provides pilot control inputs for barometric pressure correction, secon-
dary engine display, V-speed reference setting, navigation source selection, bearing source selection, weather
radar control, and display range selection. The DCP buttons select control menus on the PFD and MFD dis-
plays.
The FGP-3000 Flight Guidance Panel (FGP) provides operator input to the flight control system. This
glareshield mounted controller provides dual flight-guidance mode-selection and autopilot control input to
the FGCs (resident in the IAPS assembly).
Flight guidance modes are selected on the FGP and supplied to each FGC. The FGP provides autopilot en-
gage discretes to the servos and to both FGCs. The FGCs then independently calculate command outputs,
and together apply redundancy-monitored motor drive to the elevator, aileron, and rudder servos. The FGCs
also function together to monitor elevator servo torque, and automatically generate pitch trim outputs. The
FGCs apply autopilot status, flight director commands, flight director steering commands, and mode status
data to the PFD displays.
The ADC-3000 Air Data Computer receives onside IAPS concentrator data. The ADC provides outputs to the
onside attitude/heading computer, onside IAPS data concentrators, and each large display.
The dual AHC-3000 Attitude/Heading Computers (AHCs) function as vertical gyros, directional gyros, and 3-
axis rate/acceleration sensors. Each ECU-3000 External Compensation Unit (ECU) provides electrical com-
pensation (for any flux detector errors caused by the airplane altering the earth’s magnetic field) to the on-
side AHC. Each FDU-3000 Flux Detector Unit ((FDU) provides flux measurement input to the on-side AHC.
Each ADC provides TAS data input to the on-side AHC. Each AHC applies output data to the large displays
and to both IAPS data concentrators.
The ALT-4000 Radio Altimeter (RALT) computes the airplane altitude above ground (up to 2500 feet). The
RALT provides an ARINC output to the IAPS data concentrators.
The COM/NAV/pulse radios apply data bus outputs to the IAPS data concentrator units. The COM/NAV ra-
dios apply audio outputs to the airplane audio system.
1 November 2000 4-3

The four DCU-3001 Data Concentration Units digitize airplane discrete data inputs for use by the avionics
system. Two units function as data concentrator units (DCUs) and two units function as engine data concen-
trators (EDCs). Both DCUs receive analog and discrete sensor data from various airplane systems. Each DCU
contains one channel and communicates with the other DCU. Both EDCs receive analog and discrete engine
data. Each EDC contains one channel and communicates with the other EDC. All four units process the data
onto ARINC buses that are output to the IAPS data concentrators.
The dual GPS-4000 Global Positioning Sensors (GPS) process the GPS signals received from the GPS anten-
nas to provide various navigation data to the flight management systems.
The RTA-858 Receiver/Transmitter/Antenna (RTA) is a complete weather radar system in a single LRU. The
AFDs select radar control functions and applies radar control words through the IAPS to the RTA. The RTA
outputs WXR video to both PFDs and both MFDs.
The TTR-4000 TCAS II Transmitter Receiver functions (TTR) with the TDRs to provide TCAS II operation.
Each TDR receives air data inputs from both ADC computers through the IAPS data concentrators. The TTR
receives input buses from the RALT and the number 1 AHC. The TTR uses the TDR to establish a Mode-S
communication link with a cooperating airplane. The TTR provides an audio output to the airplane audio sys-
tem and traffic/resolution advisory outputs to both PFDs and both MFDs.
1 November 2000 4-4

Figure 4-1. Hawker 800XP Avionics System, Block Diagram
1 November 2000 4-6

Table 4-1. Digital Bus Nomenclature and Type.
BUS BUS BUS

TYPE TYPE TYPE
NAME NAME NAME
L-ADC-1 ARINC 429 LO-SPEED L-EDC-1 ARINC 429 LO-SPEED L-IOC-5
1 ARINC 429 HI-SPEED
L-ADC-2 ARINC 429 LO-SPEED L-EDC-2 ARINC 429 HI-SPEED
L-ADC-3 ARINC 429 LO-SPEED L-EDC-3 ARINC 429 HI-SPEED R-IOC-1 ARINC 429 HI-SPEED
R-ADC-1 ARINC 429 LO-SPEED L-EDC-5 ARINC 429 HI-SPEED 1 R-IOC-3 ARINC 429 HI-SPEED
R-ADC-2 ARINC 429 LO-SPEED R-EDC-1 ARINC 429 LO-SPEED 2 R-IOC-4 ARINC 429 HI-SPEED
R-ADC-3 ARINC 429 LO-SPEED R-EDC-2 ARINC 429 HI-SPEED R-IOC-5
1 ARINC 429 HI-SPEED
R-EDC-3 ARINC 429 HI-SPEED
L-ADF-1 ARINC 429 LO-SPEED R-EDC-5 ARINC 429 HI-SPEED LDS-1 ARINC 429 LO-SPEED
R-ADF-1 ARINC 429 LO-SPEED
EGPWS ARINC 493 MDC-1 ARINC 429 LO-SPEED
L-AHC-1 ARINC 429 HI-SPEED EGPWS-1 ARINC 429 LO-SPEED MDC-2 ARINC 429 HI-SPEED
L-AHC-2 ARINC 429 HI-SPEED EGPWS-2 ARINC 429 LO-SPEED MDC-3 RS-422
L-AHC-3 ARINC 429 HI-SPEED
R-AHC-1 ARINC 429 HI-SPEED 1L-FGC-1 ARINC 429 HI-SPEED L-MFD-1 ARINC 429 HI-SPEED
R-AHC-2 ARINC 429 HI-SPEED 1R-FGC-1 ARINC 429 HI-SPEED L-MFD-3 ARINC 429 HI-SPEED
R-AHC-3 ARINC 429 HI-SPEED R-MFD-1 ARINC 429 HI-SPEED
L-FMC-1 ARINC 429 HI-SPEED R-MFD-3 ARINC 429 HI-SPEED
L-CDU-1 ARINC 429 HI-SPEED L-FMC-2 ARINC 429 HI-SPEED
L-CDU-3 ARINC 429 LO-SPEED L-FMC-3 RS-422 L-PFD-1 ARINC 429 HI-SPEED
L-CDU-6 ARINC 429 LO-SPEED L-FMC-5 RS-422 L-PFD-3 ARINC 429 HI-SPEED
L-CDU-7 ARINC 429 LO-SPEED L-FMC-6 ARINC 429 HI-SPEED R-PFD-1 ARINC 429 HI-SPEED
R-CDU-1 ARINC 429 HI-SPEED R-FMC-1 ARINC 429 HI-SPEED R-PFD-3 ARINC 429 HI-SPEED
R-CDU-3 ARINC 429 LO-SPEED R-FMC-2 ARINC 429 HI-SPEED
R-CDU-6 ARINC 429 LO-SPEED R-FMC-3 RS-422 L-RALT-1 ARINC 429 LO-SPEED
R-CDU-7 ARINC 429 LO-SPEED R-FMC-5 RS-422
R-FMC-6 ARINC 429 HI-SPEED L-TDR-1 ARINC 429 HI-SPEED
DBU-1 RS-422 L-TDR-XT ARINC 429 HI-SPEED
DBU-2 RS-422 L-GP-1 ARINC 429 LO-SPEED R-TDR-1 ARINC 429 HI-SPEED
DBU-3 RS-422 L-GP-4 ARINC 429 LO-SPEED R-TDR-XT ARINC 429 HI-SPEED
L-GP-5 ARINC 429 HI-SPEED
L-DCP-1 ARINC 429 LO-SPEED R-GP-1 ARINC 429 LO-SPEED TTR-TA/RA-1 ARINC 429 HI-SPEED
R-DCP-1 ARINC 429 LO-SPEED R-GP-4 ARINC 429 LO-SPEED TTR-TA/RA-2 ARINC 429 HI-SPEED
R-GP-5 ARINC 429 HI-SPEED TTR-TX-1 ARINC 429 HI-SPEED
L-DCU-1 ARINC 429 LO-SPEED TTR-TX-2 ARINC 429 HI-SPEED
L-DCU-2 ARINC 429 HI-SPEED L-GPS-1 ARINC 429 LO-SPEED
L-DCU-3 ARINC 429 HI-SPEED L-GPS-2 ARINC 429 LO-SPEED L-VHF-1 ARINC 429 LO-SPEED
L-DCU-5 ARINC 429 HI-SPEED R-GPS-1 ARINC 429 LO-SPEED R-VHF-1 ARINC 429 LO-SPEED
R-DCU-1 ARINC 429 LO-SPEED R-GPS-2 ARINC 429 LO-SPEED T-VHF-1 ARINC 429 LO-SPEED
R-DCU-2 ARINC 429 HI-SPEED
R-DCU-3 ARINC 429 HI-SPEED L-HF-1 ARINC 429 LO-SPEED L-VIR-1 ARINC 429 LO-SPEED
R-DCU-5 ARINC 429 HI-SPEED R-HF-1 ARINC 429 LO-SPEED L-VIR-2 ARINC 429 LO-SPEED
R-VIR-1 ARINC 429 LO-SPEED
L-DME-1 ARINC 429 LO-SPEED L-IOC-1 ARINC 429 HI-SPEED R-VIR-2 ARINC 429 LO-SPEED
R-DME-1 ARINC 429 LO-SPEED 1 L-IOC-3 ARINC 429 HI-SPEED
2 L-IOC-4 ARINC 429 HI-SPEED WXT-1 ARINC 453VHS
1 Modified bus; internal to IAPS 2 Internal to IAPS
14 May 2003 4-7

Table 4-2. Digital Bus Words.
OCTAL WDS/ OCTAL WDS/

LABEL SEC PARAMETER LABEL SEC PARAMETER
L-ADC-1, L-ADC-2, L-ADC-3, R-ADC-1, R-ADC-2, and R-ADC-3
171 20.0 Static Pressure 217 20.0 Static Pressure (Hg) SSE Corrected
200 2.5 ARINC Wrap Test 230 2.5 True Airspeed
203 20.0 Altitude (29.92) 231 2.5 Total Air Temperature
204 20.0 Baro-Corrected Altitude 233 2.5 Static Air Temperature
205 10.0 Mach 234 9.5 Baro-Correction (mb)
206 20.0 Airspeed 235 9.5 Baro-Correction (Hg)
207 10.0 Vmo 236 20.0 Airspeed (Secondary)
210 10.0 True Airspeed 242 20.0 Total Pressure (hPa)
211 2.5 Total Air Temperature 243 20.0 Impact Pressure
212 20.0 Vertical Speed (Uncomplemented) 270 2.5 ADC Discrete Word 1
213 2.5 Static Air Temperature 271 2.5 ADC Discrete Word 2
215 2.5 Mmo 350 2.5 ADC-3000 Diagnostic Word 1
216 2.5 ISA-XX 351 2.5 ADC-3000 Diagnostic Word 2
L-ADF-1 and R-ADF-1
032 5.0 ADF Frequency (Echo) 350 5.0 ADF-462 Diagnostics

162 20.0 ADF Bearing
L-AHC-1, L-AHC-2, L-AHC-3, R-AHC-1, R-AHC-2, and R-AHC-3
046 Spare 333 52.0 Normal Acceleration (Body)

270 5.2 AHC-3000 Discrete Word 1 336 52.0 Euler Pitch Rate
271 Spare 337 52.0 Euler Roll Rate
302 5.2 Compass Slaving 340 52.0 Euler Yaw Rate
303 Spare 350 5.2 AHC-3000 Diagnostic Word 1
320 52.0 Magnetic Heading 351 5.2 AHC-3000 Diagnostic Word 2
324 52.0 Pitch Angle 352 5.2 AHC-3000 Diagnostic Word 3
325 52.0 Roll Angle 353 5.2 AHC-3000 Diagnostic Word 4
326 52.0 Pitch Rate (Body) 364 52.0 Inertial Vertical Acceleration
327 52.0 Roll Rate (Body) 370 5.2 Normal Acceleration (FDR)
330 52.0 Yaw Rate (Body) 375 52.0 Along Heading Acceleration
331 52.0 Longitudinal Acceleration (Body) 376 52.0 Cross Heading Acceleration
332 52.0 Lateral Acceleration (Body)
L-CDU-1 and R-CDU-1
146 20.0 FMS Reset Command 353 1.0 Remapped Maintenance Words
270 1.0 CDU Status Word 354 1.0 Remapped Maintenance Words
271 1.0 Discrete Input Word 355 1.0 Remapped Maintenance Words
14 May 2003 4-8


350 1.0 CDU Diagnostic Word 1 356 1.0 Remapped Maintenance Words
351 1.0 CDU Configuration Word 377 1.0 MCDU Identification Word
352 1.0 Boot Loader Maintenance Word
L-CDU-3 and R-CDU-3
001 Acknowledgement Word 037 HF Comm Frequency (Word 1)

002 Cross-Side CDU Discrete Data 037 HF Comm Frequency (Word 2)
003 2.0 Cross-Side CDU Bus Signature 037 HF Comm Frequency (Word 3)
004 4.0 Radio Test Flags 037 HF Comm Frequency (Word 4)
013 TCAS Word 1 037 HF Comm Frequency (Word 5)
016 TCAS Word 2 037 HF Comm Frequency (Word 6)
030 VHF Comm Frequency 047 VHF Comm Frequency (8.33 kHz)
031 Beacon Code 350 5.0 CDU-6200 Diagnostic Word 1
032 ADF Frequency 351 1.0 CDU Configuration Word
034 VOR/ILS Frequency 371 5.0 CDU Sanity Word
035 DME Frequency 377 20.0 Displayed Altitude
L-CDU-6, L-CDU-7, R-CDU-6, and R-CDU-7
013 5.0 TCAS Word 1 035 15.0 DME Frequency

015 5.0 TCAS Altitude Select Limits 047 5.0 VHF Comm Frequency (8.33 kHz)
016 5.0 TCAS Word 2 203 20.0 Altitude (29.92)(from CDU)
030 5.0 VHF Comm Frequency 204 20.0 Current Aircraft Altitude (from PFD)
031 5.0 Beacon Code 350 1.0 CDU-6200 Diagnostic Word 1
032 5.0 ADF Frequency 351 1.0 CDU Configuration Word
034 5.0 VOR/ILS Frequency
L-DCP-1 and R-DCP-1
270 20.0 DCP Discrete Word 1 304 20.0 Selected Heading/Track Change
300 20.0 Range Select Change 305 20.0 Altitude Preselect Change
301 20.0 Radar Antenna Tilt Change 306 20.0 Baro Correction Change
302 20.0 Menu Select Change 307 20.0 Course Change
303 20.0 Speed Select Change 350 1.0 DCP Diagnostic Word 1
L-DCU-1, L-DCU-2, L-DCU-3, R-DCU-1, R-DCU-2, and R-DCU-3
137 5.0 Flap Lever Position 300 20.0 Engine Turbine RPM N2
150 5.0 GMT (MSTR) 316 10.0 Engine Oil Temperature
177 10.0 Flap Position 317 10.0 Engine Oil Pressure
241 5.0 AOA (Normalized) 343 20.0 Engine Fan RPM N1
14 May 2003 4-9


247 10.0 Wing Fuel Quantity 345 20.0 Engine ITT (C)
250 10.0 Aircraft Discrete Word 1 347 20.0 Engine Fuel Flow
251 10.0 Aircraft Discrete Word 2 350 1.0 DCU Diagnostic Word 1
260 1.0 Date (MSTR) 351 1.0 DCU Diagnostic Word 2
272 10.0 DCU Discrete Word 1 352 1.0 DCU Diagnostic Word 3
274 10.0 DCU Discrete Word 2 355 1.0 ARINC Wrap Test
L-DCU-5 and R-DCU-5
072 5.0 26 V ac Aircraft Power 317 5.0 Engine Oil Pressure

177 5.0 Flap Position 343 10.0 Engine Fan RPM N1
240 5.0 DCU Logic Status 345 10.0 Engine ITT (C)
241 5.0 AOA (Normalized) 346 10.0 N1 Compensation Resistance
242 5.0 Crosstalk Status 347 10.0 Engine Fuel Flow
247 5.0 Wing Fuel Quantity 350 1.0 DCU Diagnostic Word 1
272 10.0 DCU Discrete Word 1 355 1.0 ARINC Wrap Test
274 10.0 DCU Discrete Word 2 372 1.0 DCU CRC Word-Application Code
300 10.0 Engine Turbine RPM N2 373 1.0 DCU CRC Word-Boot Code
316 5.0 Engine Oil Temperature
L-DME-1 and R-DME-1
002 15.0 Time To Go (DME) 202 30.0 DME Distance

012 15.0 Ground Speed (DME) 300 30.0 DME Ident
035 30.0 DME Frequency (Echo) 350 15.0 DME-442 Diagnostics
L-EDC-1, L-EDC-2, L-EDC-3, R-EDC-1, R-EDC-2, and R-EDC-3
137 Spare 300 20.0 Engine Turbine RPM N2

150 Spare 316 Spare
177 Spare 317 Spare
241 Spare 343 20.0 Engine Fan RPM N1
247 Spare 345 20.0 Engine ITT (C)
250 Spare 347 Spare
260 Spare 351 1.0 DCU Diagnostic Word 2
274 Spare 355 1.0 ARINC Wrap Test
14 May 2003 4-10


L-EDC-5 and R-EDC-5
177 Spare 317 Spare

240 Spare 343 10.0 Engine Fan RPM N1
241 Spare 345 10.0 Engine ITT (C)
242 Spare 347 Spare
272 Spare 355 1.0 ARINC Wrap Test
274 Spare 372 1.0 DCU CRC Word-Application Code
300 10.0 Engine Turbine RPM N2 373 1.0 DCU CRC Word-Boot Code
316 Spare
EGPWS-1 and EGPWS-2
011 2.0 PEAKS Upper Elevation (MSL)(from 272 10.0 EGPWS Mode 6 Callout Discrete 1
EGPWS)
012 2.0 PEAKS Lower Elevation (MSL)(from 273 10.0 EGPWS Mode 6 Callout Discrete 2
EGPWS)
050 5.0 EGPWS Displayed Range 274 10.0 EGPWS Alert Discrete 2
051 5.0 EGPWS Terrain Displayed Status Word 300 10.0 EGPWS Alert Discrete 3
052 5.0 EGPWS Message Word 1 301 5.0 EGPWS Input Discrete Status Word 1
053 5.0 EGPWS Message Word 2 302 5.0 EGPWS Input Discrete Status Word 2
054 5.0 EGPWS Message Word 3 350 1.0 EGPWS Fault Diagnostic Word 1
055 5.0 EGPWS Message Word 4 351 1.0 EGPWS Fault Diagnostic Word 2
270 10.0 EGPWS Alert Discrete Word 1 355 1.0 EGPWS Fault Diagnostic Word 3
271 5.0 EGPWS Logic Discretes 377 1.0 EGPWS Equipment ID Word
L-FGC-1 and R-FGC-1
000 FGC Null Data 310 30.0 Roll Servo Command (from FGC)
102 10.0 Reference Altitude (FGC to IOC) 312 30.0 Yaw Servo Command (from FGC)
103 10.0 Reference Airspeed (FGC to IOC) 314 30.0 Pitch Servo Command (from FGC)
104 10.0 Reference Vertical Speed (FGC to IOC) 315 3.3 Elevator Trim Tab Position
106 Reference Mach (FGC to IOC) 327 10.0 Complemented Vertical Speed (FGC to
IOC)
140 10.0 FD Roll Outputs (FGC to IOC) 350 10.0 FGC Diagnostic Word 1
141 10.0 FD Pitch Outputs (FGC to IOC) 351 10.0 FGC Diagnostic Word 2 (Boost Code)
270 10.0 FGC Mode Word 1 (Air Data Modes) 351 FGC Diagnostic Word 2 (Repair Code)
271 10.0 FGC Mode Word 2 351 FGC Diagnostic Word 2 (YD Engage
Code)
272 10.0 FGC Mode Word 3 351 FGC Diagnostic Word 2 (YD Disengage
Code)
14 May 2003 4-11


273 10.0 FGC Mode Word 4 351 FGC Diagnostic Word 2 (AP Engage Code)
274 10.0 FGC Mode Word 5 351 FGC Diagnostic Word 2 (AP Disengage
Code)
2XX FGC Certification Word (to ACE) 356 690.0 FGC Remote Data, Private Data
305 3.3 Filtered Pitch Mistrim 357 FGC Remote Text, Public Data
306 3.3 Filtered Roll Mistrim
L-FMC-1 and R-FMC-1
004 1.0 Glide Slope Reference Angle (from FMC) 216 2.0 GPS Alternate Waypt Longitude (from
FMC)
014 5.0 FMS Message Line 1 Word 1 217 5.0 Reference Altitude (from FMC)
015 5.0 FMS Message Line 1 Word 2 225 1.0 TO Waypoint Constraint Altitude (from
FMC)
016 5.0 FMS Message Line 1 Word 3 226 2.0 Vertical Speed Required (from FMC)
017 5.0 FMS Message Line 1 Word 4 233 5.0 Flight Ident Word 1
023 5.0 FMS Message Line 2 Word 4 240 2.0 Horizontal Integrity Threshold (GPS)
024 10.0 FMS V-Speed Reference 241 2.0 ETA (at TO Waypoint)
041 5.0 Set Latitude (from FMC) 242 1.0 Total Fuel Quantity (from FMC)
042 5.0 Set Longitude (from FMC) 251 2.0 Distance to Waypoint (FMC to EFIS)
043 4.0 Set Heading (Magnetic)(from FMC) 252 2.0 Time to Waypoint (FMS Output)
045 2.0 Lateral Waypoint 1 ID Word 3 260 1.0 Date (FMS)
052 2.0 Lateral Waypoint 1 ID Word 1 261 20.0 FMC Discrete Word 1
054 2.0 Lateral Waypoint 1 ID Word 2 266 5.0 FMS Navigation Mode
103 10.0 Reference Airspeed (from FMC) 272 5.0 FMC Mode Word 1
104 10.0 Reference Vertical Speed (from FMC) 276 5.0 FMC Mode Word 2
106 10.0 Reference Mach (from FMC) 277 5.0 FMC Mode Word 3
110 10.0 Course Sync (from FMC) 302 10.0 NAV Receiver Tune Word (from FMC)
114 10.0 Desired Track (True) 303 DME Tune Word (from FMC)
115 10.0 Waypoint Bearing (True) 310 5.0 Present Position Latitude (FMC)
116 10.0 Cross Track Distance (FMS) 311 5.0 Present Position Longitude (FMC)
117 10.0 Vertical Deviation (FMS) 312 5.0 Ground Speed (FMC)
120 5.0 Range to Target Altitude 313 10.0 Track Angle, True (FMC)
121 5.0 Roll Command 314 10.0 True Heading (FMS)
122 5.0 Pitch Command 315 2.0 Wind Speed (FMC)
123 10.0 FMC Flight Test Word 2 316 2.0 Wind Direction, True (FMC)
124 2.0 FMC Flight Test Word 3 321 10.0 Drift Angle
125 5.0 FMC Flight Test Word 4 326 10.0 Lateral Deviation Scale Factor
14 May 2003 4-12


126 2.0 FMC Flight Test Word 5 327 10.0 Vertical Deviation Scale Factor
127 1.0 Selected Landing Altitude (from FMC) 331 1.0 Active NAV Src 1 WPT ID Word 1 (from
FMC)
140 2.0 GPS Satellite Deselect Word 1 (from 332 1.0 Active NAV Src 1 WPT ID Word 2 (from
FMC) FMC)
141 2.0 Vert Integrity Threshold (from FMC) 333 1.0 Dist to Active NAV Src 1 WPT (from
FMC)
143 2.0 GPS Destination Longitude (from FMC) 334 1.0 Active NAV Src 2 WPT ID Word 1 (from
FMC)
144 2.0 GPS Destination Latitude (from FMC) 335 1.0 Active NAV Src 2 WPT ID Word 2 (from
FMC)
147 1.0 Magnetic Variation 336 1.0 Dist to Active NAV Src 2 WPT (from
FMC)
150 5.0 GMT (FMS) 341 1.0 N1 Reference
151 1.0 Localizer True Bearing (from FMC) 350 1.0 FMC-6000 Diagnostics
152 2.0 GPS Destination ETA (from FMC) 351 2.0 Distance to Destination
167 2.0 GPS Alternate Waypoint ETA (from 352 2.0 Time to Destination
FMC)
170 2.0 GPS Satellite Deselect Word 2 (from 354 1.0 CDU-6200 Diagnostics (from FMC)
FMC)
172 10.0 EFIS Source Select (from FMC) 365 1.0 Destination Airport ID Word 1
214 2.0 GPS Alternate Waypoint Latitude (from 366 1.0 Destination Airport ID Word 2
FMC)
215 5.0 Reference FPLN Altitude (from FMC) 371 1.0 Specific Equipment Identification (FMC)
L-FMC-2, L-FMC-6, R-FMC-2, and R-FMC-6
000 Fill-In Word 233 Tuned DME 2 and ID

004 Altitude Profile Point and ID 234 Right Procedure Turn
014 Map Range Discrete Word 235 Right Dashed Procedure Turn
020 Offset Path Vectors 244 Selected Reference Point Distance and ID
030 Tuned VOR 1 and ID 250 VORTAC and ID
031 Tuned VOR 2 and ID 254 Airport Runway and ID
034 Left Holding Pattern 255 TO Airport Runway and ID
035 Left Dashed Holding Pattern 264 Map Reference Point Latitude
040 Inactive Flight Plan Vectors 270 Airport and ID
054 Extended Runway and ID 300 Modified Flight Plan Vectors
070 TO Waypoint and ID 300 FMC Remote Text
071 FROM Waypoint and ID 301 Background Start of Transmission
074 TO Extended Runway 302 Background End of Transmission
100 Active Flight Plan Vectors 303 Dynamic Start of Transmission
101 Active Leg Vectors 304 VOR/DME and ID
104 Conditional Waypoint and ID 305 Tuned VOR/DME 1 and ID
14 May 2003 4-13


105 From Conditional Waypoint and ID 306 Tuned VOR/DME 2 and ID

130 Tuned DME/TACAN 1 and ID 307 Active Conditional Waypoint and ID
131 Tuned DME/TACAN 2 and ID 310 LRN Position and ID
134 Left Procedure Turn 324 Text, Data Window
135 Left Dashed Procedure Turn 330 Flight Plan Waypoint and ID
140 Tuned Station or SRP Radial Vectors 350 VOR and ID
147 Map Center Magnetic Variation 354 Right Holding Pattern
150 Tuned VORTAC 1 and ID 355 Right Dashed Holding Pattern
151 Tuned VORTAC 2 and ID 360 Map Arrow Head
152 Marker Beacon 364 Map Mode Discrete Word
154 NDB 370 Geographic Reference Point and ID
160 Vector Identifiers ASCII Characters
161 Non-Rotated Vector Identifiers Map Data Runway Heading
164 Map Reference Point Longitude Map Data Runway Length
170 Origin/Dest Airport and ID Map Data Latitude
204 Selected Reference Point Map Data Longitude
210 Closest Airports Map Data Conic, Course Change Angle
224 Text, Nav Status Line Map Data Conic, Inboard Course
230 DME/TACAN and ID Map Data Conic, Radius
231 DME and ID SRP Distance
232 Tuned DME 1 and ID Text Rotation Angle
L-GP-1 and R-GP-1
013 2.0 TCAS Word 1 253 (271) 10.0 FGC Mode Word 2
015 2.0 TCAS Altitude Select Limits 254 (272) 10.0 FGC Mode Word 3
016 2.0 TCAS Word 2 270 (272) 5.0 FMC Mode Word 1 (from FMC)
021 (035) 5.0 DME Frequency (MLS) 272 10.0 DCU Discrete Word 1
030 20.0 VHF Comm Frequency (Echo) 275 (277) 2.0 FMC Mode Word 3
031 5.0 Beacon Code (Echo) 302 10.0 NAV Rcvr Tune Word (from FMC)
032 5.0 ADF Frequency (Echo) 303 DME Tune Word (from FMC)
034 5.0 VOR/ILS Frequency (Echo) 343 (233) 5.0 Flight Ident Word 1
035 30.0 DME Frequency (Echo) 344 (234) 5.0 Flight Ident Word 2
036 5.0 MLS Channel Selection (Echo) 345 (235) 5.0 Flight Ident Word 3
037 3.3 HF Comm Frequency (Word 1 Echo) 346 (236) 5.0 Flight Ident Word 4
037 3.3 HF Comm Frequency (Word 2 Echo) 351 3.3 HF-9031A Diagnostics
037 3.3 HF Comm Frequency (Word 3 Echo) 360 Central Strapping Word 00
037 3.3 HF Comm Frequency (Word 4 Echo) 360 4.2 Central Strapping Word 01
14 May 2003 4-14


047 VHF Comm Freq, 8.33 kHz (Echo) 360 Central Strapping Word 04
064 (350) 5.0 TDR-94D Diagnostics 360 Central Strapping Word 05
133 (233) 1.3 Flight Ident Word 1 (Echo) 360 Central Strapping Word 06
163 5.0 PFD Mode Select Word 1 (PFD Output) 360 Central Strapping Word 10
172 5.0 PFD Mode Select Word 2 (PFD Output) 360 Central Strapping Word 11
203 20.0 Altitude, 29.92 (from ADC) 360 Central Strapping Word 12
204 (207) 20.0 Current Aircraft Altitude (from PFD) 360 Central Strapping Word 13
234 10.0 Baro-Correction (hPa) 360 Central Strapping Word 14
235 10.0 Baro-Correction (Hg) 360 Central Strapping Word 15
L-GP-4 and R-GP-4
041 5.0 Set Latitude (from FMC) 311 5.0 Present Position Longitude (FMC)
042 5.0 Set Longitude (from FMC) 312 5.0 Ground Speed (FMC)
124 (240) 2.0 Horz Integrity Threshold (GPS) 315 2.0 Windspeed (FMC)
143 2.0 GPS Destination Longitude (from FMC) 316 2.0 Wind Direction, True (FMC)
144 2.0 GPS Destination Latitude (from FMC) 320 52.0 Magnetic Heading
146 (140) 2.0 GPS Satellite Deselect Word 1 (from 324 52.0 Pitch Angle
FMC)
150 5.0 GMT (MSTR) 325 52.0 Roll Angle
152 2.0 GPS Destination ETA (from FMC) 351 2.0 Distance to Destination
167 2.0 GPS Alternate Waypoint ETA (from 352 2.0 Time to Destination
FMC)
170 2.0 GPS Satellite Deselect Word 2 (from 360 Central Strapping Word 00
FMC)
171 (141) 2.0 Vert Integrity Threshold (from FMC) 360 4.2 Central Strapping Word 01
203 20.0 Altitude, 29.92 (from ADC) 360 Central Strapping Word 02
205 10.0 Mach 360 Central Strapping Word 04
210 10.0 True Airspeed 360 Central Strapping Word 05
213 2.5 Static Air Temperature 360 Central Strapping Word 06
214 2.0 GPS Alternate Waypt Latitude (from 360 Central Strapping Word 07
FMC)
216 2.0 GPS Alternate Waypt Longitude (from 360 Central Strapping Word 08
FMC)
251 2.0 Distance to Waypoint (FMC to EFIS) 360 Central Strapping Word 09
252 2.0 Time to Waypoint (FMS Output) 360 Central Strapping Word 10
260 1.0 Date (MSTR) 360 Central Strapping Word 11
270 5.0 WX Control Word 1 360 Central Strapping Word 12
14 May 2003 4-15


271 5.0 WX Control Word 2 360 Central Strapping Word 13

304 (365) 1.0 Destination Airport ID Word 1 360 Central Strapping Word 14
305 (366) 1.0 Destination Airport ID Word 2 360 Central Strapping Word 15
310 5.0 Present Position Latitude (FMC) 372 2.0 Wind Direction, Magnetic (from EFIS)
L-GP-5 and R-GP-5
010 CMU System Address Label (reserved) 261 (260) 1.0 Date (GPS)
011 (351) 1.0 Graphical Weather Faults (reserved) 262 (260) 1.0 Date (MDC)
016 2.0 TCAS Word 2 263 (260) 1.0 Date (MSTR)
030 20.0 VHF Comm Frequency (Echo) 266 (272) 10.0 DCU Discrete Word 1
031 5.0 Beacon Code (Echo) 270 10.0 FGC Mode Word 1 (Air Data Modes)
034 5.0 VOR/ILS Frequency (Echo) 271 10.0 FGC Mode Word 2
035 30.0 DME Frequency (Echo) 272 10.0 FGC Mode Word 3
036 5.0 MLS Channel Selection (Echo) 273 10.0 FGC Mode Word 4
047 VHF Comm Frequency, 8.33 kHz (Echo) 274 10.0 FGC Mode Word 5
072 (350) 1.0 AFD Diagnostic Word 1 (PFD) 300 20.0 Engine Turb RPM N2 (from PFD)
073 (350) 1.0 AFD Diagnostic Word 1 (MFD) 301 (270) 10.0 EGPWS Alert Discrete Word 1
100 5.0 Selected Course 302 (266) 10.0 FMS Navigation Mode
101 5.0 Selected Heading/Track 303 (274) 10.0 EGPWS Alert Discrete Word 2
102 10.0 Preselect Altitude (from PFD) 304 (300) 10.0 EGPWS Alert Discrete Word 3
103 10.0 Reference Airspeed (from PFD) 305 (305) 3.3 Filtered Pitch Mistrim (from IOC)
104 10.0 Reference Vertical Speed (from PFD) 306 (306) 3.3 Filtered Roll Mistrim (from IOC)
106 10.0 Reference Mach (from PFD) 310 5.0 Present Position Latitude (FMC)
114 10.0 Desired Track (FMS) 311 5.0 Present Position Longitude (FMC)
116 10.0 Lateral Deviation (EFIS) 312 5.0 Ground Speed (FMC)
117 10.0 Vertical Deviation (EFIS) 313 10.0 Track Angle, True (FMC)
127 1.0 Selected Landing Altitude (from FMC) 314 10.0 True Heading (FMS)
131 (155) 5.0 MLS Selected Glidepath 315 2.0 Wind Speed (FMC)
132 (153) 5.0 MLS Selected Azimuth 316 2.0 Wind Direction, True (FMC)
133 (256) 0.5 MLS Ground Station Ident Word 1 317 (314) 30.0 Pitch Servo Command (from FGC)
134 (257) 0.5 MLS Ground Station Ident Word 2 320 52.0 Magnetic Heading
135 (175) 5.0 MLS Selected Back Azimuth 321 10.0 Drift Angle
136 (270) 2.0 MLS Discretes 322 (315) 3.3 Elevator Trim Tab Position
137 (177) 10.0 Flap Position 324 52.0 Pitch Angle
140 (140) 10.0 FD Roll Outputs (from IOC) 325 52.0 Roll Angle
141 (141) 10.0 FD Pitch Outputs (from IOC) 326 52.0 Pitch Rate (Body)
146 (151) 1.0 Localizer True Bearing (from FMC) 330 52.0 Yaw Rate (Body)
147 1.0 Magnetic Variation 331 52.0 Longitudinal Acceleration (Body)
150 5.0 GMT (FMS) 332 52.0 Lateral Acceleration (Body)
14 May 2003 4-16


151 (150) 1.0 UTC (GPS) 333 52.0 Normal Acceleration (Body)
152 (150) 5.0 GMT (MDC) 334 (370) 5.2 Normal Acceleration (FDR)
153 (150) 5.0 GMT (MSTR) 342 1.0 N1 Reference Bug (from PFD)
154 2.0 MFD Discrete Control Word 1 343 20.0 Engine Fan RPM N1 (from PFD)
155 20.0 MFD Mode Word 1 345 1.0 Engine ITT (C)(from PFD)
156 (174) 20.0 MLS Glidepath Deviation 347 20.0 Engine Fuel Flow
157 (173) 20.0 MLS Localizer Deviation 350 10.0 FGC Diagnostic Word 1 (from IOC)
161 (151) 20.0 MFD Mode Word 2 351 2.0 Distance to Destination
163 5.0 PFD Mode Select Word 1 (PFD Output) 352 2.0 Time to Destination
164 (064) 20.0 Radio Height, PFD Sourced 355 (312) 30.0 Yaw Servo Command (from FGC)
170 5.0 Selected MDA (from PFD) 354 (310) 30.0 Roll Servo Command
171 10.0 PFD Mode Select Word 4 (PFD Output) 355 (351) 10.0 FGC Diagnostic Word 2 (Boost Code)
172 5.0 PFD Mode Select Word 2 (PFD Output) 355 (351) FGC Diagnostic Word 3 (Repair Code)
173 20.0 LOC Deviation 355 (351) FGC Diagnostic Word 4 (YD Engage
Code)
174 20.0 GLS Deviation 355 (351) FGC Diagnostic Word 5 (YD Disengage
Code)
176 20.0 PFD Mode Select Word 3 (PFD Output) 355 (351) FGC Diagnostic Word 6 (AP Engage Code)
177 2.0 PFD Discrete Control Word 1 (PFD Out- 355 (351) FGC Diagnostic Word 7 (AP Disengage
put) Code)
202 30.0 DME Distance 356 (350) 1.0 DCU Diagnostic Word 1
203 20.0 Altitude (29.92) 357 (351) 1.0 DCU Diagnostic Word 2
205 10.0 Mach 360 4.2 Central Strapping Word 01
206 20.0 Airspeed 360 Central Strapping Word 02
211 2.5 Total Air Temperature 360 Central Strapping Word 04
212 20.0 Vertical Speed (Uncomplemented) 360 Central Strapping Word 05
213 2.5 Static Air Temperature 360 Central Strapping Word 06
214 5.0 PFD Discrete Word 1 360 Central Strapping Word 07
215 10.0 Reference FPLN Altitude (from FMC) 360 Central Strapping Word 08
220 (217) 5.0 Reference Altitude (from FMC) 360 Central Strapping Word 11
222 20.0 VOR Bearing 360 Central Strapping Word 12
234 10.0 Baro-Correction (hPa) 360 Central Strapping Word 13
235 10.0 Baro-Correction (Hg) 360 Central Strapping Word 14
241 5.0 AOA (Normalized) 360 Central Strapping Word 15
250 10.0 Aircraft Discrete Word 1 364 (366) 1.0 Destination Airport ID Wd 2
254 (272) 5.0 FMC Mode Word 1 365 1.0 Destination Airport ID Wd 1
14 May 2003 4-17


255 (270) 2.5 ADC Discrete Word 1 370 5.0 Selected Decision Height (from EFIS)
260 1.0 Date (FMS)
L-GPS-1, L-GPS-2, R-GPS-1, and R-GPS-2
060 1.0 SV Measurement Status (GPS) 125 1.0 UTC (GPS)

061 1.0 Pseudo Range (GPS) 130 1.0 Horizontal Integrity Limit Autonomous
(GPS)
062 1.0 Pseudo Range Fine (GPS) 133 1.0 Vertical Integrity Limit Autonomous
(GPS)
063 1.0 Range Rate (GPS) 136 1.0 Vertical Figure of Merit (GPS)
064 1.0 Delta Range (GPS) 140 1.0 UTC, Fine (GPS)
065 1.0 SV Position X (GPS) 141 1.0 UTC, Fine Fractions (GPS)
066 1.0 SV Position X Fine (GPS) 150 1.0 UTC (GPS)
070 1.0 SV Position Y (GPS) 162 1.0 PRAIM ETA Response – Destination
(GPS)
071 1.0 SV Position Y Fine (GPS) 163 1.0 PRAIM ETA Response – Alt Waypoint
(GPS)
072 1.0 SV Position Z (GPS) 165 1.0 Vertical Velocity (GPS)
073 1.0 SV Position Fine (GPS) 166 1.0 N-S Velocity, True (GPS)
074 1.0 UTC Measurement Time (GPS) 174 1.0 E-W Velocity, True (GPS)
076 1.0 Altitude (GPS) 237 1.0 Horizontal Uncertainty Limit (GPS)
101 1.0 HDOP (GPS) 247 1.0 Horizontal Figure of Merit (GPS)
102 1.0 VHOP (GPS) 260 1.0 Date (GPS)
103 1.0 Track Angle, True (GPS) 273 1.0 GPS Sensor Status
110 1.0 Present Position Latitude (GPS) 343 1.0 Horz Integrity Limit – Destination (GPS)
111 1.0 Present Position Longitude (GPS) 344 Spare
112 1.0 Ground Speed (GPS) 346 Spare
120 1.0 Present Position Latitude, Fine (GPS) 347 1.0 Horz Integrity Limit – Alt Waypoint
(GPS)
121 1.0 Present Position Longitude, Fine GPS) 355 1.0 GPS Diagnostics (ARINC 743A)
124 1.0 Digital Time Mark (GPS) 377 1.0 GPS Equipment ID
L-HF-1 and R-HF-1
037 3.3 HF Comm Frequency (Word 1 Echo) 037 3.3 HF Comm Frequency (Word 5 Echo)
037 3.3 HF Comm Frequency (Word 2 Echo) 037 3.3 HF Comm Frequency (Word 6 Echo)
037 3.3 HF Comm Frequency (Word 3 Echo) 351 3.3 HF-9031A Diagnostics
037 3.3 HF Comm Frequency (Word 4 Echo)
14 May 2003 4-18


L-IOC-1 and R-IOC-1
001 (030) 20.0 VHF Comm Frequency (Echo) 174 20.0 GLS Deviation
002 15.0 Time to Go (DME) 201 (241) 10.0 AOA (Normalized)
003 (031) 5.0 Beacon Code (Echo) 202 30.0 DME Distance
004 1.0 Glide Slope Reference Angle (from FMC) 213 (217) 2.0 PFD Discrete Word 3
005 (103) 10.0 Reference Airspeed (from FMC) 214 5.0 PFD Discrete Word 1
006 (104) 10.0 Reference Vertical Speed (from FMC) 215 5.0 Reference Altitude (from PFD)
007 (106) 10.0 Reference Mach (from FMC) 216 5.0 PFD Discrete Word 2
012 15.0 Ground Speed (DME) 217 5.0 Reference Altitude (from FMC)
013 Reserved (FMC Database SAL) 221 Reserved (Estimate of Position Uncertain)
014 5.0 FMS Message Line 1 Word 1 222 20.0 VOR Bearing
015 5.0 FMS Message Line 1 Word 2 225 1.0 TO Waypoint Constraint Altitude (from
FMC)
016 5.0 FMS Message Line 1 Word 3 226 2.0 Vertical Speed Required (from FMC)
017 5.0 FMS Message Line 1 Word 4 241 2.0 ETA (at TO Waypoint)
020 5.0 FMS Message Line 2 Word 1 250 (270) 10.0 FGC Mode Word 1 (Air Data Modes)
021 5.0 FMS Message Line 2 Word 2 251 2.0 Distance to Waypoint (FMC to EFIS)
022 5.0 FMS Message Line 2 Word 3 252 2.0 Time to Waypoint (FMS Output)
023 5.0 FMS Message Line 2 Word 4 253 (271) 10.0 FGC Mode Word 2
024 10.0 FMS V-Speed Reference 254 (272) 10.0 FGC Mode Word 3
027 (102) 10.0 Reference Altitude (from FGC) 255 (273) 10.0 FGC Mode Word 4
030 (103) Reference Airspeed (from FGC) 256 (274) 10.0 FGC Mode Word 5
031 (104) Reference Vertical Speed (from FGC) 260 1.0 Date (MSTR)
032 5.0 ADF Frequency (Echo) 261 20.0 FMC Discrete Word 1
033 (106) Reference Mach (from FCC) 262 (272) 10.0 DCU Discrete Word 1
034 5.0 VOR/ILS Frequency (Echo) 267 (270) 10.0 MDC Discrete Word 1
035 30.0 DME Frequency (Echo) 270 10.4 LTN-101 IRS Discretes
036 5.0 MLS Channel Selection (Echo) 272 5.0 FMC Mode Word 1
045 2.0 Lateral Waypoint 1 ID Word 3 274 10.0 EGPWS Alert Discrete 2
047 VHF Comm Frequency, 8.33 kHz (Echo) 275 (277) 5.0 FMC Mode Word 3
052 2.0 Lateral Waypoint 1 ID Word 1 276 5.0 FMC Mode Word 2
054 2.0 Lateral Waypoint 1 ID Word 2 277 (270) 10.0 MDC Discrete Word 1
064 (350) 5.0 TDR-94D Diagnostics 300 30.0 DME Ident
066 10.0 Reference V-Speeds (from PFD) 310 5.0 Present Position Latitude (FMC)
070 (011) 2.0 PEAKS Upper Elevation (MSL)(from 311 5.0 Present Position Longitude (FMC)
EGPWS)
071 (012) 2.0 PEAKS Lower Elevation (MSL)(from 312 5.0 Ground Speed (FMC)
EGPWS)
075 1.0 Gross Weight 313 10.0 Track Angle, True (FMC)
100 5.0 Selected Course 315 2.0 Wind Speed (FMC)
14 May 2003 4-19


101 5.0 Selected Heading/Track 316 2.0 Wind Direction, True (FMC)
102 Reserved (Electronic Chart Display SAL) 321 10.0 Drift Angle
105 Reserved (Vertical Situation Display 322 20.0 Vertical Deviation (HGS)
SAL)
110 10.0 Course Sync (from FMC) 323 (321) 20.0 Lateral Deviation (HGS)
114 10.0 Desired Track, True 326 10.0 Lateral Deviation Scale Factor
115 10.0 Waypoint Bearing, True 327 10.0 Vertical Deviation Scale Factor
116 10.0 Cross Track Distance (FMS) 331 1.0 Active Nav Src 1 Wpt ID Word 1 (from
FMC)
117 10.0 Vertical Deviation (FMS) 332 1.0 Active Nav Src 1 Wpt ID Word 2 (from
FMC)
120 5.0 Range to Target Altitude 333 2.0 Dist to Active Nav Src 1 Wpt (from FMC)
121 5.0 Roll Command 334 1.0 Active Nav Src 2 Wpt ID Word 1 (from
FMC)
122 5.0 Pitch Command 335 1.0 Active Nav Src 2 Wpt ID Word 2 (from
FMC)
123 10.0 FMC Flight Test Word 2 336 2.0 Dist to Active Nav Src 2 Wpt (from FMC)
124 2.0 FMC Flight Test Word 3 341 1.0 N1 Reference (from FMC)
125 5.0 FMC Flight Test Word 4 345 (305) 3.3 Filtered Pitch Mistrim (from IOC)
126 2.0 FMC Flight Test Word 5 346 (306) 3.3 Filtered Roll Mistrim (from IOC)
127 1.0 Selected Landing Altitude (from FMC) 347 (307) 3.3 Filtered Yaw Mistrim (from IOC)
131 (155) 5.0 MLS Selected Glidepath 357 690.0 FGC Remote Text, Public Data
132 (153) 5.0 MLS Selected Azimuth 360 Central Strapping Word 00
133 (256) 5.0 MLS Ground Station Ident Word 1 360 4.2 Central Strapping Word 01
134 (257) 5.0 MLS Ground Station Ident Word 2 360 Central Strapping Word 02
135 (175) 5.0 MLS Selected Back Azimuth 360 Central Strapping Word 03
136 (270) 2.0 MLS Discretes 360 Central Strapping Word 04
140 (140) 10.0 FD Roll Outputs (from IOC) 360 Central Strapping Word 05
141 (141) 10.0 FD Pitch Outputs (from IOC) 360 Central Strapping Word 06
147 1.0 Magnetic Variation 360 Central Strapping Word 07
150 5.0 GMT (MSTR) 360 Central Strapping Word 08
151 1.0 Localizer True Bearing (from FMC) 360 Central Strapping Word 09
156 (174) 20.0 MLS Glidepath Deviation 360 Central Strapping Word 10
157 (173) 20.0 MLS Localizer Deviation 360 Central Strapping Word 11
162 20.0 ADF Bearing 360 Central Strapping Word 12
164 25.0 Radio Height 360 Central Strapping Word 13
166 (163) 5.0 PFD Mode Select Word 1 (PFD Output) 360 Central Strapping Word 14
167 (172) 5.0 PFD Mode Select Word 2 (PFD Output) 360 Central Strapping Word 15
170 5.0 Selected MDA (from PFD) 370 5.0 Selected Decision Height (from EFIS)
172 10.0 EFIS Source Select (from FMC) 371 5.0 Displayed Distance (PFD Output)
173 20.0 LOC Deviation
14 May 2003 4-20


L-IOC-3 and R-IOC-3
000 (102) 10.0 Preselect Altitude (EFIS to FGC) 164 (163) 5.0 PFD Mode Select Word 1 (EFIS to FGC)
004 (103) 10.0 Reference Airspeed (EFIS to FGC) 170 (222) 5.0 VOR Bearing (EFIS to FGC)
010 (104) 10.0 Reference Vertical Speed (EFIS to FGC) 174 (251) 5.0 Distance To Go (EFIS to FGC)
014 (106) 10.0 Reference Mach (EFIS to FGC) 200 (272) 5.0 FMC Mode Word 1 (FMS to FGC)
020 (203) 20.0 Altitude, 29.92 (ADC to FGC) 204 (301) 10.0 Course Datum (EFIS to FGC)
024 (207) 20.0 Current Aircraft Altitude (PFD to FGC) 210 (302) 10.0 Heading Error (EFIS to FGC)
030 (205) 10.0 Mach (ADC to FGC) 214 (315) 2.0 Wind Speed (EFIS to FGC)
034 (206) 20.0 Airspeed (ADC to FGC) 220 (372) 2.0 Wind Direction, Magnetic (EFIS to FGC)
040 (207) 10.0 Vmo (ADC to FGC) 224 (064) 20.0 Radio Height, PFD Sourced (EFIS to
FGC)
044 (210) 10.0 True Airspeed (ADC to FGC) 234 (215) 2.5 Mmo (ADC to FGC)
054 (212) 20.0 Vertical Speed, Uncomp’d (ADC to FGC) 244 (241) 10.0 AOA, Normalized (AOA to FGC)
060 (213) 2.5 Static Air Temperature (ADC to FGC) 270 (177) 5.0 Flap Lever Position (DCU to FGC)
064 (270) 2.5 ADC Discrete Word 1 (ADC to FGC) 274 Reserved (FGC Query Address Word)
074 (272) 10.0 DCU Discrete Word 1 (DCU to FGC) 314 (274) 10.0 DCU Discrete Word 2
104 (216) 5.0 PFD Discrete Word 2 (EFIS to FGC) 344 (215) 5.0 Reference Altitude (EFIS to FGC)
120 (151) 20.0 MFD Mode Word 2 350 (276) 5.0 FMC Mode Word 2 (EFIS to FGC)
124 (024) 5.0 FGC Map Version Number (to FGC) 360 Reserved (FGC Query Request Word)
144 (116) 20.0 Lateral Deviation (EFIS to FGC) 364 (260) 1.0 Date (MSTR)
150 (117) 20.0 Vertical Deviation (EFIS to FGC) 370 (150) 5.0 GMT (MSTR)
154 (121) 5.0 Roll Command (EFIS to FGC) 374 (172) 5.0 PFD Mode Select Word 2 (EFIS to FGC)
160 (122) 5.0 Pitch Command (EFIS to FGC)
L-IOC-4 and R-IOC-4
001 (007) 1.0 Time to Nav (IRS) 227 (133) 1.0 Vertical Integrity Limit Autonomous
(GPS)
016 (102) 1.0 VDOP (GPS) 233 2.5 Static Air Temperature
017 (076) 1.0 Altitude (GPS) 234 (104) 10.0 Reference Vertical Speed (from PFD)
030 20.0 VHF Comm Frequency (Echo) 235 (103) 10.0 Reference Airspeed (from PFD)
031 5.0 Beacon Code (Echo) 236 (106) 10.0 Reference Mach (from PFD)
032 5.0 ADF Frequency (Echo) 237 (234) 10.0 Baro-Correction (mb)
034 5.0 VOR/ILS Frequency (Echo) 243 (247) 1.0 Horizontal Figure of Merit (GPS)
035 30.0 DME Frequency (Echo) 245 (235) 10.0 Baro-Correction (Hg)
036 5.0 MLS Channel Selection (Echo) 246 (047) VHF Comm Frequency, 8.33 kHz (Echo)
061 (351) 5.2 AHC-3000 Diagnostics Word 2 250 (270) 10.0 FGC Mode Word 1 (Air Data Modes)
066 10.0 Reference V-Speeds (from PFD) 253 (271) 10.0 FGC Mode Word 2
102 10.0 Preselect Altitude (from PFD) 254 (272) 10.0 FGC Mode Word 3
103 (136) 1.0 Vertical Figure of Merit (GPS) 255 (273) 10.0 FGC Mode Word 4
14 May 2003 4-21


106 (206) 20.0 Airspeed 256 (274) 10.0 FGC Mode Word 5
107 (101) 1.0 HDOP (GPS) 260 1.0 Date (MSTR)
111 1.0 Present Position Longitude (GPS) 261 (272) 10.0 DCU Discrete Word 1
112 (165) 1.0 Vertical Velocity (GPS) 263 (310) 5.0 Present Position Latitude (IRS)
117 (176) 20.0 PFD Mode Select Word 3 (PFD Output) 264 (311) 5.0 Present Position Longitude (IRS)
120 (110) 1.0 Present Position Latitude (GPS) 265 (271) 2.4 ADC Discrete Word 2
122 (120) 1.0 Present Position Latitude, Fine (GPS) 267 (270) 2.0 LTN-101 IRS Discretes
123 (124) 1.0 Digital Time Mark (GPS) 270 10.4 LTN-101 IRS Discretes
126 (121) 1.0 Present Position Longitude, Fine (GPS) 270 10.4 AHC-3000 Discrete Word 1
134 (162) 1.0 PRAIM ETA Response – Destination 273 1.0 GPS Sensor Status
(GPS)
135 (343) 1.0 Horz Integrity Limit – Destination (GPS) 300 30.0 DME Ident
136 (276) 2.0 LTN-101 IRS Discrete Word 3 313 (310) 5.0 Present Position Latitude (IRS)
137 (237) 1.0 Horizontal Uncertainty Limit (GPS) 314 50.0 True Heading (IRS)
150 5.0 GMT (MSTR) 316 (311) 5.0 Present Position Longitude (IRS)
155 20.0 MFD Mode Word 1 320 52.0 Magnetic Heading
160 (166) 1.0 N-S Velocity, True (GPS) 322 (366) 20.0 N-S Velocity (IRS)
161 (174) 1.0 E-W Velocity, True (GPS) 323 (367) 20.0 E-W Velocity (IRS)
163 5.0 PFD Mode Select Word 1 (PFD Output) 327 (327) 10.0 Complemented Vertical Speed (to FMS)
165 (215) 5.0 Reference Altitude (from PFD) 346 1.0 Reserved: Vertical Integrity Limit-Alt
Waypoint
167 (172) 5.0 PFD Mode Select Word 2 (PFD Output) 347 20.0 Engine Fuel Flow
173 20.0 LOC Deviation 360 Central Strapping Word 00
174 20.0 GLS Deviation 360 4.2 Central Strapping Word 01
177 5.0 Flap Lever Position 360 Central Strapping Word 02
202 30.0 DME Distance 360 Central Strapping Word 03
203 20.0 Altitude, 29.92 360 Central Strapping Word 04
205 10.0 Mach 360 Central Strapping Word 06
207 10.0 Vmo 360 Central Strapping Word 07
211 2.5 Total Air Temperature 360 Central Strapping Word 09
212 20.0 Vertical Speed (Uncomplemented) 360 Central Strapping Word 10
215 2.5 Mmo 360 Central Strapping Word 11
216 2.5 ISA - XX 360 Central Strapping Word 12
217 (347) 1.0 Horizontal Integrity Limit–Alt Waypoint 360 Central Strapping Word 13
(GPS)
221 (163) 1.0 PRAIM ETA Response–Alt Waypoint 360 Central Strapping Word 14
(GPS)
222 20.0 VOR Bearing 360 Central Strapping Word 15
14 May 2003 4-22


226 (130) 1.0 Horizontal Integrity Limit Autonomous 371 1.0 Display Capable Display Word 1
(GPS)
L-IOC-5 and R-IOC-5
013 (352) 1.0 DCU Diagnostic WD #3 266 (011) ADF-L A604 Int Wd #3 (Rsvd)
031 5.0 Beacon Code (Echo) 266 (011) ADF-L A604 Int Wd #4 (Rsvd)
040 (350) 1.0 CDU-30XX Diagnostics Wd 1 266 (011) ADF-L A604 Int Wd #5-N (Rsvd)
041 (350) 10.0 GPWS Fault Diagnostics Wd 1 266 (011) ADF-L A604 Start of Transmission (Rsvd)
042 (355) 1.0 GPS Diagnostic (Arinc 743A) 270 10.4 AHC-3000 Discrete WD 1
043 (351) 3.3 HF-9031A Diagnostics 270 10.4 LTN-101 IRS Discretes
044 (350) 1.0 DCU Diagnostic WD #1 274 (011) VHF-L A604 End of Transmission (Rsvd)
046 (350) 5.0 MDC Diagnostic Word 1 274 (011) VHF-L A604 Int Wd #1/#2 (Rsvd)
054 1.0 TTR-920 Diagnostics (from EFIS) 274 (011) VHF-L A604 Int Wd #3 (Rsvd)
060 (350) 10.4 AHC-3000 Diagnostics WD #1 274 (011) VHF-L A604 Int Wd #4 (Rsvd)
061 (351) 10.4 AHC-3000 Diagnostics WD No 2 274 (011) VHF-L A604 Int Wd #5-N (Rsvd)
062 (350) 2.5 ADC-3000 Diagnostics Wd 1 274 (011) VHF-L A604 Start of Transmission (Rsvd)
063 (350) 5.0 ADF-462 Diagnostics 276 (011) RIU-L A604 End of Transmission (Rsvd)
064 (350) 5.0 TDR-94D Diagnostics 276 (011) RIU-L A604 Int Wd #1/#2 (Rsvd)
065 (350) 1.0 FMC-3000 Diagnostics 276 (011) RIU-L A604 Int Wd #3 (Rsvd)
067 (350) 15.0 DME-442 Diagnostics 276 (011) RIU-L A604 Int Wd #4 (Rsvd)
071 (350) 5.0 FGC Diagnostic Wd #1 (From IOC) 276 (011) RIU-L A604 Int Wd #5-N (Rsvd)
072 (350) 1.0 AFD Diagnostics Wd 1 (PFD) 276 (011) RIU-L A604 Start of Transmission (Rsvd)
073 (350) 1.0 AFD Diagnostics Wd 1 (MFD) 301 (351) 2.5 ADC-3000 Diagnostics Wd 2
074 (350) 10.0 VHF-422 Diagnostics 303 (352) 1.0 DCP-300X Diagnostics
075 (350) 5.0 VIR-432 Diagnostics 305 (351) 1.0 AFD Diagnostics Wd 2 (PFD)
077 (350) 6.0 ALT-4000 Diagnostics 306 (351) 1.0 AFD Diagnostics Wd 2 (MFD)
104 (350) 10.4 LTN-101 IRS Diagnostics Wd 1 307 (011) VIR-L A604 End of Transmission (Rsvd)
105 (351) 10.4 LTN-101 IRS Diagnostics Wd 2 307 (011) VIR-L A604 Int Wd #1/#2 (Rsvd)
124 (351) FGC Diagnostic Wd #2 (AP Disengage 307 (011) VIR-L A604 Int Wd #3 (Rsvd)
Code)
124 (351) FGC Diagnostic Wd #2 (AP Engage Code) 307 (011) VIR-L A604 Int Wd #4 (Rsvd)
124 (351) FGC Diagnostic Wd #2 (Repair Code) 307 (011) VIR-L A604 Int Wd #5-N (Rsvd)
124 (351) FGC Diagnostic Wd #2 (YD Disengage 307 (011) VIR-L A604 Start of Transmission (Rsvd)
Code)
124 (351) FGC Diagnostic Wd #2 (YD Engage Code) 317 (011) VIR-R A604 End of Transmission (Rsvd)
124 (351) 5.0 FGC Diagnostic Wd #2 (Boost Code) 317 (011) VIR-R A604 Int Wd #1/#2 (Rsvd)
127 (011) ADF-R A604 End of Transmission (Rsvd) 317 (011) VIR-R A604 Int Wd #3 (Rsvd)
127 (011) ADF-R A604 Int Wd #1/#2 (Rsvd) 317 (011) VIR-R A604 Int Wd #4 (Rsvd)
127 (011) ADF-R A604 Int Wd #3 (Rsvd) 317 (011) VIR-R A604 Int Wd #5-N (Rsvd)
127 (011) ADF-R A604 Int Wd #4 (Rsvd) 317 (011) VIR-R A604 Start of Transmission (Rsvd)
14 May 2003 4-23


127 (011) ADF-R A604 Int Wd #5-N (Rsvd) 323 (011) DME-R A604 End of Transmission (Rsvd)
127 (011) ADF-R A604 Start of Transmission (Rsvd) 323 (011) DME-R A604 Int Wd #1/#2 (Rsvd)
130 (216) 5.0 PFD Discrete Wd 2 323 (011) DME-R A604 Int Wd #3 (Rsvd)
144 (350) 1.0 EGPWS Fault Diagnostics Wd 1 323 (011) DME-R A604 Int Wd #4 (Rsvd)
145 (351) 1.0 EGPWS Fault Diagnostics Wd 2 323 (011) DME-R A604 Int Wd #5-N (Rsvd)
146 (355) 1.0 EGPWS Fault Diagnostics Wd 3 323 (011) DME-R A604 Start of Transmission
(Rsvd)
150 5.0 GMT (MSTR) 335 (356) SAT-R A604 End of Transmission (Rsvd)
152 (351) 1.0 DCU Diagnostic WD #2 335 (356) SAT-R A604 Int Wd #1/#2 (Rsvd)
154 1.0 Aircraft Number Code (DCU) 335 (356) SAT-R A604 Int Wd #3 (Rsvd)
155 (151) 20.0 MFD Mode Wd 2 335 (356) SAT-R A604 Int Wd #4 (Rsvd)
163 5.0 PFD Mode Select Wd 1 (PFD Output) 335 (356) SAT-R A604 Int Wd #5-N (Rsvd)
164 (001) 0.5 Lightning Cell Count / Diagnostics Wd 335 (356) SAT-R A604 Start of Transmission (Rsvd)
204 (207) 20.0 Current Aircraft Altitude (From PFD) 346 (356) IOC A604 Message, End of Text
210 10.0 True Airspeed 346 (356) IOC A604 Message, End of Transmission
223 (011) VHF-R A604 End of Transmission (Rsvd) 346 (356) IOC A604 Message, Intermed Word #1/#2
223 (011) VHF-R A604 Int Wd #1/#2 (Rsvd) 346 (356) IOC A604 Message, Intermed Word #3
223 (011) VHF-R A604 Int Wd #3 (Rsvd) 346 (356) IOC A604 Message, Intermed Word #4
223 (011) VHF-R A604 Int Wd #4 (Rsvd) 346 (356) IOC A604 Message, Intermed Word #5-N
223 (011) VHF-R A604 Int Wd #5-N (Rsvd) 346 (356) 5.0 IOC A604 Message, Request to Send
223 (011) VHF-R A604 Start of Transmission (Rsvd) 346 (356) IOC A604 Message, Start of Transmission
224 (011) VHF-THIRD A604 End of Transmission 350 5.0 IOC Diagnostics Wd 1
(Rsvd)
224 (011) VHF-THIRD A604 Int Wd #1/#2 (Rsvd) 351 5.0 IOC Diagnostics Wd 2
224 (011) VHF-THIRD A604 Int Wd #3 (Rsvd) 352 5.0 IOC Diagnostics 3 Wd 0
224 (011) VHF-THIRD A604 Int Wd #4 (Rsvd) 352 IOC Diagnostics 3 Wd 1
224 (011) VHF-THIRD A604 Int Wd #5-N (Rsvd) 352 IOC Diagnostics 3 Wd 2
224 (011) VHF-THIRD A604 Start of Transmission 352 IOC Diagnostics 3 Wd 3
(Rsvd)
225 (011) VHF-FOURTH A604 End of Transmis- 353 5.0 IOC Diagnostics 4 Wd 0
sion (Rsvd)
225 (011) VHF-FOURTH A604 Int Wd #1/#2 (Rsvd) 353 IOC Diagnostics 4 Wd 1
225 (011) VHF-FOURTH A604 Int Wd #3 (Rsvd) 353 IOC Diagnostics 4 Wd 2
225 (011) VHF-FOURTH A604 Int Wd #4 (Rsvd) 353 IOC Diagnostics 4 Wd 3
225 (011) VHF-FOURTH A604 Int Wd #5-N (Rsvd) 354 1.0 WXT-8XX Diagnostics Wd 1
225 (011) VHF-FOURTH A604 Start of Transmis- 357 (350) 5.0 MLS Diagnostics
sion (Rsvd)
246 (011) DME-L A604 End of Transmission (Rsvd) 360 Central Strapping Word 00
246 (011) DME-L A604 Int Wd #1/#2 (Rsvd) 360 4.2 Central Strapping Word 01
246 (011) DME-L A604 Int Wd #3 (Rsvd) 360 Central Strapping Word 02
246 (011) DME-L A604 Int Wd #4 (Rsvd) 360 Central Strapping Word 03
14 May 2003 4-23A


246 (011) DME-L A604 Int Wd #5-N (Rsvd) 360 Central Strapping Word 04
246 (011) DME-L A604 Start of Transmission 360 Central Strapping Word 05
(Rsvd)
253 (356) SAT-L A604 End of Transmission (Rsvd) 360 Central Strapping Word 06
253 (356) SAT-L A604 Int Wd #1/#2 (Rsvd) 360 Central Strapping Word 07
253 (356) SAT-L A604 Int Wd #3 (Rsvd) 360 Central Strapping Word 08
253 (356) SAT-L A604 Int Wd #4 (Rsvd) 360 Central Strapping Word 09
253 (356) SAT-L A604 Int Wd #5-N (Rsvd) 360 Central Strapping Word 10
253 (356) SAT-L A604 Start of Transmission (Rsvd) 360 Central Strapping Word 11
254 (011) RIU-R A604 End of Transmission (Rsvd) 360 Central Strapping Word 12
254 (011) RIU-R A604 Int Wd #1/#2 (Rsvd) 360 Central Strapping Word 13
254 (011) RIU-R A604 Int Wd #3 (Rsvd) 360 Central Strapping Word 14
254 (011) RIU-R A604 Int Wd #4 (Rsvd) 360 Central Strapping Word 15
254 (011) RIU-R A604 Int Wd #4 (Rsvd) 361 (350) 1.0 FSU Status (reserved)
254 (011) RIU-R A604 Int Wd #5-N (Rsvd) 363 (351) 1.0 Graphical Weather Faults (reserved)
254 (011) RIU-R A604 Start of Transmission (Rsvd) 364 (352) 1.0 Enhanced Maps Application Faults (re-
served)
260 1.0 Date (MSTR) 365 (353) 1.0 Enhanced Map Server Faults (reserved)
261 (272) 10.0 DCU Discrete WD 1 366 (354) 1.0 FSU Future Application Faults (reserved)
266 (011) ADF-L A604 End of Transmission (Rsvd) 367 (355) 1.0 2D Terrain Application Faults (reserved)
266 (011) ADF-L A604 Int Wd #1/#2 (Rsvd) 371 (357) 1.0 2D Terrain DB Server Faults (reserved)
LDS-1
001 0.5 Lightning Cell Count, Diagnostic Word 171 Lightning Cell Data, Prioritized
10X Lightning Cell Data, Prioritized 172 Lightning Cell Data, Prioritized
15X Lightning Cell Data, Prioritized 300 39.0 Lightning Cell End Word
16X Lightning Cell Data, Prioritized 371 0.5 Equipment Ident, LDS
170 Lightning Cell Data, Prioritized
MDC-1
150 5.0 GMT (MDC) 270 10.0 MDC Discrete Word 1

154 5.0 Aircraft Number Code (MDC) 350 5.0 MDC Diagnostic Word 1
260 1.0 Date (MDC) 351 1.0 DBU-400X Diagnostic Word 1 (from
MDC)
14 May 2003 4-23B


MDC-2
300 MDC Remote Text ASCII Characters
L-MFD-1 and R-MFD-1
151 20.0 MFD Mode Word 2 353 AFD SWDL Diagnostics

154 2.0 MFD Discrete Control Word 1 356 1.0 AFD Diagnostic Word 3
155 20.0 MFD Mode Word 1 357 1.0 AFD Diagnostic Word 4
350 1.0 AFD Diagnostic Word 1 367 1.0 AFD Diagnostic Word 5 (Front Head)
351 1.0 AFD Diagnostic Word 2 371 1.0 Display Capable Word 01
L-MFD-3 and R-MFD-3
107 10.0 Reference V1 (from PFD) 214 10.0 PFD Discrete Word 1
111 10.0 Reference VR (from PFD) 215 10.0 PFD Discrete Word 4
112 10.0 Reference V2 (from PFD) 216 10.0 PFD Discrete Word 2
114 10.0 Reference VAP (from PFD) 217 10.0 PFD Discrete Word 3
115 10.0 Reference VRF (from PFD) 342 10.0 N1 Reference Bug (from PFD)
120 10.0 Reference VFTO (from PFD) 363 1.0 Ambient Light Sensor
154 10.0 MFD Discrete Control Word 1 366 10.0 AFD State
155 20.0 MFD Mode Word 1
L-PFD-1 and R-PFD-1
001 0.5 Lightning Cell Count/Diagnostic Word 216 5.0 PFD Discrete Word 2
013 2.0 TCAS Word 1 217 2.0 PFD Discrete Word 3
015 2.0 TCAS Altitude Select Limits 222 5.0 VOR Bearing (from EFIS)
016 2.0 TCAS Word 2 234 10.0 Baro-Correction (hPa)
054 (350) 1.0 TTR-920 Diagnostics (from EFIS) 235 10.0 Baro-Correction (Hg)
064 20.0 Radio Height, PFD Sourced 251 5.0 Distance To Go (EFIS to FGC)
066 10.0 Reference V-Speeds (from PFD) 270 5.0 WX Control Word 1
100 5.0 Selected Course 271 5.0 WX Control Word 2
101 5.0 Selected Heading/Track 272 5.0 FMC Mode Word 1
102 10.0 Preselect Altitude (from PFD) 276 5.0 FMC Mode Word 2
103 10.0 Reference Airspeed (from PFD) 300 1.0 Engine Turb RPM N2 (from PFD)
104 10.0 Reference Vertical Speed (from PFD) 301 10.0 Course Datum
106 10.0 Reference Mach (from PFD) 302 10.0 Heading Error
107 2.0 Reference V1 (from PFD) 315 2.0 Wind Speed (from EFIS)
111 2.0 Reference VR (from PFD) 342 1.0 N1 Reference Bug (from PFD)
112 2.0 Reference V2 (from PFD) 345 1.0 Engine ITT (C) (from PFD)
114 2.0 Reference VAP (from PFD) 347 20.0 Engine Fuel Flow (from PFD)
14 May 2003 4-23C


115 2.0 Reference VRF (from PFD) 350 1.0 AFD Diagnostic Word 1
116 20.0 Lateral Deviation (EFIS) 351 1.0 AFD Diagnostic Word 2
117 20.0 Vertical Deviation (EFIS) 352 (350) 1.0 DCP-3020 Diagnostics
120 2.0 Reference VFTO (from PFD) 353 AFD SWDL Diagnostics
121 5.0 Roll Command 354 1.0 WXT-8XX Diagnostic Word 1
122 5.0 Pitch Command 355 1.0 WXT-8XX Diagnostic Word 2
163 5.0 PFD Mode Select Word 1 (PFD Output) 356 1.0 AFD Diagnostic Word 3
170 5.0 Selected MDA (from PFD) 357 1.0 AFD Diagnostic Word 4
172 5.0 PFD Mode Select Word 2 (PFD Output) 365 10.0 Inertial Vertical Velocity (from PFD)
176 20.0 PFD Mode Select Word 3 (PFD Output) 367 1.0 AFD Diagnostics Word 5 (Front Head)
177 2.0 PFD Discrete Control Word 1 (PFD Out- 370 5.0 Selected Decision Height (from EFIS)
put)
207 20.0 Current Aircraft Altitude (from PFD) 371 5.0 Displayed Distance (PFD Output)
214 5.0 PFD Discrete Word 1 372 2.0 Wind Direction, Magnetic (from EFIS)
215 5.0 Reference Altitude (from PFD)
L-PFD-3 and R-PFD-3
100 10.0 Selected Course 214 10.0 PFD Discrete Word 1

101 10.0 Selected Heading/Track 215 10.0 PFD Discrete Word 4
102 10.0 Preselect Altitude (from PFD) 216 10.0 PFD Discrete Word 2
103 10.0 Reference Airspeed (from PFD) 217 10.0 PFD Discrete Word 3
104 10.0 Reference Vertical Speed (from PFD) 234 10.0 Baro-Correction (hPa)
106 10.0 Reference Mach (from PFD) 235 10.0 Baro-Correction (Hg)
107 10.0 Reference V1 (from PFD) 264 10.0 Displayed FD Pitch Outputs
111 10.0 Reference VR (from PFD) 265 10.0 Displayed FD Roll Outputs
112 10.0 Reference V2 (from PFD) 270 10.0 WX Control Word 1
114 10.0 Reference VAP (from PFD) 271 10.0 WX Control Word 2
115 10.0 Reference VRF (from PFD) 342 10.0 N1 Reference Bug (from PFD)
120 10.0 Reference VFT (from PFD) 350 1.0 AFD Diagnostic Word 1
163 10.0 PFD Mode Select Word 1 (PFD Output) 361 20.0 Inertial Altitude, 29.92 (from PFD)
170 10.0 Selected MDA (from PFD) 362 20.0 Baro-Corrected Inertial Altitude (from
PFD)
171 10.0 PFD Mode Select Word 4 (PFD Output) 363 1.0 Ambient Light Sensor
172 10.0 PFD Mode Select Word 2 (PFD Output) 364 10.0 DCP State
176 20.0 PFD Mode Select Word 3 (PFD Output) 365 10.0 Inertial Vertical Velocity (from PFD)
177 10.0 PFD Discrete Control Word 1 (PFD Out- 366 10.0 AFD State
put)
204 20.0 Baro-Corrected Altitude (from PFD) 370 10.0 Selected Decision Height (from EFIS)
207 20.0 Current Aircraft Altitude (from PFD)
14 May 2003 4-23D


L-RALT-1
164 25.0 Radio Height 270 6.0 RALT Discrete Word

165 25.0 Radio Height (BCD) 350 6.0 ALT-4000 Diagnostics
L-TDR-1 and R-TDR-1
013 10.0 TCAS Word 1 234 1.3 Flight Ident Word 2 (Echo)
016 10.0 TCAS Word 2 235 1.3 Flight Ident Word 3 (Echo)
031 5.0 Beacon Code (Echo) 236 1.3 Flight Ident Word 4 (Echo)
203 5.0 Altitude, 29.92 (from CDU) 350 5.0 TDR-94D Diagnostics
233 1.3 Flight Ident Word 1 (Echo) 352 (350) 5.0 CDU-6200 Diagnostics Word 1
L-TDR-XT and R-TDR-XT
013 10.0 TCAS Word 1 274 XT Word 8

016 10.0 TCAS Word 2 275 10.0 XT Word 5
203 19.0 XT Word 4 276 10.0 XT Word 6
271 XT Word 1 277 XT Word 7
272 XT Word 2 350 5.0 TDR-94D Diagnostics
273 XT Word 3
TTR-TA/RA-1 and TTR-TA/RA-2
013 2.0 TCAS Word 1 320 2.0 Own Aircraft Mag Heading
015 2.0 TCAS Altitude Select Limits 350 2.0 TTR-4000 Diagnostics
016 2.0 TCAS Word 2 356 Display Data, Start Transmission (STX)
130 Intruder Range 356 Display Data, Control Word (CNTL)
131 Intruder Altitude 356 Display Data, End Transmission (EOT)
132 Intruder Bearing 356 Display Data, Data Word (DATA)
203 2.0 Own Aircraft Altitude, 29.92 357 510.0 Intruder File, End Of Text (ETX)
270 2.0 Vertical resolution Advisory 357 Intruder File, Request To Send (RTS)
274 2.0 TX Word 2 377 2.0 TCAS Equipment ID
TTR-TX-1 and TTR-TX-2
273 TX Word 1 275 TX Word 3

274 5.0 TX Word 2
L-VHF-1, R-VHF-1, and T-VHF-1
030 10.0 VHF Comm Frequency (Echo) 350 5.0 VHF-422 Diagnostics
047 VHF Comm Frequency (8.33 kHz) (Echo)
14 May 2003 4-23E


L-VIR-1, L-VIR-2, R-VIR-1, and R-VIR-2
034 5.0 VOR/ILS Frequency (Echo) 222 20.0 VOR Bearing

173 20.0 LOC Deviation 350 5.0 VIR-432 Diagnostics
174 20.0 GLS Deviation 371 5.0 Specific Equipment Identification
WXR-1
055 180.0 Weather Radar Data (ARINC 708)
14 May 2003 4-23F

Note
Most units report maintenance information (in a diagnostic word) to the built-in diagnostic system.
This section does not refer to these diagnostic words: refer to the maintenance section of this manual
for diagnostic information.
4.3 FUNCTIONAL THEORY
The Hawker 800XP Avionics System has an IAPS assembly and eight subsystems. Figure 4-2 through Figure
4-10 provide an overview, then a system schematic for the IAPS and each subsystem. Each figure is pre-
sented in view-cell sized image area for easy use in other documentation and as an aid in customer training.
Additional information is shown on the apron of some sheets. When applicable, the figures show signal paths
from operating controls (knobs, pushbuttons, etc.) to the resulting indication (displays, aircraft control sur-
faces, etc.).
Figures are numbered to quickly identify a drawing as a system overview or a system schematic (level 1 de-
tail). This numbering technique is illustrated below.
Figure 4-X System Overview Contains broad scope; shows the units in a system
and the other systems it interfaces with.
Figure 4-X-1 System Schematic Shows a schematic representation of each unit in a

(level 1 detail) system; all aircraft wiring (including pin numbering)
is shown for each unit and interfacing system; depth
of coverage is tailored to the aircraft flight-line main-
tenance level.
Note
The system schematics are not intended to replace bench level repair coverage. Component level cov-
erage is provided in the applicable repair manual.
Heavy solid black borders identify all system units. Slashed border outlines identify the interfacing systems.
All boxes with slashed borders contain a figure number reference that directs the reader to a set of drawings
that show the interfacing system in similar detail. Table 4-3 provides a list of illustrations. Table 4-4 pro-
vides an index that references each unit to the applicable figure.

Table 4-3. List of Illustrations.
FIGURE TITLE
4-1 Hawker 800XP Avionics System, Block diagram
4-2 IAPS (Integrated Avionics Processor Assembly) Overview

4-2-1 IAPS System Schematic
4-3 EFIS (Electronic Flight Instrument System) Overview

4-3-1 EFIS System Schematic
4-4 EIS (Engine Indicating System) Overview

4-4-1 EIS System Schematic
4-5 ADS (Air Data System) Overview

4-5-1 ADS System Schematic
4-6 AHS (Attitude Heading System) Overview

4-6-1 AHS System Schematic
4-7 FGS (Flight Guidance System) Overview

4-7-1 FGS System Schematic
4-8 FMS (Flight Management System) Overview

4-8-1 FMS System Schematic
4-9 RSS (Radio Sensor System) Overview

4-9-1 RSS System Schematic
4-10 WXR (Weather Radar System) Overview

4-10-1 WXR System Schematic

Table 4-4. Unit to Figure Number Index.
UNIT TITLE FIGURE NUMBER
IAPS ASSEMBLY
ICC-3000 IAPS Card Cage 4-2

CSU-3100 Configuration Strapping Unit 4-2
IEC-3001 IAPS Environmental Controller 4-2
IOC-3100 IAPS I/O Concentrator 4-2
MDC-3000 Maintenance Diagnostic Computer 4-2
OCM-3100 Options Control Module 4-2
PWR-3000 IAPS Power Supply 4-2
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
AFD-3010 Adaptive Flight Display (PFD or MFD) 4-3

DCP-3020 Display Control Panel 4-3
ENGINE INDICATING SYSTEM (EIS)
DCU-3001 Data Concentrator Unit (DCU or EDC) 4-4
ADS AIR DATA SYSTEM
ADC-3000 Air Data Computer 4-5
AHS ATTITUDE HEADING SYSTEM
AHC-3000 Attitude Heading Computer 4-6

ECU-3000 External Compensation Unit 4-6
FDU-3000 Flux Detector Unit 4-6
FGS FLIGHT GUIDANCE SYSTEM
FGC-3000 Flight Guidance Computer (in IAPS) 4-7

FGP-3000 Flight Guidance Panel 4-7
SVO-3000 Primary Servo (Aileron, Elevator, and Rudder) 4-7
334D-6A Trim Servo 4-7
FMS-3000 FLIGHT MANAGEMENT SYSTEM
CDU-6200 Control Display Unit 4-8

DBU-4100 Data Base Unit (Disk Drive) 4-8
FMC-6000 Flight Management Computer (in IAPS) 4-8

Table 4-4. Unit to Figure Number Index.
UNIT TITLE FIGURE NUMBER
RSS RADIO SENSOR SYSTEM
ADF-462 ADF Receiver 4-9

ANT-462B ADF Antenna (Dual) 4-9
ALT-4000 Radio Altimeter 4-9
DME-442 DME Transceiver 4-9
GPS-4000A Global Positioning System 4-9
GPS-4100 Global Positioning System 4-9
APR-4000 Approach GPS Sensor 4-9
HF-9031A HF Receiver/Transmitter 4-9
HF-9041 HF Antenna Coupler 4-9
TDR-94D Transponder (Diversity) 4-9
TTR-4000 TCAS II Transmitter Receiver 4-9
TRE-920 TCAS II Antenna 4-9
VHF-422C VHF COMM Transceiver 4-9
VIR-432 VHF Navigation Receiver 4-9
CTL-23C COMM/NAV Tuning Unit 4-9
WXR WEATHER RADAR SYSTEM
RTA-858 Receiver/Transmitter/Antenna 4-10

1 November 2000 Figure 4-2. IAPS (Integrated Avionics Processor Assembly) ICC-3000 Overview 4-28
4.3.1 IAPS (Integrated Avionic s Processor System)
4.3.1.1 Overview
The Integrated Avionics Processor System (IAPS) does part of the integration function required to interface the
various avionics systems on the airplane. The IAPS may be thought of as part of the wiring harness that physi-
cally houses some avionics LRUs. The IAPS is partitioned to provide signal redundancy and independent
power distribution. The IAPS also concentrates data by reading several avionics buses and distributing data
words to the LRUs and LRMs requiring that information.
Each of these components is a line replaceable module (LRM). Refer to Figure 4-2. The IAPS assembly consists
of the components that follow:
• ICC-3000 IAPS Card Cage

• CSU-3100 Configuration Strapping Unit, Number 1
• CSU-3100 Configuration Strapping Unit, Number 2
• *FGC-3000 Number 1 Flight Guidance Computer
• *FGC-3000 Number 2 Flight Guidance Computer
• *FMC-6000 Number 1 Flight Management Computer
• *FMC-6000 Number 2 Flight Management Computer
• IEC-3001 IAPS Environmental Controller
• IOC-3100 I/O Concentrator, Number 1
• IOC-3100 I/O Concentrator, Number 2
• MDC-3000 Maintenance Diagnostic Computer
• OCM-3100 Options Control Module, Number 1
• OCM-3100 Options Control Module, Number 2
• PWR-3000 IAPS Power Supply, Number 1
• PWR-3000 IAPS Power Supply, Number 2
*These LRMs are installed in the IAPS card cage, but are documented in this manual as part of the FGS and
FMS systems.
The ICC-3000 IAPS Card Cage (ICC) is a card cage that houses the IAPS modules. An internal motherboard
provides interconnection between all units that reside in the card cage.
The number 1 CSU-3100 Configuration Strapping Unit (CSU) contains a strapping matrix that sets the num-
ber 1 side IAPS configuration strapping. The CSU provides configuration strapping for the number 1 FGC,
FMC, and IOC.
The number 2 CSU-3100 Configuration Strapping Unit (CSU) contains a strapping matrix that sets the num-
ber 2 side IAPS configuration strapping. The CSU provides configuration strapping for the MDC and the num-
ber 2 FGC, FMC, and IOC.
The IEC-3001 IAPS Environmental Controller (IEC) controls the temperature for the IAPS card cage. The IEC
monitors temperature transducers in the both halves of the ICC, and operates heaters or cooling fans to con-
trol the IAPS environment. If the temperature is below -35 ºC (-31 ºF), the heater turns on. If either tempera-
ture transducer reaches +23 ºC (+73 ºF), then the IEC turns on the cooling fan.
The number 1 IOC-3100 I/O Concentrator (IOC) is the number 1 input/output data concentrator. The IOC
reads data bus inputs from the number 1 side ADS, AHS, EFIS, EIS, FGS, FMS, and RSS. The IOC processes
the data words, then transmits output buses to the number 1 and number 2 side ADS, EFIS, EIS, FGS, FMS,
and RSS.

The number 2 IOC-3100 I/O Concentrator (IOC) is the number 2 input/output data concentrator. The IOC
reads data bus inputs from the number 2 side ADS, AHS, EFIS, EIS, FGS, FMS, and RSS. The IOC processes
data words and transmits output buses to the number 1 and number 2 side ADS, EFIS, EIS, FGS, FMS, and
RSS.
The MDC-3000 Maintenance Diagnostic Computer (MDC) is housed in the ICC, and provides computation and
storage of maintenance parameters for the avionics LRUs. Additional storage is available for engine
trend/exceedance data and maintenance data from other airplane systems. The MDC receives inputs from both
IOCs. The MDC outputs data buses to both IOCs and the MFD. The MDC also interfaces with the DBU-4100
Data Bus Loader to download maintenance data to a diskette or upload maintenance diagnostic equations from
a diskette.
The number 1 and 2 OCM-3100 Options Control Modules (OCM) mount to the Configuration Strapping Units.
The OCM provides protected strapping for configuration word-0.
The IEC-3001 IAPS Environmental Controllers (IECs) monitor ICC temperature sensors and operate heat-
ers or cooling fans to control the IAPS environment.
The number 1 PWR-3000 Power Supply (PWR) is the pilot side power supply module. This module provides
power to the number 1 IOC, FGC, and FMC. Isolated power is also provided to the number 1 side of the stabi-
lizer pitch-trim potentiometer.
The number 2 PWR-3000 Power Supply is the copilot side power supply module. This module provides power
to the number 2 IOC, FGC, FMC, and MDC. Isolated power is also provided to the number 2 side of the stabi-
lizer pitch-trim potentiometer.

Figure 4-2-1 (Sheet 1 of 7). IAPS System Schematic (ICC-L)

4.3.1.2 System Schematic
Refer to Figure 4-2-1, sheet 1. This sheet shows the circuits of the number 1 side of the ICC-3000 IAPS Card
Cage (ICC).
The number 1 (pilot) side IAPS data interfaces with all external systems through the connectors shown on this
sheet. The number 1 side IAPS LRMs are the IEC and the number 1 side CSU, IOC, and PWR. the number 1.
Resident computers in this half of the ICC are the number 1 FGC (part of FGS) and FMC (part of FMS).
The number 1 side IAPS circuits derive power from the number 1 +28-V dc airplane-supply. The +28-V dc
power input is emi filtered and applied through an isolation diode to the number 1 PWR. The PWR module in-
dependently generates the supply levels required by units in that half of the IAPS.
The ICC contains one IEC-3001 IAPS Environmental Controller (IEC). The IEC operates an internal IAPS
heater/cooling fan. This fan provides discrete outputs to both IOCs and both PWRs. Inputs to the IEC are +28-
V dc IEC power and temperature analogs from sensors mounted in the each half of the ICC. The IEC monitors
the number 1 and number 2 side temperatures. The IEC turns on the cooling fan if either temperature reaches
+23 ºC. The IEC is self-monitoring and applies a discrete ENV MON output to the number 1 and number 2
IOCs (for redundancy). If the temperature is below -35 ºC (-31 ºF), the heater turns on. If the sensed tempera-
ture falls to -40 ºC, a PWR INHIBIT discrete is output to the appropriate PWR module.
The ICC back plane circuit card contains the external connector plugs and provides the protection interface for
the LRMs. All data bus inputs from external systems are received through a transorb (isolation resistor/zener
diode) protection circuit, then applied to the input/output data concentrator. All data bus outputs from the IOC
input/output concentrators are applied through a transorb circuit to the LRUs specified on the drawing. Power
outputs are filtered and varistor protected.
The number 1 CSU-3100 Configuration Strapping Unit (CSU) defines system configuration for the number 1
side of the IAPS. This LRU contains DIP switches that are set to program system operation for the Hawker
800XP airplane. The number 1 configuration straps are read by the number 1 IOC and FGC.
Caution
The CSU programming is not to be changed by unauthorized personnel.
The number 1 FGC Flight Guidance Computer (FGC) receives the following IAPS inputs: L-AHC-1 data, con-
figuration strapping, L-IOC-3 data, power, power valid, and power shutdown warn. Configuration is set by the
CSU. The number 1 PWR provides FGC operating power, a power valid, and power shutdown warn logic in-
puts. L-AHC-1 attitude heading data is input to the FGC and IOC. The L-IOC-3 data bus provides concen-
trated data input to the FGS from the IOC. The L-FGC-1 data output bus is applied to the number 1 in-
put/output concentrator. A wide, bi-directional path on the drawing shows FGC communication with other
units in the FGS. Refer to Figure 4-7 for IAPS pin numbers and functions that apply to these FGS connections.
The number 1 FMC-6000 Flight Management Computer (FMC) receives the following IAPS inputs: configura-
tion strapping, power, power valid, power shutdown warn, L-IOC-4, and R-IOC-4 data. Configuration is set by
the CSU. The number 1 PWR provides FMC operating power, power valid logic, and shutdown warn logic in-
puts. The IOC-4 data buses provide redundant data input to the FMS system from both IOCs. The L-FMC-1
data output bus is applied to both IOCs (for redundancy). The wide, bi-directional path on the drawing shows
FMC communication with other units in the FMS. Refer to Figure 4-8 for IAPS pin numbers and functions
that apply to these FMS connections.

Figure 4-2-1 (Sheet 2 of 7) IAPS System Schematic (IOC/PWR 1)

Refer to Figure 4-2-1, sheet 2. This sheet shows the circuits of the number 1 IOC-3100 I/O Concentrator (IOC)
and the number 1 PWR-3000 Power Supply (PWR).
Note
No pin numbers are shown on this sheet since the IOC, CSU, and PWR are internal to the IAPS card
cage. Refer to sheet 1 for number 1 side IAPS I/O connector (P1-P4) pin numbering.
These modules provide the number 1 side IAPS function. The number 1 IOC receives ARINC 429 input data,
sorts the data words, and sends selected words to the appropriate LRMs. The microprocessor controls the I/O
data bus interface and maintains the label mapping process to transmit only needed data to each receiving
LRM. The IOC has a tri-color LED indicator that is visible when the ICC cover is removed. The three colors
are red, green, and amber (both red and green on). The microprocessor sets the following indicated states of
the LED:
• Steady red upon power-up reset.

• Steady red if the IOC detects an internal failure.
• Off if all internal monitors are OK.
• Off if the IOC detects a failure that is not 100% internal to the IOC.
• Steady amber while the IOC is being programmed.
A 16-bit microprocessor (µP) controls the IOC operation. The central function of this processor is to channel
appropriate data from the total complement of input buses to a particular output bus as that data becomes
available. The decode PLD (programmable logic device) chip decodes I/O device control. A data transceiver
provides 2-way communication between the processor and the I/O data bus. System memory consists of the
data map PROMs and RAM storage memory.
The decode PLD monitors the power valid and power warn outputs from the PWR module. If a transient
causes the power supply output to drop below preset limits, the decode PLD pulls the microprocessor reset
line low, causing the processor to execute its initialization routines. The IOC does not transmit (erroneous)
data when the reset line is low or during the reinitialization sequence. The power warn discrete is used by
the IOC to allow time for storing information into its nonvolatile RAM before power is lost.
Configuration strap discretes, the environmental monitor discrete, a temperature monitor discrete (from the
number 2 PWR), IOC identification strap discretes, and an IOC arbiter discrete (not connected) are buffered
onto the I/O data bus. The configuration straps provide program data, the environmental monitor provides en-
vironmental control integrity logic, and the temperature monitor provides power supply overheat logic input to
the microprocessor. The IOC sequentially applies a ground strobe to a row of program DIP switches in the
number 1 CSU. The IOC detects any programmed (open) DIP switches as it reads the corresponding configura-
tion word. The ENV MON discrete provides IAPS environmental controller integrity logic. The TEMP MON
discrete provides (cross-quadrant) power supply overheat logic.
The ICC sets the A/B quadrant (not used) and L/R unit identification straps for each IOC. The number 1 IOC
reads configuration data from the number 1 CSU. An I/O request buffer provides information (word ready and
transmit ready) from the I/O to the microprocessor.
Fifteen ARINC 429 low-speed data buses and four ARINC 429 high-speed data buses are received by the
number 1 IOC. The L-ADC-1, EGPWS-1, L-GPS-1, L-MFD-1, L-RALT-1, L-VHF-1, and L-VIR-1 low-speed
data buses are input through ARINC 429 receivers to the ATM-1 (air transport ARINC 429 MUX/TX) chip.
The L-FGC-1 and MDC-1 high-speed data buses internal TTL level buses are input to the ATM-1 chip. The
L-ADF-1, L-AHC-1, L-CDU-6, L-DCU-1, L-DME-1, L-FMC-1, L-PFD-1, and L-TDR-1 low-speed data buses
are input through ARINC 429 receivers to the ATM-2 chip. The ATM-1 and ATM-2 chips each contain 12 re-
ceivers, 4 transmitters, and RAM memory. The ATMs perform label checking to filter only the requested la-

bels for further processing by the microprocessor. The ATMs input data to the microprocessor on the I/O
data bus. Note that these 17 data buses are also input to the number 2 IOC.
The micro-processor generated data is output through the I/O data bus interface to the ATMs. The ATM-1
chip outputs three internal IAPS buses. The L-IOC-5 and L-IOC-3 ARINC 429 high-speed data buses are
output to the internal MDC and the number 1 FGC respectively. The ATM-1 chip outputs the L-GP-5 and L-
IOC-4 high-speed data buses through the ARINC 429 bus drivers. The L-GP-5 ARINC 429 bus is output
through the I/O protection circuits to various external systems. The L-IOC-4 ARINC 429 bus is an internal
bus input to the number 1 FMC.
The ATM2 chip outputs the L-GP-1, L-GP-4, and L-IOC-1 through ARINC 429 bus drivers. The L-GP-1 and
L-GP-4 ARINC 429 low-speed data buses are output through the I/O protection circuits to various external
systems. The L-IOC-1 ARINC 429 high-speed bus is output through the I/O protection circuits to the EFIS.
The number 1 PWR-3000 Power Supply (PWR) provides current limited voltage outputs to the number 1 FGC,
FMC, and IOC. A separate circuit applies independent, isolated voltage output to the external FGP. Internal
monitors ensure that no single-point PWR failure can damage external units.
The power input to the number 1 PWR is the emi filtered (+28-V dc) level from the number 1 airplane supply.
This power input is independent of the +28-V dc levels applied to the number 2 PWR. An internal series regu-
lator develops the supply levels required by the PWR module itself. The +28-V dc input is also applied to one
end of the primary winding of a power transformer.
The power transformer contains three secondary windings that generate the PWR output voltages. Each sec-
ondary winding feeds a diode rectifier and capacitor circuit that charges to a precalculated voltage level. The
voltage outputs from these circuits are applied through a regulator/filter network to provide the +5-, +28-, +12-,
-12-, and +5-, +12-, -12-V dc (isolated) PWR module outputs. Five green LEDs light when output voltages are
present. The isolated +12- and -12-V dc outputs are connected to the number 1 stabilizer trim potentiometer.
The isolated +12-V dc output is also connected to the number 1 engine pressure sensor. The +5-V dc isolated
output is not connected in this installation. The other power outputs are applied to the FGC, FMC, and IOC.
A pulse-width modulator provides variable duty cycle drive to the primary winding of the power transformer.
The input current is monitored by the I-sense input of the modulator. The modulator also monitors the +5-V dc
output voltage level and increases or decreases the output duty cycle to compensate for any fluctuation on the
+5-V dc line.
The PWR provides PWR VALID and PWR SHUTDOWN WARN signals to be used by the other IAPS LRMs to
effect initialization and shutdown. The PWR SHUTDOWN WARN indicates that the power supply can only
maintain regulated output for another 300 µsec guaranteed. This discrete is used by the FGC, FMC, and IOC
to allow time for storing information into nonvolatile RAM. The POWER VALID signal is driven by a monitor
that compares the +5-V dc output to a reference level. If the +5 V dc should drop below the allowed threshold,
the POWER VALID is asserted low. The POWER VALID discrete resets the microprocessors in the FGC, FMC,
and IOC. After the power supply has achieved regulated operation, POWER VALID is set high to allow proper
initialization of the FGC, FMC, and IOC.
Upon application of the +28 V dc input, regulated power output occurs within 75 msec. The PWR VALID out-
put remains low until 100 msec after regulated power output reaches regulation and is set to a high state. The
power supply shuts down when the +28 V dc input is removed. The POWER SHUTDOWN WARN precedes the
PWR VALID by at least 300 µsec, indicating that regulated output is no longer guaranteed, and the energy
storage capacity of the power supply will soon be exhausted. Whenever the shutdown warning signal has been
set low, it will not be set high again for another 300 µsec, or until the power supply can withstand another
power interrupt.
The power supply protects itself and other LRMs from operation at excessive current levels, excessively high or
low voltages, and excessively high or low temperatures through internal monitoring and shutdown circuitry. If

a short circuit should occur to any of the four primary outputs (+5-, +12-, -12-, and +28-V dc), the power supply
will shut down, and requires a power interrupt to reset.
If a short circuit should occur to the unmonitored outputs (+5-V dc isolated, +12-V dc isolated, and -12-V dc
isolated), only the unmonitored output is lost. If the short circuit is removed, the output will resume.
In the event of cooling air failure, a ground/open over-temperature discrete output is opened, indicating that
the hottest point in the power supply has reached its maximum safe internal operating temperature (110 ºC). If
operation continues in an over-temperature condition, the PWR automatically shuts itself down within four
minutes. Operation resumes only when the PWR internal temperature falls below +90 ºC and the primary
power source has been interrupted and re-established.
An external shutdown control input is available. When this PWR INHIBIT input is grounded, power supply
operation is inhibited. This control input allows the IEC to control the cold temperature shutdown.

Figure 4-2-1 (Sheet 3 of 7) IAPS System Schematic (CSUs)

Refer to Figure 4-2-1, sheet 3. This diagram shows the circuits of the CSU-3100 Configuration Strapping Units
(CSUs) and the OCM-3100 Options Control Modules (OCMs).
The number 1 CSU sets the number 1 side IAPS configuration straps. The number 2 CSU sets the number 2
side IAPS configuration straps.
Note
No pin numbers are shown on this sheet since the CSUs and all interfacing units are internal to the
IAPS card cage. The number 1 CSU is described below, followed by the interface differences for the
number 2 CSU.
The number 1 CSU consists of a 16 x 16 diode/DIP switch matrix and two banks of eight DIP switches. The
number 1 IOC uses the matrix to read the programmed system configuration. The number 1 FGC reads con-
figuration data from one of the 8-switch banks. The second bank (yaw ATC) is reserved. The CSU is pro-
grammed by physically setting each switch on or off.
The number 1 OCM provides protected strapping that can not be changed. The OCM contains 16 diodes that
set the configuration strapping for WORD-0. The part number status determines which diodes are present or
absent to set the bits as 0 or 1. For example, the –200 status OCM has diodes CR1 through CR15 present and
CR16 absent. The WORD-0 logic is bits 1 through 15 set to 0 and bit 16 set to 1 for odd parity. The –201 status
OCM has CR1 absent and diodes CR2 through CR16 present. The WORD-0 bit 1 is logic 1, and indicates TER-
RAIN INSTALLED.
The number 1 IOC uses the 16 x 16 diode/DIP switch matrix to read the Hawker 800XP Avionics System con-
figuration. The IOC applies a ground strobe to a row of program switches in the CSU. This ground appears on
the cathode of 16 diodes. The anode of each of these diodes is connected through a DIP switch to an output that
is read through a buffer by the IOC processor. Each of the 16 diode/DIP switches provide 1 bit of data (16-bit
data word) to the IOC. The IOC reads this data word and then applies a ground strobe to the next row of pro-
gram switches. This continues until all 16 rows are strobed and the program data is read. The IOC applies a
+12-V dc pull-up voltage to each data input line. When a switch is closed (ON), that data bit is logic 0 (ground);
when the switch is open (OFF), the bit is logic 1 (+5-V dc).
The two 8-switch configuration banks return either an open or a ground to an IAPS resident computer. Num-
ber 1 side configuration data is read by the microprocessor in the number 1 FGC. The second configuration
bank (ATC) is reserved.
The number 2 CSU and OCM operate as described above. The diode/DIP switch matrix is read by the number
2 IOC. The number 2 FGC reads configuration data from one of the 8-switch configuration banks. The second
configuration bank (ATC) is reserved.

Figure 4-2-1 (Sheet 4 of 7) IAPS System Schematic (ICC-R)

Refer to Figure 4-2-1, sheet 4. This sheet shows the circuits of the number 2 (copilot) side of the ICC-3000 IAPS
Card Cage (ICC).
Number 2 side IAPS data interfaces with all external systems through the connectors shown on this sheet. Ex-
ternal system data is routed through the ICC back-plane circuit card and input to or output from the appropri-
ate IOC or PWR. The number 2 side IAPS LRMs are the MDC and the number 2 CSU, IOC, and PWR. Resi-
dent computers in this half of the ICC are the number 2 FGC and FMC.
The number 2 side IAPS circuits derive power from the number 2 +28-V dc airplane supplies. The +28-V dc
power input is emi filtered and applied to the number 2 PWR module. The PWR module independently gener-
ates the supply levels required by units in that IAPS half.
The ICC back-plane circuit card contains the number 2 side I/O connectors, and provides a protection interface
for the number 2 side LRMs. All data bus inputs from external systems are received through a transorb (zener)
protection circuit, then applied to the number 2 IOC. All data bus outputs from the IOCs are applied through
the transorb protection circuit to the LRUs specified on the drawing. Power outputs are filtered and varistor
protected.
The number 2 CSU defines system configuration for the number 2 side of the IAPS. This LRU contains DIP
switches that are set to program system operation for the Hawker 800XP airplane. The number 2 side configu-
ration straps are read by the number 2 IOC and by the resident FGC and MDC.
Note
The CSU programming is not to be changed by unauthorized personnel.
The number 2 FGC receives the following IAPS inputs: R-AHC-1 data, configuration strapping, power,
power valid, power shutdown warn, and R-IOC-3 data. R-AHC-1 attitude heading data is also input to the
number 2 FGC and IOC. Configuration is set by the CSU. The number 2 PWR provides FGC operating power,
power valid and power shutdown warn logic inputs. The R-IOC-3 data bus provides concentrated data input to
the FGS system from the number 2 IOC. The R-FGC-1 data output bus is applied to the number 2 data concen-
trator. The wide, bi-directional path on the drawing shows FGC communication with other units in the FGS
system. Refer to Figure 4-7 for IAPS LHP pin numbers and functions that apply to these FGS connections.
The number 2 FMC receives the following IAPS inputs: L-IOC-4 data, R-IOC-4 data, power, power valid, and
power shutdown warn. The number 2 PWR provides FMC operating power, power valid logic, and shutdown
warn logic inputs. The L-IOC-4 and R-IOC-4 data buses provide redundant data input to the FMS system from
both IOC concentrators. The R-FMC-1 data output bus is applied to the number 2 IOC. The wide, bi-directional
path on the drawing shows FMC communication with other units in the FMS. Refer to Figure 4-8 for IAPS
LHP pin numbers and functions that apply to these FMS connections.

Figure 4-2-1 (Sheet 5 of 7) IAPS System Schematic (IOC/PWR 2)

Refer to Figure 4-2-1, sheet 5. This sheet shows the circuits of the number 2 IOC-3100 I/O Concentrator (IOC)
and the number 2 PWR-3000 Power Supply (PWR).
Note
No pin numbers are shown on this sheet since the IOC, CSU, and PWR are modules internal to the
IAPS card cage. Refer to sheet 4 for number 2 side IAPS I/O connector (P101-P104) pin numbering.
These modules provide the number 2 side IAPS function. The number 2 IOC receives ARINC 429 input data,
sorts the data words, and sends selected words to the appropriate LRMs. The microprocessor controls the I/O
data bus interface and maintains the label mapping process to transmit only needed data to each receiving
LRM. The IOC has a tri-color LED indicator that is visible when the ICC cover is removed. The three colors
are red, green, and amber (both red and green on). The microprocessor sets the following indicated states of
the LED:
• Steady red upon power-up reset.

• Steady red if the IOC detects an internal failure.
• Off for all internal monitors OK.
• Off if the IOC detects a failure that is not 100% internal to the IOC.
• Steady amber while the IOC is being programmed.
A 16-bit microprocessor (µP) controls the IOC operation. The central function of this processor is to channel
appropriate data from the total complement of input buses to a particular output bus as that data becomes
available. The decode PLD (programmable logic device) chip decodes I/O device control and a data trans-
ceiver provides 2-way communication between the processor and the I/O data bus. System memory consists
of the data map PROMs and RAM storage memory.
The decode PLD monitors the power valid and power warn outputs from the PWR module. If a transient
causes the power supply output to drop below preset limits, the decode PLD pulls the microprocessor reset
line low and causes the processor to execute its initialization routines. The IOC does not transmit (errone-
ous) data when the reset line is low or during the reinitialization sequence. The power warn discrete is used
by the IOC to allow time for storing information into its nonvolatile RAM before power is lost.
Configuration strap discretes, the environmental monitor discrete, a temperature monitor discrete (from the
number 1 PWR), IOC identification strap discretes, and an IOC arbiter discrete (not connected) are buffered
onto the I/O data bus. The configuration straps provide program data, the environmental monitor provides en-
vironmental control integrity logic, and the temperature monitor provides power supply overheat logic input to
the microprocessor. The IOC sequentially applies a ground strobe to a row of program DIP switches in the
number 2 CSU. The IOC detects any programmed (open) DIP switches as it reads the corresponding configura-
tion word. The ENV MON discrete provides IAPS environmental controller integrity logic. The TEMP MON
discrete provides (cross-quadrant) power supply overheat logic.
The ICC sets the A/B quadrant (not used) and L/R unit identification straps for each IOC. The number 2 IOC
reads configuration data from the number 2 CSU. An I/O request buffer provides information (word ready and
transmit ready) from the I/O to the microprocessor.
Fourteen ARINC 429 low-speed data buses and four ARINC 429 high-speed data buses are received by the
number 2 IOC. The R-ADC-1, EGPWS-2, R-GPS-1, R-RALT-1, R-VHF-1, and R-VIR-1 low-speed data buses
are input through ARINC 429 receivers to the ATM-1 (air transport ARINC 429 MUX/TX) chip. The R-FGC-
1 and MDC-1 internal TTL level high-speed data buses are input to the ATM-1 chip. The R-ADF-1, R-AHC-
1, R-CDU-6, R-DCU-1, R-DME-1, R-FMC-1, R-PFD-1, and R-TDR-1 low-speed data buses are input through
ARINC 429 receivers to the ATM-2 chip. The ATM-1 and ATM-2 chips each contain 12 receivers, 4 transmit-
ters, and RAM memory. The ATMs perform label checking to filter only the requested labels for further
processing by the microprocessor. The ATMs input data to the microprocessor on the I/O data bus.

The micro-processor generated data is output through the I/O data bus interface to the ATMs. The ATM-1
chip outputs three internal IAPS buses. The R-IOC-3 and R-IOC-4-TTL ARINC 429 high-speed data buses
are output to the internal MDC and number 2 FGC respectively. The ATM-1 chip outputs the R-GP-5 and R-
IOC-4 high-speed buses through the ARINC 429 bus drivers. The R-GP-5 ARINC 429 bus is output through
the I/O protection circuits to various external systems. The R-IOC-4 ARINC 429 bus is an internal bus input
to the number 2 FMC.
The ATM-2 chip outputs the R-GP-1, R-GP-4, and R-IOC-1 through ARINC 429 low-speed bus drivers. The
R-GP-1 and R-GP-4 ARINC 429 buses are output through the I/O protection circuits to various external sys-
tems. The R-IOC-1 ARINC 429 high-speed bus is output through the I/O protection circuits to the EFIS sys-
tem.
The number 2 PWR-3000 Power Supply (PWR) provides current limited voltage outputs to the MDC and the
number 2 FGC, FMC, and IOC. A separate circuit applies independent, isolated voltage output to the external
FGP panel. Internal monitors ensure that no single-point PWR module failure can damage external units.
The power input to the PWR module is the emi filtered (+28-V dc) level from the number 2 airplane supply.
This power input is independent of the +28-V dc levels applied to the number 1 PWR. An internal series regu-
lator develops the supply levels required by the PWR itself. The +28-V dc input is also applied to one end of the
primary winding of a power transformer.
The power transformer contains three windings that generate the PWR module output voltages. Each secon-
dary winding feeds a diode rectifier and capacitor circuit that charges to a precalculated voltage level. The
voltage outputs from these circuits are applied through a regulator/filter network to provide the +5-, +28-, +12-,
-12-, and +5-, +12-, -12-V dc (isolated) PWR module outputs. Five green LEDs light when output voltages are
present. The isolated +12- and -12-V dc outputs are connected to the number 2 stabilizer trim potentiometer.
The isolated +12-V dc output is connected to the number 2 engine pressure sensor. The +5-V dc isolated output
is not connected in this installation. The other power outputs are applied to the IOC, FGC, FMC, and MDC.
A pulse-width modulator provides variable duty cycle drive to the primary winding of the power transformer.
The input current is monitored by the I-sense input of the modulator. The modulator also monitors the +5-V dc
output voltage level and increases or decreases the output duty cycle to compensate for any fluctuation on the
+5-V dc line.
The PWR provides PWR VALID and PWR SHUTDOWN WARN signals to be used by the other IAPS LRMs to
effect initialization and shutdown. The PWR SHUTDOWN WARN indicates that the power supply can only
maintain regulated output for another 300 µsec guaranteed. This discrete is used by the FGC, FMC, IOC, and
MDC to allow time for storing information into nonvolatile RAM. The POWER VALID signal is driven by a
monitor that compares the +5 V dc output to a reference level. If the +5 V dc should drop below the allowed
threshold, the POWER VALID is asserted low. The POWER VALID discrete resets the microprocessor in the
FGC, FMC, IOC, and MDC. After the power supply has achieved regulated operation, POWER VALID is set
high to allow proper initialization of the FGC, FMC, IOC, and MDC.
Upon application of the +28 V dc input, regulated power output occurs within 75 msec. The PWR VALID out-
put remains low until 100 msec after regulated power output reaches regulation and is set to a high state. The
power supply shuts down when the +28 V dc input is removed. The POWER SHUTDOWN WARN precedes the
PWR VALID by at least 300 µsec, indicating that regulated output is no longer guaranteed and the energy
storage capacity of the power supply will soon be exhausted. Whenever the shutdown warning signal has been
set low, it will not be set high again for another 300 µsec, or until the power supply can withstand another
power interrupt.
The power supply protects itself and other LRMs from operation at excessive current levels, excessively high or
low voltages, and excessively high or low temperature through internal monitoring and shutdown circuitry. If a
short circuit should occur to any of the four primary outputs (+5-, +12-, -12-, and +28-V dc), the power supply
will shut down, and requires a power interrupt to reset.

If a short circuit should occur to the unmonitored outputs (+5-V dc isolated, +12-V dc isolated, and -12-V dc
isolated), only the unmonitored output is lost. If the short circuit is removed, the output will resume.
In the event of cooling air failure, a ground/open over-temperature discrete output is opened, indicating that
the hottest point in the power supply has reached its maximum safe internal operating temperature (110 ºC). If
operation continues in an over-temperature condition, the power supply automatically shuts itself down within
four minutes. Operation resumes only when the PWR internal temperature falls below +90 ºC and the primary
power source has been interrupted and re-established.
An external shutdown control input is available. When this PWR INHIBIT input is grounded, power supply
operation is inhibited. This control input allows the IEC to control the cold temperature shutdown.

Figure 4-2-1 (Sheet 6 of 7) IAPS System Schematic (MDC)

Refer to Figure 4-2-1, sheet 6. This sheet shows the circuits of the MDC-3000 Maintenance Diagnostic Com-
puter (MDC).
The MDC provides computation and storage of maintenance parameters for the avionics LRUs. The LRU
fault history data can be displayed on the MFD or loaded onto a diskette via the DBU-4100 Data Base
Loader (DBU).
Note
The MDC is inside the IAPS card cage. IAPS pin numbers are shown on this figure whenever a func-
tion can be accessed on an external connector. Other connections are internal to the IAPS.
The MDC contains the microprocessor, DBU I/O, ARINC 429 I/O, and maintenance data storage. The number
2 PWR (in the IAPS) supplies the required ±12/+5-V dc power levels. A 16-bit microprocessor controls MDC op-
eration through a bi-directional address/data bus that interfaces with a latch/transceiver circuit. The
latch/transceiver circuit provides communication with the local address and data bus. The processor also gen-
erates parallel SBUS outputs that are decoded to provide local bus control. A PWR VALID discrete from the
number 2 PWR resets the processor if any power output varies from preset limits.
The local address latch decodes local address from the AD0-AD15 bus. The local transceiver (XCVR) provides
2-way data transfer between the 16-bit local data bus and the AD0-AD15 bus. This data bus gathers program
data from local RAM and PROM memory, discrete data from an input latch, received data from the four
UARTs, and stored time/date from the clock chip. The data bus also supplies processed data to the local RAM,
an IOC select latch, the four UARTs, and the clock chip (manual clock input).
Local memory consists of PROM and nonvolatile RAM. Local address is applied through decoder circuits to ac-
cess the local memory. The PROM contains executable routines required to perform the MDC function. The
non-volatile local RAM stores software variables, maintenance tables, fault equations, and maintenance his-
tory logs. An on-board battery provides backup for the +5-V dc level that normally is used to power the RAM
(also the clock chip). A battery level monitor and power switch determines whether the battery or the +5-V dc
supplies power to the RAM. The battery voltage level (A1 LOW BATT) is monitored by the processor.
The input latch reads the identification strap and the battery level monitor discrete inputs. The power supply
shutdown warn input from the 1A PWR becomes a ground level to warn the processor that the PWR module is
preparing to shut down. The identification strap is set to +5-V dc, since the MDC resides in the number 1 side
of the IAPS. The A1 LOW BATT discrete becomes a ground level when the local RAM keep-alive battery be-
comes weak.
The four UARTs allow the MDC to communicate with other LRUs/LRMs in the airplane. A dual UART con-
trols RS-422 communication with the DBU. The DBU-3 data bus is input through a UART receive port; this
bus brings in fault equations and maintenance tables to the MDC from a 3.5-inch diskette. The transmit port
of this section of the UART applies the MDC-3 data bus back to the DBU; this bus provides a path for mainte-
nance history data to be downloaded onto the DBU diskette. The other section of this UART is not connected.
A pair of UARTs provides the ARINC 429 high-speed communication with the IOCs and MFDs. The L-IOC-4
data bus is applied through a receiver and switched to the receive port of the IOC UART. This bus provides
number 1 side IAPS data to the MDC. Input data includes display control, airplane strapping, and diagnostic
codes from the number 1 side avionics. The transmit port of this UART returns a MDC-1 data bus to the num-
ber 1 IOC.
The R-IOC-4 data bus is applied through a receiver and switched to the receive port of the MFD UART. This
bus provides number 2 side IAPS data to the MDC. Input data includes display control, airplane strapping,
and diagnostic codes from the number 2 side avionics. The transmit port of this UART outputs a MDC-2 data

bus to the MFDs. The MDC-2 is a dedicated bus that supplies maintenance/diagnostic page data directly to the
MFDs for display. This bus provides diagnostic page data information.

Figure 4-2-1 (Sheet 7 of 7) IAPS System Schematic (IEC)

Refer to Figure 4-2-1, sheet 7. This sheet shows the circuits of the number 1 IEC-3001 IAPS Environmental
Controller (IEC).
The IEC operates an internal heater and a 2-speed fan to maintain a suitable temperature environment for the
LRMs in the IAPS. The number 1 IEC is mounted in the IAPS card cage, and monitors the operating tempera-
ture in both halves. Normal operating range is -55 ºC to +70 ºC (-67 ºF to 158 ºF).
When the IAPS temperature is between -35 ºC and +23 ºC, the fan and the heater are both off. The IEC oper-
ates the cooling fan at high-speed if the temperature in either ICC quadrant rises above +23 ºC. The IEC turns
on the heat exchanger and operates the fan at low speed if the IAPS temperature falls below -35 ºC. The exter-
nal 37-pin PTR test connector J8 is for factory use only.
The IEC consists of a power supply, two thermostats, two transducer monitor circuits, a 2-speed fan, and a
heat exchanger. Inputs to the IEC are +28-V dc IEC power, +28-V dc power from number 1 and number 2
PWR, and analog temperature signals from transducers mounted in the number 1 and number 2 sides of the
ICC. The +28-V dc IEC power input to the power supply generates the required internal supply voltages and
cooling fan power.
External temperature transducers are powered individually by the IEC. The quadrant A (QA) transducer re-
ceives +12 V dc from the IEC. The external QA +28-V input and a 12-V zener diode produce the QA +12 volt
signal (QA 12V). The QA12V signal powers the temperature transducer. The microampere output current of
the transducer is directly proportional to its temperature in degrees Kelvin (K). The ratio of microampere cur-
rent to Kelvin temperature is one to one. For example, a transducer temperature of 20 ºC, that is 293 K (K= ºC
+ 273), produces a 293 microampere transducer output current (1 µA/K).
The IEC uses operational amplifier (op-amp) comparators and transistor switches to control the logic states of
the 2-speed fan, heater, and individually monitors the transducers for temperature as well as open and short
circuits. The output current of the QA transducer shunts through a resistor creating a 10 mV/K signal at the
input to the op-amp. The op-amp increases the shunt voltage by a factor of 4.01 for use by the four temperature
transducer monitoring circuits. These circuits monitor the transducer for open and short circuits, control the
cooling fan, and control the shutdown of the PWR modules. The +28-V dc QA PWR applied to the 10 V REF
SUPPLY circuit generates a 10 V reference signal for the monitor circuits.
The QA OPEN TRANSDUCER MONITOR monitors the transducer for an open circuit. If the transducer cur-
rent (less than -69 ºC) is present, the QA OPEN TRANSDUCER MONITOR output drops to ground voltage,
turning on QA XDCR failed LED and dropping the XDCR FAULT line voltage to two diode voltages above
ground. This low voltage on the XDCR FAULT line forces the ENV MON output (normally ground) to float
(open) by turning off the output transistor. A pull-up resistor/zener diode circuit on the output sets the ENV
MON discrete to +5 V dc. The QA SHORTED TRANSDUCER MONITOR monitors the transducer for a short
circuit. If excessive transducer current (greater than 127 ºC) is present, the QA SHORTED TRANSDUCER
MONITOR output drops to ground voltage, turning on QA XDCR failed LED, and dropping the XDCR FAULT
line voltage to two diode voltages above ground.
The QA -40 ºC (-40 ºF) PWR SHUTDOWN circuit turns off the QA PWR when the QA transducer temperature
falls below approximately -40 ºC. When this condition is met, the QA PWR SHUTDOWN outputs +28 V dc and
turns on a transistor. This grounds the QA PWR INHIBIT line, inhibiting PWR operation. When the trans-
ducer temperature rises above -40 ºC, the QA PWR SHUTDOWN output returns to near ground potential, al-
lowing the QA PWR OFF line to float to +12 V dc and number 1 PWR turns on.
The QA HIGH TEMP THERMOSTAT circuit enables the fan and selects high (cooling) speed when the trans-
ducer temperature exceeds +23 ºC. During this condition, the QA HIGH TEMP THERMOSTAT outputs a +28-
V dc level. During a cooling cycle, this level holds the FAN POWER SWITCH on and activates the FAN HIGH-

SPEED SWITCH. This runs the fan at approximately 4800 rpm. The output returns to near ground potential
once the transducer temperature falls below approximately +20 ºC.
The FAN VELOCITY FEEDBACK line is applied to the FREQUENCY TO VOLTAGE CONVERTER circuit.
The fan velocity square wave is converted to a proportional voltage signal. The fan is monitored for under-
speed and over-speed faults. If the fan speed is not within limits, the FAN SPEED MONITOR output drops to
ground voltage. This ground turns on the FAN SPEED MON failed LED, and forces the ENV MON output
(normally ground) to float (open) by turning off the output transistor. A pull-up resistor/ zener diode circuit on
the output sets the ENV MON discrete to +5 V dc.
The QA LOW TEMP THERMOSTAT circuit enables the fan, selects low-speed mode, and enables the heat ex-
changer when the transducer temperature falls below -35 ºC. When this condition exists, the QA LOW TEMP
THERMOSTAT comparator outputs a +28-V dc level. During a heating cycle, this level holds the FAN POWER
SWITCH on, activates the FAN LOW-SPEED SWITCH, and engages the HEATER CMD SWITCH. This runs
the fan at approximately 1200 rpm, and outputs power to the heat exchanger. The comparator output returns
to near ground potential once the transducer temperature rises to approximately -35 ºC.
The HEATER CMD SWITCH applies power to one side of the heat exchanger. This switch is controlled by the
LOW TEMP THERMOSTAT comparator (described above). The other side of the heat exchanger is connected
to a HEATER ARM SWITCH. Normally this switch is closed, and the heat exchanger is armed, ready to be ac-
tivated by the command switch. A sensor monitors the temperature of the heat exchanger. If an overheat con-
dition occurs, the sensor circuit opens the HEATER ARM SWITCH to prevent the heat exchanger from over-
heating (thermal runaway), and outputs a ground that turns on the HTR OVER TEMP failed LED.
The HEATER CMD SWITCH and the HTR ARM SWITCH are monitored for failures. If a switch failure is de-
tected, a ground turns on the HTR ARM or the HTR CMD failed LED, and forces the (normally ground) ENV
MON output to float (open) by turning off the output transistor. A pull-up resistor/zener diode circuit on the
output sets the ENV MON discrete to +5 V dc.
The number 2 side circuits in the IEC operate the same way as the number 1 side circuits that are described
above. Note that the QA and QB thermostat comparators are diode ORed together so that either monitor can
operate the fan and the heater.
4.3.1.3 IAPS Backplane Pin Con nectors
The ICC-3000 IAPS Card Cage (ICC) is divided into number 1 and number 2 side IAPS circuits. The LRMs
mate to twelve High-Density Interconnect (HDI) connectors on the ICC back-plane circuit card. The 2-row ex-
tender card (CPN 687-0969-001) is used with the ICC.
The following tables describe the ICC back-plane HDI connector pin descriptions for each IAPS LRM:
• Table 4-6 for the number 1 Power Supply (PWR)

• Table 4-7 for the number 1 Flight Guidance Computer (FGC)
• Table 4-8 for the number 1 Configuration Strapping Unit (CSU)
• Table 4-9 for the number 1 Flight Management Computer (FMC)
• Table 4-10 for the number 1 I/O Concentrator (IOC)
• Table 4-11 for the Maintenance Diagnostic Computer (MDC)
• Table 4-12 for the number 2 Power Supply (PWR)
• Table 4-13 for the number 2 Flight Guidance Computer (FGC)
• Table 4-14 for the number 2 Configuration Strapping Unit (CSU)
• Table 4-15 for the number 2 Flight Management Computer (FMC)
• Table 4-16 for the number 2 I/O Concentrator (IOC).

Figure 4-2-2 IAPS Assembly Backplane Connectors

Table 4-5. J6 Backplane HDI Connector Pin Descriptions for the IEC-3000.
J6 J6
PIN DESCRIPTION PIN DESCRIPTION
NO NO
A B A B
1 +28V IEC PWR (HTR/FAN) +28V IEC PWR (HTR/FAN) 39 RESERVED RESERVED
2 +28V IEC PWR (HTR/FAN) +28V IEC PWR (HTR/FAN) 40 ENV SPARE0 ENV SPARE3
3 HTR/FAN POWER GND HTR/FAN POWER GND 41 ENV SPARE1 ENV SPARE4
4 HTR/FAN POWER GND HTR/FAN POWER GND 42 ENV SPARE2 ENV SPARE5
5 QA-PWR POWER (+28 V DC) QA-PWR POWER (+28 V DC) 43 RESERVED ENV SPARE6
6 QA-PWR GND QA-PWR GND 44 RESERVED RESERVED
7 QB-PWR POWER (+28 V DC) QB-PWR POWER (+28 V DC) 45 RESERVED RESERVED
8 QB-PWR GND QB-PWR GND 46 RESERVED RESERVED
9 RESERVED RESERVED 47 RESERVED RESERVED
10 TEMP SENSOR QA (H) TEMP SENSOR QA (L) 48 RESERVED RESERVED
15 QA-PWR INHIBIT OUT QA-PWR INHIBIT OUT 53 RESERVED RESERVED
23 RESERVED RESERVED 61 QB-PWR INHIBIT OUT QB-PWR INHIBIT OUT
27 RESERVED IEC ENV MONITOR OUT TO IOC 65 RESERVED RESERVED
30 TEMP SENSOR QB (H) TEMP SENSOR QB (L) 68 RESERVED RESERVED
34 RESERVED RESERVED 72 PWR GND PWR GND
35 RESERVED RESERVED 73 PWR GND PWR GND
38 RESERVED RESERVED

Table 4-6. J7 Backplane HDI Connector Pin Descriptions for the Number 1 PWR-3000.
J7 J7
NO NO
A B A B
2 RESERVED RESERVED 40 QA IAPS ISOL +12V GND RTN QA IAPS ISOL +12V GND RTN
11 RESERVED RESERVED 49 QA-PWR SHUTDOWN WARN OUT QA-PWR SHUTDOWN WARN OUT
12 RESERVED RESERVED 50 QA-PWR OVERHEAT MON OUT QA-PWR OVERHEAT MON OUT
14 QA-PWR GND QA-PWR GND 52 QA-PWR GND QA-PWR GND
17 QA-PWR +28 V DC QA-PWR +28 V DC 55 QA-PWR +5 V DC QA-PWR +5 V DC
22 QA-PWR -12 V DC QA-PWR -12 V DC 60 QA-IAPS ISOL +5V GND RTN QA-IAPS ISOL +5V GND RTN
23 QA-IAPS ISOL +5V GND RTN QA-IAPS ISOL +5V GND RTN 61 QA-PWR INHIBIT QA-PWR INHIBIT
26 QA-IAPS ISOL +5 V DC QA-IAPS ISOL +5 V DC 64 QA-PWR GND QA-PWR GND
28 RESERVED RESERVED 66 QA-IAPS ISO +5 V DC QA-IAPS ISO +5 V DC
29 RESERVED RESERVED 67 QA-PWR +12 V DC QA-PWR +12 V DC
32 QA IAPS ISOL -12 GND RTN QA IAPS ISOL -12 GND RTN 70 QA-PWR VALID OUT QA-PWR VALID OUT
34 QA-PWR +5 V DC QA-PWR +5 V DC 72 QA-PWR GND QA-PWR GND
35 QA IAPS ISOL -12 V DC QA IAPS ISOL -12 V DC 73 QA-PWR GND QA-PWR GND
36 RESERVED FGS-MODE LOGIC POWER A 74 QA-PWR +28 V DC POWER QA-PWR +28 V DC POWER
37 RESERVED RESERVED 75 QA-PWR +28 V DC POWER QA-PWR +28 V DC POWER
38 QA IAPS ISOL +12 V DC QA IAPS ISOL +12 V DC

Table 4-7. J8 Backplane HDI Connector Pin Descriptions for the Number 1 FGC-3000.
J8 J8
NO NO
A B A B
1 GND REF A GND REF A 39 L-AHC-1 (A) TO FGC L-AHC-1 (B) TO FGC
2 AIL SVO MOTOR A TO SVO AIL SVO MOTOR A TO SVO 40 FGC DISC IN 1 A MAN PITCH TRIM FGC DISC IN 0 A MAN PITCH TRIM
DOWN UP
3 QA-PWR +28 V DC YD POSITION A (L) 41 FGC ANA 2 (L) A PITCH TRIM POS FGC ANA 2 (H) A PITCH TRIM POS
4 QA-PWR GND YD POSITION A (H) 42 QA-PWR +5 V DC QA-PWR +5 V DC
5 RESERVED RESERVED 43 AP ENGAGE ENABLE A FGC ANALOG 3 (H) A AIL SURFACE

POS (RESERVED)
6 OTHER AIL SVO ERROR B IN QA-PWR VALID IN 44 FGC ANALOG 3 (L) A AIL SURFACE FGC OPTION STRAP 5 A
POS (RESERVED)
7 RESERVED FGP-1 (L) A TO FGC (RS422) 45 PITCH TRIM RELAY PWR +28V A PITCH TRIM INTERLOCK IN A
8 RESERVED FGP-1 (H) A TO FGC (RS422) 46 QA-PWR GND RESERVED
9 QA-PWR +12 V DC QA-PWR +12 V DC 47 YD ENGAGE ENABLE A FGC OPTION STRAP 6 A
10 SERVO POWER GND RTN SERVO POWER GND RTN 48 OTHER ELE SVO ERROR B IN OTHER RUD SVO ERROR B IN
11 AIL SVO PWR A AIL SVO PWR A 49 PITCH TRIM INTERLOCK OUT A PITCH TRIM ARM UP A
12 QA-PWR GND RESERVED 50 FGC OPTION STRAP 7 A FGC OPTION STRAP 1 A

CORPORATE PACKAGE
13 ELE SVO MOTOR A TO SVO ELE SVO MOTOR A TO SVO 51 QA-PWR GND RESERVED
14 FGC DISC IN 6 A FGC CONFIG STRAP 0 52 OTHER AIL SVO MOTOR B IN FGC OPTION STRAP 3 A
15 FGC CONFIG STRP 7 PILOT (GND) FGC CONFIG STRAP 5 53 OTHER ELE SVO MOTOR B IN FGC OPTION STRAP 0 A
16 FGC CONFIG STRAP 2 FGC CONFIG STRAP 6 54 QA-PWR -12 V DC QA-PWR -12 V DC
17 QA-PWR +28 V DC FGC CONFIG STRAP 4 55 OTHER RUD SVO MOTOR B IN FGC A AIL TORQUE COMMAND
18 L-IOC-3 (L) L-IOC-3 (H) 56 RUD SVO ERROR A OUT TO FGC 2 FGC OPTION STRAP 2 A
19 FGC CONFIG STRAP 1 FGC CONFIG STRAP 3 57 AIL SVO ERROR A OUT TO FGC 2 ELE SVO ERROR A OUT TO FGC 2
20 ELE SVO PWR A ELE SVO PWR A 58 ELE TORQUE PROGRAM A AIL TORQUE PROGRAM A
21 QA-PWR +5 V DC QA-PWR +5 V DC 59 RUD TORQUE PROGRAM A QA-PWR +28 V DC
22 L-FGC-2 TO FGP (L) A (RS422) L-FGC-2 TO FGP (H) A (RS422) 60 FGC A ELE TORQUE COMMAND PITCH TRIM DOWN CMD A
23 L-FGC-1 (L) TO IOC 1 L-FGC-1 (H) TO IOC 1 61 FGC A RUD TORQUE COMMAND PITCH TRIM DOWN CMD (GND) A
24 QA-PWR GND RESERVED 62 QA-PWR GND RESERVED
25 R-FGC-3 CROSS CHAN BUS (L) IN R-FGC-3 CROSS CHAN BUS (H) IN 63 AIL SVO TACH A (L) FROM SVO AIL SVO TACH A (H) FROM SVO
26 L-FGC-3 CROSS CHAN BUS (L) OUT L-FGC-3 CROSS CHAN BUS (H) OUT 64 ELE SVO TACH A (L) FROM SVO ELE SVO TACH A (H) FROM SVO
27 QA-PWR SHUTDOWN WARN IN RESERVED 65 RUD SVO TACH A (L) FROM SVO RUD SVO TACH A (H) FROM SVO
28 RESERVED RESERVED 66 FGC ANALOG 5 (L) A RESERVED FGC ANALOG 5 (H) A RESERVED
29 RUD SVO MOTOR A TO SVO RUD SVO MOTOR A TO SVO 67 SPARE SPARE
30 QA-PWR +28 V DC PITCH TRIM FAIL ANNUN A 68 SPARE SPARE
31 SERVO POWER GND RTN SERVO POWER GND RTN 69 SPARE SPARE
32 RUD SVO PWR A RUD SVO PWR A 70 SPARE SPARE
33 FGC ANALOG 0 (L) A TRIM FGC ANALOG 0 (H) A TRIM 71 SPARE SPARE
ACTUATOR RELATIVE POSITION ACTUATOR RELATIVE POSITION
34 FGC OPTION STRAP 4 A FGC DISC IN 4 A SPARE 72 SPARE SPARE
35 FGC ANALOG IN 1 (L) A RESERVED FGC ANALOG IN 1 (H) A RESERVED 73 SPARE SPARE
36 FGC DISC IN 5 A SPARE FGC DISC IN 3 A SPARE 74 SPARE SPARE
37 FGC ANALOG 4 (L) A RESERVED FGC ANALOG 4 (H) A RESERVED 75 SPARE SPARE
38 FGC DISC IN 7 A FGC DISC IN 2 A

Table 4-8. J9 Backplane HDI Connector Pin Descriptions for the Number 1 CSU-3100.
J9 J9
NO NO
A B A B
1 STRAP BIT0 STRAP BIT1 39 RESERVED RESERVED
3 STRAP BIT4 STRAP BIT5 41 STRAP STROBE WORD 2 STRAP STROBE WORD 6
6 STRAP STROBE WORD 4 STRAP STROBE WORD 0 44 STRAP STROBE WORD 3 STRAP STROBE WORD 7
9 RESERVED STRAP GND 47 RESERVED RESERVED
10 FGC CONFIG STRAP 0 FGC CONFIG STRAP 1 48 RESERVED RESERVED
13 RESERVED RESERVED 51 RESERVED STRAP GND
14 FGC CONFIG STRAP 4 FGC CONFIG STRAP 5 52 YAW/ROLL ATC CONFIG 0 A YAW/ROLL ATC CONFIG 1 A
16 FGC CONFIG STRAP 6 RESERVED 54 YAW/ROLL ATC CONFIG 2 A YAW/ROLL ATC CONFIG 3 A
18 RESERVED STRAP GND 56 YAW/ROLL ATC CONFIG 4 A RESERVED
23 RESERVED RESERVED 61 YAW/ROLL ATC CONFIG 0 B YAW/ROLL ATC CONFIG 1 B
27 RESERVED RESERVED 65 YAW/ROLL ATC CONFIG 4 B RESERVED
37 STRAP STROBE WORD 13 STRAP STROBE WORD 9 75 RESERVED RESERVED
38 STRAP STROBE WORD 5 STRAP STROBE WORD 1

Table 4-9. J10 Backplane HDI Connector Pin Descriptions for the Number 1 FMC-6000.
J10 J10
NO NO
A B A B
2 RESERVED RESERVED 40 RESERVED L-FMC-6 (A) TO PFD 2
3 RESERVED RESERVED 41 L-FMC-6 (B) TO PFD 2 RESERVED
4 QA-PWR GND QA-PWR GND 42 QA-PWR +5 V DC QA-PWR +5 V DC
6 RESERVED QA-PWR VALID IN 44 SPARE IN (B) RESERVED
8 RESERVED RESERVED 46 QA-PWR GND QA-PWR GND
9 QA-PWR +12 V DC QA-PWR +12 V DC 47 RESERVED RESERVED
10 FMC CONFIG STRAP 1 (OPEN) RESERVED 48 RESERVED L-FMC-2 (A) TO PFD/MFD 1
11 RESERVED RESERVED 49 RESERVED L-FMC-2 (B) TO PFD/MFD 1
12 QA-PWR GND QA-PWR GND 50 L-FMC-8 (H) RESERVED (RS422) L-FMC-8 (L) RESERVED (RS422)
13 RESERVED RESERVED 51 QA-PWR GND QA-PWR GND
14 RESERVED RESERVED 52 RESERVED DBU-10 (A) FROM DBU (AFIS)
15 RESERVED RESERVED 53 CROSS-SIDE R-FMC-4 (H) IN (RS422) CROSS-SIDE R-FMC-4 (L) IN (RS422)
16 RESERVED RESERVED 54 QA-PWR -12 V DC QA-PWR -12 V DC
17 RESERVED RESERVED 55 L-CDU-1 IN (A) L-CDU-1 IN (B)
18 RESERVED RESERVED 56 L-FMC-3 (B) TO CDU L-FMC-3 (A) TO CDU
19 RESERVED RESERVED 57 L-FMC-4 (H) TO FMC 2 (RS422) L-FMC-4 (L) TO FMC 2 (RS422)
20 RESERVED RESERVED 58 DBU-10 (B) FROM DBU (AFIS) RESERVED
21 QA-PWR +5 V DC QA-PWR +5 V DC 59 RESERVED RESERVED
22 RESERVED RESERVED 60 L-FMC-7 (B) TO DBU (AFIS) SPARE IN (A)
23 RESERVED RESERVED 61 FMC CONFIG STRAP 0 (OPEN) RESERVED
24 QA-PWR GND QA-PWR GND 62 QA-PWR GND QA-PWR GND
27 QA-PWR SHUTDOWN WARN-F RESERVED 65 RESERVED RESERVED
29 L-FMC-1 (A) TO IOC 1 RESERVED 67 RESERVED RESERVED
32 RESERVED RESERVED 70 DBU-1 IN (L) (RS422) DBU-1 IN (H) (RS422)
33 RESERVED RESERVED 71 L-FMC-5 (H) TO DBU (RS422) L-FMC-5 (L) TO DBU (RS422)
34 RESERVED RESERVED 72 L-IOC-4 (A) L-IOC-4 (B)
35 RESERVED RESERVED 73 L-IOC-4 (A) L-IOC-4 (B)
36 L-FMC-1 (B) TO IOC 1 L-IOC-4 IN (L) 74 R-IOC-4 (A) R-IOC-4 (B)
37 RESERVED RESERVED 75 R-IOC-4 (A) R-IOC-4 (B)
38 RESERVED L-FMC-7 (A) TO DBU (AFIS)

Table 4-10. J11 Backplane HDI Connector Pin Descriptions for the Number 1 IOC-3100.
J11 J11
NO NO
A B A B
1 STRAP BIT1 SPARE IN (A) IOC PORT 26 39 SPARE OUT (A) IOC PORT 10 L-GP-5 (A) IOC PORT 2
2 STRAP STROBE WORD 14 SPARE IN (B) IOC PORT 26 40 SPARE OUT (B) IOC PORT 10 L-GP-5 (B) IOC PORT 2
3 STRAP STROBE WORD 11 SPARE IN (A) IOC PORT 27 41 MDC-1 (H) TO IOC (TTL) MDC-1 (L) TO IOC (TTL)
4 PWR GND SPARE IN (B) IOC PORT 27 42 PWR +5 V DC PWR +5 V DC
5 STRAP STROBE WORD 13 STRAP BIT 6 43 L-VHF-1 (A) IOC PORT 17 L-VHF-1 (B) IOC PORT 17
6 STRAP BIT 4 PWR VALID IN 44 L-VIR-1 (B) IOC PORT 10 L-VIR-1 (A) IOC PORT 10
7 STRAP BIT 7 STRAP BIT 0 45 L-RALT-1 (B) IOC PORT 21 L-RALT-1 (A) IOC PORT 21
8 STRAP BIT 8 STRAP STROBE WORD 0 46 PWR GND SPARE IN (A) IOC PORT 30
9 +12 V DC PWR +12 V DC PWR 47 L-MFD-1 (B) IOC PORT 8 L-MFD-1 (A) IOC PORT 8
10 STRAP BIT 14 STRAP BIT 10 48 L-FMC-1 (B) TO IOC PORT 3 L-FMC-1 (A) IOC PORT 3
11 STRAP BIT 12 STRAP BIT 11 49 L-FGC-1 (L) TO IOC PORT 4 L-FGC-1 (H) IOC PORT 4
12 PWR GND SPARE IN (A) IOC PORT 28 50 SPARE IN (B) IOC PORT2 SPARE IN (A) IOC PORT 2
13 STRAP BIT 9 STRAP BIT 13 51 PWR GND SPARE IN (B) IOC PORT 30
14 STRAP STROBE WORD 12 SPARE IN (B) IOC PORT 25 52 L-GP-4 (B) IOC PORT 1 OUT L-GP-4 (A) IOC PORT 1 OUT
15 STRAP BIT 5 STRAP BIT 3 53 L-IOC-1 (B) IOC PORT 6 OUT L-IOC-1 (A) IOC PORT 6 OUT
16 SPARE IN (B) IOC PORT 28 STRAP BIT 2 54 -12 V DC PWR -12 V DC PWR
17 RESERVED (CSU MUX ARBITER) STRAP STROBE WORD 1 55 L-TDR-1 (A) IOC PORT 9 L-TDR-1 (B) IOC PORT 9
18 STRAP STROBE WORD 5 STRAP STROBE WORD 2 56 SPARE IN (A) IOC PORT 18 SPARE IN (B) IOC PORT 18
19 STRAP STROBE WORD 9 STRAP STROBE WORD 3 57 L-DME-1 (B) IOC PORT 22 L-DME-1 (A) IOC PORT 22
20 STRAP STROBE WORD 10 STRAP STROBE WORD 4 58 L-ADF-1 (B) IOC PORT 14 L-ADF-1 (A) IOC PORT 14
21 RESERVED RESERVED 59 L-CDU-6 (B) IOC PORT 12 L-CDU-6 (A) IOC PORT 12
22 STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 L-GP-1 (A) IOC PORT 7 OUT L-GP-1 (B) IOC PORT 7 OUT
23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 L-AHC-1 (B) IOC PORT 6 L-AHC-1 (A) IOC PORT 6
24 PWR GND SPARE IN (A) IOC PORT 29 62 PWR GND SPARE
25 SPARE IN (B) IOC PORT 29 IOC CONFIG 0 A/B (OPEN) 63 SPARE IN (B) IOC PORT 13 SPARE IN (A) IOC PORT 13
26 PWR 2 OVERHEAT MON IOC CONFIG 2 PARITY (OPEN) 64 L-PFD-1 (B) IOC PORT 16 L-PFD-1 (A) IOC PORT 16
27 IOC CONFIG 1 LEFT/RIGHT (OPEN) IEC ENVIRONMENTAL MONITOR IN 65 L-DCU-1 (B) IOC PORT 20 L-DCU-1 (A) IOC PORT 20
28 PROG MODE F SPARE IN (A) IOC PORT 25 66 SPARE IN (A) IOC PORT 31 SPARE IN (B) IOC PORT 31
29 STRAP BIT 15 L-IOC-4 (A) QA TO FMC/EXT FMS 67 SPARE IN (A) IOC PORT 32 SPARE IN (B) IOC PORT 32
30 PWR SHUTDOWN WARN IN_F L-IOC-4 (B) TO FMC/EXT FMS 68 SPARE OUT (A) IOC PORT 11 SPARE OUT (B) IOC PORT 11
31 EGPWS-1 (B) IOC PORT 11 EGPWS-1 (A) QA IOC PORT 11 69 SPARE IN (A) IOC PORT 33 SPARE IN (B) IOC PORT 33
32 SPARE IN (B) IOC PORT 19 SPARE IN (A) QA IOC PORT 19 70 SPARE OUT (A) IOC PORT 12 SPARE OUT (B) IOC PORT 12
33 SPARE IN (B) IOC PORT 23 SPARE IN (A) QA IOC PORT 23 71 SPARE IN (A) IOC PORT 34 SPARE IN (B) IOC PORT 34
34 L-GPS-1 (B) IOC PORT 15 L-GPS-1 (A) IOC PORT 15 72 SPARE OUT (A) IOC PORT 13 SPARE OUT (B) IOC PORT 13
35 SPARE IN (A) IOC PORT 24 SPARE IN (B) IOC PORT 24 73 SPARE IN (A) IOC PORT 35 SPARE IN (B) IOC PORT 35
36 L-ADC-1 (B) IOC PORT 7 L-ADC-1 (A) IOC PORT 7 74 SPARE OUT (A) IOC PORT 14 SPARE OUT (B) IOC PORT 14
37 L-IOC-4-TTL (L) TO MDC (TTL) L-IOC-3 (H) TO FGC 1 (TTL) 75 SPARE IN (A) IOC PORT 36 SPARE IN (B) IOC PORT 36
38 L-IOC-4-TTL (H) TO MDC (TTL) L-IOC-3 (L) TO FGC 1 (TTL)

Table 4-11. J12 Backplane HDI Connector Pin Descriptions for the MDC-3000.
J12 J12
NO NO
A B A B
2 RESERVED RESERVED 40 R-IOC-4-(L) (TTL) RESERVED
3 RESERVED RESERVED 41 RESERVED R-IOC-4-(H) (TTL)
4 QB-PWR GND QB-PWR GND 42 QB-PWR +5 V DC QB-PWR +5 V DC
6 RESERVED QB-PWR VALID 44 RESERVED RESERVED
7 RESERVED RESERVED 45 RESERVED L-IOC-4-(H) (TTL)
8 RESERVED RESERVED 46 QB-PWR GND QB-PWR GND
9 QB-PWR +12 V DC QB-PWR +12 V DC 47 MDC-1 (L) TO IOC 2 (TTL) MDC-1 (H) TO IOC 2 (TTL)
10 RESERVED RESERVED 48 RESERVED MDC-2 (A) TO MFD
11 RESERVED RESERVED 49 RESERVED MDC-2 (B) TO MFD
15 RESERVED RESERVED 53 DBU-3 (H) TO MDC (RS422) DBU-3 (L) TO MDC (RS422)
16 RESERVED RESERVED 54 QB-PWR -12 V DC QB-PWR -12 V DC
17 RESERVED RESERVED 55 SPARE IN (H) (RS422) SPARE IN (L) (RS422)
18 RESERVED RESERVED 56 SPARE OUT (H) (RS422) SPARE OUT (L) (RS422)
19 RESERVED RESERVED 57 MDC-3 (H) TO DBU (RS422) MDC-3 (L) TO DBU (RS422)
21 QB-PWR +5 V DC QB-PWR +5 V DC 59 RESERVED RESERVED
24 QB-PWR GND QB-PWR GND 62 QB-PWR GND QB-PWR GND
27 QB-PWR SHUTDOWN WARN RESERVED 65 RESERVED RESERVED
30 R-IOC-4-(H) (TTL) RESERVED 68 RESERVED RESERVED
31 R-IOC-4-(L) (TTL) RESERVED 69 RESERVED RESERVED
34 RESERVED L-IOC-4-(H) (TTL) 72 RESERVED RESERVED
35 RESERVED L-IOC-4-(L) (TTL) 73 RESERVED RESERVED
36 RESERVED L-IOC-4-(L) (TTL) 74 RESERVED RESERVED
38 RESERVED RESERVED

Table 4-12. J13 Backplane HDI Connector Pin Descriptions for the Number 2 PWR-3000.
J13 J13
NO NO
A B A B
2 RESERVED RESERVED 40 QB-IAPS ISOL +12V GND RTN QB-IAPS ISOL +12V GND RTN
11 RESERVED RESERVED 49 QB-PWR SHUTDOWN WARN OUT QB-PWR SHUTDOWN WARN OUT
12 RESERVED RESERVED 50 QB-PWR OVERHEAT MON QB-PWR OVERHEAT MON
17 QB-PWR +28 V DC QB-PWR +28 V DC 55 QB-PWR +5 V DC QB-PWR +5 V DC
22 QB-PWR -12 V DC QB-PWR -12 V DC 60 QB-IAPS ISOL +5V GND RTN QB-IAPS ISOL +5V GND RTN
23 QB-IAPS ISOL +5V GND RTN QB-IAPS ISOL +5V GND RTN 61 QB-PWR INHIBIT QB-PWR INHIBIT
26 QB-IAPS ISOL +5 V DC QB-IAPS ISOL +5 V DC 64 QB-PWR GND QB-PWR GND
28 RESERVED RESERVED 66 QB-IAPS ISOL +5 V DC QB-IAPS ISOL +5 V DC
29 RESERVED RESERVED 67 QB-PWR +12 V DC QB-PWR +12 V DC
32 QB-IAPS ISOL -12V GND RTN QB-IAPS ISOL -12V GND RTN 70 QB-PWR VALID QB-PWR VALID
34 QB-PWR +5 V DC QB-PWR +5 V DC 72 QB-PWR GND QB-PWR GND
35 QB-IAPS ISOL -12 V DC QB-IAPS ISOL -12 V DC 73 QB-PWR GND QB-PWR GND
36 RESERVED FGS-MODE LOGIC POWER B 74 QB-PWR +28 V DC POWER QB-PWR +28 V DC POWER
37 RESERVED RESERVED 75 QB-PWR +28 V DC POWER QB-PWR +28 V DC POWER
38 QB-IAPS ISOL +12 V DC QB-IAPS ISOL +12 V DC

Table 4-13. J14 Backplane HDI Connector Pin Descriptions for the Number 2 FGC-3000.
J14 J14
NO NO
A B A B
1 GND REF B GND REF B 39 R-AHC-1 (A) TO FGC R-AHC-1 (B) TO FGC
2 AIL SVO MOTOR B TO SVO AIL SVO MOTOR B TO SVO 40 FGC DISC IN 1 B MAN PITCH TRIM FGC DISC IN 0 B MAN PITCH TRIM
DOWN UP
3 QB-PWR +28 V DC YD POSITION B (L) 41 FGC ANA 2 (L) B PITCH TRIM POS FGC ANA 2 (H) B PITCH TRIM POS
4 QB-PWR GND YD POSITION B (H) 42 QB-PWR +5 V DC QB-PWR +5 V DC
5 RESERVED RESERVED 43 AP ENGAGE ENABLE B FGC ANALOG 3 (H) B RESERVED
6 OTHER AIL SVO ERROR A IN QB-PWR VALID IN 44 FGC ANALOG 3 (L) B RESERVED FGC OPTION STRAP 5 B
7 RESERVED FPG-1 (L) B TO FGC (RS422) 45 PITCH TRIM RELAY PWR +28V B PITCH TRIM INTERLOCK IN B
8 RESERVED FGP-1 (H) B TO FGC (RS422) 46 QB-PWR GND RESERVED
9 QB-PWR +12 V DC QB-PWR +12 V DC 47 YD ENGAGE ENABLE B FGC OPTION STRAP 6 B
10 SERVO POWER GND RTN SERVO POWER GND RTN 48 OTHER ELE SVO ERROR A IN OTHER RUD SVO ERROR A IN
11 AIL SVO PWR B AIL SVO PWR B 49 PITCH TRIM INTERLOCK OUT B PITCH TRIM ARM DOWN B
12 QB-PWR GND RESERVED 50 FGC OPTION STRAP 7 B FGC OPTION STRAP 1 B
13 ELE SVO MOTOR B TO SVO ELE SVO MOTOR B TO SVO 51 QB-PWR GND RESERVED
14 FGC DISC IN 6 B FGC CONFIG STRAP 0 52 OTHER AIL SVO MOTOR A IN FGC OPTION STRAP 3 B
15 FGC CONFIG STRP 7 COPILOT FGC CONFIG STRAP 5 53 OTHER ELE SVO MOTOR A IN FGC OPTION STRAP 0 B
(OPEN)
16 FGC CONFIG STRAP 2 FGC CONFIG STRAP 6 54 QB-PWR -12 V DC QB-PWR -12 V DC
17 QB-PWR +28 V DC FGC CONFIG STRAP 4 55 OTHER RUD SVO MOTOR A IN FGC B AIL TORQUE COMMAND
18 R-IOC3 (L) R-IOC3 (H) 56 RUD SVO ERROR B OUT TO FGC 1 FGC OPTION STRAP 2 B
19 FGC CONFIG STRAP 1 FGC CONFIG STRAP 3 57 AIL SVO ERROR B OUT TO FGC 1 ELE SVO ERROR B OUT TO FGC 1
20 ELE SVO PWR B ELE SVO PWR B 58 ELE TORQUE PROGRAM B AIL TORQUE PROGRAM B
21 QB-PWR +5 V DC1 QB-PWR +5 V DC1 59 RUD TORQUE PROGRAM B QB-PWR +28 V DC
22 R-FGC-2 TO FGP (L) B (RS422) R-FGC-2 TO FGP (H) B (RS422) 60 FGC B ELE TORQUE COMMAND PITCH TRIM UP CMD B
23 R-FGC-1 (L) TO IOC 2 R-FGC-1 (H) TO IOC 2 61 FGC B RUD TORQUE COMMAND PITCH TRIM UP CMD (GND) B
24 QB-PWR GND RESERVED 62 QB-PWR GND RESERVED
25 L-FGC-3 CROSS CHAN BUS (L) IN L-FGC-3 CROSS CHAN BUS (H) IN 63 AIL SVO TACH B (L) FROM SVO AIL SVO TACH B (H) FROM SVO
26 R-FGC-3 CROSS CHAN BUS (L) OUT R-FGC-3 CROSS CHAN BUS (H) OUT 64 ELE SVO TACH B (L) FROM SVO ELE SVO TACH B (H) FROM SVO
27 QB-PWR SHUTDOWN WARN IN RESERVED 65 RUD SVO TACH B (L) FROM SVO RUD SVO TACH B (H) FROM SVO
28 RESERVED RESERVED 66 FGC ANALOG 5 (L) B RESERVED FGC ANALOG 5 (H) B RESERVED
29 RUD SVO MOTOR B TO SVO RUD SVO MOTOR B TO SVO 67 SPARE SPARE
30 QB-PWR +28 V DC PITCH TRIM FAIL ANNUN B 68 SPARE SPARE
31 SERVO POWER GND RTN SERVO POWER GND RTN 69 SPARE SPARE
32 RUD SVO PWR B RUD SVO PWR B 70 SPARE SPARE
33 FGC ANALOG 0 (L) B TRIM FGC ANALOG 0 (H) B TRIM 71 SPARE SPARE
ACTUATOR RELATIVE POSITION ACTUATOR RELATIVE POSITION
34 FGC OPTION STRAP 4 B FGC DISC IN 4 B SPARE 72 SPARE SPARE
35 FGC ANALOG IN 1 (L) B RESERVED FGC ANALOG IN 1 (H) B RESERVED 73 SPARE SPARE
36 FGC DISC IN 5 B SPARE FGC DISC IN 3 B SPARE 74 SPARE SPARE
37 FGC ANALOG 4 (L) B RESERVED FGC ANALOG 4 (H) B RESERVED 75 SPARE SPARE
38 FGC DISC IN 7 B FGC DISC IN 2 B

Table 4-14. J15 Backplane HDI Connector Pin Descriptions for the Number 2 CSU-3100.
J15 J15
NO NO
A B A B
9 RESERVED STRAP GND 47 RESERVED RESERVED
14 FGC CONFIG STRAP 4 FGC CONFIG STRAP 5 52 YAW/ROLL ATC CONFIG 0 A YAW/ROLL ATC CONFIG 1 A
16 FGC CONFIG STRAP 6 RESERVED 54 YAW/ROLL ATC CONFIG 2 A YAW/ROLL ATC CONFIG 3 A
18 RESERVED STRAP GND 56 YAW/ROLL ATC CONFIG 4 A RESERVED
27 RESERVED RESERVED 65 YAW/ROLL ATC CONFIG 4 B RESERVED
37 STRAP STROBE WORD 13 STRAP STROBE WORD 9 75 RESERVED RESERVED
38 STRAP STROBE WORD 5 STRAP STROBE WORD 1

Table 4-15. J16 Backplane HDI Connector Pin Descriptions for the Number 2 FMC-6000.
J16 J16
NO NO
A B A B
2 RESERVED RESERVED 40 RESERVED R-FMC-6 (A) TO PFD/MFD 1
3 RESERVED RESERVED 41 R-FMC-6 (B) TO PFD/MFD 1 RESERVED
4 QB-PWR GND QB-PWR GND 42 QB-PWR +5 V DC QB-PWR +5 V DC
6 RESERVED QB-PWR VALID IN 44 SPARE IN (B) RESERVED
10 FMC CONFIG STRAP 1 (OPEN) RESERVED 48 RESERVED R-FMC-2 (A) TO PFD 2
11 RESERVED RESERVED 49 RESERVED R-FMC-2 (B) TO PFD 2
12 QB-PWR GND QB-PWR GND 50 R-FMC-8 (H) RESERVED (RS422) R-FMC-8 (L) RESERVED (RS422)
14 RESERVED RESERVED 52 RESERVED DBU-11 (A) FROM DBU (AFIS)
15 RESERVED RESERVED 53 CROSS-SIDE L-FMC-4 IN (H) RS422 CROSS-SIDE L-FMC-4 IN (L) RS422
16 RESERVED RESERVED 54 QB-PWR -12 V DC QB-PWR -12 V DC
17 RESERVED RESERVED 55 R-CDU-1 IN (A) R-CDU-1 IN (B)
18 RESERVED RESERVED 56 R-FMC-3 (B) TO CDU R-FMC-3 (A) TO CDU
19 RESERVED RESERVED 57 R-FMC-4 (H) TO FMC 1 (RS422) R-FMC-4 (L) TO FMC 1 (RS422)
20 RESERVED RESERVED 58 DBU-11 (B) FROM DBU (AFIS) RESERVED
22 RESERVED RESERVED 60 R-FMC-7 (B) TO DBU (AFIS) SPARE IN (A)
23 RESERVED RESERVED 61 FMC CONFIG STRAP 0 (GND) RESERVED
27 QB-PWR SHUTDOWN WARN-F RESERVED 65 RESERVED RESERVED
29 R-FMC-1 (A) TO IOC 2 RESERVED 67 RESERVED RESERVED
32 RESERVED RESERVED 70 DBU-2 IN (L) (RS422) DBU-2 IN (H) (RS422)
33 RESERVED RESERVED 71 R-FMC-5 (H) TO DBU (RS422) R-FMC-5 (L) TO DBU (RS422)
34 RESERVED RESERVED 72 L-IOC4 (A) L-IOC4 (B)
35 RESERVED RESERVED 73 L-IOC4 (A) L-IOC4 (B)
36 R-FMC-1 (B) TO IOC 2 RESERVED 74 R-IOC4 (A) R-IOC4 (B)
37 RESERVED RESERVED 75 R-IOC4 (A) R-IOC4 (B)
38 RESERVED R-FMC-7 (A) TO DBU (AFIS)

Table 4-16. J17 Backplane HDI Connector Pin Descriptions for the Number 2 IOC-3100.
J17 J17
NO NO
A B A B
1 STRAP BIT 1 SPARE IN (A) IOC PORT 26 39 SPARE OUT (A) IOC PORT 10 R-GP-5 (A) IOC PORT 2
2 STRAP STROBE WORD 14 SPARE IN (B) IOC PORT 26 40 SPARE OUT (B) IOC PORT 10 R-GP-5 (B) IOC PORT 2
3 STRAP STROBE WORD 11 SPARE IN (A) IOC PORT 27 41 MDC-1 (H) TO IOC (TTL) MDC-1 (L) TO IOC (TTL)
4 PWR GND SPARE IN (B) IOC PORT 27 42 PWR +5 V DC PWR +5 V DC
5 STRAP STROBE WORD 13 STRAP BIT 6 43 R-VHF-1 (A) IOC PORT 17 R-VHF-1 (B) IOC PORT 17
6 STRAP BIT 4 PWR VALID IN 44 R-VIR-1 (B) IOC PORT 10 R-VIR-1 (A) IOC PORT 10
7 STRAP BIT 7 STRAP BIT 0 45 R-RALT-1 (B) IOC PORT 21 R-RALT-1 (A) IOC PORT 21
8 STRAP BIT 8 STRAP STROBE WORD 0 46 PWR GND SPARE IN (A) IOC PORT 30
9 +12 V DC PWR +12 V DC PWR 47 SPARE IN (B) IOC PORT 8 SPARE IN (A) IOC PORT 8
10 STRAP BIT 14 STRAP BIT 10 48 R-FMC-1 (B) TO IOC PORT 3 R-FMC-1 (A) IOC PORT 3
11 STRAP BIT 12 STRAP BIT 11 49 R-FGC-1 (L) TO IOC PORT 4 R-FGC-1 (H) IOC PORT 4
12 PWR GND SPARE IN (A) IOC PORT 28 50 SPARE IN (B) IOC PORT2 SPARE IN (A) IOC PORT 2
13 STRAP BIT 9 STRAP BIT 13 51 PWR GND SPARE IN (B) IOC PORT 30
14 STRAP STROBE WORD 12 SPARE IN (B) IOC PORT 25 52 R-GP-4 (B) IOC PORT 1 OUT R-GP-4 (A) IOC PORT 1 OUT
15 STRAP BIT 5 STRAP BIT 3 53 R-IOC-1 (B) IOC PORT 6 OUT R-IOC-1 (A) IOC PORT 6 OUT
16 SPARE IN (B) IOC PORT 28 STRAP BIT 2 54 -12 V DC PWR -12 V DC PWR
17 RESERVED (CSU MUX ARBITER) STRAP STROBE WORD 1 55 R-TDR-1 (A) IOC PORT 9 R-TDR-1 (B) IOC PORT 9
18 STRAP STROBE WORD 5 STRAP STROBE WORD 2 56 SPARE IN (A) IOC PORT 18 SPARE IN (B) IOC PORT 18
19 STRAP STROBE WORD 9 STRAP STROBE WORD 3 57 R-DME-1 (B) IOC PORT 22 R-DME-1 (A) IOC PORT 22
20 STRAP STROBE WORD 10 STRAP STROBE WORD 4 58 R-ADF-1 (B) IOC PORT 14 R-ADF-1 (A) IOC PORT 14
21 RESERVED RESERVED 59 R-CDU-6 (B) IOC PORT 12 R-CDU-6 (A) IOC PORT 12
22 STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 R-GP-1 (A) IOC PORT 7 OUT R-GP-1 (B) IOC PORT 7 OUT
23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 R-AHC-1 (B) IOC PORT 6 R-AHC-1 (A) IOC PORT 6
24 PWR GND SPARE IN (A) IOC PORT 29 62 PWR GND SPARE
25 SPARE IN (B) IOC PORT 29 IOC CONFIG 0 A/B (OPEN) 63 SPARE IN (B) IOC PORT 13 SPARE IN (A) IOC PORT 13
26 PWR 2 OVERHEAT MON IOC CONFIG 2 PARITY (GND) 64 R-PFD-1 (B) IOC PORT 16 R-PFD-1 (A) IOC PORT 16
27 IOC CONFIG 1 LEFT/RIGHT (GND) IEC ENVIRONMENTAL MONITOR IN 65 R-DCU-1 (B) IOC PORT 20 R-DCU-1 (A) IOC PORT 20
28 PROG MODE F SPARE IN (A) IOC PORT 25 66 SPARE IN (A) IOC PORT 31 SPARE IN (B) IOC PORT 31
29 STRAP BIT 15 R-IOC-4 (A) QA TO FMC/EXT FMS 67 SPARE IN (A) IOC PORT 32 SPARE IN (B) IOC PORT 32
30 PWR SHUTDOWN WARN IN_F R-IOC-4 (B) TO FMC/EXT FMS 68 SPARE OUT (A) IOC PORT 11 SPARE OUT (B) IOC PORT 11
31 EGPWS-2 (B) IOC PORT 11 EGPWS-2 (A) QA IOC PORT 11 69 SPARE IN (A) IOC PORT 33 SPARE IN (B) IOC PORT 33
32 SPARE IN (B) IOC PORT 19 SPARE IN (A) QA IOC PORT 19 70 SPARE OUT (A) IOC PORT 12 SPARE OUT (B) IOC PORT 12
33 SPARE IN (B) IOC PORT 23 SPARE IN (A) QA IOC PORT 23 71 SPARE IN (A) IOC PORT 34 SPARE IN (B) IOC PORT 34
34 R-GPS-1 (B) IOC PORT 15 R-GPS-1 (A) IOC PORT 15 72 SPARE OUT (A) IOC PORT 13 SPARE OUT (B) IOC PORT 13
35 SPARE IN (A) IOC PORT 24 SPARE IN (B) IOC PORT 24 73 SPARE IN (A) IOC PORT 35 SPARE IN (B) IOC PORT 35
36 R-ADC-1 (B) IOC PORT 7 R-ADC-1 (A) IOC PORT 7 74 SPARE OUT (A) IOC PORT 14 SPARE OUT (B) IOC PORT 14
37 R-IOC-4-TTL (L) TO MDC (TTL) R-IOC-3 (H) TO FGC 2 (TTL) 75 SPARE IN (A) IOC PORT 36 SPARE IN (B) IOC PORT 36
38 R-IOC-4-TTL (H) TO MDC (TTL) R-IOC-3 (L) TO FGC 2 (TTL)

Figure 4-3 EFIS (Electronic Flight Instrument System) Overview

4.3.2 EFIS (Electronic Flight Instrument System)
4.3.2.1 Overview
Refer to Figure 4-3. The Electronic Flight Instrument System (EFIS) consists of four large color displays and
two display control panels. Each LRU is described below:
• AFD-3010 Adaptive Flight Display, Number 1 Primary Flight Display

• AFD-3010 Adaptive Flight Display, Number 1 Multifunction Display
• AFD-3010 Adaptive Flight Display, Number 2 Primary Flight Display
• AFD-3010 Adaptive Flight Display, Number 2 Multifunction Display
• DCP-3020 Display Control Panel, Number 1
• DCP-3020 Display Control Panel, Number 2
One AFD-3010 Adaptive Flight Display functions as the number 1 primary flight display (PFD). The number
1 PFD displays attitude, navigation/compass, flight control, primary air data (altitude, airspeed, and vertical
speed), and TCAS advisory functions for the pilot. The PFD receives data bus inputs from both input/output
concentrators (IAPS), both attitude heading computers (AHS), both air data computers (ADS), and the op-
tional TCAS transmitter-receiver. The PFD provides a data bus output to the IAPS.
One AFD-3010 Adaptive Flight Display functions as the number 1 multifunction display (MFD). The number
1 MFD provides engine indicating displays, navigation/compass, weather radar, enhanced ground proximity
warning system display, flight management (map/summary), checklist, diagnostic, and (optional) TCAS pic-
torial information displays for the pilot. The MFD also provides a reversion backup for the number 1 PFD.
The MFD receives the same data bus inputs that are applied to the number 1 PFD and from the mainte-
nance diagnostic computer. The MFD provides a data bus output to the IAPS.
One AFD-3010 Adaptive Flight Display functions as the number 2 primary flight display (PFD). The number
2 PFD displays attitude, navigation/compass, flight control, primary air data (altitude, airspeed, and vertical
speed), and TCAS advisory functions for the copilot. The PFD receives data bus inputs from both in-
put/output concentrators (IAPS), both attitude heading computers (AHS), both air data computers (ADS),
and the optional TCAS transmitter-receiver. The PFD provides a data bus output to the IAPS.
One AFD-3010 Adaptive Flight Display functions as the number 2 multi-function display (MFD). The num-
ber 2 MFD provides engine indicating displays, navigation/compass, weather radar, enhanced ground
proximity warning system display, flight management (map/summary), checklist, diagnostic, and (optional)
TCAS pictorial information displays for the copilot. The MFD also provides a reversion backup for the num-
ber 2 PFD. The MFD receives the same data bus inputs that are applied to the number 2 PFD and from the
maintenance diagnostic computer. The MFD provides a data bus output to the IAPS.
The number 1 DCP-3020 Display Control Panel (DCP) provides display control inputs for the number 1 PFD
and MFD. The pilot uses the DCP to select barometric pressure correction, secondary engine display, V-
speed reference setting, navigation source selection, bearing source selection, weather radar control, and
display range selection.
The number 2 DCP-3020 Display Control Panel (DCP) provides display control inputs for the number 2 PFD
and MFD. The copilot uses the DCP to select barometric pressure correction, secondary engine display, V-
speed reference setting, navigation source selection, bearing source selection, weather radar control, and
display range selection.
Remote reversion switches allow the pilot or copilot to select normal or offside AHS source input, CDU con-
trol input, and ADC source input. A reversion switch enables PFD backup display.

Figure 4-3-1 (Sheet 1 of 10) EFIS System Schematic (PFD 1)

Refer to Figure 4-3-1, sheet 1. This sheet shows the circuits of the number 1 primary flight display (PFD)
The number 1 PFD is an AFD-3010 Adaptive Flight Display that is configured by mount strapping to func-
tion as a primary flight display. The PFD displays the following information:
• Air Data
• Attitude
• Heading
• Navigation
The PFD input/output circuits contain 19 simultaneously active ARINC 429 input buses and two ARINC 429
output buses. All the ARINC 429 buses are configurable to operate at either high or low speed. The ARINC
429 inputs are equally divided into three zones (left, center, and right). The input buses are applied through
ARINC receivers to the ARINC MUX/TX integrated circuit. The ARINC MUX/TX chip contains ARINC 429
receivers, ARINC 429 transmitters, and RAM memory. The received data words are unloaded from the
ARINC MUX/TX onto the I/O data bus (LD0-LD15) to the processor. The I/O data bus also brings microproc-
essor generated output data ARINC MUX/TX. The ARINC MUX/TX reads this data and applies serial out-
put to an ARINC 429 transmitter.
The PFD receives redundant non-critical flight data from each of the input/output concentrators in the IAPS.
These two ARINC 429 high-speed buses are applied to each large display. The L-IOC-1 bus is from the num-
ber 1 side of the IAPS. The R-IOC-1 bus is from the number 2 side of the IAPS. The PFD receives attitude
data on the L-AHC-2 and the R-AHC-3 ARINC 429 high-speed data bus inputs (from both attitude heading
computers). The PFD receives flight management data on the L-FMC-2 and R-FMC-6 ARINC 429 high-
speed data bus inputs (from both flight management computers). The PFD receives airplane sensor data on
the L-DCU-2 and R-DCU-3 ARINC 429 high-speed data bus inputs (from both data concentrator units) and
on the L-EDC-2 and R-EDC-3 ARINC 429 high-speed data buses (from both engine data concentrators). The
PFD also receives cross-talk data on the L-MFD-3 and R-PFD-3 ARINC 429 high-speed data bus inputs from
the MFD and number 2 PFD.
The PFD receives ARINC 429 low-speed data bus inputs from both air data computers on the L-ADC-2 and
the R-ADC-3 buses. The PFD receives NAV data on the L-VIR-2 ARINC 429 low-speed data bus input from
the number 1 VIR. The PFD receives display control panel inputs on the L-DCP-1 ARINC 429 low-speed
data bus input from the number 1 DCP.
The PFD receives an ARINC 429 high-speed data bus input from the optional TCAS computer. The TTR-
TA/RA-1 bus is input through an ARINC receiver to the CENTER ARINC MUX/TX. Data is read from the
ARINC MUX/TX through the I/O data bus. The PFD also provides a performance monitor discrete output to
the TCAS unit. The RA DISPLAY STATUS discrete output is a ground as long as the PFD can display reso-
lution advisory (RA) data.
The transmitted L-PFD-1 data bus is applied to the number 1 input/output concentrator in the IAPS. The
transmitted L-PFD-3 high-speed data bus applies cross-talk data to the number 1 MFD, number 2 PFD, and
number 2 MFD.
Several discrete inputs are applied to the PFD and read by the microprocessor through the I/O data bus. These
discretes include four configuration inputs, three display reversion switch inputs, three source select reversion
inputs, three discrete inputs, and four aircraft type discrete inputs. All discrete inputs are diode isolated and
tied to a pull-up resistor. The discretes are applied through a TTL level converter to a latch circuit that is read
by the microprocessor through the I/O data bus.
The four configuration discretes define the AFD-3010 function (PFD/MFD) to internal software. For the pilot
PFD configuration, inputs 1 (P2-43) and 3 (P2-45) are hard wired to ground, and inputs 2 (P2-44) and 4 (P2-

46) are open. If the MFD display fails, the DISPLAY reversion switch is set to the PFD position. This PFD
switch position applies a ground to the discrete inputs PFD REVERSION (P2-35), MAP ENABLE (P2-36),
and ENGINE ENABLE (P2-37). This enables the PFD to display the MFD map and engine displays, and
blanks the MFD display. If the PFD display fails, the DISPLAY reversion switch is set to the MFD position,
and the PFD blanks.
The three source select reversion switch inputs select cross-side air data input, cross-side attitude heading
input, and optional cross-side DCP control. The ADC reversion switch applies a ground to the number 1 PFD
and MFD when set to the ADC 2 position. At this position, the PFD displays air data from the number 2
ADC. Normally, this input is open, and the PFD displays air data from the number 1 (on-side) ADC. The
AHS reversion switch applies a ground to the number 1 PFD and MFD when set to the AHRS 2 position. At
this position, the PFD displays attitude heading data from the number 2 AHC. Normally, this input is open,
and the PFD displays attitude heading data from the number 1 (on-side) AHC. The optional DCP reversion
switch applies a ground to the number 1 PFD and MFD when set to the DCP 2 position. At this position, the
number 2 DCP controls the PFD and MFD. Normally, this input is open, and the number 1 (on-side) DCP
controls the number 1 PFD and MFD.
The CAT 2 REQUEST discrete is grounded to enable category II operation.
The VBAR/XPNTER SELECT discrete selects the flight director cue as a V-bar (open) or the cross-pointer
(ground) symbol.
The L-PFD S/W LOAD SELECT discrete is grounded to enable the software load function.
The strapping of five aircraft type pins define the type of airplane installation. The PFD verifies the internal
software matches the airplane type. For the Hawker 800XP airplane;
• A/C STRAP CODE A, A/C STRAP CODE B, and A/C STRAP PARITY pins are grounded.
• A/C STRAP CODE C and A/C STRAP CODE D pins are open.
The PFD provides discrete outputs to the TCAS system and the aural warning system. The RA DISPLAY
STATUS discrete output is a ground as long as the PFD can display resolution advisory (RA) data. The
OVERSPEED WARNING discrete to the aural warn system is grounded when the warning is active. The
ALTITUDE ALERT WARNING discrete to the aural warn system is grounded when the warning is active.
The I/O data bus interfaces with the system data bus through a bus transceiver. The system data bus carries
IAPS input, attitude heading input, air data input, and discrete data input to the microprocessor. The sys-
tem data bus also carries output data from the microprocessor to a ARINC MUX/TX for transmission on the
L-PFD-1 and L-PFD-3 data buses.
The AFD-3010 contains a weather radar input circuit. The weather radar input has internal jumpers to
route the weather radar bus to the next AFD-3010. The WXT-1 ARINC 453 very-high speed data bus is in-
put through an isolation transformer to the WX RECEIVERS. The receiver circuit serves as a level transla-
tor converting the ARINC 453 levels into a TTL compatible signal that is input to the WX TRANSLATOR
FPGA.
The AFD-3010 contains an enhanced ground proximity warning system (EGPWS) input circuit. The EGPWS
input has internal jumpers to route the terrain data bus to the next AFD-3010. The EGPWS-1 ARINC 453
very-high speed data bus is input through an isolation transformer to the receivers. The receiver circuit
serves as a level translator converting the ARINC 453 levels into a TTL compatible signal that is input to
the WX TRANSLATOR FPGA. The FPGA chip decodes weather radar and EGPWS video outputs for use by
the graphics generator, and a control data output for use by the microprocessor. The FPGA outputs the
weather radar and EGPWS data on the system data bus (SD0-SD32) to the graphics generator and micro-
processor.

Figure 4-3-1 (Sheet 2 of 10). EFIS System Schematic (PFD 1)

Refer to Figure 4-3-1, sheet 2. This sheet shows the circuits of the number 1 primary flight display (PFD).
The 5-V ac lighting bus controls the intensity of the panel pushbutton lighting. The intensity of the LCD
panel is controlled by the PILOT AFD LCD DIMMING potentiometer. The number 1 Primary Flight Display
(PFD) outputs a +28-V dc LCD BRT reference voltage to the potentiometer. The LCD BRT CNTRL IN volt-
age is input to the GREY SCALE/AUTO BRIGHTNESS circuits. The low side of the potentiometer is biased
at +3 V dc to prevent display blanking if the reference voltage is lost or shorted.
The PE +28-V dc aircraft supply powers the number 1 PFD. A zener diode regulates the power input, which
is output through an emi filter to the low-voltage power supply. The low-voltage power supply develops the
internally required +12-, -12-, +5-, and +28-V dc voltage levels from the +28-V dc primary power input. The
low-voltage power supply regulates all internal supplies except for the backlighting power developed in the
arc driver circuit. The POWER DOWN discrete is used to manually turn the power supply on and off. The
POWER DOWN discrete is connected to the DISPLAY reversion switch on the instrument panel. In the
NORM or PFD position, the discrete is open and the power supply is turned on. In the MFD position, the
discrete is grounded and the power supply is turned off. The power supply provides a power warn signal to
the microprocessor when a power supply shutdown is imminent. The power warn signal allows the micro-
processor to store data in the nonvolatile RAM chips before the supply voltage falls below the minimum op-
erating level.
The PFD uses an 80386 microprocessor to process the display data for the graphics generator. The micro-
processor control section consists of PAL (Programmable Array Logic) devices, which serve as decoders, and
generate special signals within the unit. The microprocessor applies an address output through address
latches the system address bus. The system address bus controls the PROM, RAM, and NVRAM outputs to
the CPU data bus.
The operating program for the PFD is stored in a flash PROM that is electrically erasable and reprogram-
mable through the rear connector of the unit. The static RAM provides scratch pad memory for the micro-
processor, and memory for the storage of system operating parameters. When the PFD is turned off or shut
down by the protection circuits and the power warn signal is applied to the microprocessor, a data storage
sequence is initiated to copy the data from the static RAM to the nonvolatile RAM.
The graphics engine consists of the GE1 graphics generator and frame buffer. Each display page is defined
by a set of graphic commands compiled in system RAM by the microprocessor. The display page is updated
20 times/second. Graphic commands from system RAM are transferred to the GE1 graphics generator on
demand. These commands define vectors, symbols, text, and fill patterns that create the display page image.
From these commands, the GE1 graphics generator creates the X/Y display coordinates and intensity levels
for all of the pixels that fall within the vector, symbol, text, or fill pattern being generated.
The graphics generator creates the bit-mapped image of the display page in memory by storing the pixel in-
tensities in row/column order according to the X/Y display coordinate of each pixel. The GE1 outputs the
pixel information for the display image into one of two banks of display RAM called frame buffers. The con-
tents of the frame buffer memory is used to generate a pixel stream to the display. The output formatter con-
trols the row and column clocks of the display drivers, and outputs the red, green, and blue pixel data to the
gray scale/auto brightness circuits.
The LCD display assembly has internal column and row driver circuits and gray scale decoder circuits. Pixel
information is written to the column driver control circuits in raster fashion, similar to the way data is sent
to a crt. The data for each pixel consists of a 3-bit intensity value that is decoded into a gray scale analog
voltage. The decoded gray scale analog voltage determines how translucent (clear) the pixel will be. Note
that light from the fluorescent lamp must shine through the pixel to illuminate that dot on the display.

When all the gray scale voltages have been setup for all columns across the display, the LCD controller en-
ables the row driver to apply the voltages to all the pixels in that row. The sequence is repeated for each row
on the display.
Liquid crystal displays require a source of backlight to illuminate the image on the display. A fluorescent
lamp, located behind the display, provides the backlighting for the PFD display. Brightness of the lamp
(thus the display) may be controlled by an external dimming source, the front panel auto dim light sensor,
and/or the BRT/DIM switch on the PFD front panel.
Control of the lamp brightness is implemented by changing the frequency and amplitude of the ARC drive
signal applied to the electrodes of the lamp. The ARC driver circuit is controlled by a voltage to frequency
converter (VFC). The analog input voltage to the VFC is produced by a D/A converter, using a digital bright-
ness value supplied by the microprocessor. Lamp current, temperature, and brightness levels are fed back to
the microprocessor through the multiplexed A/D converter to regulate lamp brightness. The difference be-
tween the sensed lamp brightness and the referenced brightness level produces a digital error value that is
added to the brightness value sent to the D/A converter. Changes made to the D/A converter input value
drive the lamp brightness toward the referenced brightness level.
The front panel BRT/DIM switch functions with the GREY SCALE/AUTO BRIGHTNESS circuits to trim the
LCD display intensity to match the other PFD and MFD displays in the cockpit. The AUTO DIM LIGHT
SENSOR signal is also input to the GREY SCALE/AUTO BRIGHTNESS circuit, and automatically adjusts
the LCD lighting to match the cockpit ambient light level. The LINE SELECT PUSHBUTTONS inputs are
monitored by the FRONT CONTROL CPU and output on the system bus to the microprocessor.

Figure 4-3-1 (Sheet 3 of 10). EFIS System Schematic (MFD 1)

Refer to Figure 4-3-1, sheet 3. This sheet shows the circuits of the number 1 multi-function display (MFD).
The number 1 MFD is an AFD-3010 Adaptive Flight Display that is configured by mount strapping to func-
tion as a multi-function display. The MFD displays the engine instruments, checklist pages, weather radar
returns and comprehensive navigation information in HSI or present position map format for the pilot.
The MFD input/output circuits contain 20 simultaneously active ARINC 429 input buses and two ARINC
429 output buses. All the ARINC 429 buses are configurable to operate at either high or low speed. The
ARINC 429 inputs are equally divided into three zones (left, center, and right). The input buses are applied
through ARINC receivers to the ARINC MUX/TX integrated circuit. The ARINC MUX/TX chip contains
ARINC 429 receivers, ARINC 429 transmitters, and RAM memory. The received data words are unloaded
from the ARINC MUX/TX onto the I/O data bus (LD0-LD15) to the processor. The I/O data bus also brings
microprocessor generated output data ARINC MUX/TX. The ARINC MUX/TX reads this data and applies
serial output to an ARINC 429 transmitter.
The MFD receives redundant non-critical flight data from each of the input/output concentrators in the
IAPS. These two ARINC 429 high-speed buses are applied to each large display. The L-IOC-1 bus is from the
number 1 side of the IAPS. The R-IOC-1 bus is from the number 2 side of the IAPS. The MFD receives atti-
tude data on the L-AHC-2 and the R-AHC-3 ARINC 429 high-speed data bus inputs (from both attitude
heading computers). The MFD receives flight management data on the L-FMC-2 and R-FMC-6 ARINC 429
high-speed data bus inputs (from both flight management computers). The MFD receives airplane sensor
data on the L-DCU-2 and R-DCU-3 ARINC 429 high-speed data bus inputs (from both data concentrator
units) and on the L-EDC-2 and R-EDC-3 ARINC 429 high-speed data bus inputs (from both engine data con-
centrators). The MFD also receives cross-talk data on the L-PFD-3 and R-PFD-3 ARINC 429 high-speed data
buses from the number 1 and 2 PFDs.
The MFD receives ARINC 429 low-speed data bus inputs from both air data computers on the L-ADC-2 and
the R-ADC-3 buses. The MFD receives NAV data on the L-VIR-2 ARINC 429 low-speed data bus input from
the number 1 VIR. The MFD receives display control panel inputs on the L-DCP-1 ARINC 429 low-speed
data bus input from the number 1 DCP.
The MFD receives an ARINC 429 high-speed data bus input from the optional TCAS computer. The TTR-
TA/RA-1 bus is input through an ARINC receiver to the CENTER ARINC MUX/TX. Data is read from the
ARINC MUX/TX through the I/O data bus. The MFD also provides a performance monitor discrete output to
the TCAS unit. The RA DISPLAY STATUS discrete output is a ground as long as the MFD can display
resolution advisory (RA) data.
The transmitted L-MFD-1 data bus is applied to the number 1 input/output concentrator in the IAPS. The
transmitted L-MFD-3 high-speed data bus supplies cross-talk data to the number 1 and 2 PFDs.
Several discrete inputs are applied to the MFD and read by the microprocessor through the I/O data bus.
These discretes include four configuration inputs, three display reversion switch inputs, three source select re-
version inputs, and three discrete inputs. All discrete inputs are diode isolated and tied to a pull-up resistor.
The discretes are applied through a TTL level converter to a latch circuit that is read by the microprocessor
through the I/O data bus.
The four configuration discretes define the AFD-3010 function (PFD/MFD) to internal software. For the pilot
MFD configuration, inputs 1 (P2-43) and 4 (P2-46) are hard wired to ground, and inputs 2 (P2-44) and 3 (P2-
45) are open. If the MFD display fails, the DISPLAY reversion switch is set to the PFD position. This PFD
switch position applies a ground to the discrete input PFD REVERSION (P2-35) and blanks the display. The
MAP ENABLE (P2-36) and ENGINE ENABLE (P2-37) discretes are always grounded. This enables the
MFD to display the MFD map and engine displays. If the MFD display fails, the DISPLAY reversion switch
is set to the PFD position, and the MFD blanks.

The three source select reversion switch inputs select cross-side air data input, cross-side attitude heading
input, and optional cross-side DCP control. The ADC reversion switch applies a ground to the number 1 PFD
and MFD when set to the ADC 2 position. At this position, the MFD displays air data from the number 2
ADC. Normally, this input is open, and the MFD displays air data from the number 1 (on-side) ADC. The
AHS reversion switch applies a ground to the number 1 PFD and MFD when set to the AHRS 2 position. At
this position, the MFD displays attitude and heading data from the number 2 AHC. Normally, this input is
open, and the MFD displays attitude and heading data from the number 1 (on-side) AHC. The optional DCP
reversion switch applies a ground to the number 1 PFD and number 1 MFD when set to the DCP 2 position.
At this position, the number 2 DCP controls the PFD and MFD. Normally, this input is open, and the num-
ber 1 (on-side) DCP controls the number 1 PFD and number 1 MFD.
The CAT 2 REQUEST discrete is grounded to enable category II operation.
The VBAR/XPNTER SELECT discrete selects the flight director cue as a V-bar (open) or the cross-pointer
(ground) symbol.
The L-MFD S/W LOAD SELECT discrete is grounded to enable the software load function.
The strapping of five aircraft type pins define the type of airplane installation. The MFD verifies the internal
software matches the airplane type. For the Hawker 800XP airplane;
• A/C STRAP CODE A, A/C STRAP CODE B, and A/C STRAP PARITY are grounded.
• A/C STRAP CODE C and A/C STRAP CODE D are open.
The MFD provides discrete outputs to the TCAS system and the aural warning system. The RA DISPLAY
STATUS discrete output is a ground as long as the MFD can display resolution advisory (RA) data. The
OVERSPEED WARNING discrete to the aural warn system is grounded when the warning is active. The
ALTITUDE ALERT WARNING discrete to the aural warn system is grounded when the warning is active.
The I/O data bus interfaces with the system data bus through a bus transceiver. The system data bus carries
IAPS input, attitude heading input, air data input, and discrete data input to the microprocessor. The sys-
tem data bus also carries output data from the microprocessor to a ARINC MUX/TX for transmission on the
L-MFD-1 and L-MFD-3 data buses.
The MFD contains a weather radar input circuit. The weather radar input has internal jumpers to route the
weather radar bus to the number 2 MFD. The WXT-1 ARINC 453 very-high speed data bus is input through
an isolation transformer to the WX RECEIVERS. The receiver circuit serves as a level translator converting
the ARINC 453 levels into a TTL compatible signal that is input to the WX TRANSLATOR FPGA.
The MFD contains an enhanced ground proximity warning system (EGPWS) input circuit. The EGPWS-1
ARINC 453 very-high speed data bus is input through an isolation transformer to the receivers. The receiver
circuit serves as a level translator converting the ARINC 453 levels into a TTL compatible signal that is in-
put to the WX TRANSLATOR FPGA. The FPGA chip decodes weather radar and EGPWS video outputs for
use by the graphics generator and a control data output for use by the microprocessor. The FPGA outputs
the weather radar and EGPWS data on the system data bus (SD0-SD32) to the graphics generator and mi-
croprocessor.


The 5 V ac lighting bus controls the intensity of the panel pushbutton lighting. The intensity of the LCD
panel is controlled by the PILOT AFD LCD DIMMING potentiometer. The number 1 MFD outputs a +28-V
dc LCD BRT reference voltage to the potentiometer. The LCD BRT CNTRL IN voltage is input to the GREY
SCALE/AUTO BRIGHTNESS circuits. The low side of the potentiometer is biased at +3 V dc to prevent dis-
play blanking if the reference voltage is lost or shorted.
The PE +28-V dc aircraft supply powers the number 1 MFD. A zener diode regulates the power input, which
is input through an emi filter to the low-voltage power supply. The low-voltage power supply develops the in-
ternally required +12-, -12-, +5-, and +28-V dc voltage levels from the +28-V dc primary power input. The
low-voltage power supply regulates all internal supplies except for the backlighting power developed in the
arc driver circuit.
The POWER DOWN discrete is used to manually turn the power supply on and off. The POWER DOWN dis-
crete is connected to the DISPLAY reversion switch on the instrument panel. In the NORM or MFD position,
the discrete is open, and the power supply is turned on. In the PFD position, the discrete is grounded, and
the power supply is turned off. The power supply provides a power warn signal to the microprocessor when a
power supply shutdown is imminent. The power warn signal allows the microprocessor to store data in the
nonvolatile RAM chips before the supply voltage falls below the minimum operating level.
Internal operation of the MFD is the same as described on a previous sheet.


The number 2 PFD is an AFD-3010 Adaptive Flight Display that is configured by mount strapping to func-
tion as a primary flight display. The PFD displays the following primary flight information for the copilot:
• Air Data
• Attitude
• Heading
• Navigation
Internal operation of the PFD is described on a previous page.


panel is controlled by the COPILOT AFD LCD DIMMING potentiometer. The number 2 MFD outputs a +28-
V dc LCD BRT reference voltage to the potentiometer. The LCD BRT CNTRL IN voltage is input to the
GREY SCALE/AUTO BRIGHTNESS circuits. The low side of the potentiometer is biased at +3 V dc to pre-
vent display blanking if the reference voltage is lost or shorted.
Internal operation of the PFD is described on a previous page.


Refer to Figure 4-3-1, sheet 7. This sheet shows the circuits of the number 2 multi-function display (MFD).
The number 2 MFD is an AFD-3010 Adaptive Flight Display that is configured by mount strapping to func-
tion as a multi-function display. The MFD displays the engine instruments, diagnostic pages, checklist
pages, weather radar returns and comprehensive navigation information in HSI or present position map
format for the pilot.
Internal operation of the MFD is described on a previous page.


Refer to Figure 4-3-1, sheet 8. This sheet shows the circuits of the number 2 multifunction display (MFD).
panel is controlled by the COPILOT AFD LCD DIMMING potentiometer. The number 2 MFD outputs a +28-
V dc LCD BRT reference voltage to the potentiometer. The LCD BRT CNTRL IN voltage is input to the
GREY SCALE/AUTO BRIGHTNESS circuits. The low side of the potentiometer is biased at +3 V dc to pre-
vent display blanking if the reference voltage is lost or shorted.
Internal operation of the MFD is described on a previous page.

Figure 4-3-1 (Sheet 9 of 10). EFIS System Schematic (DCP 1)

Refer to Figure 4-3-1, sheet 9. This sheet shows the circuits of the number 1 DCP-3020 Display Control
Panel (DCP).
The DCP contains knobs and switches that allow the pilot to select barometric pressure correction, secon-
radar control, and display range parameters.
The PE +28-V dc aircraft supply powers the number 1 DCP. The power input is applied to the power supply
that provides the required internal supply levels for the DCP. Panel lighting power is supplied by the 5-V ac
EL panel lighting bus. The number 1 DCP ident is provided by strapping DCP CONFIG 1 discrete to STRAP
GROUND.
The number 1 DCP receives discrete inputs from the flight guidance panel. The PRESEL ALT, SPD SEL,
HDG SEL, and CRS SEL are 2-wire discrete inputs from rotary 3-state logic generators in the FGP. The
ALT ALERT CANCEL, IAS/MACH SEL, HDG SYNC, and CRS DIRECT TO discretes are from front panel
switches on the FGP. The DCP also receives the MAINT DIAG ENABLE, optional FT/METER SEL, OVER-
SPEED WARN TEST, optional IN HG/HPA SEL, CHECKLIST ENABLE, optional CHECKLIST LINE ADV,
and optional FL180 ALERT DISABLE discrete inputs from external switches. The discrete inputs are ap-
plied through pull-up resistors to the bus buffers. The bus buffers output the discrete data over the data bus
to the microprocessor. The microprocessor provides the DCP control functions, decodes the knob speed and
direction inputs, and formats the discrete data for the digital bus output.
The DCP front panel controls consist of the BARO knob with PUSH STD pushbutton, MENU SET knob with
PUSH MENU ADV pushbutton, TILT knob with PUSH AUTO TILT pushbutton, RANGE knob, and the
following pushbuttons: ENGINE, REFS, NAV/BRG, RADAR, and GCS.
The BARO knob with PUSH STD switch is a rotary knob and pushbutton switch assembly that selects the
baro-correction value and selects standard barometric pressure correction. The MENU SET knob with PUSH
MENU ADV switch is a rotary knob and pushbutton switch assembly that sets a value into the selected
menu item on the PFD/MFD. Pushing the PUSH MENU ADV switch advances the menu window to the next
item. The TILT knob with PUSH AUTO TILT switch is a rotary knob and pushbutton switch assembly that
selects the radar antenna tilt angle value and turns the auto tilt function on or off. The RANGE knob is a ro-
tary knob that selects the on-side display range value. Turn the RANGE knob to change the range value dis-
played on the PFD/MFD. The knob outputs consist of 0.5- or 5.0-V dc discrete levels set by a rotary 3-state
logic generator. One of the three following voltage pairs is sequentially generated at the output pins and ap-
plied to the bus buffers.
SET A SET B
0.5-V 0.5-V
5.0-V 0.5-V
0.5-V 5.0-V
Pushing the ENGINE, REFS, NAV/BRG, RADAR, or GCS button applies momentary discrete grounds to the
bus buffer. The bus buffers output the discrete data over the data bus to the microprocessor. The microproc-
essor decodes the knob speed and direction inputs, reads the discrete inputs, and formats the discrete data
for the digital bus output. The microprocessor outputs the discrete data over the data bus to the MUX. The
MUX transmits the L-DCP-1 ARINC 429 data bus to the number 1 PFD and number 1 MFD.

Figure 4-3-1 (Sheet 10 of 10). EFIS System Schematic (DCP 2)

Refer to Figure 4-3-1, sheet 10. This sheet shows the circuits of the number 2 DCP-3020 Display Control
Panel (DCP).
The DCP contains knobs and switches that allow the copilot to select barometric pressure correction, secon-
radar control, and display range parameters.
Internal operation of the DCP is described on a previous page.

Figure 4-4. EIS (Engine Indicating System) Overview

4.3.3 EIS (Engine Indicating S ystem)
4.3.3.1 Overview
Refer to Figure 4-4. The Engine Indicating System (EIS) contains four DCU-3001 Data Concentrator Units.
Two units are strapped to function as data concentrator units (DCUs) and two are strapped to function as
engine data concentrators (EDCs). Each LRU is described below.
• DCU-3001 Data Concentrator Unit, Number 1 DCU (pilot side)

• DCU-3001 Data Concentrator Unit, Number 2 DCU (copilot side)
• DCU-3001 Data Concentrator Unit, Number 1 EDC (pilot side)
• DCU-3001 Data Concentrator Unit, Number 2 EDC (copilot side
One of the DCU-3001 Data Concentrator Units is strapped to function as the number 1 data concentrator
unit (DCU) digitizes airplane discrete and analog data inputs for use by the avionics system. The DCU con-
tains a single channel. The DCU communicates with the other DCU using the ARINC 429 high-speed cross-
talk bus. This allows the DCU to output both number 1 and number 2 engine data. The data inputs are con-
centrated and processed for transmission on three ARINC 429 high-speed buses. The number 1 DCU outputs
aircraft and engine data to the number 1 CDU, number 2 DCU, number 1 IOC, both MFDs, and both PFDs.
Another DCU-3001 Data Concentrator Unit is strapped to function as the number 2 data concentrator unit
(DCU) digitizes airplane discrete and analog data inputs for use by the avionics system. The DCU contains a
single channel. The DCU communicates with the other DCU using the ARINC 429 high-speed cross-talk
bus. This allows the DCU to output both number 1 and number 2 engine data. The data inputs are concen-
trated and processed for transmission on three ARINC 429 high-speed buses. The number 2 DCU outputs air-
craft and engine data to the number 2 CDU, number 1 DCU, number 2 IOC, both MFDs, and both PFDs.
Another DCU-3001 Data Concentrator Unit is strapped to function as the number 1 engine data concentra-
tor (EDC) digitizes airplane discrete and analog data inputs for use by the avionics system. The EDC con-
tains a single channel. The EDC communicates with the other EDC using the ARINC 429 high-speed cross-
talk bus. This allows the EDC to output both number 1 and number 2 engine data. The data inputs are con-
centrated and processed for transmission on three ARINC 429 high-speed buses. The number 1 EDC outputs
engine data to the number 1 DCU, both MFDs, and both PFDs.
The remaining DCU-3001 Data Concentrator Unit is strapped to function as the number 2 engine data con-
centrator (EDC) digitizes airplane discrete and analog data inputs for use by the avionics system. The EDC
contains a single channel. The EDC communicates with the other EDC using the ARINC 429 high-speed
cross-talk bus. This allows the EDC to output both number 1 and number 2 engine data. The data inputs are
concentrated and processed for transmission on three ARINC 429 high-speed buses. The number 2 EDC out-
puts engine data to the number 2 DCU, both MFDs, and both PFDs.

Figure 4-4-1 (Sheet 1 of 6). EIS System Schematic (DCU 1)
1 November 2000 4-100

Refer to Figure 4-4-1, sheet 1. This sheets shows the circuits of the DCU-3001 Data Concentrator Unit that
is configured by mount strapping to function as the number 1 Data Concentrator Unit (DCU).
The DCU receives analog, discrete, and bus information from the aircraft systems and engines. This data is
processed and put onto ARINC buses. The buses send the processed data to the CDUs, IAPS data concentra-
tors, and MFD/PFD displays.
The DCU consists of a power supply, microprocessor, ARINC multiplexer transmitter/receiver, ac/dc analog
receivers, and discrete inputs. The number 1 +28-V dc aircraft supply provides DCU operating power. The
+28-V dc aircraft battery provides backup operating power to the DCU. The +28-volt inputs are filtered and
applied to a power supply that generates the required internal supply levels. The NO.2 CONFIGURATION
and NO.3 CONFIGURATION pins are open, and the NO.1 CONFIGURATION pin is grounded for the num-
ber 1 DCU.
A microprocessor controls DCU operation. The processor uses a 16-bit AD0-AD15 data bus to read the
ARINC bus data, analog inputs, and discrete inputs. This bus also applies processor generated output data
to an ARINC MUX. The address latch provides address outputs to RAM and EEPROM. The address latch
provides internal device enable and control. The RAM provides addressable memory, and the EEPROM pro-
vides program memory. A reset timer resets the processor if execution time becomes excessive or if an inter-
nal monitored power level becomes too low
The following discrete inputs from aircraft systems are applied to pull-up circuits in the DCU and read by
the analog multiplexers:
• ANNUNCIATOR TEST
• APR ACTIVE
• APR ARM
• CABIN AIR ON
• L CLIMB MODE
• ELEVATOR ENGAGED
• L ENG FIRE WARN
• R ENG FIRE WARN
• ENGINE ANTI-ICE ON
• R HF KEY
• LND GEAR DEPLOYED
• L MAIN GEAR WOW
• R MAIN GEAR WOW
• N1 SYNC SEL
• VENTRAL TANK EMPTY
• VENTRAL TANK FULL
• FLAPS 15 DEG
• FLAPS 25 DEG
• FLAPS 45 DEG
• S/W LOAD ENABLE (Only used when loading new software)
The L ALT VMO/MMO discrete input from the number 1 ADC is applied to a pull-up circuit in the DCU and
read by an analog multiplexer.
The NORM AOA VALIDITY discrete input from Normalized AOA Indicator is applied to a pull-up circuit in
the DCU and read by an analog multiplexer.
The NORM AOA VALIDITY discrete input from Normalized AOA Indicator is applied to a pull-up circuit in
the DCU and read by an analog multiplexer. This discrete is used only when loading new software.
The following three discrete outputs from the DCU are applied to an annunciator panel:
1 November 2000 4-101

• AIRSPEED > 150 KNOTS

• A/P DISCONNECT
• MACH TRIM FAIL
1 November 2000 4-102

Figure 4-4-1 (Sheet 2 of 6). EIS System Schematic (DCU1)
15 November 2002 4-104

Refer to Figure 4-4-1, sheet 2. This sheet shows the circuits of the DCU-3001 Data Concentrator Unit that is
configured by mount strapping to function as the number 2 Data Concentrator Unit (DCU).
The DCU input/output circuits contain five simultaneously active ARINC 429 input buses and six ARINC
429 output buses. The ARINC 429 input circuits are:
• The R-DCU-5 ARINC 429 high-speed data bus is input from the number 2 DCU.
• The L-EDC-1 ARINC 429 high-speed data bus is input from the number 1 EDC.
• The L-GP-5 ARINC 429 high-speed data bus is input from the number 1 IOC.
• The R-GP-5 ARINC 429 high-speed data bus is input from the number 2 IOC.
• The fifth ARINC 429 receiver is used when loading new software into the DCU.
The ARINC 429 output circuits are:
• The L-DCU-1 ARINC 429 low-speed data bus is output to the number 1 CDU and number 1 IOC.
• The L-DCU-2 ARINC 429 high-speed data bus is output to the number 1 MFD and number 1 PFD.
• The L-DCU-3 ARINC 429 high-speed data bus is output to the number 2 MFD and number 2 PFD.
• The L-DCU-5 ARINC 429 low-speed data bus is output to the number 2 DCU.
• The ANALOG OUTPUT data bus is output to the number 1 and number 2 IOCs.
• The sixth ARINC 429 transmitter is used when loading new software into the DCU.
The input buses are applied through an analog switch and ARINC receivers to the ARINC MUX integrated
circuit. The analog switch is used to wraparound test the ARINC bus outputs. The ARINC MUX chip con-
tains ARINC 429 receivers, ARINC 429 transmitters, and RAM memory. The received data words are un-
loaded from the ARINC MUX onto the data bus (AD0-AD15) to the microprocessor.
The data bus also brings microprocessor generated output data ARINC MUX. The ARINC MUX reads this
data and applies serial output to the ARINC 429 transmitters.
Eleven analog inputs are input through analog receivers and read by the analog MUXs. The analog inputs
are:
• The L ENG FAN RPM N1 (H/L) input is received from a left engine sensor.
• The L ENG ITT (CHROMEL/ALUMEL) input is received from a left engine sensor. The L ENG ITT sig-
nal is from a chromel/alumel thermocouple. The chromel/alumel connection is maintained up to the
analog receiver in the DCU.
• The L ENG OIL PRESS (H/L) input is received from a left engine sensor.
• The L ENG OIL TEMP (H/L) input is received from a left engine sensor.
• The L ENG TRB RPM N2 (H/L) input is received from a left engine sensor.
• The L N1 COMP (EXC/PREC RES/MEAS/REF) input is received from a left engine sensor.
• The FLAP POS (EXC/PREC RES/MEAS/REF) input is received from the flap sensor.
• The L FUEL FLOW (H/L) input is received from a left fuel sensor.
• The L FUEL QTY (H/L) input is received from a left fuel sensor.
• The NORM AOA (HIGH/MEAS/REF) input is received from the normalized AOA indicator.
• The L TRIM SYNC X/Y/Z input is received from the left trim synchro.
1 November 2000 4-105

1 November 2000 4-106

The PS2 +28-V dc aircraft supply provides primary power the number 2 EDC. The +28-V dc (BACKUP PWR)
aircraft supply provides backup power to the DCU. The +28-V dc inputs are filtered and applied to a power
supply that generates the required internal supply levels. The NO.1 CONFIGURATION and NO.3 CON-
FIGURATION pins are open and the NO.2 CONFIGURATION pin is grounded for the DCU.
Internal operation of the DCU is the same as described on a previous page.
1 November 2000 4-107

15 November 2002 4-108

Internal operation of the DCU is the same as described on a previous page.
1 November 2000 4-109

Figure 4-4-1 (Sheet 5 of 6). EIS System Schematic (EDC 1)
1 November 2000 4-110

configured by mount strapping to function as the number 1 Engine Data Concentrator (EDC).
The PE +28-V dc aircraft supply powers the number 1 EDC. The +28-V dc input is filtered and applied to a
power supply that generates the required internal supply levels. The NO.1 CONFIGURATION, NO.2 CON-
FIGURATION pins are open, and the NO.3 CONFIGURATION pin is grounded for the number 1 EDC.
A microprocessor controls the EDC operation. The processor uses a 16-bit AD0-AD15 data bus to read the
ARINC bus data, analog inputs, and discrete inputs. This bus also applies processor generated output data
to an ARINC MUX. The address latch provides address outputs to RAM and EEPROM. The address latch
provides internal device enable and control. The RAM provides addressable memory, and the EEPROM pro-
vides program memory. A reset timer resets the processor if execution time becomes excessive or if an inter-
nal monitored power level becomes too low.
The L ENG FAN RPM N1, L ENG FAN RPM N2, and L N1 COMP analog inputs are applied to analog re-
ceivers in the EDC and read by analog multiplexers.
The L ENG ITT CHROMEL/ALUMEL analog inputs are applied to an analog receiver and read by an analog
multiplexer. The L ENG ITT inputs are from a chromel/alumel thermocouple. The chromel/alumel connec-
tion is maintained up to the analog receiver in the EDC.
The N1 SYNC SEL discrete input is applied to a pull-up circuit and read by the analog multiplexer.
The R-EDC-5 ARINC 429 high-speed data bus is applied to an ARINC 429 receiver and read by an ARINC
multiplexer.
The EDC output circuits consist of five simultaneously active ARINC 429 transmitters:
• The L-EDC-1 low-speed data bus is applied to the number 1 DCU.

• The L-EDC-2 high-speed data bus is applied to the number 1 MFD and number 1 PFD.
• The L-EDC-3 high-speed data bus is applied to the number 2 MFD and number 2 PFD.
• The L-EDC-5 high-speed data bus is applied to the number 2 EDC.
• The fifth transmitter is used when loading new software into the ADC.
1 November 2000 4-111

Figure 4-4-1 (Sheet 6 of 6). EIS System Schematic (EDC 2)
1 November 2000 4-112

configured by mount strapping to function as the number 2 Engine Data Concentrator (EDC).
The PS2 +28-V dc aircraft supply powers the number 2 EDC. The +28-V dc input is filtered and applied to a
power supply that generates the required internal supply levels. The NO.1 CONFIGURATION, NO.2 CON-
FIGURATION, and NO.3 CONFIGURATION pins are grounded for the number 2 EDC.
Internal operation of the EDC is the same as described on a previous page.
1 November 2000 4-113

Figure 4-5. ADS (Air Data System) Overview
1 November 2000 4-116

4.3.4 ADS (Air Data System)
4.3.4.1 Overview
Refer to Figure 4-5. The Air Data System (ADS) consists of two air data computers. The ADS is a dual sys-
tem; the number 1 (pilot) side system is identical to the number 2 (copilot) side system. Each LRU is de-
scribed below:
• ADC-3000 Air Data Computer, Number 1

• ADC-3000 Air Data Computer, Number 2
The number 1 ADC-3000 Air Data Computer (ADC) is an instrument grade air data sensor/processor. Pitot
and static pneumatic inputs and a temperature sensor input provide raw air data information to the com-
puter. The ADC outputs processed air data to the large displays (EFIS), both input/output data concentra-
tors (IAPS), both attitude heading computers (AHS), and the cross-side air data computer.
The number 2 ADC-3000 Air Data Computer (ADC) is an instrument grade air data sensor/processor. Pitot
and static pneumatic inputs and a temperature sensor input provide raw air data information to the com-
puter. The ADC outputs processed air data to the large displays (EFIS), both input/output data concentra-
tors (IAPS), both attitude heading computers (AHS), and the cross-side air data computer.
The remote ADC reversion switch is connected to the EFIS displays. If the number 1 ADC fails, set the ADC
reversion switch to ADC 2. The number 1 PFD and number 1 MFD then display cross-side air data. If the
number 2 ADC fails, set the ADC reversion switch to ADC 1. The number 2 PFD and number 2 MFD then
display cross-side air data.
1 November 2000 4-117

Figure 4-5-1 (Sheet 1 of 2). ADS System Schematic (ADC 1)
1 November 2000 4-118

Refer to Figure 4-5-1, sheet 1. This sheet shows the power supply, discrete inputs, temperature sensor input,
absolute sensor, differential sensor, microprocessor, and ARINC 429 interface of the ADC-300 Air Data
Computer (ADC).
The PE +28-V dc aircraft supply provides primary power to the number 1 ADC. The No.1 +28-V dc aircraft
supply provides backup power to the number 1 ADC. The input power is filtered, varistor protected, and ap-
plied to a pulse-width modulator power supply. The power supply generates the internally required voltage
levels.
Rear connector straps provide aircraft strap code and source identifier discrete data. The microprocessor
reads the aircraft strap code to verify the aircraft type is correct:
• The Hawker 800XP aircraft strap code is the letters AI. This corresponds to AIRCRAFT STRAP CODE A
(P1-1) and AIRCRAFT STRAP CODE I (P1-9) are connected to STRAPPING GND (P1-17).
• The source destination identifier SDI-L (P1-18) is connected to STRAPPING GND for the number 1
ADC.
• The S/W LOAD ENABLE discrete is grounded when loading new software into the ADC.
These discrete inputs are diode isolated and input through a pull-up resistor to a buffer. The microprocessor
reads the buffer over the data bus D0-D15.
An external temperature sensor provides a variable 500-Ohm impedance level input to the ADC. The specific
sensor impedance varies with temperature. The temperature sensor inputs are applied to an IMPEDANCE
SENSE circuit that outputs a voltage corresponding to the temperature. This voltage is input to the VOLT-
AGE TO FREQUENCY CONVERTER. This circuit outputs a temperature frequency to the FPGA (Field
Programmable Gate Array).
The front assembly of the ADC contains the absolute (Ps) and the differential (Qc) air data sensors and sup-
porting circuitry. Two absolute sensors form an altitude sensor. Each of these absolute sensors receives air
from the onside static port.
A single differential sensor contains two independent sensors that together form an airspeed sensor. One-
half of the differential sensor receives air from the onside static port, and the other half receives air from the
onside pitot port. The supporting circuitry for both the absolute and the differential sensors is identical.
The two absolute sensors operate together to detect and load an altitude air data output to the FPGA. Each
sensor receives bias (bridge voltage/chop) from a control circuit. The sensor contains loops that return pres-
sure (P) and temperature (T) signals to the controller. These signals are received and processed to apply
variable duty cycle pulse-width outputs to a multiplexer at an 80-Hz rate. An 80-Hz multiplexer provides
calibration logic to both absolute sensors. Calibration control data is applied to the 80-Hz multiplexer that
functions as a calibration timer for both sensors. This circuit ensures that either sensor 1 or sensor 2 (never
both) is in calibration mode. Every 15 seconds, one sensor is put into calibration mode. During this calibra-
tion period, the other sensor applies valid pressure and temperature outputs. Then, the previously active
sensor is put into calibration mode, and the other one (previously being calibrated) becomes active. This en-
sures that the active sensor is always properly calibrated.
The differential sensor circuit is nearly identical to that described above. The two halves of the differential
sensor operate like individual absolute sensors. Inputs from the static and the pitot ports are used to provide
the airspeed sensor function. This circuit is controlled by and provides data to the FPGA.
The microprocessor operates a 16-bit bi-directional data bus. An address latch functions with a decoder cir-
cuit to generate the required address and chip enables. A data bus transceiver provides 2-way data flow be-
1 November 2000 4-119

tween the data bus and the input/output circuits. The data bus gathers the following information for use by
the processor: altitude sensor data, airspeed sensor data, temperature sensor data, EEPROM data, nonvola-
tile RAM data, discrete strap data, identification data, and ARINC I/O data. The EEPROMs contain aircraft
type/binary codes, temperature sensor coefficients, maximum VMO/MMO, and various other aircraft pecu-
liar configuration data. Nonvolatile RAM memory retains key data parameters between flights (power-
down).
The ADC handles all ARINC 429 interfaces using an ARIES ARINC chip. The ARIES circuit contains
ARINC 429 receivers/transmitters and RAM memory. The number 1 IAPS data concentrator sends selected
air-data reference-values on the L-GP-1 data bus. The data bus is input through an ARINC receiver to the
ARIES chip. This data is then read by the microprocessor through the 16-bit data bus. When the ARIES is
enabled to transmit, microprocessor generated data is applied to the ARIES, then serially transmitted to
four ARINC low-speed drivers:
• The L-ADC-1 data bus is output to the number 1 input/output concentrator in the IAPS and the number
1 AHC. This bus provides air data parameters for use by other systems. This bus provides TAS data to
the AHRS.
• The L-ADC-2 data bus is output to the number 1 PFD and number 1 MFD. This bus provides primary
air data to the number 1 EFIS displays.
• The L-ADC-3 data bus is output to the number 2 MFD and PFD. This bus provides primary air data to
the number 2 side EFIS displays.
• The fourth driver is used when loading new software into the ADC.
1 November 2000 4-120

Figure 4-5-1 (Sheet 2 of 2). ADS System Schematic (ADC 2)
1 November 2000 4-122

Refer to Figure 4-5-1, sheet 2. This sheet shows the circuits for the number 2 ADC-3000 Air Data Computer
(ADC).
Internal operation of the ADC is described on a previous page.
1 November 2000 4-123

Figure 4-6. AHS (Attitude Heading System) Overview
1 November 2000 4-126

4.3.5 AHS (Attitude Heading S ystem)
4.3.5.1 Overview
Refer to Figure 4-6. The Attitude Heading System (AHS) provides attitude gyro, directional gyro (compass),
and accelerometer functions. The AHS contains two attitude heading computers, two external compensation
units, and two flux detector units. The AHS is a dual system; the number 1 (pilot) side system is identical to
the number 2 (copilot) side system. Each LRU is described below:
• AHC-3000 Attitude Heading Computer, Number 1

• ECU-3000 External Compensation Unit, Number 1
• FDU-3000 Flux Detector Unit, Number 1
• AHC-3000 Attitude Heading Computer, Number 2
• ECU-3000 External Compensation Unit Number 2
• FDU-3000 Flux Detector Unit, Number 2
The number 1 AHC-3000 Attitude Heading Computer (AHC) provides pitch, roll, and stabilized magnetic
heading data for display, and for use by the flight control and (optional) TCAS systems. The AHC also gen-
erates 3-axis body rate and linear acceleration outputs for use by the Flight Guidance Computer. A battery
provides backup power to sustain the AHC through short power outages.
The AHC receives digital true airspeed (TAS) from the selected air data system, magnetic flux sensor input
from the onside FDU-3000, compass compensation from the onside ECU-3000, fast slave logic from remote
switch, and ground/air logic from the aircraft strut switch. The attitude heading computer applies data bus
outputs to the optional TCAS transmitter-receiver and the number 1 side IAPS data concentrator, Flight
Guidance Computer, and EFIS displays.
The number 1 ECU-3000 External Compensation Unit (ECU) is remotely mounted. The ECU contains
EEPROMs that store compensation data for hard iron errors and flux detector misalignment. The compensa-
tion data is obtained through an automatic compass swing procedure.
The number 1 FDU-3000 Flux Detector Unit (FDU) senses the horizontal component of the earth’s magnetic
field. The number 1 AHC uses the FDU flux-sense outputs to compute the aircraft magnetic heading angle.
The number 2 (copilot) AHS operates the same as the number 1 AHS described above. The number 2 AHC-
3000 Attitude Heading Computer (AHC) applies data bus outputs to the number 2 IAPS data concentrator,
the number 2 flight guidance computer, and to the EFIS displays.
EEPROMs that store compensation data for hard iron errors and flux detector misalignment. The compensa-
tion data is obtained through an automatic compass swing procedure.
The number 2 FDU-3000 Flux Detector Unit (FDU) senses the horizontal component of the earth’s magnetic
field. The number 2 AHC uses the FDU flux-sense outputs to compute the aircraft magnetic heading angle.
The remote AHRS reversion switch toggles a discrete input to the EFIS displays. These units then
use/display attitude and heading data from the selected AHC computer.
1 November 2000 4-127

Figure 4-6-1 (Sheet 1 of 2). AHS System Schematic (AHC/FDU/ECU 1)
1 November 2000 4-128

Refer to Figure 4-6-1, sheet 1. This sheet shows the heading, compensation, and ARINC 429 I/O interface
circuits of the number 1 AHC-3000 Attitude Heading Computer (AHC). It also shows the number 1 ECU-
3000 External Compensation Unit (ECU) and the number 1 FDU-3000 Flux Detector Unit.
The PE +28 V dc aircraft supply provides primary power the number 1 AHC. The number 1 +28-V dc aircraft
supply provides backup power to the number 1 AHC. The power supply circuits use switching and linear
regulators to generate internally required voltage levels. The battery backup circuit will switch on and
power the AHC for up to 11 minutes should the primary +28 V dc input power level drop below a preset
limit. Note that the AHC will not initialize on battery backup power alone. The power supply also contains a
power monitor circuit. This circuit causes the data bus outputs to indicate “invalid” data should any of the
various power supply outputs exceed preset limits.
Discrete I/O data is input to the I/O FPGA. This discrete data consists of box orientation logic, source identi-
fication logic, and strut switch logic. Each of these inputs is tied to a pull-up resistor and diode isolated:
• Box orientation straps are installed as shown, since the number 1 AHC is mounted with its front facing
to the right; these straps define sensor axes to the processor.
• The source destination identifier SOURCE IDENT (LSB) is connected to a SOURCE IDENT COMMON
for the number 1 AHC.
• The L-MAIN GEAR WEIGHT ON WHEELS discrete input from the strut switch is grounded when the
airplane is on the ground, and open when the airplane is airborne.
• The AUTO LEVEL SELECT discrete function is not implemented at this time.
• The COMPENSATION MODE SELECT discrete is grounded during an airplane compass swing to en-
able the compensation data to be stored in the ECU.
• The S/W LOAD ENABLE discrete is grounded when loading new software into the AHC.
DG FREE/NORM (fast slave) switch logic and SLEW switch logic inputs are applied to the I/O FPGA. A re-
mote DG FREE/NORM switch applies +28 V dc to select DG FREE gyro mode or an open to select SLAVE
mode on the DG MODE SELECT input. In DG FREE mode, the AHC does not use input from the FDU. In
NORM (slave) mode, heading computations in the AHC are slaved to the magnetic heading sensed by the
FDU. When switching from DG FREE to NORM (slave), the AHC fast-slaves to the magnetic heading sensed
by the FDU. A remote SLEW L/R switch applies +28 V dc to slew the heading computations and the heading
displayed on the compass rose toward the selected direction. These inputs are all input to the I/O FPGA.
The inertial measurement unit (IMU) uses a quartz based inertial sensor technology to measure the airplane
movement. The IMU provides 3-axis body angular rates (body pitch rate, body roll rate, and body yaw rate),
3-axis Euler angular rates (Euler pitch rate, Euler roll rate, and Euler yaw rate), 3-axis body accelerations
(longitudinal acceleration, lateral acceleration, and normal acceleration), and 3-axis level acceleration
(along-heading acceleration, cross-heading acceleration, and vertical acceleration). The IMU outputs the an-
gular rates and accelerations to the A/D converter. The A/D converter outputs the digitized data to the I/O
FPGA.
The microprocessor controls AHC operation using a 16-bit bi-directional data bus. This data bus gathers the
following information for use by the processor: nonvolatile RAM data, EPROM memory data, and discrete
data. Note that this bus also gathers sensor attitude data, heading, and compensation data from the I/O
FPGA. A memory decoder circuit allows the microprocessor to apply chip select enables to various devices in
the AHC.
The nonvolatile RAM retains key AHS parameters during a power loss. EEPROM memory contains executa-
ble routines and control algorithms required by the processor to perform the AHC function. Sensor attitude
data provides pitch rate, roll rate, yaw rate, and 3-axis acceleration information to the processor. The dis-
crete data input provides selectable options and configuration information to the processor.
1 November 2000 4-129

The ARINC 429 I/O interface consists of the ARINC receivers, the ARIES ARINC 429 UNLOADER, and the
ARINC high-speed transmitters.
The number 1 ADC inputs an L-ADC-1 data bus through an ARINC receiver to the ARIES ARINC 429 UN-
LOADER. This air data bus contains TAS information that is used to compensate for false alignment errors
that can occur during maneuvers. This data is read by the processor on the data bus. The other receiver port
is used for S/W LOAD IN, is not connected.
Microprocessor generated output data is applied to the ARIES chip. This data contains processed pitch/roll
attitude, heading, body rate, and linear acceleration parameters. The ARIES chip outputs this serial data to
four ARINC 429 high-speed drivers:
• The L-AHC-1 data bus is output to the number 1 IOC and FGC (in the IAPS), and to the optional TCAS
TTR.
• The L-AHC-2 output bus is output to the number 1 PFD and number 1 MFD.
• The L-AHC-3 output bus is output to the number 2 PFD and number 2 MFD.
• The fourth transmitter is used when loading new software into the ADC.
EEPROMs that store compensation data for hard iron errors (single cycle compensation) and flux detector
misalignment (index compensation). The compensation data is obtained through an automatic compass
swing procedure. Sine compensation cancels north/south “hard iron” error. Cosine compensation cancels
east/west “hard iron” error. Index compensation cancels FDU misalignment (heading) error. The AHC sup-
plies the ECU +12 V DC PWR input that powers the ECU. The I/O FPGA writes the compensation data to
the ECU EEPROMs during a compass swing, and reads the compensation data from the EEPROMs when
the AHC is powered up.
The FDU is a 2-axis sensor that measures the horizontal component of the earth’s magnetic field and gener-
ates outputs that are used to detect the sine and the cosine of the aircraft magnetic heading angle. The FDU
consists of two orthogonally positioned coils, each suspended in the horizontal plane. Each coil contains a
primary (excitation) and a secondary (sensing) winding.
The primary winding of each coil is excited by a 400-Hz signal generated in the AHC. These SIN EXC and
COS EXC excitation signals are 400-Hz triangle waves. The FDU secondary coil windings return SIN SIG
and COS SIG signals to the AHC. The duty cycle of these FDU output signals is maintained at 50% by ad-
justing the dc current flow through each coil to cancel the effect of the earth’s magnetic field. A flux detector
electronics circuit and two summing circuits control this loop. The two dc current values are proportional to
the sine and cosine of the aircraft magnetic heading angle. The analog mux outputs the corresponding DC
SIN HDG and DC COS HDG voltages to the heading multiplexer and flux detector. The flux detector out-
puts the DC SIN HDG and DC COS HDG voltages through the A/D converter to the I/O FPGA.
1 November 2000 4-130

Figure 4-6-1 (Sheet 2 of 2). AHS System Schematic (AHC/FDU/ECU 2)
1 November 2000 4-132

Refer to Figure 4-6-1, sheet 2. This sheet shows the heading, compensation, initialization, and ARINC 429
I/O interface circuits of the number 2 AHC-3000 Attitude Heading Computer (AHC). It also shows the num-
ber 2 ECU-3000 External Compensation Unit (ECU) and the number 2 FDU-3000 Flux Detector Unit
(FDU).
Internal operation of the AHC, ECU, and FDU are described on a previous page.
1 November 2000 4-133

Figure 4-7. FGS (Flight Guidance System) Overview
1 November 2000 4-136

4.3.6 FGS (Flight Guidance S ystem)

4.3.6.1 Overview
Refer to Figure 4-7. The Flight Guidance System (FGS) provides 3-axis autopilot/yaw damper, dual flight di-
rector, and automatic pitch trim functions. The FGS contains two flight guidance computers and three primary
servos. The flight guidance panel provides the AP/YD and flight guidance control functions. The FGS is a dual
system; the number 1 (pilot side) system is identical to the number 2 (copilot) system. The two systems operate
together to drive the servos and the pitch trim system. Each LRU is described below:
• FGC-3000 Flight Guidance Computer, Number 1
• FGC-3000 Flight Guidance Computer, Number 2
• FGP-3000 Flight Guidance Panel
• SVO-3000 Primary Servo, Aileron
• SVO-3000 Primary Servo, Elevator
• SVO-3000 Primary Servo, Rudder
• 334-D6A Trim Servo (Pitch)
The number 1 FGC-3000 Flight Guidance Computer (FGC) is in the IAPS card cage. Computation circuits
receive discrete control data from cockpit switches, attitude and heading data from the number 1 AHC, con-
centrator data from the IOCs, cross-talk data from the number 2 FGC, and flight director mode se-
lect/engage data from the FGP.
The FGC applies processed L-FGC-1 serial output through the IOCs to the large displays. Flight director
command and autopilot mode/status indications are applied through the IOCs to the large displays.
The FGC also supplies monitor interlock, pitch trim fail logic, and mode acknowledge data to the FGP.
Cross-talk data is supplied to the number 2 FGC. Servo-amplifier circuits in each FGC apply motor drive to
one side of each SVO servo, and process rate feedback from each servo.
The number 2 FGC-3000 Flight Guidance Computer (FGC) operates as described above for the number 1
computer, except that it functions with number 2 side units.
The FGP-3000 Flight Guidance Panel (FGP) contains the lateral and vertical mode select switches, the
VS/pitch wheel, AP switches, FD switches, and various control knobs. The pilot and copilot use the FGP con-
trols to input autopilot and yaw damper engage commands and flight director modes to the system. The FGP
provides AP/YD engage logic to the FGCs and clutch (engage) power to the servos.
The aileron SVO-3000 Primary Servo physically positions the aircraft control surfaces in the roll axis. Dif-
ferential motor drive is applied from each FGC computer. A rate feedback analog is applied to computation
circuits in both computers. Clutch (engage) power is supplied by the FGP.
The elevator SVO-3000 Primary Servo physically positions the aircraft control surfaces in the pitch axis.
Clutch (engage) power is supplied by the FGP. Operation is as described above.
The rudder SVO-3000 Primary Servo physically positions the aircraft control surfaces in the yaw axis.
Clutch (engage) power is supplied by the FGP. Operation is as described above.
Both FGC computers provide arm and command logic to the 334-D6A Trim Servo. The pitch trim arm and
command outputs cause the trim system to automatically run and null the aerodynamic forces that the pri-
mary servo is required to hold. As pitch trim runs, rate feedback is generated and applied to monitor circuits
in both computers.
1 November 2000 4-137

Figure 4-7-1 (Sheet 1 of 8). FGS System Schematic (FGP)
15 November 2002 4-138


Refer to Figure 4-7-1, sheet 1. This sheet shows the FGP-3000 Flight Guidance Panel (FGP). It also shows
the GO AROUND, AP DISC, and SYNC switches.
The FCP contains the lateral and vertical mode select switches, VS/pitch wheel, autopilot/yaw damper
switches, FD switches, and various control knobs. Each knob has a push switch in the center.
The FGS-A and FGS-B +28-V dc power inputs are filtered and varistor protected. FGS-A power is input
through interlocking relays to provide elevator clutch power and the SW +28-V DC A output. FGS-B power
is input through interlocking relays to provide aileron clutch power and the SW +28-V DC B output.
The SW +28-V DC A is output to the remote AP DISC switches on both sides. The AP DISC switch is nor-
mally closed. When AP DISC is selected on either side, an open AP DISC SW A discrete is applied to the
FCP channel A voter circuit. The SW +28-V DC B is output to the remote AP DISC switches on both sides.
The AP DISC switch is normally closed. When AP DISC is selected on either side, an open AP DISC SW B
discrete is applied to the FCP channel B voter circuit.
The GO AROUND switch is normally open. When GO AROUND is selected, a GO AROUND SW A and GO
AROUND SW B discrete ground is applied to the FCP channel A and channel B voter circuits.
The SYNC switch is normally open. When SYNC is selected on the pilot side, a ground SYNC SW A discrete
is applied to the FGP. When SYNC is selected on the copilot side, a ground SYNC SW B discrete is applied to
the FGP.
The channel A voter circuit consists of six amplifiers, an AND gate, relay K6, and a latch. The amplifiers re-
ceive inputs from the AP DISC SW A (disengage open/engage +28-V dc) switch, GO AROUND SW A
(ground/open) switch, STBY TRIM DISENGAGE A (+28 V dc/open), MAN TRIM DISENGAGE A
(ground/open), SHAKER AP DISENGAGE A (+28 V dc/open), and AUX AP DISENGAGE A (ground/open).
The amplifier outputs are applied to the AND gate and a latch. If all the inputs are valid, the AND gate out-
puts a logic 1 and the AP ENGAGE CONTROL A transistor conducts. Relay K6 is powered by a +28-V dc AP
ENGAGE ENABLE A discrete from the FCC monitor circuit. When the transistor conducts, relay K6 is en-
ergized and the channel A interlock contacts close. The latch applies switch, disengage, and AP MON FDBK
A data onto the number 1 side INPUT DATA BUS A to the UART.
The channel B voter circuit operates as described above for channel A, except that it functions with the
number 2 FCC and controls interlock relay K7.
1 November 2000 4-139

When the interlock relays are closed, the autopilot is ready to be engaged. The following conditions must all
occur for the autopilot to remain engaged:
P1-M = +28-V dc FGS-A Number 1 aircraft power present

P2-M = +28-V dc FGS-B Number 2 aircraft power present
P1-a = +28-V dc Valid AP ENGAGE ENABLE A logic from number 1 side FGC
P2-a = +28-V dc Valid AP ENGAGE ENABLE B logic from number 2 side FGC
P1-HH = +28-V dc Valid YD ENGAGE ENABLE A logic from number 1 side FGC
P2-HH = +28-V dc Valid YD ENGAGE ENABLE B logic from number 2 side FGC
K7: P2-AA = +28-V dc Neither AP DISC switch pushed (both B sections)
P2-GG = open GO AROUND switch not pushed
P2-BB = open Valid STBY TRIM DISENGAGE B logic from trim system
P2-DD = open Valid MAN TRIM DISENGAGE B logic from trim system
P2-EE = open Valid SHAKER AP DISENGAGE B logic from stick shaker system
P2-FF = open Valid AUX AP DISENGAGE B logic (+28 V pull-up inside FGP) (not connected)
K6: P1-AA = +28-V dc Neither AP DISC switch pushed (both A sections)
P1-GG = open GO AROUND switch not pushed
P1-BB = open Valid STBY TRIM DISENGAGE B logic from trim system
P1-DD = open Valid MAN TRIM DISENGAGE B logic from trim system
P1-EE = open Valid SHAKER AP DISENGAGE B logic from stick shaker system
P1-FF = open Valid AUX AP DISENGAGE B logic (+28 V pull-up inside FGP) (not connected)
Pushing the momentary contact AP ENG button grounds the bases of the channel A and B pnp transistors
and causes them to conduct. The channel A transistor outputs +28 V dc to the OR gate on one side of relay
K5 and the AP BUTTON A signal to the yaw damper engage circuit (sheet 2). The channel B transistor out-
puts +28 V dc to an OR gate and the AP BUTTON B signal to the yaw damper engage circuit (sheet 2). The
OR gate outputs +28 V dc to a NPN transistor connected to the other side of relay K5. The NPN transistor
conducts and closes relay K5. The relay closes, connecting FGS-A +28-V dc to the elevator servo clutch and
the elevator engage discrete to number 1 and 2 DCU. The relay also connects the FGS-B +28-V dc to the ai-
leron servo clutch. The elevator and aileron clutch power feedback through the OR gates holds relay K5
closed.
AP ENG A and AP ENG B are applied through the latches/UARTS to the number 1 and 2 FGCs. ELEVA-
TOR ENGAGE clutch power is output to the elevator servo. AILERON ENGAGE clutch power is output to
the aileron servo. Pushing the AP ENG button also engages the yaw damper if not already engaged. A sec-
ond push of the AP ENG button disengages the elevator and aileron clutch power.
The YD/AP DISC switch bar is located on the FGP front panel. Pushing the disconnect switch bar down
opens the clutch power circuits, disengages the servos, and grounds the BAR UP A and BAR UP B inputs to
the latches. The YD/AP DISC switch bar must be returned to the up position before the autopilot or yaw
damper can be engaged.
1 November 2000 4-140

1 November 2000 4-142

Refer to Figure 4-7-1, sheet 2. This sheet shows the yaw damper engage circuits of the FGP-3000 Flight
Guidance Panel (FGP).
The yaw damper engage circuit does not have any external disengage inputs. The AND gate voter circuit
outputs YD ENGAGE CONTROL A and YD CONTROL ENGAGE B are a logic 1. The YD ENGAGE CON-
TROL A and YD ENGAGE CONTROL B transistors ground one side of relays K2 and K1. Relay K2 is pow-
ered by a +28-V dc YD ENGAGE ENABLE A discrete from the FCC monitor circuit. Relay K1 is powered by
a +28-V dc YD ENGAGE ENABLE B discrete from the FCC monitor circuit. When the transistors conduct,
relay K1 and K2 energize, and the interlock contacts close. The yaw damper is now ready to be engaged.
The latch applies YD ENG A and YD MON FDBK A data onto the number 1 side INPUT DATA BUS A to a
UART. The other latch applies YD ENG B and YD MON FDBK B data onto the number 2 side INPUT DATA
BUS B to a UART.
Pushing the momentary contact YD ENG button grounds the bases of the channel A and B PNP transistors,
causing them to conduct. The channel A transistor outputs +28 V dc to the OR gate on one side of relay K3.
The channel B transistor outputs +28 V dc to an OR gate. The OR gate outputs +28 V dc to a NPN transistor
connected to the other side of relay K3. The NPN transistor conducts and closes relay K3. The relay closes,
connecting +28-V DC A to the rudder servo clutch. The +28-V DC B output is not used in this installation.
The +28-V DC A and +28-V DC B supply power feedback through the OR gates to hold relay K3 closed.
YD ENG A and YD ENG B are applied through the latches/UARTS to the number 1 and 2 FGCs. RUDDER
ENGAGE clutch power is output to the rudder servo. A second push of the YD ENG button disengages the
rudder clutch power, and if engaged, the autopilot elevator and aileron clutch power.
The YD/AP DISC switch bar is located on the FGP front panel. Pushing the disconnect switch bar down
opens the clutch power circuits, disengages the servos, and grounds the BAR UP A and BAR UP B inputs
(sheet 1) to the latches. The YD/AP DISC switch bar must be returned to the up position before the autopilot
or yaw damper can be engaged.
The rudder boost function is not connected in this installation. Relay K4 and its associated circuits output
+28 V dc to engage the rudder servo when rudder boost is selected.
1 November 2000 4-143

1 November 2000 4-144

Refer to Figure 4-7-1, sheet 3. This sheet shows the FGP-3000 Flight Guidance Panel (FGP) data bus inter-
face with the FGCs, the front panel knobs, and the switches.
The FGP receives a RS-422 serial digital bus from the number 1 FGC. The L-FGC 2 bus is input through a
receiver to the UART. The UART controls the I/O functions in the FGP. A control circuit provides required
chip enables and UART timing. The UART receives 8-bit parallel number 1 side input data from the front
panel pushbutton latches, VS/pitch wheel direction decoder/counter, and voter circuit buffer. The UART pro-
cesses the received RS-422 data and outputs 8-bit parallel data to a latch decoder. The UART transmits a
RS-422 bus to the number 1 FGC. The FGP-1 bus contains data from the front panel pushbuttons, VS/pitch
wheel direction decoder/counter, AP monitor feedback A, AP clutch feedback A, disengage inputs, and re-
mote switch data.
The channel B UART I/O circuit operates as described above for channel A, except that it functions with the
number 2 FCC. The FGP receives the R-FGC-2 bus, and outputs the FGP-2 bus back to the number 2 FGC.
Mode select discrete logic from the FGP pushbuttons is input through a latch circuit to the UART. When a
FGP button is pushed, a ground logic 0 is applied to the corresponding latch input. This pushbutton activity
is latched, read by the UART, and transmitted on the FGP-1 and FGP-2 buses to both FGCs.
The pitch knob is a wheel assembly that is tied mechanically to a rotary switch. The pitch wheel is turned to
command an attitude change in the pitch axis. The amount of pitch command is proportional to the amount
of knob displacement. A direction decoder/counter reads the switch movement and outputs the data to the
UART.
The CRS1 knob is used to select the pilot’s course. The CRS1 knob is connected to a rotary 3-state logic gen-
erator. The logic generator output is read by the number 1 DCP to determine the direction and speed of the
knob. Pushing the DIRECT TO switch on the CRS1 knob applies a ground to the number 1 DCP. The DI-
RECT TO switch causes the course arrow to turn until station deviation is zero. The CRS2 knob operates in
the same manner, except that it is connected to the number 2 DCP.
The HDG knob is connected to dual 3-state logic generators and the PUSH SYNC switch has dual switches.
The outputs from the HDG knob are applied to the number 1 and 2 DCPs. The logic generator output is read
by the DCP to determine the direction and speed of the knob. Pushing the SYNC switch on the HDG knob
applies a ground to the DCP. The SYNC switch causes the heading bug to position under the lubber line.
The SPEED knob and IAS/MACH switch operates as described above for the HDG knob, except that it func-
tions with the number 1 and 2 DCPs.
The ALT knob and PUSH CANCEL switch operates as described above for the HDG knob, except that it
functions with the number 1 and 2 DCPs.
The IAPS number 1 PWR supplies isolated +5-V dc power to the channel A side of the FCP. The IAPS num-
ber 2 PWR supplies isolated +5-V dc power to the channel B side of the FCP.
The FGP panel lights are directly dimmed by the +5-V DC LTG BUS aircraft lighting bus.
1 November 2000 4-145

Figure 4-7-1 (Sheet 4 of 8). FGS System Schematic (FGC 1)
15 November 2002 4-146

Refer to Figure 4-7-1, sheet 4. This sheet shows the I/O processor circuits of the number 1 FGC-3000 Flight
Guidance Computer (FGC). Sheet 5 shows the servo amplifier and the main processor circuits. Sheet 8
shows additional monitors and the pitch trim circuits.
Note that the FGC is inside the IAPS card cage. ICC pin numbers are shown on this figure whenever a func-
tion can be accessed on an external connector.
The 8-bit I/O processor controls the RS-422, ARINC 429, analog, and discrete data interfaces. This processor
also reads configuration PROM data, computes pitch trim relay/annunciator control, and generates servo
cutout and the 65 AP/YD monitor logic discretes. The I/O processor shares information with the main proc-
essor through addressable DMA RAM and fast data link circuits.
The I/O processor reset pin is controlled by power valid logic from the 1A PWR module; the processor auto-
matically reinitializes if the FGC input power (+28/+5/±12-V dc from 1A PWR) varies from preset tolerances.
RS-422 input and output data is handled by a dual ACIA. The channel A section of the FGP supplies pilot
control/mode request data to the FGC on the FGP-1 data bus. This input is applied through a receiver to the
number 1 ACIA receive port. The number 2 FGC supplies cross-side data on the R-FGC-3 data bus. This in-
put is applied through a receiver to the ACIA receive port number 2. The RS-422 received data is read from
the I/O data bus by the processor.
When the ACIA transmit mode is enabled, microprocessor generated data is read from the I/O data bus and
formatted for serial transmission. The ACIA applies pilot mode acknowledge data from its transmit port num-
ber 1. This serial output is applied through a transmitter as the L-FGC-2 data bus output to the channel A sec-
tion of the FGP. The ACIA outputs cross-side data from its transmit port number 2. This serial output is out-
put through a transmitter as the L-FGC-3 data bus output to the number 2 FGC.
ARINC 429 high-speed data is received from the AHS system and from the number 1 IOC data concentrator.
The L-AHC-1 bus supplies aircraft attitude and heading information to the microprocessor through a re-
ceiver/label remapper (decoder) circuit. The L-IOC-3 bus supplies ADS and FMS parameters from the num-
ber 1 IAPS concentrator.
The FGC generates an ARINC 429 high-speed data bus output to the number 1 side IOC data concentrator.
Computed output data is read from the I/O data bus, converted to serial format, and applied through a
transmitter to the IOCs. This L-FGC-1 output bus contains flight director mode and steering information
(mapped to the EFIS large displays).
Discrete/analog input data is multiplexed to the I/O processor. This data consists of configuration and option
status from the IAPS strapping plug and several external (non-IAPS) inputs. The strapping data is read by
the I/O processor through a dedicated multiplexer. The external inputs consist of discrete logic lines and 2-
wire analog signals. These inputs are level converted and read by the processor through a multiplexer net-
work.
The following input data is read through the multiplexer network:
• AP MON and YD MON (interlock) logic to the FGP (sheet 8). This logic disengages the autopilot if inter-
nal monitors detect a failure.
• TRIM FB logic from the pitch trim driver circuit (sheet 8). This input allows the processor to monitor the
trim arm and trim command outputs.
• SVO MON FB logic from the servo monitor circuit (sheet 8). This monitor becomes invalid if a failure is
detected by the servo-amplifier circuits, the I/O processor, or the main processor.
• SVO CMD A analog from the d/a converter (sheet 5). This input allows the processor to monitor the three
number 1 (channel A) computed servo-command signals.
• SVO ERROR A analog from the summing amplifiers (sheet 5). This input allows the processor to monitor
the three channel A servo-correction signals.
• SVO MOTOR B analog from the cross-side servo amplifiers (sheet 5). This input allows the processor to
monitor the three servo-drive signals from the other FGC.
1 November 2000 4-147

• PITCH TRIM RATE analog from the pitch trim system (sheet 8). This input allows the processor to
monitor the trim servo-motor speed and direction of rotation.
• MANUAL PITCH TRIM UP/MANUAL PITCH TRIM DOWN logic from the pilot trim switch. This input
is +28-V dc while manual pitch command is applied to the autopilot. Move (but do not push) the pilot
trim button to apply manual pitch command. Note that this function is provided by the APP pitch wheel
in a traditional system.
• L TRIM H/L analog from the number 1 DCU. The DCU receives the L TRIM SYNCHRO X/Y/Z signal
from the left trim synchro, converts it to L TRIM H/L analog, and outputs the L TRIM H/L analog as in-
dicated.
• AILERON SURFACE POSITION analog input (reserved). This input allows the processor to monitor the
aileron surface position.
• ELEVATOR SURFACE POSITION analog input (reserved). This input allows the processor to monitor
the elevator surface position.
1 November 2000 4-148

Figure 4-7-1 (Sheet 5 of 8). FGS System Schematic (FGC 1/SVOs)
15 November 2002 4-150

Refer to Figure 4-7-1, sheet 5. This sheet shows the main processor and servo-amplifier circuits of the num-
ber 1 FGC-3000 Flight Guidance Computer (FGC). It also shows the three SVO-3000 Primary Servos
(SVOs).
The 16-bit main processor performs the FGC computation functions and generates the channel A elevator,
aileron, and rudder servo commands. This processor also reads configuration PROM data, computes pitch
trim control, and generates the 86 AP/YD monitor logic discretes. The main processor shares information
with the I/O processor through addressable DMA RAM and fast data link circuits.
Computed digital servo commands are converted to analog signals, RC filtered, and applied to the three
servo-amplifier circuits. Command is removed by the I/O processor during cutout conditions. The enabled
servo amplifier processes this command and applies drive to one of the servo-motor terminals. The B channel
of the servo amplifier (number 2 FGC) operates the same way, but generates a servo-motor command that is
equal in value, but opposite in polarity, to the channel A command. The voltage differential at the two motor
terminals is causes the motor to run.
The analog elevator servo command is applied to an inverting input of the summing amplifier. The SVO
RATE A analog feedback from the rate generator in the elevator servo is applied to a noninverting input of
the summing amplifier. This SVO RATE A analog is integrated to derive a servo-position reference, which is
applied to an inverting input of the summing amplifier. The result of this summing operation represents the
channel A servo-error correction required to properly position the elevator servo. When the servo moves the
aircraft elevators to the angular position specified by the computed servo command, the summing amplifier
zeros, and the servo nulls. The SVO ERROR A voltage is applied to the servo monitor and to midvalue voter
circuits in both FGC computers.
The midvalue voter circuit compares the SVO ERROR A voltage, the SVO ERROR B voltage (from the other
FGC), and ground. The voter passes the middle voltage level to the torque limiter. The voter is a safety de-
vice that prevents faults from causing servo rotation.
The torque limiter functions with the torque rate limiter to generate and apply programmed torque com-
mand voltage to the power amplifier. The torque limiter limits the peak command voltage; the torque rate
limiter integrates the voltage input to cause it to build at a precisely controlled rate. The resulting pro-
grammed torque command voltage is power amplified and applied as the ELEV SVO MOTOR A voltage to
pin P1-A of the elevator servo. The ELEV SVO MOTOR A voltage also is applied to the servo monitor and to
the cross-channel FGC.
The power amplifier converts the torque command voltage input to a current output to drive the servo motor.
When no input is applied to the amplifier, the output is biased at approximately +14-V dc (half the +28-V dc
bus voltage). Since both motor terminals are at +14-V dc, there is no motor current. When a nonzero torque
command voltage is applied, the power amplifier converts this voltage to a specific servo-motor drive current.
Because the B channel servo command is of the opposite polarity, one power amplifier sources current, and
the other sinks current. The resulting current flow causes the motor to run in the corresponding direction
until the servo-rate feedback equals the computed servo command (plus position), and the amplifier nulls.
The elevator SVO and SMT servo mount function as a precise drive mechanism to control the displacement
of the aircraft primary elevator control surfaces. The SVO consists of a permanent magnet dc motor, a dual
rate generator, an electromechanical engage clutch, and a precision multistage gear train. The servo mount
consists of an override safety slip clutch and a capstan that connects the servo to the aircraft control surface.
Servo-motor drive is applied from both channels of the servo amplifier as previously described. Channel A
motor drive is provided by the number 1 FGC, and channel B motor drive is provided by the number 2 FGC.
The voltage differential across the motor leads causes current to flow, which turns the servo motor.
When the motor runs, the dual rate generator also runs a corresponding amount. This generator provides
two individual feedback outputs to the FGC servo-amplifier circuits. The ELEV SVO RATE A output is ap-
plied to a summing amplifier in the number 1 FGC; the ELEV SVO RATE B output is applied to a summing
amplifier in the number 2 FGC.
1 November 2000 4-151

When the autopilot is engaged, +28-V dc engage clutch power is applied from the FGP to energize the SVO
clutch coil. When this coil is energized, the clutch couples the motor torque through the precision gear train
to turn the capstan. The capstan mechanically moves the linkage connected to the aircraft control surface.
The aileron and the rudder servo-amplifier circuits are identical to those described for the elevator amplifier.
The main microprocessor generates aileron and rudder servo commands and applies them to the proper
summing amplifier. These circuits apply channel A motor drive to the aileron and the rudder servos, respec-
tively.
The aileron SVO and its associated SMT mount control the displacement of the aircraft primary aileron con-
trol surfaces. Engage clutch power is applied from the FGP.
The rudder SVO and its associated SMT mount control the displacement of the aircraft primary rudder con-
trol surfaces. Engage clutch power is applied from the FGP (YD engaged).
1 November 2000 4-152

15 November 2002 4-154

Refer to Figure 4-7-1, sheet 6. This sheet shows the I/O processor circuits of the number 2 FGC-3000 Flight
Guidance Computer (FGC). Sheet 7 shows the servo amplifier and the main processor circuits. Sheet 8
shows additional monitors and the pitch trim circuits.
Note
The FGC is inside the IAPS card cage. ICC-3000 IAPS Card Cage pin numbers are shown on this
figure whenever a function can be accessed on an external connector.
Internal operation of the FGC is described on a previous page.
1 November 2000 4-155

1 November 2000 4-156

Refer to Figure 4-7-1, sheet 7. This sheet shows the main processor and servo-amplifier circuits of the num-
ber 2 FGC-3000 Flight Guidance Computer (FGC).
Internal operation of the FGC is described on a previous page.
1 November 2000 4-157

Figure 4-7-1 (Sheet 8 of 8). FGS System Schematic (FGCs)
15 November 2002 4-158

Refer to Figure 4-7-1, sheet 8. This sheet shows the servo-monitor, interlock monitor, and pitch trim circuits
for both FGC-3000 Flight Guidance Computers (FGCs).
Each FGC contains a servo-monitor circuit that checks the validity of various functions in the servo-
amplifier circuits. The elevator SVO ERROR A and SVO ERROR B voltages are compared, to check that
they are approximately equal to each other, and have opposite polarity. The elevator SVO MOTOR A and
SVO MOTOR B voltages are added together and compared with the elevator servo power level; this compari-
son checks that the two motor voltages vary from the null level (+14-V dc) by an equal and opposite amount
(i.e., +15-V dc and +13-V dc). If the error check and the torque (motor) check are both within acceptable tol-
erances, the elevator SVO MON FB logic is valid. This discrete is read by the I/O processor through a multi-
plexer (sheets 4 and 6). Identical monitor checks are performed on the aileron and the rudder servo voltages.
The FGC interlock monitor circuit performs combinational logic checks to generate the interlock discretes
that enable the FGP engage circuits. These monitors consist of the three SVO MON FB servo monitors (de-
scribed above) and four internal processor monitors. The elevator SVO MON FB, aileron SVO MON FB, 65
AP MON (I/O processor autopilot monitor), and 86 AP MON (main processor autopilot monitor) conditions
must all be valid to apply a valid +28-V dc AP ENGAGE ENABLE output to the AP engage circuit in the
flight control panel. The rudder SVO MON FB, 65 YD MON (I/O processor yaw damper monitor), and 86 YD
MON (main processor yaw damper monitor) conditions must all be valid to apply a valid +28-V dc YD EN-
GAGE ENABLE output to the YD engage circuit in the flight guidance panel. These interlocks are also read
by the I/O processor through a multiplexer (sheet 4/6).
Both FGC computers function together to apply pitch trim control to the (non-Collins) pitch trim system.
Each FGC contains two decoding latches, a trim relay, trim arm circuits, and trim command circuits.
The number 1 FGC generates channel A pitch trim control. A latch circuit decodes TRIM ACTUATOR SYNC
logic and (internal) trim relay enable logic from the D0-D7 I/O processor bus. The trim actuator sync logic
switches a transistor to apply a TRIM ACTUATOR SYNC ground output to the pitch trim system. Decoded
(internal) trim relay enable logic energizes a 2-pole trim relay. When energized, this relay passes the P4-N
TRIM RELAY PWR A voltage to the FGC trim arm/command circuits, and passes the P2-66 AP TRIM ENG
(+28 V dc) to the pitch trim system. This part of the relay is an interlock between the FGC trim channels
that ensures that trim-up command and trim-down command cannot be applied at the same time.
A second latch in the number 1 FGC decodes trim arm enable and trim command enable logic from the D0-
D15 main processor bus. The decoded trim arm enable activates the trim arm circuit. TRIM RELAY PWR A
from the energized (internal) trim relay is applied as the TRIM ARM (UP) A output to energize the external
pitch trim system.
The decoded trim command enable activates the trim command circuit. TRIM RELAY PWR A from the en-
ergized (internal) trim relay is chopped at a 1-Hz rate. The resulting variable duty cycle (ground/open
pulses) TRIM CMD GND (DN) A signal is output to the pitch trim system.
The number 2 FGC provides channel B pitch trim control. This circuit generates the pitch TRIM ACTUA-
TOR SYNC output, TRIM ARM (DN) B output, and TRIM CMD GND (UP) B output. Operation is as de-
scribed above for the channel A circuits. Note that the trim arm and command outputs are monitored by the
I/O processor through a multiplexer (sheets 4 and 6).
1 November 2000 4-159

Figure 4-8. FMS (Flight Management System) Overview
1 November 2000 4-162

4.3.7 FMS (Flight Managemen t System)
4.3.7.1 Overview
Refer to Figure 4-8. The Flight Management System (FMS) provides cockpit management and flight man-
agement functions. Cockpit management functions include NAV sensor control, radio tuning, and multifunc-
tion function display (MFD) control menus. Flight management functions include lateral flight plan point-to-
point navigation (using multiple NAV sensors), vertical navigation (VNAV), flight parameter computations,
and lateral/vertical steering command outputs to the flight control system.
The FMS system contains a data base unit, two control display units, and two flight management comput-
ers. for an overview of the FMS system. Each unit is described below:
• DBU-4100 Data Base Unit

• CDU-6200 Control Display Unit, Number 1
• CDU-6200 Control Display Unit, Number 2
• FMC-6000 Flight Management Computer, Number 1
• FMC-6000 Flight Management Computer, Number 2
The DBU-4100 is a panel mounted data loader with a 3-1/2-inch disk drive that is used with the FMS and
the IAPS maintenance diagnostic computer. The FMS uses the DBU to load data base updates from a disk-
ette into the FMS computers. The IAPS maintenance diagnostic computer uses the DBU to upload mainte-
nance tables from a diskette or download maintenance data files to a diskette.
The number 1 CDU-6200 Control Display Unit (CDU) provides primary control selections for the pilot side
flight management computer. The CDU also selects radio frequencies and transponder codes. Dedicated keys
select a variety of flight plan functions and system index, message, radio tuning, and MFD control pages.
The number 2 CDU-6200 Control Display Unit (CDU) provides primary control selections for the copilot side
flight management computer. The CDU also selects radio frequencies and transponder codes. Dedicated keys
select a variety of flight plan functions and system index, message, radio tuning, and MFD control pages.
The number 1 FMC-6000 Flight Management Computer (FMC) is a pilot side integrated flight management
computer. The FMC receives on-side CDU control words on the L-CDU-1 bus, and returns processed page
data to the CDU on the L-FMC-3 bus. Cross-side data is exchanged with the number 2 FMC computer on the
L-FMC-4 and R-FMC-4 buses. Both IAPS data concentrators supply information to the FMC on the IOC-4
buses. These IOC buses provide a redundant set of number 1 and number 2 side parameters that are re-
quired by the FMS system. The FMC applies navigation and tune data on the L-FMC-1 bus to the on-side
IAPS data concentrator. The FMC applies geographic map and selected page data on the L-FMC-2 bus to the
number 1 PFD and the number 1 MFD, and on the L-FMC-6 bus to the number 2 PFD and the number 2
MFD. The FMC requests data loader service on the L-FMC-5 bus to the DBU. The FMC receives DBU disk-
ette data on the DBU-1 bus.
The number 2 FMC-6000 Flight Management Computer (FMC) is a copilot side integrated flight manage-
ment computer. The FMC receives on-side CDU control words on the R-CDU-1 bus, and returns processed
page data to the CDU on the R-FMC-3 bus. Cross-side data is exchanged with the number 2 FMC computer
on the L-FMC-4 and R-FMC-4 buses. Both IAPS data concentrators supply information to the FMC on the
IOC-4 buses. These IOC buses provide a redundant set of number 1 and number 2 side parameters that are
required by the FMS system. The FMC applies navigation and tune data on the R-FMC-1 bus to the on-side
IAPS data concentrator. The FMC applies geographic map and selected page data on the R-FMC-2 bus to the
number 2 PFD and the number 2 MFD, and on the R-FMC-6 bus to the number 1 PFD and number 1 MFD.
The FMC requests data loader service on the R-FMC-5 bus to the DBU. The FMC receives DBU diskette
data on the DBU-2 bus.
1 November 2000 4-163

Figure 4-8-1 (Sheet 1 of 7) FMS System Schematic (DBU)
1 November 2000 4-164

Refer to Figure 4-8-1, sheet 1. This sheet shows the DBU-4100 Data Base Unit (DBU).
The DBU contains a 3-1/2-inch high density disk drive that is used to upload data base information into the
FMS. The DBU is also used to upload maintenance tables to the MDC and download maintenance data from
the MDC onto a diskette.
The DBU contains six full-duplex RS-422 serial interfaces, a power supply, microprocessor, and disk drive
assembly. In the Hawker 800XP installation, only three serial interfaces are used.
The number 1 FMC applies read file requests on the L-FMC-5 bus to the DBU. This data is applied through
a protection circuit and receiver to a 1-of-8 select multiplexer. The multiplexer selects the L-FMC-5 input
and applies this data through a UART to the processor. The DBU also receives the R-FMC-5 bus from the
number 2 FMC, and the MDC-3 bus from the maintenance diagnostic computer. The other five inputs are
not used.
During a disk read operation, the processor applies the (read) file data to the UART and enables the UART
to transmit this data to a 1-of-8 select multiplexer. The multiplexer selects this input and applies it through
the RS-422 transmitter and protection circuit. The DBU-1 bus is output to the number 1 FMC. The DBU-2
bus is output to the number 2 FMC. The DBU-3 bus is output to the maintenance diagnostic computer. The
other five outputs are not used.
The PS1 +28 V dc airplane power is applied through a protection circuit to an internal power supply. The
power supply generates the required voltages and provides discrete monitor/valid outputs. The power supply
provides a regulated +5 V dc voltage for general use and a separate +5 V dc VDRV voltage to power the disk
drive. The +5 V dc output lights a POWER indicator whenever voltage is present. The VDRV PWR output is
enabled during disk operations. The PWR WARN discrete alerts the processor to an undervoltage condition;
the processor inhibits disk drive operation while the voltage is unstable. The PWR VALID discrete provides
a +5 V dc valid input to the monitor circuit. A temperature monitor alerts the processor to an under-
temperature condition; the processor inhibits disk drive operation if the temperature is below 0 °C.
A microprocessor controls internal operation using a bi-directional address/data bus. The processor uses this
AD0-AD7 bus to transfer I/O data with the UART, memory data with PROM/RAM, and disk data with the
disk drive assembly. A latch decodes device control logic and address to internal memory. A transceiver pro-
vides interface with the disk controller. The processor also generates a REFRESH clock to the monitors and
a DRV PWR ENABL discrete to the power supply.
The heartbeat and power monitor resets the processor and lights the FAIL indicator if a problem is detected.
The monitor receives a REFRESH clock from the processor and PWR VALID logic from the power supply.
The monitor resets the processor if program execution time becomes excessive, the internal self-test fails, or
if +5 V dc power is invalid. If a hardware failure is detected, the monitor lights the FAIL indicator; the indi-
cator turns off if the failure clears. The FAIL indicator flashes if a PROM checksum error is detected.
A disk controller operates the disk drive assembly. The disk controller handles the protocol and data trans-
fer functions required to operate the disk drive and communicate with the processor. The disk drive assem-
bly accepts high density and double density 3-1/2-inch diskettes. This unit contains a standard "drive in-use"
indicator and a disk eject button.
1 November 2000 4-165

Figure 4-8-1 (Sheet 2 of 7) FMS System Schematic (CDU 1)
1 November 2000 4-166

Refer to Figure 4-8-1, sheet 2. This sheet shows the number 1 CDU-6200 Control Display Unit (CDU).
The CDU controls the pilot side FMS system, weather radar control, and navigation sensor selection. The
CDU receives six ARINC 429 buses. The L-FMC-3 bus brings page display data from the FMC. The L-GPS-2
bus brings GPS data. The R-CDU-3 bus provides cross-talk data from the number 2 CDU. The L-MFD-1 and
L-PFD-1 buses provide display data to the CDU. The L-DCU-1 bus contains engine data for the engine dis-
play page. The ARINC 429 data buses are input to the ARINC receivers. The ARINC receivers condition the
digital bus levels to TTL level signals and apply the data to the ASIC gate arrays. The gate arrays output
the received data on the 16-bit I/O data bus to the microprocessor.
The CDU uses a 80C186 microprocessor. The 16-bit data bus is multiplexed to function as an address and
data bus. The upper four address bits (A16-A19) are output through the bus cycle status port. Three 8-bit
data latches form the 20-bit address bus. Address data is written out to the address latches before each data
transaction occurs on the data bus.
The operating program for the CDU is stored in a flash PROM that is electrically erasable and reprogram-
mable through the rear connector of the unit. The static RAM provides scratch pad memory for the micro-
processor, memory for the storage of system operating parameters, and page buffer memory for defining the
graphic commands which are supplied to the vector generator to create the display page. When the CDU is
turned off or shut down by the protection circuits and the power warn signal is applied to the microproces-
sor; a data storage sequence is initiated to copy the data from the static RAM to the nonvolatile RAM.
The keyboard and line key assembly is monitored by a keyboard encoder. This encoder applies binary drive
signals to the keyboard/line keys, and monitors discrete sense returns from these keys. When keyboard or
line key action is detected, the encoder stops the key scan cycle and alerts the FPGA. The encoder resumes
the key scan cycle after the keycode is read and the pushed key is released. The FPGA (Field Programmable
Gate Array) is used to interface the keyboard encoder outputs onto the I/O data bus to the microprocessor.
The FPGA also contains the LCD backlight arc driver control circuits.
The microprocessor uses the I/O data bus to output data to the ASIC gate arrays for serial formatting. After
adding the appropriate data label and calculating the parity bit, the formatted block of data is clocked out of
the gate array through the appropriate transmitter port to one of the ARINC 429 transmitters. The ARINC
429 transmitters convert the single wire TTL level bit stream to two-wire ARINC 429 differential output
logic levels. The CDU outputs four ARINC 429 buses. The L-CDU-1 high-speed output bus supplies CDU
keyboard control data to the number 1 FMC. The L-CDU-3 low-speed output bus supplies CDU cross-talk
data to the number 2 CDU. The L-CDU-6 low-speed output bus supplies radio tune data to the number 1
ADF, APR, DME, HF, IOC, TDR, VHF, VIR, and number 3 VHF. The L-CDU-7 low-speed output bus sup-
plies radio tune data to the number 2 ADF, APR, DME, HF, TDR, VHF, and VIR.
1 November 2000 4-167

1 November 2000 4-168

Refer to Figure 4-8-1, sheet 3. This sheet shows part of the number 1 CDU-6200 Control Display Unit
(CDU).
The CDU controls the number 1 (pilot) side FMS. The number 1 +28-V dc power is applied through protec-
tion circuits to the CDU power supply. The power supply develops the internal supply levels, power warn
output, and filament supply voltage.
The high/low voltage lockout monitor circuit shuts down the power supply automatically if the +28-V dc in-
put drops below +16 V dc or rises above +32 V dc. The voltage monitor circuit shuts down the power supply if
the internal supply voltages deviate too far from normal limits. When the CDU reversion switch is set to the
2 position, a ground is applied to the CDU DISABLE line and shuts down the power supply.
The power supply provides a power warn signal to the microprocessor (sheet 3) when a power supply shut-
down is imminent. The power warn signal allows the microprocessor to store data in the nonvolatile RAM
chips before the supply voltage falls below the minimum operating level.
The CDU POSITION 1 discrete input is grounded for the number 1 CDU. The other discrete inputs are not
used in this installation. The discrete inputs are applied through an isolation diode and pull-up resistor to
the discrete input latches. The microprocessor reads the latch data over the 16-bit I/O data bus.
The 5 V ac lighting bus controls the intensity of the panel pushbutton lighting. The +28-V dc lighting bus
controls the intensity of the LCD panel display.
Liquid crystal displays require a source of backlight to illuminate the image on the display. A fluorescent
lamp, located behind the display, provides the backlighting for the CDU display. Brightness of the lamp
(thus the display) may be controlled by an external dimming source and/or the BRT/DIM switch on the CDU
front panel. A universal display dimming input circuit accepts dimming inputs from +5 V dc, 5 V ac, or +28
V dc external dimming sources. Outputs from the display dimming input circuit, +28-V dc sense, and fila-
ment temperature brightness sense are multiplexed to an A/D converter to establish a digital reference level
to which the display brightness is regulated. The digital reference level is output on the I/O data bus to the
microprocessor.
Control of the lamp brightness is implemented by changing the frequency and amplitude of the ARC drive
signal applied to the electrodes of the lamp. The ARC driver circuit is controlled by a voltage to frequency
converter (VFC). The analog input voltage to the VFC is produced by a D/A converter, using a digital bright-
ness value supplied by the microprocessor. Lamp current, temperature, and brightness levels are fed back to
the microprocessor through the multiplexed A/D converter to regulate lamp brightness. The difference be-
tween the sensed lamp brightness and the referenced brightness level produces a digital error value that is
added to the brightness value sent to the D/A converter. Changes made to the D/A converter input value
drive the lamp brightness toward the referenced brightness level.
The graphics engine consists of the vector generator, LCD controller, and display RAM. Each display page is
defined by a set of graphic commands compiled in system RAM by the microprocessor. The display page is
updated 20 times/second. Graphic commands from system RAM are transferred to the vector generator on
demand. These commands define vectors, symbols, text, and fill patterns that create the display page image.
From these commands, the vector generator generates X/Y display coordinates and intensity levels for all of
the pixels that fall within the vector, symbol, text, or fill pattern being generated.
Pixel information is sent to the LCD controller for storage into the display RAM. The LCD controller creates
the bit-mapped image of the display page in memory by storing the pixel intensities in row/column order ac-
cording to the X/Y display coordinate of each pixel.
1 November 2000 4-169

The LCD display assembly has internal column and row driver circuits and gray scale decoder circuits. Pixel
information is written to the column driver control circuits in raster fashion, similar to the way data is sent
to a crt. The data for each pixel consists of a 3-bit intensity value that is decoded into a gray scale analog
voltage. The decoded gray scale analog voltage determines how translucent (clear) the pixel will be. Note
that light from the fluorescent lamp must shine through the pixel to illuminate that dot on the display.
When all the gray scale voltages have been setup for all columns across the display, the LCD controller en-
ables the row driver to apply the voltages to all the pixels in that row. The sequence is repeated for each row
on the display.
1 November 2000 4-170

1 November 2000 4-172

This CDU controls the copilot FMS.
Internal operation of the CDU is described on a previous page.
1 November 2000 4-173

1 November 2000 4-174

This CDU controls the copilot FMS system.
Internal CDU operation is described on a previous page.
1 November 2000 4-175

Figure 4-8-1 (Sheet 6 of 7) FMS System Schematic (FMC 1)
1 November 2000 4-176

Refer to Figure 4-8-1, sheet 6. This sheet shows the number 1 FMC-6000 Flight Management Computer
(FMC).
Note
The FMC is inside the IAPS card cage. IAPS LHP pin numbers are shown on this figure whenever a
function can be accessed on an external connector; other connections are internal to the IAPS.
A 16-bit I/O microprocessor controls FMC I/O operation using a bi-directional multiplexed address/data bus
that interfaces with an address latch and transceiver circuit. The latch/transceiver circuit provides commu-
nication with the I/O address and data buses.
The address latch decodes address bus data from the multiplexed address/data bus. The transceiver provides
2-way data transfer between the 16-bit I/O data bus and the multiplexed bus. The I/O data bus gathers pro-
gram data from local RAM and PROM memory, received data from five UARTs, and NAV processor data
(from the dual-port RAM). The I/O data bus also supplies processed data to the local RAM, the nine UARTs,
and the dual-port RAM.
Local memory consists of flash EEPROM and static RAM memory. The PROM contains executable routines
required to perform the I/O function. The SRAM provides temporary data storage.
Seven UARTs provide ARINC 429 communication with the CDU, DBU (data base unit), IAPS input/output
concentrators, and MFD displays. The L-CDU-1 data bus is input through the CDU UART receive port; this
bus brings CDU keyboard data to the FMC. The transmit port of the CDU UART applies the L-FMC-3 data
bus back to the number 1 CDU; this bus provides page data for display on the CDU.
The RS-422 DUAL UART allows the FMC to communicate with the DBU. One section of the UART controls
the disk drive interface. The transmit port of this section of the UART applies a read diskette request on the
L-FMC-5 data bus to the DBU. The DBU-1 data bus is input through a RS422 receiver to the UART receive
port; this bus brings the data base information to the FMC. The other section of this UART is used for FMC
cross-talk data.
The R-FMC-4 data bus is input through an RS422 receiver and multiplexer to the RS422 DUAL UART re-
ceive port; this bus brings number 2 side data that is required to synchronize the FMS display. The transmit
port of this UART section applies number 1 side data on the L-FMC-4 data bus to the cross-side number 2
FMC.
The L-IOC-4 data bus is input through ARINC 429 receivers and a multiplexer to the receive port of the
LA/LB IOC UART. This bus provides number 1 side IAPS data to the FMC. The transmit port of the LA/LB
IOC UART outputs the L-FMC-1 data bus to the number 1 IOC data concentrator in the IAPS.
The R-IOC-4 data bus is input through ARINC 429 receivers and a multiplexer to the receive port of the
RA/RB IOC UART. This bus provides number 2 side IAPS data to the FMC. The transmit port of the RA/RB
IOC UART outputs the L-FMC-2 data bus output to the number 1 PFD and number 1 MFD. The L-FMC-2
dedicated bus supplies geographic map and selected page data directly to the PFD and MFD.
The transmit port of the XSIDE MFD UART outputs a L-FMC-6 data bus to the number 2 PFD and number
2 MFD. The L-FMC-6 dedicated bus supplies geographic map and selected page data directly to the cross-
side PFD and MFD. The receive port of this UART is not used.
A 32-bit navigation processor accesses the system data base memory and generates the MFD page data and
FMS navigator outputs. This processor controls the navigation circuits using separate address and data
buses that interface with an address buffer and data transceiver circuit. The buffers and transceivers pro-
1 November 2000 4-177

vide communication with the buffered address (AB2-AB25) and data (DB0-DB31) buses. The processor di-
rectly reads two discrete inputs. The PWR SHUTDOWN WARN input from the number 1 PWR module be-
comes a ground level to warn the navigation processor that the PWR module is preparing to shut down. A
PWR VALID discrete from the number 1 PWR module resets the processor if any power output varies from
preset limits.
Data transceivers provide 2-way data transfer between the 32-bit data bus and the buffered data bus. This
data bus gathers program data from the navigation RAM and ROM memory, received data from the I/O
processor (via dual-port RAM), time/date from the clock chip, and navaid data from the data base memory.
The data bus supplies processed output data through the dual-port RAM interface to the I/O processor. The
dual-port RAM may be accessed by both the I/O processor and the navigation processor.
Navigation processor memory consists of EPROM and RAM memory. The EPROM contains executable rou-
tines required to perform the navigator function. Volatile RAM provides temporary data storage. Nonvolatile
static RAM stores selected navigation, flight plan, and radio tune values. Note that an on-board battery pro-
vides voltage backup for the clock chip.
The system data base memory is loaded from 3.5 inch diskettes using the data base unit (DBU). The data
base memory stores waypoint information on VORs, DMEs, en route intersections, nondirectional beacons,
and airports (including airport reference points, airport runway thresholds and airport terminal waypoints).
In addition to waypoint data, the data base contains the desired airways, SIDs, STARs, and holding pat-
terns. The data base is updated every 28 days. Two data bases may be loaded into the data base memory.
1 November 2000 4-178

Figure 4-8-1 (Sheet 7 of 7) FMS System Schematic (FMC 2)
1 November 2000 4-180

Refer to Figure 4-8-1, sheet 7. This sheet shows the number 2 FMC-6000 Flight Management Computer
(FMC).
Note
The FMC is inside the IAPS card cage. IAPS LHP pin numbers are shown on this figure whenever a
function can be accessed on an external connector; other connections are internal to the IAPS.
Internal operation of the FMC is described on a previous page.
1 November 2000 4-181

Figure 4-9. RSS (Radio Sensor System) Overview
1 November 2000 4-184

4.3.8 RSS (Radio Sensor Syste m)
4.3.8.1 Overview
Refer to Figure 4-9. The Radio Sensor System (RSS) contains the radios and controls used for ADF naviga-
tion, radio altitude measurement, distance measurement, GPS position fixing, HF communication, TCAS
II/mode-S communication, voice communication, and VOR/ILS navigation. The CDU-6200 provides the radio
tuning inputs for the radios as described in the FMS section. The remaining LRUs are described below:
• ADF-462 ADF Receiver, Number 1

• ADF-462 ADF Receiver, Number 2 (Optional)
• ANT-462B Dual ADF Antenna
• ALT-4000 Radio Altimeter
• DME-442 DME Transceiver, Number 1
• DME-442 DME Transceiver, Number 2
• GPS-4000A Global Positioning System, Number 1
• GPS-4000A Global Positioning System, Number 2
• GPS-4100 Global Positioning System, Number 1 (Optional, replaces Number 1 GPS-4000A)
• GPS-4100 Global Positioning System, Number 2 (Optional, replaces Number 2 GPS-4000A)
• APR-4000 Approach Computer, Number 1 (Optional, replaces Number 1 GPS-4000A)
• APR-4000 Approach Computer, Number 2 (Optional, replaces Number 2 GPS-4000A)
• HF-9031A HF Receiver/Transmitter, Number 1 (Optional)
• HF-9031A HF Receiver/Transmitter, Number 2 (Optional)
• HF-9041 HF Antenna Coupler, Number 1 (Optional)
• HF-9041 HF Antenna Coupler, Number 2 (Optional)
• TDR-94D Transponder, Number 1
• TDR-94D Transponder, Number 2
• TTR-4000 TCAS II Transmitter Receiver
• TRE-920 TCAS II Directional Antenna, Number 1
• TRE-920 TCAS II Directional Antenna, Number 2
• VHF-422C VHF COMM Transceiver, Number 1
• VHF-422C VHF COMM Transceiver, Number 2
• VIR-432 NAV Receiver, Number 1
• VIR-432 NAV Receiver, Number 2
• CTL-23C COMM/NAV Control
The number 1 ADF-462 ADF Receiver (ADF) is a low-frequency automatic direction finder. The ADF nor-
mally is tuned by the number 1 CDU, but may also be tuned by the number 2 CDU (if the number 1 CDU
fails). The ADF applies an audio output to the aircraft audio system and a digital bus output to the IAPS.
This digital output contains the ADF frequency and processed bearing data. The IAPS completes the echo of
the ADF frequency back to the CDUs and retransmits the processed bearing data for display on the PFDs
and MFDs.
The optional number 2 ADF-462 ADF Receiver (ADF) is a low-frequency automatic direction finder. The
ADF normally is tuned by the number 2 CDU, but may also be tuned by the number 1 CDU (if the number 1
CDU fails). The ADF applies an audio output to the aircraft audio system and a digital bus output to the
IAPS. This digital output contains the ADF frequency and processed bearing data. The IAPS completes the
echo of the ADF frequency data back to the CDUs and retransmits the processed bearing data for display on
the PFDs and MFDs.
The ANT-462B ADF Antenna is a dual antenna that provides rf inputs for one or two ADF-462 ADF Receiv-
ers.
1 November 2000 4-185

The ALT-4000 Radio Altimeter (RALT) is a swept FMCW altimeter that measures direct radio height for use
by the FGC computers and for display on the PFDs. The RALT transmits a reference signal, receives the re-
flected signal, and compares the two signals to determine the aircraft radio altitude. The RALT outputs ra-
dio altitude to the number 1 IAPS data concentrator. A remote radio altimeter TEST switch initiates the ra-
dio altimeter self-test routine.
The number 1 DME-442 DME Transceiver (DME) is a 3-channel distance measuring equipment. Channel
one of the DME is manually tuned by the number 1 CDU, but also may be tuned by the number 2 CDU (if
the number 1 CDU fails). The DME applies an audio output to the aircraft audio system and a digital bus
output to the IAPS. This bus contains DME frequency and processed DME data. The IAPS completes the
echo of the DME frequency back to the CDUs and retransmits the processed DME data for display on the
PFDs and MFDs. A discrete SUPPRESSION line provides transmit inhibit logic between all L-band units.
The number 2 DME-442 DME Transceiver (DME) is a 3-channel distance measuring equipment. Channel
one of the DME is manually tuned by the number 2 CDU, but also may be tuned by the number 1 CDU (if
the number 2 CDU fails). The DME applies an audio output to the aircraft audio system and a digital bus
output to the IAPS. This bus contains DME frequency and processed DME data. The IAPS completes the
echo of the DME frequency back to the CDUs and retransmits the processed DME data for displayed on the
PFDs and MFDs. A discrete SUPPRESSION line provides transmit inhibit logic between all L-band units.
The number 1 GPS-4000A Global Positioning System (GPS) processes the GPS signals received from the an-
tenna to provide various navigation data to the number 1 IAPS data concentrators. The number 1 GPS An-
tenna actively filters and amplifies the GPS signals for the number 1 GPS. A GPS-4100 Global Positioning
System (GPS) or APR-4000 Approach GPS Sensor (APR) may be used in lieu of the GPS-4000A.
The number 2 GPS-4000A Global Positioning System (GPS) processes the GPS signals received from the an-
tenna to provide various navigation data to the number 2 IAPS data concentrators. The number 2 GPS An-
tenna actively filters and amplifies the GPS signals for the number 2 GPS. A GPS-4100 Global Positioning
System (GPS) or APR-4000 Approach GPS Sensor (APR) may be used in lieu of the GPS-4000A.
The number 1 TDR-94D Mode-S Transponder (TDR) is a mode-A (ident), mode-C (altitude), and mode-S (se-
lect) transponder. This transponder is active when the remote ATC switch is set to 1. When selected, the
TDR automatically responds to all valid ATC radar interrogations with a coded identification and/or report-
ing altitude reply. The TDR response code is selected on the CDU. The TDR outputs a digital bus to the
IAPS. This output contains the ATC code (echoed back to the CDUs). A discrete SUPPRESSION line pro-
vides transmit inhibit logic between all L-band units.
The number 2 TDR-94D Mode-S Transponder (TDR) is a mode-A (ident), mode-C (altitude), and mode-S (se-
lect) transponder. This transponder is active when the remote ATC switch is set to 2. When selected, the
TDR automatically responds to all valid ATC radar interrogations with a coded identification and/or report-
ing altitude reply. The TDR response code is selected on the CDU. The TDR outputs a digital bus to the
IAPS. This output contains the ATC code (echoed back to the CDUs). A discrete SUPPRESSION line pro-
vides transmit inhibit logic between all L-band units.
The TDRs also provide aircraft specific mode-S transmissions. Each aircraft is assigned a unique mode-S
identification code that is set by aircraft interconnect strapping. This unique mode-S (select) code allows
tower/TCAS interrogation of a specific aircraft. Each TDR provides a TTR (TCAS) interface and uses both a
top and a bottom antenna for optimum mode-S communication with intruder aircraft.
The TTR-4000 TCAS II Transmitter Receiver (TTR) is an airborne surveillance system that interrogates
nearby aircraft and provides collision avoidance alerts. Top and bottom TRE-920 Directional Antennas pro-
vide part of the TCAS function. The TTR operates with the selected number 1 or number 2 TDR to monitor
transponder replies from other aircraft. If the TTR determines that a nearby (transponder equipped) aircraft
1 November 2000 4-186

is a potential threat, traffic/resolution advisories are displayed and an audio alert is generated. If the in-
truder aircraft is also equipped with TCAS, the TTR coordinates avoidance maneuvers with this aircraft
using the mode-S transponders.
The TTR receives altitude air data information (through the CDU and TDR), radio altitude information from
the RAC, and heading information from the number 1 AHC. The TTR provides data bus outputs to the
transponders and the large displays. A discrete SUPPRESSION line provides transmit inhibit logic between
all L-band units.
The number 1 VHF-422C VHF Receiver (VHF) is a multi-channel VHF voice transceiver. The VHF normally
is tuned by the number 1 CDU, but also may be tuned by the number 2 CDU (if the number 1 CDU fails) or
tuned by the CTL-23C (if both CDUs fail). The VHF applies an audio output to the aircraft audio system and
a digital bus output to the IAPS. This bus contains the COM frequency, which is echoed back to the CDUs on
a general purpose bus. The CTL-23 provides backup tuning for the number 1 VHF.
The number 2 VHF-422C VHF Receiver (VHF) is a multi-channel VHF voice transceiver. The VHF normally
is tuned by the number 2 CDU, but also may be tuned by the number 1 CDU (if the number 2 CDU fails).
The CTL-23C does not tune this VHF. The VHF applies an audio output to the aircraft audio system, and a
digital bus output to the IAPS. This bus contains the COM frequency, which is echoed back to the CDUs on a
general purpose bus.
The number 1 VIR-432 VHF NAV Receiver (VIR) is a VHF navigation receiver that contains VOR/LOC,
glideslope (GS), and marker beacon (MB) receivers. The VIR normally is tuned by the number 1 CDU, but
also may be tuned by the number 2 CDU (if the number 1 CDU fails) or tuned by the CTL-23C (if both CDUs
fail). The VIR applies VOR/LOC and MB audio outputs to the aircraft audio system and digital bus outputs
to the IAPS and the EFIS systems. These buses contain the NAV frequency (echoed back to the CDUs) and
processed NAV data (used by the IAPS computers and displayed on the PFD/MFD). The CTL-23 provides
backup tuning for the number 1 VIR.
The number 2 VIR-432 VHF NAV Receiver (VIR) is a VHF navigation receiver that contains VOR/LOC,
glideslope (GS), and marker beacon (MB) receivers. The VIR normally is tuned by the number 2 CDU, but
also may be tuned by the number 1 CDU (if the number 2 CDU fails). The CTL-23C does not tune this VIR.
The VIR applies VOR/LOC and MB audio outputs to the aircraft audio system and digital bus outputs to the
IAPS and the EFIS systems. These buses contain the NAV frequency (echoed back to the CDUs) and proc-
essed NAV data (used by the IAPS computers and displayed on the PFD/MFD).
The CTL-23C is a backup control head used by the pilot to tune the number 1 side VHF and VIR radios.
Turning the CTL mode switch to ON selects CTL CSDB tuning for the number 1 VHF and VIR. The CTL
provides CSDB control words to the number 1 side VHF and VIR radios. The radios output digital buses that
echo the COMM and NAV frequencies to the CTL.
The number 1 CDU-6200 Control Display Unit (CDU) is used by the pilot to tune the number 1 radios. This
single LRU provides ARINC control words to all number 1 and number 2 radios, but tunes cross-side radios
through the cross-side CDU. The CDU receives general purpose data buses from the IAPS that provide FMS
tune words, air data words, and echo tune words from the radios. Detailed operation of the CDU is contained
in the FMS section of this manual.
The number 2 CDU-6200 Control Display Unit (CDU) is used by the copilot to tune the number 2 radios.
This single LRU provides ARINC control words to all number 2 and number 1 radios, but tunes cross-side
radios through the cross-side CDU. The CDU receives general purpose data buses from the IAPS that pro-
vide FMS tune words, air data words, and echo tune words from the radios. Detailed operation of the CDU is
contained in the FMS section of this manual.
1 November 2000 4-187

The CDUs monitor several cockpit switches and encodes these operator inputs onto the tune data outputs. A
remote MKR switch selects HI or LO marker beacon receiver sensitivity; the CDU encodes the information
onto the tune word supplied to the VIR radios. A remote RMT TUNE switch can disable the remote tune
function and cause the CDUs to ignore tune inputs from the FMS. Either control wheel IDENT switch keys
the transponder (through the CDU) to transmit an aircraft identification pulse (along with the normal re-
ply). A remote ATC switch selects the active (1 or 2) transponder. The remote CDU reversion switch set to
the CDU 2 position disables the number 1 CDU and provides tune port select logic to the number 1 bank of
radios. This switch is used if the number 1 CDU fails, and causes the number 1 radios to respond to the
number 2 CDU. The remote CDU reversion switch set to CDU 1 position disables the number 2 CDU and
provides tune port select logic to the number 2 bank of radios. This switch is used if the number 2 CDU fails,
and causes the number 2 radios to respond to the number 1 CDU.
1 November 2000 4-188

Figure 4-9-1 (Sheet 1 of 23). RSS System Schematic (ADF No.1)
1 November 2000 4-190


Refer to Figure 4-9-1, sheet 1. This sheet shows the number 1 ADF-462 automatic direction finder (ADF).
The ADF is a low/medium-frequency radio receiver that computes bearing to the tuned station. The ADF is
normally tuned by the number 1 CDU, but also may be tuned by the number 2 CDU (if number 1 CDU fails).
The audio output is applied to the aircraft audio system, and digital bus outputs are applied to the EFIS and
IAPS.
The ADF consists of an I/O microprocessor that controls the I/O interface, an instrumentation microproces-
sor that performs the ADF computations, an rf receiver, and an antenna switching circuit. Operating power
is provided by the number 1 +28-V dc aircraft supply; an internal power supply converts this voltage into re-
quired supply levels.
The I/O microprocessor manages an ARINC UART, a discrete input buffer, and control/decoder circuits. The
ARINC UART controls the ARINC 429 low-speed I/O interface. Two ARINC 429 low-speed data buses are
received and input to a multiplexer. The R-CDU-7 bus brings tune data from the number 2 CDU and the L-
CDU-6 bus brings tune data from the number 1 CDU. The processor reads the RX PORT A/B ENBL discrete
from the CDU reversion switch and selects the active tune port. Normally, port B is selected and the ADF is
tuned by the number 1 CDU. When the CDU reversion switch is set to 2, a ground is applied to R-CDU
TAKE CMD, which selects port A (number 2 CDU) tune data. The multiplexer then supplies TUNE DATA
from the selected input port through the UART to the microprocessor.
The discrete input buffer circuit is used to load RX PORT A/B ENBL (previously described), SOURCE
IDENT strap (open for the number 1 ADF), ANTENNA LOCATION strap (top or bottom mount), and QEC
straps (quadrantal error correction) information onto one of the I/O processor data buses.
Decoder circuits convert microprocessor generated data into controls applied to the receiver circuits. After
the processor reads the tune frequency from the selected input data bus, appropriate DATA/CLK/ENBL syn-
thesizer programming, MUTE logic, and BAND LOGIC control is generated. These decoded controls are de-
scribed in a later paragraph. A control circuit decodes individual chip selects.
The instrumentation microprocessor performs bearing calculations and controls the antenna interface. A
data transceiver circuit provides data exchange between the two microprocessors. Processed ADF bearing
data is applied through the transceivers to the I/O processor. Bearing (and tune frequency) information is
then applied from the I/O microprocessor to the ARINC UART, where it is transmitted on the L-ADF-1 bus
to the number 1 IOC and the L-ADF-2 bus to the SDD.
The ADF dual conversion receiver demodulates the rf input signal from the 190 to 1799-kHz band and ap-
plies detected signal to the instrumentation processor and processed audio to the aircraft audio system.
The rf input signal from the ANT-462B (ANT) is applied through one of six bandpass filters to the receiver
input. The I/O processor reads the tune frequency input, then generates BAND LOGIC, which switches the
appropriate bandpass filter to the rf signal path.
The receiver is tuned by an LSI synthesizer. The synthesizer is programmed (DATA/CLK/ENBL) by the I/O
processor to apply the variable first injection frequency to the receiver. This frequency is related directly to
tune frequency and channels the receiver to the desired station. A crystal oscillator provides the second
(fixed) injection frequency to the receiver. The resulting 3.6-MHz if signal is applied to a phase-locked loop
coherent detector.
The coherent detector is a frequency and phase detector that produces valid LOCK logic and AUDIO output
signals when phase locked to the input 3.6-MHz if signal. The detector flags the processor (invalid LOCK
logic) and blocks the AUDIO if the receive signal becomes unusable (detector unlocks).
1 November 2000 4-191

The LOCK output is monitored through a multiplexer by the instrumentation processor. This output is a
+12-V dc level when the detector is phase locked to the input signal, and a ground level when unlocked. The
AUDIO output is applied through a low-pass filter to the instrumentation processor and to the audio cir-
cuits. The instrumentation processor uses this detected audio to compute bearing to the station.
The detected audio from the coherent detector and a BFO audio signal are combined and applied through a
mute switch to the audio amplifier. The BFO audio is a 1-kHz tone that identifies keyed carrier CW stations;
this tone is decoded by the instrumentation processor only when BFO mode is selected on the CDU control.
The mute switch is controlled by a MUTE pulse that is decoded from the I/O processor bus. This pulse turns
off the audio output during a frequency (channel) change. Normally, the mute switch is closed, and the audio
signal is filtered, amplified, and applied to the aircraft audio system.
The antenna switching circuit applies modulation and operating power to active circuits in the ANT. The
ADF receiver uses a null system to determine the bearing of the station relative to the aircraft. The instru-
mentation processor selects a bearing angle and operates the antenna switching circuit to apply corre-
sponding modulation signal outputs to balanced modulators located in the antenna. The antenna circuits
null when the selected bearing is correct. Refer to sheet 3.
A decoder circuit provides processor generated chip control and sync control. A sine table PROM applies a
synchronized digital sine wave to both the sin and cos modulation D/As. The selected bearing angle is de-
coded from the processor bus and converted into SIN BRG and COS BRG outputs to the modulation D/As.
The resulting sine (includes QEC) and cosine bearing modulation signals are limited and applied to the an-
tenna. Note that these are not constant amplitude signals.
The ADF applies ANT B+ and LOOP B- power outputs to the ANT. The ANT B+ output is a filtered +15-V dc
level that is always supplied to the antenna, regardless of selected mode. The LOOP B-output is a filtered –
12-V dc level that is switched to the antenna only in ADF mode. In ANT mode, the LOOP B- output is
switched off to disable the loop antenna circuits; this results in a clearer audio signal when bearing informa-
tion is not required.
1 November 2000 4-192

Figure 4-9-1 (Sheet 2 of 23). RSS System Schematic (ADF No.2)
1 November 2000 4-194

Refer to Figure 4-9-1, sheet 2. This sheet shows the optional number 2 ADF-462 ADF Receiver (ADF).
The number 2 ADF is a low/medium-frequency radio receiver that provides computed bearing to the tuned
station and an audio output. The ADF normally is tuned by the number 2 CDU, but also may be tuned by
the number 1 CDU (in reversion mode).
Internal operation of the ADF is described on a previous page.
1 November 2000 4-195

Figure 4-9-1 (Sheet 3 of 23). RSS System Schematic (ANT)
1 November 2000 4-196

Refer to Figure 4-9-1, sheet 3. This sheet shows the ANT-462B Antenna (ANT).
The ANT is used when one or two ADF receivers are installed. The ANT senses rf signals in the 190- to
1799-kHz band and provides a processed 50-ohm output signal to the ADF receiver(s).
The ANT consists of two sense antennas, two loop antennas, and two output transformers. Each antenna
contains processing circuits that resolve induced voltages into the rf signal output used to measure the arri-
val direction of the received signal. Processing circuits in the ADF receiver convert these induced voltages
into bearing information.
Each sense antenna is an omnidirectional antenna that provides signal reference in ADF mode and AM band
radio reception in ANT mode. The sense antenna consists of two independent sections; each section is indi-
vidually filtered and amplified. This technique provides double signal handling capability without inter-
modulation. The two amplified sense signals are then combined in a summing transformer, amplified, and
applied to the output transformer.
The two loop antennas induce a directional signal. The loop antennas are offset 90 degrees from each other
to provide a sine/cosine phase relationship. Each output is applied through a low-noise amplifier to a bal-
anced modulator. The balanced modulators mix the loop antenna signals with the sine and cosine modula-
tion signals from the receiver. These SIN MOD and COS MOD input signals are synchronized representa-
tions of a bearing selected by the instrumentation processor in the ADF receiver. The two modulator outputs
are then summed together; if the selected bearing is the actual bearing to the station, the sum of the modu-
lator outputs is zero (null). The amplified loop output is applied to the output transformer.
The output transformer combines the sense output from the rf amplifier and the combined loop output from
the loop amplifier into a 50-ohm rf output applied to the ADF receiver.
The ADF receiver applies ANT B+ and LOOP B- power inputs to the antenna. The ANT B+ input is a fil-
tered +15-V dc level. The LOOP B- input is a filtered –12-V dc level that is switched to the antenna only in
ADF mode. In ANT mode, the LOOP B- output is switched off to disable the loop antenna circuits.
1 November 2000 4-197

Figure 4-9-1 (Sheet 4 of 23). RSS System Schematic (RALT)
1 November 2000 4-198

Refer to Figure 4-9-1, sheet 4. This sheet shows the ALT-4000 Radio Altimeter (RALT).
The ALT is an FMCW transceiver that measures the aircraft radio altitude (up to 2500 feet) above the ter-
rain during approach mode. The ALT transmits a reference signal on one antenna, receives the reflected
signal on another antenna, and then computes the aircraft altitude.
The ALT consists of a power supply, a digital section, transmitter, and receiver. Operating power is provided
by the PS1 +28-V dc aircraft supply; an internal power supply converts this voltage into required supply lev-
els for the ALT.
The digital section consists of the:
• Analog channel monitor

• ARINC 429 transceivers (four)
• Fault log non-volatile memory
• Field programmable gate array (FPGA)
• Microprocessor
• Modulation generator and control
• Power monitor
• Signal presence detector
• Strap inputs
• System watchdog
• Variable low-pass filter
• Voltage and temperature references
The analog channel monitor multiplexes several signals into a single analog-to-digital converter so the sig-
nals can be monitored for proper operation of the ALT. The analog channel monitor is controlled by serial
data from the FPGA. The signals monitored are: DC analog outputs 1 and 2, ground, the signal presence de-
tector, the temperature of the voltage reference card, and the internal power supply levels.
Processed radio altitude output data is applied to four ARINC 429 low-speed transmitters (ARINC XMTRS)
and four transistor switches. One of the ARINC XMTRS applies the L-RALT-1 serial data bus to number 1
IOC and the TTR-4000 TCAS II Transmitter-Receiver. The remaining three ARINC XMTRS may be con-
nected to optional non-Collins airplane systems. One or more of the four transistor switches may be pro-
grammed to provide a discrete RAD ALT TRIP output to optional non-Collins airplane systems.
The fault log non-volatile memory is a serially controlled , electrically erasable and programmable, read-only
memory (EEPROM). The FPGA controls the memory and writes fault information into the EEPROM. The
fault log memory can be read or erased using the BITE interface and an external computer.
The FPGA and microprocessor share processing responsibilities using the ADDRESS BUS A(0-15). The
FPGA contains the altitude processor and ARINC 429 UARTs. The microprocessor is an 80188 processor
that runs 12 MHz. Program memory is stored in the EEPROM and RAM.
The modulation frequency (MOD FREQ) is set by strapping rear connector pins MOD FREQ 50 Hz, MOD
FREQ 51 Hz, and MOD FREQ PARITY. These three discrete inputs are tied to pull-up resistors and applied
to the FPGA. The RALT is strapped as shown for a 50 Hz modulation frequency.
The power monitor and system watch dog reset the ALT circuits as required to ensure proper operation. The
power monitor causes a reset if the supply voltage falls below 4.65 V dc for more than one (1) second. The
system watchdog causes a reset if the WDI WATCHDOG input line has been high or low for more than 1.6
seconds.
1 November 2000 4-199

The signal presence detector filters and tests the output signal to determine if the signal is valid. Altitude is
reported with the sign/status matrix bits set to normal operation only if the detector state is true.
The aircraft installation delay (AID) value in feet is determined during certification, and is set by strapping
rear connector pins AID 20 FT, AID 40 FT, AID 57 FT, and AID PARITY as required. These four discrete in-
puts are tied to pull-up resistors and applied to the FPGA. This strapping provides a customized airplane
offset to ensure accurate altitude indications when the airplane is in a touchdown attitude. This AID com-
pensation is applied to an AID/self-test switch. The AID normally is switched to both discriminators, but it is
removed in self-test mode since the test function is internally generated and not related to airplane charac-
teristics.
The SELF TEST pin is set by the remote RADIO ALTIMETER TEST button. This discrete input is diode
isolated, tied to a pull-up resistor, and input to the FPGA. A ground on this pin selects the ALT self-test
function. When test mode is selected, a 50-foot altitude test signal is switched to the preamplifier instead of
the ALT input from the mixer. This test signal is an IF frequency corresponding to a 50-foot above terrain
ALT input.
The ALT has an antenna continuity test circuit that tests for the presence of properly connected ANT-52 Ra-
dio Altimeter Antennas. The ANTENNA MONITOR SELECT pin must be grounded to enable this function.
The antenna continuity test circuit provides dc voltages that pass through the XMT ANTENNA to the
TRANSMITTER, and through the RCV ANTENNA to the RECEIVER.
The transmitter generates a 4250- to 4350-MHz swept deviation output to the transmit antenna. The
transmitter consists of a voltage controlled oscillator (VCO), power amplifier (PA), frequency detector, isola-
tor, antenna continuity test circuit (described above), and low-pass filter.
The VCO is a common collector transistor oscillator that operates at 4.3 GHz. The MODULATION INPUT
causes the transmit frequency to sweep ±50 MHz. The PA buffers and amplifies the VCO output signal. Fre-
quency detectors follow the PA and detect when the signal is at the low, center, and high frequency points.
The isolator prevents other signals from entering the transmitter through the antenna.
The receiver consists of an isolator, bandpass/low-pass filter, low-noise amplifier, diode mixer, self-test input
switch (described above), intermediate frequency amplifiers, and filtering. The isolator performs two func-
tions. First, the isolator prevents the mixer LO from leaking out of the receiver antenna port, reflecting from
the antenna, and returning as a false altitude signal. Second, the isolator provides a constant 50-ohm im-
pedance to the low-noise amplifier. The bandpass and low-pass filter combine to prevent unwanted RF en-
ergy from entering the receiver.
The low-noise amplifier reduces the receiver noise floor and allows operation of the ALT at high altitude
with minimal transmitter power. The diode mixer combines the low noise amplifier output with a sample of
the current transmitted signal producing an output signal with a frequency proportional to the airplane alti-
tude (approximately 20 Hz/foot). This output signal is applied to the first and second intermediate frequency
amplifiers. The intermediate frequency amplifier gains are sensitive to frequency, and provide more gain at
higher frequencies to compensate for losses due to the longer transmission path of the signal. The filtering
reduces interference between altimeters at altitudes below 250 feet.
1 November 2000 4-200

Figure 4-9-1 (Sheet 5 of 23). RSS System Schematic (DME No.1)
1 November 2000 4-202

Refer to Figure 4-9-1, sheet 5. This sheet shows the number 1 DME-442 DME Transceiver (DME).
The DME is a 3-channel transceiver that measures slant range (line-of-sight) distance from the aircraft to a
ground station, computes relative closure rate and time-to-station, and decodes the station identifier. Chan-
nel 1 of the DME is manually tuned by the number 1 CDU, but also may be tuned by the number 2 CDU (if
number 1 CDU fails). Channels 2 and 3 are automatically tuned by the FMC, and used for multisensor navi-
gation. The DME audio output is applied to the aircraft audio system, and digital bus outputs are applied to
the IAPS and the EFIS systems.
The DME consists of an ARINC UART, a microprocessor, a transmitter, a receiver, and an audio circuit. Op-
erating power is provided by the PS1 +28-V dc aircraft supply; an internal power supply converts this volt-
age into required supply levels.
An ARINC UART controls the ARINC 429 low-speed I/O interface. Two ARINC 429 low-speed data buses are
received and input to a multiplexer. The R-CDU-7 bus brings tune data from the number 2 CDU, and the L-
CDU-6 bus brings tune data from the number 1 CDU. The microprocessor reads the RX PORT A/B ENBL
discrete from the number 1 CDU reversion switch and selects the active tune port. The multiplexer then
supplies TUNE DATA from the selected input port through the UART to the microprocessor. Normally, port
B is selected and the DME is tuned by the number 1 CDU. When the CDU reversion switch is set to 2, a
ground is applied to R-CDU TAKE CMD, which selects port A (number 2 CDU) tune data.
The microprocessor controls the receiver, transmitter, and the data processor functions. This processor reads
selected tune data, source ident, decoded receive data, and monitor parameters. The selected tune data input is
read through the ARINC UART, and used to properly channel the transmitter and the receiver. The source
ident strap input is buffered onto the data bus; the DME 1/2 SIDE STRAP is open for the number 1 DME.
Received (reply) data is decoded and stored in CHANNEL RAM. Monitors from the power supply (PS MON),
the modulator (XMT MON), and the synthesizer (SMO MON) are read from a latch onto the data buffer bus.
Processed DME output data is applied from the microprocessor to the ARINC UART, where it is transmitted
on the L-DME-1 bus to the IAPS. This data bus output contains the tuned DME frequency, distance to the
station, time-to-go, and ground speed calculations.
A timing circuit resets the microprocessor if program execution time becomes excessive; the reset ensures
that the processor is not hung up in an endless loop. A data transceiver provides interface between the AD0-
AD7 microprocessor data bus and the data buffer bus used for internal communication. A latch decodes ad-
dress to the CHANNEL RAM memory; this memory stores signal presence, AGC, and receiver tune data for
the one or two channels that are not currently being processed.
The transmitter circuit consists of a modulator, a digital synthesizer, and a power amplifier. After the proc-
essor determines that a DME ground station is in range, pairs of P1/P2 framing pulses are generated and
applied onto the data buffer bus. These pulses initiate the transmit mode. These framing pulses are decoded
and applied to the XMT modulator. The modulator provides pulsed drive bias to the power amplifier.
The digital synthesizer originates the CW frequency used to drive the power amplifier. The processor pro-
grams the synthesizer with the tune frequency using data, clock, and enable lines decoded from the data
buffer bus. The synthesizer generates a dc control voltage to the vco. This dc level tunes the vco to apply the
proper CW interrogation frequency to the power amplifier. The vco also supplies VAR FREQ feedback to the
synthesizer, which is compared with a fixed REF frequency to provide error correction.
The power amplifier chops the CW interrogation frequency using pulse drive bias from the modulator. The
resulting 1025- to 1150-MHz pulse-pair output is amplified to a 300 watt level (at the antenna). This L-band
interrogation output is transmitted through an isolating diplexer and low-pass filter to the DME antenna.
1 November 2000 4-203

The diplexer is a PIN diode circuit that is forward biased in transmit mode; this isolates the antenna from
the receiver circuits.
A suppression circuit prevents possible damage to other L-band receivers on the aircraft when the DME is
transmitting. This circuit generates a blanking pulse SUPRN output when INT SUPRN data from the proc-
essor is set (transmit mode). The blanking pulse momentarily inhibits the receivers in the number 2 DME,
both TDRs, and the optional TTR. These units also generate a blanking pulse output when transmitting,
which temporarily inhibits the DME.
The receiver circuit consists of a preselector, a mixer, and a video detector. When the ground station trans-
mits a reply pulse pair, this 962- to 1213-MHz L-band signal is applied from the antenna through a low-pass
filter and isolating diplexer to the preselector. The diplexer PIN diode is reverse biased in receive mode to
isolate the antenna from the transmitter circuits.
The preselector is a 5-pole bandpass filter that tracks the received (reply) frequency using a dc tune voltage.
The processor applies dc tune control through a d/a converter and a tune amplifier to the preselector. This dc
tune voltage (TRACK-TUNE VOLTS) channels the receiver to the selected station. When test mode is se-
lected, a discrete is decoded from the data buffer bus and applied to a noise generator; the resulting signal is
gated into the preselector input.
The filtered preselector output is applied to the mixer along with the LO INJ frequency from the transmit-
ter. The mixer produces a 63-MHz difference (transmit-receive) frequency. This if frequency is amplified and
applied to a video detector, a signal presence detector, and an AGC sample circuit.
The video detector applies the detected reply signal to a video processor. The video processor decodes the de-
tected video pulses, then performs a validity check. If the pulses are properly spaced and have correct rela-
tive amplitudes, the video processor interrupts the microprocessor to indicate reception of a valid reply. The
microprocessor then begins DME computation routines.
The DME uses stored values from the signal presence detector, the AGC sample circuits, and the d/a con-
verter (receiver tune voltage) to cycle operation between three different channels. The microprocessor se-
quentially reads these three values through a storage multiplexer circuit and a differential comparator.
These A/D COMP results are read onto the data buffer bus through a latch and stored in CHANNEL RAM
memory. After these results are stored, the processor begins operation at the next channel; the DME cycles
to the next station approximately every 37 ms. When called by the processor, the three stored values then
are read sequentially from memory, used to retune the receiver, and updated in the storage multiplexer cir-
cuit.
The microprocessor determines if there is an audio IDENT in the reply signal. If an IDENT is detected, the
output is gated to an audio decoder. The Morse code station identifier is then decoded from the bus and ap-
plied through an amplifier to the aircraft audio system.
1 November 2000 4-204

Figure 4-9-1 (Sheet 6 of 23). RSS System Schematic (DME No.2)
1 November 2000 4-206

Refer to Figure 4-9-1, sheet 6. This sheet shows the number 2 DME-442 DME Transceiver (DME).
The DME is a 3-channel transceiver that measures slant range (line of sight) distance from the aircraft to a
ground station, computes relative closure rate and time to station, and decodes the station identifier. The
DME normally is tuned by the number 2 CDU, but also may be tuned by the number 1 CDU (in reversion
mode).
Internal operation of the DME is described on a previous page.
1 November 2000 4-207

Figure 4-9-1 (Sheet 7 of 23). RSS System Schematic (GPS-4000A No.1)
1 November 2000 4-208

Refer to Figure 4-9-1, sheet 7. This sheet shows the power, discrete inputs, and ARINC 429 I/O interfaces of
the number 1 GPS-4000A Global Positioning System (GPS).
The PS1 +28-V dc bus airplane supply powers the number 1 GPS. Discrete I/O data consists of low-speed
data bus speed select and SDI logic. The LS SELECT discrete selects the output bus speed. A ground on DIG
DATA HS/LS 2 selects low-speed ARINC 429 bus output. The NO.1 SDI is grounded and NO.2 SDI is open
for the number 1 GPS.
The ARINC 429 I/O interface consists of two IAPS data concentrator receive ports and two GPS transmitter
ports. The number 1 IOC outputs a L-GP-4 ARINC 429 low-speed data bus to GPS receive port P1-2C/2D.
The number 2 IOC outputs a R-GP-4 ARINC 429 low-speed data bus to GPS receive port P1-12C/12D.
The GPS contains receiver UARTs, I/O processor, and the GPS ENGINE. The +28-V dc power input is ap-
plied to the power supply that provides all required internal voltage levels. The active GPS antenna filters
and amplifies the received GPS satellite signals. The active GPS antenna is powered by +12 V dc on the an-
tenna coax cable. The antenna applies the received GPS signal to the GPS ENGINE. The GPS ENGINE cal-
culates the airplane position. The I/O processor outputs calculated position data through the UART on an
ARINC 429 low-speed data bus. The GPS outputs the L-GPS-1 data bus to the EGPWS and the number 1
IOC. The GPS outputs the L-GPS-2 data bus to the number 1 CDU.
1 November 2000 4-209

Figure 4-9-1 (Sheet 8 of 23). RSS System Schematic (GPS-4000A No.2)
1 November 2000 4-210

the number 2 GPS-4000A Global Positioning System (GPS).
DATA HS/LS 2 selects low-speed ARINC 429 bus output. The NO.1 SDI is open and the NO.2 SDI is
grounded for the number 2 GPS.
Internal operation of the GPS is described on a previous page.
1 November 2000 4-211

Figure 4-9-1 (Sheet 9 of 23). RSS System Schematic (GPS-4100 No.1)
1 November 2000 4-212

the optional number 1 GPS-4100 Global Positioning System (GPS). This unit may be installed in lieu of the
number 1 GPS-4000A Global Positioning System.
DATA HS/LS 2 selects low-speed ARINC 429 bus output. The NO.1 SDI is grounded and the NO.2 SDI is
open for the number 1 GPS.
1 November 2000 4-213

Figure 4-9-1 (Sheet 10 of 23). RSS System Schematic (GPS-4100 No.2)
1 November 2000 4-214

the optional number 2 GPS-4100 Global Positioning System (GPS). This unit may be installed in lieu of the
grounded for the number 2 GPS.
1 November 2000 4-215

Figure 4-9-1 (Sheet 11 of 23). RSS System Schematic (APR No.1)
1 November 2000 4-216

the optional number 1 APR-4000 Approach GPS Sensor (APR). This unit may be installed in lieu of the
The PS1 +28-V dc bus airplane supply powers the number 1 APR. Discrete I/O data consists of low-speed
DATA HS/LS 2 selects low-speed ARINC 429 bus output. The NO.1 SDI is grounded and the NO.2 SDI is
open for the number 1 APR.
Internal operation of the APR is the same as described for the GPS on a previous page.
1 November 2000 4-217

Figure 4-9-1 (Sheet 12 of 23). RSS System Schematic (APR No.2)
1 November 2000 4-218

the optional number 2 APR-4000 Approach GPS Sensor (APR). This unit may be installed in lieu of the
The PS2 +28-V dc bus airplane supply powers the number 2 APR. Discrete I/O data consists of low-speed
grounded for the number 2 APR.
Internal operation of the APR is the same as described for the GPS on a previous page.
1 November 2000 4-219

Figure 4-9-1 (Sheet 13 of 23). RSS System Schematic (HF No.1)
1 November 2000 4-220

Refer to Figure 4-9-1, sheet 13. This sheet shows the number 1 HF-9031A HF Transmitter-Receiver and
number 1 HF-9041 Antenna Coupler.
The number 1 HF is a multi-channel COMM transceiver that provides 2-way AM voice communications. The
HF receives tune data on the L-CDU-6 low-speed data bus from the number 1 CDU, and the R-CDU-7 low-
speed data bus from the number 2 CDU. The HF is normally tuned by the number 1 CDU, but may also be
tuned by the number 2 CDU (if the number 1 CDU fails). The tuning input data is read by the HF and used
to program the frequency. Processed tuning data is applied to an ARINC 429 low-speed transmitter and out-
put on the L-HF-1 low-speed data bus to the number 1 IAPS data concentrator. The HF applies an audio
output to the airplane audio system.
The number 1 HF-9031A HF Transmitter-Receiver consists of a chassis and five major modules. The mod-
ules include an ARINC 429 interface, control, power supply/audio, receiver/exciter, and power amplifier.
The power supply portion of the power supply/audio module converts the +28-V dc primary power input to
regulated voltages required by other transceiver modules.
The ARINC 429 interface module reads control data from the L-CDU-6 or R-CDU-7 low-speed data bus, re-
formats the data, and applies it to the control mode. The control module issues system commands over the
fiber-optic bus to the antenna coupler. Monitor data from the transceiver modules and the rest of the system
is sent by the control module to the interface module. The interface module formats the data and applies it to
the external bus.
The control module contains a microprocessor system including ROM, RAM, nonvolatile memory, timers,
and parallel input/output (I/O) devices. The control module has access to control and status lines to/from all
other modules. On command from the ARINC 429 bus, the control module configures the transceiver and
system for the selected frequency and mode of operation.
The RF/IF portion of the receiver-exciter module employs a dual-conversion frequency scheme to translate
signal between the audio spectrum and the desired RF frequency. The frequency synthesizer portion of the
receiver-exciter module provides all injection frequencies required for RF-to-audio and audio-to-RF fre-
quency for the frequency synthesizer.
The number 1 HF-9041 Antenna Coupler consists of three major modules. The modules include the control,
discriminator, and RF tuner. The microprocessor in the control module is directed by software to configure
the RF tuner for proper phasing and minimum VSWR in response to command signals from the transceiver,
and error signals from the discriminator. Tuning data from the previously tuned frequencies is stored by the
microprocessor memory, and used to minimize future tuning times when that frequency is used again.
1 November 2000 4-221

Figure 4-9-1 (Sheet 14 of 23). RSS System Schematic (HF No.2)
1 November 2000 4-222

Refer to Figure 4-9-1, sheet 14. This sheet shows the number 2 HF-9031A HF Transmitter-Receiver and
number 2 HF-9041 Antenna Coupler.
The number 2 HF is a multi-channel COMM transceiver that provides 2-way AM voice communications. The
HF receives tune data on the R-CDU-6 low-speed data bus from the number 2 CDU, and on the L-CDU-7
from the number 1 CDU. The HF is normally tuned by the number 2 CDU, but may also be tuned by the
number 1 CDU (if the number 2 CDU fails). The tuning input data is read by the HF and used to program
the frequency. Processed tuning data is applied to an ARINC 429 low-speed transmitter and output on the L-
HF-1 low-speed data bus to the number 1 IAPS data concentrator. The HF applies an audio output to the
airplane audio system.
1 November 2000 4-223

Figure 4-9-1 (Sheet 15 of 23). RSS System Schematic (TDR No.1)
1 November 2000 4-224

Refer to Figure 4-9-1, sheet 15. This sheet shows the number 1 TDR-94D Transponder (TDR).
The number 1 TDR is a diversity (2-antenna) mode-A, mode-C, and mode-S transponder. This TDR is active
when the remote ATC switch is set to 1. When active, the TDR responds to valid ATCRBS radar interroga-
tions with a coded identification (mode-A) or reporting altitude (mode-C) reply. The response code is selected
on the controlling CDU. The TDR is normally controlled by the number 1 CDU, but also may be controlled by
the number 2 CDU (if the number 1 CDU fails). The TDR also responds to selective mode-S interrogations.
This select mode reply is unique for each aircraft, and is set by strapping in the aircraft interconnect. This
mode allows the air traffic controller to identify each aircraft by tail number. It is also used by TCAS for air-
to-air communication with a cooperating aircraft. Digital bus outputs are applied to the IAPS and to the
TCAS transmitter receiver.
The TDR consists of a main microprocessor, serial and discrete I/O interfaces, a 1030-MHz receiver, an in-
terrogation processor, and a 1090-MHz transmitter. Operating power is derived from the PE +28-V dc air-
craft supply. This input is filtered and applied through an internal breaker to the low-voltage power supply.
This supply generates internally required low-level voltages, and feeds the high-voltage power supply. A
voltage monitor reports power supply integrity to the microprocessor.
The main microprocessor uses a 16-bit bi-directional data bus to control unit operation. An address latch and
a data transceiver provide the interface between the processor and internal circuits. This processor controls
all I/O data transfer, monitors key internal power levels, programs the frequency synthesizer, generates
high-voltage supply disable logic, and shares data with the dedicated video processor through a dual-port
RAM. The processor also directly monitors the temperature of the transmit modulator; if temperature be-
comes excessive, data is latched that toggles a discrete to inhibit the high-voltage power supply.
The I/O interface circuits consist of three input UARTs, two discrete input buffers, and two output UARTs.
The main microprocessor accesses each circuit using the bi-directional DB0-DB15 data bus.
Two ARINC 429 low-speed data buses are received and applied to the CDU multiplexer. The R-CDU-7 bus
brings control and altitude data from the number 2 CDU to receive port A. The L-CDU-6 bus brings control
and altitude data from the number 1 CDU to receive port B. The microprocessor reads the PORT A/B select
discrete (P2-57) and selects the active port. Normally, port B is selected, and the TDR is controlled by the
number 1 CDU. When the CDU reversion switch is set to 2, a ground is applied to P2-57, which selects port
A (number 1 CDU) control data. The CDU multiplexer then supplies control data from the selected port (A or
B) through an input UART to the microprocessor.
The second input UART is reserved for two ADC air data input buses. These inputs are not used, since the
TDR altitude input discretes are strapped to read air data words from the CDU buses. These discretes are
described in a later paragraph.
The TTR-TX-1 data bus is applied through an ARINC 429 high-speed receiver to the third input UART. This
bus brings TCAS data words from the TTR transmitter receiver. Some words are destined for the IAPS, and
some words contain collision avoidance data for mode-S transmission. This TCAS input data is read from the
UART by the microprocessor.
The processor reads discrete inputs through two buffer circuits. The first buffer provides input port A/B se-
lect logic, strut switch logic, source identification logic, maximum airspeed logic, altitude input logic, and
TCAS installed logic. The control port A/B select discrete (P2-57) is described in a previous paragraph. The
strut switch discrete (P2-53) is grounded when the aircraft is on the ground. The source identification dis-
crete is strapped P2-47 to P2-50 for the number 1 TDR. The max airspeed increment discrete is strapped P2-
45 to P2-49. The altitude input discretes are strapped P2-41 to P2-42 to P2-52, and P1-14 to ground. The
TCAS discrete is strapped P1-13 to P2-52. The second buffer provides the mode-S aircraft identification code.
This code is set by rear connector strapping (P1-33 through P1-56), and is unique for each aircraft.
1 November 2000 4-225

Parallel TDR/TCAS output data is applied from the microprocessor to the output UARTs. One UART is en-
abled by the processor to decode and transmit serial data to the IAPS. This L-TDR-1 bus echoes transponder
control/altitude data through the IAPS to the CDUs, and supplies TCAS (also TDR) words through the IAPS
to the FMS. The second UART is enabled by the processor to decode and transmit serial data to the TTR.
This L-TDR-XT bus supplies air data information to the TCAS transmitter receiver.
The TDR is interrogated by the 3-pulse side-lobe-suppression (sls) method. The TDR-94D operates with two
antennas to provide TCAS air-to-air capability. The 1030-MHz interrogation input is received on either/both
L- band antennas, low-pass filtered, and applied through diversity and transmit/receive switches to the front
end receiver. The diversity switch is not used in receive mode. The transmit/receive switch connects the an-
tennas to the receiver (not the transmitter) in receive mode.
The front end receiver is a dual 1030-MHz bandpass filter (preselector) that rejects images and spurious re-
sponses. The two filtered rf inputs are then independently mixed with a 1090-MHz injection frequency from
the synthesizer. This local oscillator frequency is programmed by the microprocessor using latched data,
clock, and enable logic. The two resultant 60-MHz if signals are amplified and applied to the DPSK (differen-
tial phase shift keying) detector and to the video processor.
The DPSK detector is a part of the receiver circuit that senses phase reversals present in mode-S interroga-
tions. The DPSK detector outputs are applied to the PAM (pulse amplitude modulation) decoder. The video
processor monitors the received signal strengths and generates video signals to the PAM decoder.
The PAM decoder and a dedicated video microprocessor function together as an interrogation processor. This
circuit processes the video inputs to determine if the received interrogation is a valid ATCRBS or mode-S in-
terrogation. If a response is required, the processor determines if the top or the bottom antenna should be
used for the reply. The processor then enables the transmit mode and generates the proper response. Note
that TCAS generated collision avoidance transmit data is applied to the interrogation processor through the
dual port RAM.
When transmit mode is enabled by the interrogation processor, INT SUPRN logic activates the suppression
amplifier and XMT ENBL logic activates the transmit enable driver. During transmit mode, the suppression
amplifier momentarily inhibits other L-band units (described in a later paragraph). During transmit mode,
the enable driver closes the transmit/receive switch. This isolates the receiver and connects the transmitter
to the selected antenna. The interrogation processor generates the ATCRBS or mode-S reply output and
top/bottom antenna select logic. This response is applied through a multiplexer to the rf transmit modulator.
The 1090-MHz transmitter circuit consists of an rf modulator and a power amplifier. The rf modulator re-
ceives operating power from the high-voltage power supply. This power supply provides the voltage levels
required for L-band transmission. A current monitor disables both the rf modulator and the high-voltage
supply if the current draw (power output) becomes excessive. An HV power monitor provides a high-power
monitor output through a buffer to the main microprocessor.
The reply output from the interrogation processor controls the modulator bias applied to the power ampli-
fier. The power amplifier is driven by a 1090-MHz CW signal generated by the synthesizer. The ON/OFF
BIAS from the modulator causes the power amplifier to generate a corresponding pulse train output, at the
1090-MHz drive frequency. This rf reply output is a series of pulses, the number and spacing of which is de-
termined by the ATC code (plus a trailing IDENT pulse, if selected) and the operating mode. The pulse
transmission is applied through the closed transmit/receive switch and radiated out the selected antenna.
The transmit signal is sampled by a forward power monitor, which provides a low-power monitor output
through a buffer to the processor.
1 November 2000 4-226

The diversity transmit switch connects the top or bottom antenna to the power amplifier in transmit mode.
This switch is controlled by XMT ANT SEL logic from the modulator. The selected antenna is the one pro-
viding the strongest receive signal to the interrogation processor.
A suppression amplifier generates a blanking pulse SUPRN output (P1-29) when the interrogation processor
selects transmit mode. This suppression pulse momentarily inhibits receivers in the DME, TDR, and TTR
units to protect them from possible damage by high-energy transmissions. These L-band units also generate
a blanking pulse output when preparing to transmit. This pulse input temporarily inhibits the TDR receiver,
and also inhibits receivers in the other L-band units.
1 November 2000 4-227

Figure 4-9-1 (Sheet 16 of 23). RSS System Schematic (TDR No.2)
1 November 2000 4-228

Refer to Figure 4-9-1, sheet 16. This sheet shows the number 2 TDR-94D Transponder (TDR).
The number 2 TDR is a diversity (2-antenna) mode-A, mode-C, and mode-S transponder. This transponder is
active when the remote ATC switch is set to 2.
When active, the TDR responds to valid ATCRBS radar interrogations with a coded identification (mode-A)
or reporting altitude (mode-C) reply. The response code is selected on the controlling CDU.
The TDR is normally controlled by the number 2 CDU, but also may be controlled by the number 1 CDU (if
the number 2 CDU fails). The TDR also responds to selective mode-S interrogations.
Internal operation of the TDR is described on a previous page.
1 November 2000 4-229

Figure 4-9-1 (Sheet 17 of 23). RSS System Schematic (TTR)
1 November 2000 4-230

Refer to Figure 4-9-1, sheet 17. This sheet shows the receiver, transmitter, and suppression circuits of the
TTR-4000 TCAS II Transmitter Receiver (TTR) and the TRE-920 TCAS II Directional Antennas (TCAS an-
tennas). Sheet 18 shows the I/O circuits of the TTR.
The TTR and TCAS antennas provide TCAS II operation. The TTR transmits mode-C and mode-S trans-
ponder interrogation signals and monitors all replies. Internal processing determines the range, bearing,
and altitude of each replying (nearby) aircraft. This allows the TTR to locate all transponder equipped air-
craft within range.
If an aircraft is on a conflicting path, the TTR generates traffic advisory (intruder alert), resolution advisory
(recommended vertical escape maneuver), and/or synthesized voice audio outputs. If the intruder aircraft
has a mode-S transponder, the TTR uses the transponder to transmit collision avoidance data to that air-
craft. This mode-S link allows the two TCAS systems to coordinate conflict resolution maneuvers between
aircraft.
The number 1 TRE-920 TCAS II antenna is mounted on the top of the aircraft. The number 2 TRE-920
TCAS II antenna is mounted on the bottom of the aircraft. The TRE antenna is directional, which allows the
system to compute bearing to a target aircraft. The TRE contains four passive antenna elements located at
cardinal (90 degree) points inside the assembly. Each element is independent of the others, and is connected
to the TTR through a separate coaxial cable.
The TTR-4000 TCAS II transmitter receiver contains a main CPU processor, a four-section 1090-MHz re-
ceiver, a video processor, and a solid-state 1030-MHz transmitter. Operating power is derived from the
number 1 +28-V dc aircraft supply. This input is applied through an internal breaker and filter to the power
supply. This supply generates all internally required voltages.
The main CPU processor uses a 16-bit bi-directional data bus to control unit operation. An address latch and
a data transceiver provide the interface between the main processor and internal circuits. The address latch
provides access to the global RAM memory and to the non-volatile EEPROM memory. Global RAM provides
top level rt data storage; EEPROM stores diagnostic error data. The data transceiver is used to transfer in-
formation between the various internal data buses and the processor D0-D15 data bus. Note that a second
transceiver and a dual port RAM also provide part of this data transfer function.
The TTR receives ATCRBS and mode-S transponder replies from the TRE top antenna and/or the TRE bot-
tom antenna. Top and bottom antennas are installed so that an intruder aircraft is not shadowed from the
TCAS by the airframe. The top or bottom antenna is connected to the receiver through an antenna select
switch, a beam steering network, and a transmit/receive switch. The video processor controls these three cir-
cuits.
The video processor operates the antenna select switch to choose either the top or the bottom antenna. In re-
ceive mode, the processor alternately monitors the top and bottom antenna inputs to listen for replies. When
an antenna is selected, all four TRE antenna elements are connected through the beam steering network
and the transmit/receive switch to the receiver. The video processor operates the beam steering network to
steer antenna reception sensitivity. This phasing network directs signal detection in 5.6-degree increments.
The video processor operates the transmit/receive switch to connect the antennas to the receiver (not the
transmitter) in receive mode.
The receiver contains four identical rf and if sections. The four 1090-MHz rf input signals are bandpass fil-
tered, amplified, and applied to mixer circuits. Note that because of the physical orientation of the antenna
elements, the instantaneous amplitude of the received signal is different at each element (the frequency is
the same). In receive mode, a local oscillator provides a 1030-MHz injection frequency to each mixer. The
four resulting 60-MHz if signals are applied to the video processor.
1 November 2000 4-231

The video processor combines the received signals to determine bearing information and to decode pulse-
data responses. The processor also generates rf control to the antenna interface circuits as described above.
The VD bus provides a link to the main CPU processor and the sample RAM. A bearing circuit compares the
phase relationships of the received if signals and provides a phase detector output to the bearing detector.
The bearing detector produces dc outputs that are proportional to the angle-of-arrival of the rf signal at the
antenna. These PA and PB analogs are converted to digital format and applied to the sample RAM.
The serial RX data outputs from the video processor are applied to mode-C and mode-S gate arrays, and also
to the sample RAM. The gate arrays process this video data to detect mode-C or mode-S pulses in the re-
ceived signal. The gate arrays apply the detected response information through a FIFO onto the internal ED
bus.
The sample RAM stores simultaneous response and range counter data for the main processor. As valid re-
plies are received the mode-C/mode-S data, digital bearing, and the current value of a range counter are
stored in the RAM. The processor reads this data from the sample RAM and calculates the target aircraft
range, bearing, and mode-C altitude.
The processor uses the ED bus to operate the transmit encoder gate array. This gate array generates the
pulse-timing signals necessary to transmit interrogations, provides a range counter output to the sample
RAM, and generates internal suppression logic. The processor programs the gate array for mode-C or mode-
S operation, and enables the gate array to begin the transmit operation. When enabled to transmit, an in-
ternal suppression pulse is applied to the suppression circuit; this circuit is described later. The mode-C or
mode-S interrogation transmit (pulse) data is applied through a buffer to the transmit modulator.
The transmitter contains a transmit modulator, power amplifier, and power splitter. In transmit mode, a
T/R switch applies the 1030-MHz oscillator signal to the power amplifier (not the receiver). This oscillator
signal is the rf continuous wave (CW) transmit frequency. The transmit modulator applies mode-C or mode-
S high-voltage pulse drive to bias the power amplifier. This bias causes the power amplifier to generate a
corresponding pulse train output, at the 1030-MHz transmit frequency. This 2000-watt rf reply output is ap-
plied through a power splitter to the transmit/receive switch. The power splitter is a whisper/shout attenu-
ator that controls the transmit power applied to the antennas.
In transmit mode, the video processor controls the transmit/receive switch to connect the antenna to the
transmitter (not the receiver). The four rf pulse-transmission outputs are applied through the trans-
mit/receive switch, the beam steering network, and radiated out the selected antenna.
The beam steering network provides 4-channel antenna beam steering for the directional TRE antennas.
This network generates and controls the phase relationships of the four rf outputs from the transmitter. The
processor uses the phasing network to aim the rf transmit beam (in 5.6-degree increments) at a selected air-
craft.
A suppression circuit generates a blanking pulse SUPRN output (P1C-12) when the processor selects trans-
mit mode. An INT SUPRN pulse from the transmit encoder gate array activates the suppression circuit. The
suppression circuit then inhibits the internal TTR receiver (using latched RCVR OFF data to the video proc-
essor) and generates the EXT SUPRN pulse. This suppression pulse momentarily inhibits receivers in the
DME and TDR units to protect them from possible damage by high-energy transmissions. These L-band
units also generate a blanking pulse output when preparing to transmit. This pulse input temporarily in-
hibits the TTR receiver, and also inhibits receivers in the other L-band units.
1 November 2000 4-232

Figure 4-9-1 (Sheet 18 of 23). RSS System Schematic (TTR)
1 November 2000 4-234

Refer to Figure 4-9-1, sheet 18. This sheet shows the I/O circuits of the TTR-4000 TCAS II Transmitter Re-
ceiver (TTR). Sheet 17 shows the receiver, transmitter, and suppression circuits of the TTR.
The main CPU processor accesses the I/O circuits shown on this sheet using the parallel DB and DG data
buses. The processor is shown on sheet 13. These I/O circuits provide the ARINC 429 interface with external
units, read program discrete inputs, generate voice audio outputs, and operate the front panel test switch
and LED indicators.
The TTR reads three ARINC 429 input data buses. The L-TDR-XT (or R-TDR-XT) bus supplies pressure alti-
tude data. This air data information is applied through the CDU and selected transponder to the TTR. This
serial bus is input through a receiver to a multiplexer and read through a UART onto the parallel DB bus.
The L-AHC-1 bus supplies heading data. This serial bus is input through a receiver and read through a
UART onto the parallel DB bus. The L-RALT-1 bus supplies radio altitude data to inhibit descend advisories
below a certain ceiling. This serial bus is input through a multiplexer and read through a UART onto the
parallel DG bus.
The TTR outputs four ARINC 429 data buses. Each data bus is output from a UART to a transmitter. The
processor selectively enables each UART to decode parallel data from an internal bus and transmit serial
ARINC 429 data. The TTR-TX-1 and TTR-TX-2 buses provide collision avoidance maneuver data to the
transponders. The selected transponder transmits this data on a mode-S link to the cooperating aircraft. The
TTR-TA/RA-1 and TCAS-TA/RA-2 buses provide traffic advisory, vertical resolution advisory, intruder air-
craft range/bearing/altitude, and formatted TCAS map data to the large displays. Each large display pro-
vides a TCAS performance monitor to the TTR. The RA DSPL STATUS 1 discrete is normally a ground, but
becomes an open at the TTR if the number 1 side displays can not display resolution advisory (RA) data. The
RA DSPL STATUS 2 discrete is a ground at the TTR if the number 2 side display can display RA data.
The TTR reads several strap inputs. These discretes program aircraft performance capabilities to the main
processor, and customize TCAS operation for the Hawker 800XP installation. Each discrete is level con-
verted by a pull-up resistor circuit and read through a buffer onto an internal data bus. Refer to the wiring
diagram in the maintenance section of this manual for a list of the TCAS straps, The wiring diagram notes
describe each strap function.
The TTR uses a speech processor and a D/A converter to generate synthesized voice audio outputs. This
TCAS audio provides dedicated voice messages to provide traffic alerts or vertical maneuver advice. The
processor applies audio data to the speech processor on the DB bus. The speech processor digitally synthe-
sizes spoken words and applies an analog VOICE output to the feedback input of a D/A converter. The DB
bus supplies audio GAIN LEVEL programming to the data inputs of the converter. The voice signal output
from the converter is filtered and applied through 600-ohm and 8-ohm audio amplifiers to the aircraft audio
system.
The TTR front panel contains a TEST button and several LED indicators. If the main processor detects a
failure, the error data is stored in nonvolatile memory and is also applied to a latch which lights the appro-
priate indicator. When the TEST button is pressed, a discrete ground is buffered onto the DG bus to the
main processor. The processor begins the (8 second) self-test routine. Then, either the TTR PASS or the TTR
FAIL indicator lights. If the TTR FAIL indicator lights, one or more of the other indicators may also light to
show the reason for the failure. These indicators are listed below.
INDICATOR MEANING
• TTR PASS TTR has passed self-test
• TTR FAIL TTR has failed self-test
• XPNDR TDR transponder or mode-S data link failure
• UPPER ANT TRE (top) antenna failure
• LOWER ANT TRE (bottom) antenna failure
1 November 2000 4-235

• RAD ALT Radio altitude data failure

• HDNG Heading data failure
• R/A RA indicator failure
• T/A TA indicator failure
1 November 2000 4-236

Figure 4-9-1 (Sheet 19 of 23). RSS System Schematic (VHF No.1)
1 November 2000 4-238

Refer to Figure 4-9-1, sheet 19. This sheet shows the number 1 VHF-422C VHF COMM Transceiver (VHF).
The number 1 VHF is a multi-channel COMM transceiver that provides pilot side 2-way AM voice commu-
nications. The VHF normally is tuned by the number 1 CDU, but also may be tuned by the number 2 CDU
(if number 1 CDU fails). If both CDUs fail, the VHF may be tuned by the CTL-23. The VHF audio output is
applied to the aircraft audio system, and a digital bus output is applied to the IAPS.
The VHF consists of an ARINC I/O microprocessor, a main microprocessor, a superheterodyne receiver, a
broadband transmitter, and an audio amplifier. The number 1 +28-V dc aircraft supply provides operating
power. An internal power relay switches the +28-V dc voltage input to the power supply circuits; these cir-
cuits generate all internal supply levels.
The ARINC microprocessor selects and reads one of two tune data bus inputs, supplies tune data to the main
microprocessor, and formats the ARINC output data bus. Two ARINC 429 low-speed data buses are received
and input to a multiplexer. The R-CDU-7 bus brings tune data from the number 2 CDU and the L-CDU-6
bus brings tune data from the number 1 CDU. The processor scans the BURST TUNE and RX PORT A/B
ENABLE discretes from the CDU reversion switch, then applies RX PORT SELECT logic to the multiplexer.
The multiplexer then supplies tune data from the selected input port to the processor.
Normally, port B is selected, and the VHF is tuned by the number 1 CDU. When the CDU reversion switch
is set to 2, a ground is applied to pin P1-14, which selects port A (number 2 CDU) tune data. The selected
tune data is supplied in CSDB format to the main microprocessor. The ARINC microprocessor also scans the
ARINC 429/CSDB discrete from the CTL-23. The CTL applies a ground to the discrete when CTL tuning is
selected. The main microprocessor then receives CSDB tuning data from the CTL.
The main microprocessor controls the VHF receive and transmit functions. The processor reads selected tune
data, source ident, keyline logic, and monitor/control input information. The processor generates CSDB data,
squelch test logic, XFR tone, synthesizer data/clock/enable, XMT mode logic, and 106.7-kHz reference out-
puts.
The selected tune input data is read in CSDB format and used to program the frequency synthesizer. The
source ident is read through a shift register; the ident strap (pin P1-28) is open for the number 1 VHF. Fil-
tered keyline logic from the PTT microphone button selects transmit mode. Transmitter temperature and
transmit power levels are digitized and monitored by the processor.
Processed CSDB output data is applied to the ARINC processor, where it is converted to ARINC-429 format
and transmitted on the L-VHF-1 bus to the IAPS. Squelch test logic and the transfer tone are applied to the
squelch circuit and to the audio amplifier respectively. Data, clock, and enable outputs are generated and
applied as tune frequency program input to the LSI frequency synthesizer. XMT mode logic is generated to
select internal receive or transmit operation. The 106.7-kHz output is a frequency reference for the modula-
tor circuit.
In receive mode, a VHF communication signal is input from the antenna to the transmit/receive (tr) diode
switch. These two diodes are forward biased in the receive mode to isolate the antenna from the transmitter.
The input signal is processed through a preselector and applied to the dual conversion receiver. The prese-
lector contains four rf filters to attenuate undesired signal components.
A SIMULCOMM-2 input from the number 2 VHF also is applied to the preselector; a KEY-2 ground reduces
receiver sensitivity when the other VHF is transmitting.
The main microprocessor reads the tune frequency from the ARINC processor and applies appropriate
data/clock/enable control to program the synthesizer. The synthesizer is an LSI device that generates fre-
quency dependent TUNE VOLTAGE and RCV 1ST INJ outputs during receive mode. The TUNE VOLTAGE
1 November 2000 4-239

output is a dc level that is used to tune the center frequency of the preselector. The RCV 1ST INJ output is a
frequency injection signal that is related to the tune frequency.
The preselector output is input to the dual conversion receiver circuit; injection frequencies are provided by
the synthesizer and a local oscillator. The receiver provides if signal output to the squelch circuit and
through a transistor detector to an audio compressor. The squelch circuit automatically operates a squelch
switch that either blocks or passes the received audio signal. The squelch circuit opens the squelch switch if
phase noise is excessive or if multiple carriers are received. The detected (received) audio is compressed to
reduce loudness variations, then passed through the squelch switch to the audio amplifier.
In transmit mode, the pilot’s microphone applies PTT push-to-talk logic and MIC AUDIO voice signal to the
VHF. The PTT logic ground initiates keyline control to the main microprocessor (and to an audio relay), and
applies a KEY-1 SIMULCOMM ground to the number 2 VHF. The pilot voice signal is applied through an
audio compressor (which maintains consistent depth of modulation) to the modulator input.
When the keyline control input becomes a ground level, the main microprocessor initiates transmit mode. If
the monitored transmitter temperature and internal power levels are within acceptable limits, the processor
applies logic high XMT MODE enable to the modulator. The modulator uses a 106.7-kHz reference frequency
to operate. The enabled modulator applies XMT MODE POWER and XMT SIGNAL outputs. The XMT
MODE POWER output applies enable power to the transmitter and reverse biases the two tr diodes to iso-
late the antenna from the receiver. The XMT SIGNAL output to the transmitter is the AM modulated voice
signal.
The transmitter is a 4-stage, 16-watt amplifier. The transmitter is frequency tuned by the RF XMT INJ out-
put from the synthesizer. The synthesizer is programmed by the processor to apply tune frequency depend-
ent injection to the transmitter during transmit mode. The transmitter output is then low-pass filtered and
transformer coupled to the antenna. The transformer allows the processor to monitor forward and reverse
transmit power and also applies sidetone audio to the audio amplifier.
The audio amplifier receives transfer tone, sidetone, and received audio inputs. The amplified audio output
is applied through a transformer to the aircraft audio system. Separate received, sidetone (transmit), and
combined (received and transmit) outputs are provided; an audio relay (controlled by keyline logic) selects ei-
ther received or sidetone audio output.
1 November 2000 4-240

Figure 4-9-1 (Sheet 20 of 23). RSS System Schematic (VHF No.2)
1 November 2000 4-242

Refer to Figure 4-9-1, sheet 20. This sheet shows the number 2 VHF-422C COMM Transceiver (VHF).
The number 2 VHF is a multichannel COMM transceiver that provides copilot side 2-way AM voice commu-
nications. The VHF normally is tuned by the number 2 CDU, but also may be tuned by the number 1 CDU
(in reversion mode).
Internal operation of the VHF is described on a previous page.
1 November 2000 4-243

Figure 4-9-1 (Sheet 21 of 23). RSS System Schematic (VIR No.1)
1 November 2000 4-244

Refer to Figure 4-9-1, sheet 21. This sheet shows the number 1 VIR-432 VHF Navigation Receiver (VIR).
The number 1 VIR contains VOR/LOC, glideslope (GS), and marker beacon (MB) receivers and instrumenta-
tion circuits. The VIR-432 normally is tuned by the number 1 CDU, but also may be tuned by the number 2
CDU (if the number 1 CDU fails). If both CDUs fail, the VIR may be tuned by the CTL-23. The VOR/LOC
and MB audio outputs are applied to the aircraft audio system, and digital bus outputs are applied to the
IAPS and the EFIS systems.
The VIR consists of an ARINC microprocessor, an instrumentation microprocessor, a VOR/LOC receiver, a

glideslope receiver, a marker beacon receiver, and two audio amplifiers. Operating power is provided by the
number 1 +28-V dc aircraft supply; an internal power supply converts this voltage into required supply lev-
els.
The ARINC microprocessor selects and reads one of two tune data bus inputs, supplies tune data to the in-
strumentation microprocessor, and formats ARINC 429 output data. Two ARINC 429 low-speed data buses
are received and input to a multiplexer. The R-CDU-7 bus brings tune data from the number 2 CDU and the
L-CDU-6 bus brings tune data from the number 1 CDU. The processor reads latched BURST TUNE and RX
PORT A/B ENBL discretes from the CDU reversion switch and selects the active tune port. The multiplexer
then supplies tune data from the selected input port through a UART to the ARINC processor. Normally,
port B is selected and the VIR is tuned by the number 1 CDU. When the CDU reversion switch is set to 2, a
ground is applied to P1-31, which selects port A (number 2 CDU) tune data. The ARINC microprocessor
supplies the selected tune data (in CSDB format) to the instrumentation microprocessor. The ARINC micro-
processor also scans the ARINC 429/CSDB discrete from the CTL-23. The CTL applies a ground to the dis-
crete when CTL tuning is selected. The main processor then receives CSDB tuning data from the CTL.
The instrumentation microprocessor controls the receiver and the data processor functions. This processor
reads selected tune (ARINC RCV) data, source ident, and decoded receive data parameters. The processor
generates CSDB data, a TEST tone, and synthesizer data/clock/enable.
The selected tune input data is read directly in CSDB format and used to program the VOR/LOC and GS
frequency synthesizers. The source ident is read onto the data bus through a latch; the ident strap (P1-14) is
open for the number 1 VIR. Decoded VOR (30-Hz REF and 30-Hz VAR), LOC, and GS signals are sampled
onto the data bus by the processor through an a/d converter. Decoded MB status is read onto the data bus by
the processor through a latch.
Processed CSDB output data is applied to the ARINC processor. The ARINC processor applies this data to
the ARINC UART, where it is transmitted on the L-VIR-1 bus to the IAPS and the L-VIR-2 bus to the num-
ber 1 PFD, and number 1 MFD. These data bus outputs contain the tuned VOR/LOC frequency, VOR bear-
ing, LOC deviation, GS deviation, and MB status information. A 30-Hz TEST tone output is generated by
the processor when self-test mode is requested; this tone is monitored through the a/d converter. Data, clock,
and enable outputs are generated and applied as tune frequency program inputs to both the VOR/LOC and
the GS LSI frequency synthesizers.
The VOR/LOC receiver is a dual conversion receiver that demodulates the VOR or LOC signal from the
108.00- to 117.95-MHz band, and applies detected signal to the instrumentation processor and isolated audio
to the aircraft audio system.
The rf input signal from the VOR/LOC antenna is applied through a preselector to the dual conversion re-
ceiver. The 2-pole preselector provides rf selectivity, and is continuously tuned by a dc TUNE VOLTAGE
from the synthesizer. The synthesizer is programmed by the instrumentation processor to apply dc TUNE
VOLTAGE to the preselector and a variable first injection frequency to the receiver. These outputs are re-
lated directly to the tune frequency and channel the receiver to the desired station.
1 November 2000 4-245

A crystal oscillator provides the second (fixed) injection frequency to the receiver. The resulting if signal is
applied to a diode detector and to an automatic frequency control (AFC) circuit. The AFC circuit functions
only in VOR (not ILS) mode. This circuit keeps the received signal in the center of the passband to compen-
sate for VOR station drift. An AFC TUNE output provides a dc error correction voltage to fine-tune the syn-
thesizer. A MUTE logic output opens the path of the detected signal if the AFC error becomes excessive. The
detected VOR or LOC signal is applied to an FM discriminator and through the NAV audio amplifier to the
aircraft audio system.
The FM discriminator processes the detected analog VOR/LOC signal into components expected by the mi-
croprocessor. In VOR mode, the FM discriminator derives 30-Hz reference and 30-Hz variable phase signals
from the detected VOR signal. These signals maintain a phase relationship used to calculate the VOR bear-
ing. In ILS mode, the FM discriminator derives a standard 90/150-Hz localizer signal from the detected LOC
signal. This signal represents left or right deviation from the localizer beam. These LOC, 30-HZ REF, and
30-HZ VAR signals are applied to a multiplexer and sampled through an analog-to-digital converter onto the
processor data bus.
The glideslope receiver is a dual conversion receiver that demodulates the GS signal from the 329.15- to
335.00-MHz band and applies the detected signal to the instrumentation processor. The GS frequency is
paired with the localizer frequency selected on the control unit.
The rf input signal from the GS antenna is applied through a 3-pole bandpass filter to the dual conversion
receiver. The GS synthesizer is programmed by the instrumentation processor to apply the variable first in-
jection frequency to the receiver. This frequency is related directly to tune frequency and channels the re-
ceiver to the desired station.
A crystal oscillator provides the second (fixed) injection frequency to the receiver. The resulting if signal is
applied to a transistor detector. The detected 90/150-Hz GS signal is amplified, applied to a multiplexer, and
sampled through an analog-to-digital converter onto the processor data bus. This signal represents up or
down deviation from the glideslope beam.
The marker beacon receiver is a single-channel tuned rf receiver. The MB receiver amplifies and demodu-
lates the received 75-MHz signal and applies detected signal to the instrumentation processor and audio to
the aircraft audio system.
The 75-MHz input signal from the MB antenna is applied through a crystal bandpass filter to a 2-stage rf
amplifier. The crystal filter provides receiver selectivity. High or low sensitivity threshold is enabled ac-
cording to decoded input tune data; sensitivity control is selected by the remote MKR switch. The amplified
signal is demodulated by a diode detector, amplified, and applied to a filter/amplifier network and through
the MB audio amplifier to the aircraft audio system.
The filter/amplifier network contains three tuned circuits. These circuits sense the 400-, 1300-, and 3000-Hz
tone components of the detected signal. Corresponding outer, middle, and inner marker beacon discrete out-
puts are generated and applied to a latch. These discretes are read from the latch onto the processor data
bus. External loads are installed on the marker beacon lamp outputs.
1 November 2000 4-246

Figure 4-9-1 (Sheet 22 of 23). RSS System Schematic (VIR No.2)
1 November 2000 4-248

Refer to Figure 4-9-1, sheet 22. This sheet shows the number 2 VIR-432 VHF Navigation Receiver (VIR).
The number 2 VIR is a VHF navigation receiver that contains VOR/LOC, GS, and MB receivers. The VIR
normally is tuned by the number 2 CDU, but also may be tuned by the number 1 CDU (in reversion mode).
Internal operation of the VIR is described on a previous page.
1 November 2000 4-249

Figure 4-9-1 (Sheet 23 of 23). RSS System Schematic (CTL)
1 November 2000 4-250

Refer to Figure 4-9-1, sheet 23. This sheet shows the CTL-23C COMM/NAV Tuning Unit (CTL).
The CTL is a backup control head used by the pilot to tune the number 1 side VHF COMM and VHF NAV
radios. Turning the CTL mode switch to ON selects CTL CSDB tuning for the number 1 VHF and VIR. The
CTL provides CSDB control words to the number 1 side VHF and VIR radios. The VHF and VIR radios echo
the COMM and NAV frequencies back to the CTL.
The CTL consists of a microprocessor, front panel knobs/switches, a data bus I/O circuit, and a gas discharge
display assembly. The microprocessor controls RTU operation using an 8-bit bi-directional AD0-AD7 data
bus that interfaces with the UART, input buffers, and an address latch. The address latch provides internal
device control.
Number 1 +28-V dc power is applied through a diode to the CTL power supply. The power supply generates
all internally required supply levels. The power supply feeds a monitor circuit. The power-on-clear (POC)
monitor is a comparator that resets the microprocessor whenever the +5-V dc level fluctuates below a refer-
ence level.
The microprocessor applies an enable to a system timing block. This counter network generates UART clock
inputs and clocks the heartbeat monitor. The heartbeat monitor resets the microprocessor if program execu-
tion takes too long to complete. The heartbeat monitor is regularly initialized by the UART; if the timer
counts down before a routine is finished, a reset is generated to prevent the processor from hanging up.
The data bus allows the processor to control the memory, input/output, and gas-discharge display functions.
This bus gathers stored control laws from program PROM, discrete input and knob/switch settings from a
buffer, and echo tune data from the UART. A ROM contains the CTL operating program that directs the mi-
croprocessor in performing these tasks.
Processed data is applied to the nonvolatile memory, a dimming digital-to-analog converter circuit, and the
UART. The microprocessor reads and writes frequency data to the nonvolatile memory through the two 8-bit
I/O ports. The processor controls the display brightness through one of the ports. The microprocessor reads
the display dim bus input using a successive approximation technique. The analog dim bus input is applied
to the noninverting input of a comparator. The processor applies a series of approximate dim reference levels
on the I/O port bus to a digital-to-analog converter. The digital references are converted to a dc ramp and
applied to the inverting input of the comparator. When the approximated reference trips the comparator, the
processor knows the desired dim setting.
The front panel mode knob, tuning knobs, COM/NAV select switch, and discrete inputs are read by the mi-
croprocessor through input buffers. The mode knob position is applied to the data bus through a buffer. The
two rotary tuning knobs are read through another buffer; these knobs are wafer switches used to change the
tune frequencies. The larger outer knob changes the frequency in 1 MHz increments. The smaller inner knob
changes the frequency in 50 kHz increments (except for the COMM frequency, which changes by 8.33 kHz)
when the direction of knob rotation changes.
The COM/NAV select switch, source ident discrete, and marker sense are monitored through a third buffer.
The COM/NAV toggle switch selects which display is selected by the frequency controller. In the up position,
the controller changes the COMM display. In the down position, the controller changes the NAV display. The
aircraft MKR SENSE toggle switch selects HI or LO sensitivity operation of the (VIR) marker beacon receiv-
ers. When high sensitivity is selected, a ground is applied to P1-d of the CTL. This ground is read from a
buffer by the microprocessor and encoded onto the VIR tune word applied to the VIR radio.
A UART controls the CSDB data bus I/O interface. The processor uses the UART to read two serial input
buses and to write transmit data onto two serial output buses. The CSDB input data buses are alternately
selected and input to the UART receive port. A select logic line from the UART selects one receiver at a time
1 November 2000 4-251

to input data to the UART. The CSDB-1 and CSDB-2 buses from the VHF COMM and VHF NAV echo the
radio tune frequencies back to the CTL processor.
The microprocessor transfers tuning data to the UART on the data bus. When the UART is enabled to
transmit, the processed tuning data is applied from the UART transmit port to two CSDB output amplifiers.
The CTL CSDB-1 bus is applied to the number 1 VHF COMM and the CTL CSDB-2 bus is applied to the
number 1 VHF NAV.
The data bus allows the processor to control the gas discharge display functions. This data bus is applied to
the cathode display drivers, the anode display drivers, and a decoding buffer circuit. The gas discharge dis-
play is configured in a matrix fashion, using 5 anodes (for the whole display) and 22 cathodes in the display.
Display segments are lit according to microprocessor generated anode and cathode strobe voltages.
1 November 2000 4-252

Figure 4-10. WXR (Weather Radar System) Overview
1 November 2000 4-254

4.3.9 WXR (Weather Radar Sy stem)
4.3.9.1 Overview
Refer to Figure 4-10.
The Weather Radar System (WXR) consists of an RTA-858 Receiver/Transmitter/Antenna (RTA) that detects
wet precipitation and precipitation based turbulence along the flight path and ahead of the aircraft. The
RTA has an autotilt function. The radar scan arc is the aircraft heading angle ±60°. The control display units
provide radar mode control; the display range is selectable up to 300 nmi. The RTA processes X-band
weather radar/turbulence data into an ARINC 453 digital bus format that may be selected for display on the
PFDs and MFDs.
The RTA is an integrated receiver/transmitter/antenna unit located in the radome. The RTA consists of an
antenna, an rf assembly, a pedestal assembly, and a base assembly. The antenna is a 18-inch flat plate. The
rf assembly contains the receiver and transmitter circuits; this assembly attaches to the antenna and elimi-
nates the need for a waveguide. The pedestal assembly contains tilt/scan motors and optical feedback
switches. The base assembly contains the power supply and signal processing circuits.
The RTA accepts radar control input data from the number 1 PFD, number 1 MFD, number 2 PFD, and
number 2 MFD. The RTA may be operated in a split mode, where the radar functions like two independent
radars, each updating on alternate sweeps of the antenna. In this mode, each PFD/MFD pair controls one of
the two radar channels.
The PFD/MFD outputs radar control data to the onside IAPS data concentrator. The concentrators map the
radar control data (and AHRS attitude data for stabilization) to the RTA. The L-GP-4 input provides pilot
side control and attitude data. The R-GP-4 input provides copilot side control and attitude data.
The RTA outputs WXR video information on the WXT-1 data bus to the EFIS system. This WXR video data
may be selected for display on the PFDs and MFDs.
1 November 2000 4-255

Figure 4-10-1 (Sheet 1 of 2). WXR System Schematic (RTA)
1 November 2000 4-256

Refer to Figure 4-10-1, sheet 1. This sheet shows the RTA I/O and processing circuits. Sheet 2 shows the rf
transmitter, receiver, and antenna circuits.
The WXR consists of a single LRU; the RTA-858 Receiver/Transmitter/Antenna (RTA) is a single integrated
receiver/transmitter/antenna unit. This unit provides X-band weather radar detection and Doppler turbu-
lence detection. CDU pages provide WXR mode selection. The RTA provides processed WXR video output
data directly to displays in the EFIS system.
RTA circuits on sheet 1 consist of the microprocessor, a UART circuit, data decoders, the digital signal proc-
essor, and the ARINC 453 output driver. The PS1 +28-V dc aircraft supply provides operating power. An in-
ternal power supply converts this voltage into required supply levels. A remote on/off discrete is also pro-
vided. If this option is not used, REMOTE ON/OFF should be strapped to ground (power on).
The microprocessor controls the RTA operation using a 16-bit bi-directional data bus. This bus is applied to a
transceiver, a latch, a flip-flop, and the DSP control interface. The transceiver provides 2-way data transfer
between the processor AD0-AD15 data bus and the internal DATA bus used throughout the RTA. The latch
circuit decodes the address of a requested memory location; the contents of the addressed location are read
from memory onto the internal DATA bus. The flip-flop circuit decodes device control logic. The DSP control
interface allows the microprocessor to directly access the digital signal processor circuits.
A dual UART circuit is used to read input control data. The pilot enters WXR control data on the number 1
PFD/MFD radar menu. These control words are transmitted on the L-PFD-1 or L-MFD-1 bus to the number
1 data concentrator in the IAPS, then mapped onto the L-GP-4 bus to the RTA. This channel A data is input
through an ARINC receiver and applied to the receive port of a UART. The copilot enters WXR control data
on the number 2 PFD/MFD radar menu; this channel B data is applied to the second UART in similar way.
The microprocessor reads WXR CONTROL data from the UARTs onto the internal DATA bus. This input
data contains WXR mode selection, gain/tilt/range commands, and attitude information.
Data decoders read microprocessor instructions from the data bus and convert them into discrete control
signals. A frequency decoder decodes FREQ SEL 1 or FREQ SEL 2 logic, which selects one of two SAW os-
cillators in the rf exciter circuit. A digital-to-analog converter decodes an AGC voltage, which controls the
gain level of the receiver circuit. An antenna drive circuit decodes TILT and SCAN voltage levels, which op-
erate the tilt and scan motors in the pedestal assembly. The pedestal assembly returns a FEEDBACK con-
trol level, which is buffered onto the data bus.
The digital signal processor (DSP) converts the receiver output signals into a processed WXR video signal.
Dc “I” and “Q” voltage levels are generated in the receiver circuit (refer to sheet 2). These voltages are in-
phase and quadrature (90°) dc representations of the received echo signal. The DSP processes these voltages
into a signal that identifies the direction, range, and intensity of the precipitation or turbulence that caused
the reflection (echo). The output display signal is synchronized with the antenna sweep to paint a full-screen
radar picture of the precipitation pattern along the flight path.
The dc “I” and “Q” signals from the receiver are applied through a range filter to an analog-to-digital con-
verter. The range filter optimizes the bandwidth of the analog channel to match the length of the transmit-
ted pulse. The analog-to-digital converter provides digitized LEVEL and ANGLE outputs that address
PROMs in the DSP data unit.
The DSP data unit contains RMS PROMs, PHASE PROMs, and an ALU circuit. The RMS and PHASE
PROMs are addressed to provide corresponding vector data (magnitude and angle) outputs to the ALU. The
ALU circuit estimates the amount of precipitation in the echo signal for that vector and provides this proc-
1 November 2000 4-257

essed DATA to the scan-to-scan filter (also to the microprocessor through the DSP control circuit). Proper
STC gain control voltage is generated at this time by the DSP data unit and applied to the receiver.
The DSP control circuit generates XMT CONTROL pulses and LIMITER BIAS logic outputs that are applied
to the rf assembly (refer to sheet 2). This circuit is operated by the DSP data unit and by the microprocessor.
The scan-to-scan filter stores and filters the video output to ensure that the WXR output data is a cohesive
image showing the most recent sweep. This circuit stores the latest screen display of data and updates this
composite video picture as the antenna scans. This filter provides a dynamic full-sweep WXR video signal to
the ARINC 453 very-high-speed output circuit.
The ARINC 453 output circuit formats processed WXR data for transmission to the EFIS. This circuit re-
ceives WXR video data from the scan-to-scan filter, and status data from the microprocessor. (The processor
also samples the output data using the internal DATA bus.) Formatted WXR video and status data is
transmitted on the WXT-1 ARINC 453 very-high-speed data bus to the EFIS system. This data may be dis-
played on the MFDs.
1 November 2000 4-258

Figure 4-10-1 (Sheet 2 of 2). WXR System Schematic (RTA)
1 November 2000 4-260

Refer to Figure 4-10-1, sheet 2. This sheet shows the rf transmitter, antenna, and receiver circuits. Sheet 1
shows the I/O and processing circuits of the RTA-858 Receiver/Transmitter/Antenna (RTA).
The rf transmitter generates X-band pulses of various widths and repetition rates (depends on selected mode
and range). These rf pulses are applied through an isolating duplexer and radiated out a 18-inch flat plate
antenna. Very narrow beam pulses are transmitted so that as the antenna sweeps, each valid received echo
signal is recognized as a reflection at a specific scan angle. The transmitter is extremely stable, and is used
at the high-pulse repetition rates required to detect moisture and moisture-related turbulence.
The transmitter exciter contains two SAW oscillators. The primary oscillator operates at 744.80 MHz; the
preheat oscillator operates at 744.40 MHz. Only one oscillator is enabled at any time. The preheat oscillator
is enabled by the microprocessor before each transmission. A variable width preheat pulse is generated to
warm the IMPATT amplifier to operating temperature. The IMPATT amplifier is preheated to ensure a
phase-stable and flat-amplitude pulse output. Note that the receiver is tuned only to the primary frequency,
so any returns at the preheat frequency are rejected and not displayed.
The processor enables the primary oscillator when a pulse is to be transmitted. This signal is frequency dou-
bled to 1.489 GHz and applied to a mixer. Refer to sheet 2 and note the frequency divider and multiplier
stages that generate the first (8.937-GHz), second (372.4-MHz), and third (33.8-MHz) oscillator frequencies.
These frequencies are used in the receiver circuit. In transmit mode, the XMT MODE switch is closed, and a
67.6-MHz frequency is applied to the mixer. The mixer output is a 1.557-GHz summation frequency.
The 1.557-GHz mixer output is amplified and applied to a times-6 multiplier to generate the 9.34-GHz
transmit frequency. This frequency is applied to the preheated IMPATT amplifier. This amplifier provides
constant X-band power output.
The modulator is biased on by XMT CONTROL pulses from the DSP control circuit (sheet 1). The pulse
width and repetition rate of these pulses is determined by the processor and limit checked by circuits in the
modulator. The modulator then provides variable pulse output to the IMPATT amplifier.
The IMPATT amplifier is injection-locked to the 9.34-GHz input providing the X-band pulse output. This
pulse transmission is then applied through the duplexer and radiated out the antenna. In transmit mode,
the duplexer is biased to isolate the antenna from the receiver circuits.
The antenna is positioned by motors in the pedestal assembly. The scan motor (B1) positions the antenna
±60 degrees left or right of the flight path. The tilt motor (B2) positions the antenna ±30 degrees up or down.
Both motors run in response to microprocessor generated commands (sheet 1). Normally, the antenna re-
peatedly scans the entire lateral range at a fixed rate. (This rate is synchronized with the video output to
paint a dynamic radar picture of the precipitation pattern along the flight path.) Optical switches (scan and
tilt) provide a feedback reference to the processor computation circuits (buffered onto data bus).
The receiver processes the echo of each transmitted pulse into dc components that are applied to the digital
signal processor (DSP). The DSP processes these components into the output video signal (refer to sheet 1).
The echo return signal is received by the antenna and applied through the duplexer to a preselector filter. In
receive mode, the duplexer is biased to isolate the antenna from the transmitter. This receive signal is raw
(unprocessed) video; the signal strength of this echoed transmission is proportional to the precipitation en-
countered by that pulse.
The preselector bandpass filters the 9.34-GHz signal and applies it to a PIN diode limiter. This is a protec-
tion circuit that is operated by LIMITER BIAS logic decoded from the DSP control circuit. In transmit mode,
this circuit protects the receiver circuits by limiting the level of rf leakage present during the transmit pe-
1 November 2000 4-261

riod. In receive mode, this circuit limits the amplitude of the received signal. The amplitude limited receive
signal is then passed through a low-noise GAASFET amplifier to the first mixer.
The amplified 9.34-GHz receive signal is mixed with a 8.937-GHz reference to produce the 406-MHz first if.
This signal is amplified, filtered, and applied to the second mixer. The 406-MHz first if is mixed with a
372.4-MHz reference to produce the 33.8-MHz second if. This signal is then amplified and level adjusted by
STC (sensitivity time control from the DSP) and AGC (automatic gain control from the processor) amplifiers.
The resulting 33.8-MHz signal is applied to the sin/cos mixer circuits.
The sin/cos mixer circuits divide the level adjusted second if into a pair of phase related dc levels. A 33.8-
MHz reference frequency is applied to a 90 degree phase shift circuit. This circuit provides 33.8-MHz signals
with sine and cosine phase relationships to the sin/cos mixer circuits. The output of the sin mixer is a dc (0-
Hz) level that corresponds to the sine (in-phase) component of the received signal. The output of the cos
mixer is a dc (0-Hz) level that corresponds to the cosine (quadrature) component of the received signal. These
two voltages are amplified and applied as the “I” and the “Q” dc levels to the range filter shown on sheet 1.
The DSP circuits process these levels into the WXR video output.
1 November 2000 4-262

523-0780107-401118
4th Revision, 22 February 2005
Hawker 800XP
Avionics System
Maintenance
Table of Contents
Paragraph Page Paragraph Page
5.1 introduction .......................................................... 5-1 5.9.3 Panel Mounted Units...........................................5-23

5.9.4 Rack Mounted LRUs............................................5-24
5.2 MAINTENANCE SCHEDULE............................. 5-1 5.9.5 Special Mounts.....................................................5-24
5.2.1 RTA-858 Receiver Transmitter Antenna.............. 5-1 5.10 DIAGNOSTIC DESCRIPTION....................... 5-26
5.2.2 SVO-3000 Servo/SMT-65 Servo Mount................. 5-1
5.10.1 Maintenance Menu ............................................5-28
5.2.3 334D-6A Trim Servo .............................................. 5-2
5.10.2 LRU Status.........................................................5-30
5.2.4 ADC-3000 Air Data Computer .............................. 5-2
5.10.3 LRU Fault History.............................................5-32
5.2.5 VIR-432 VHF Navigation Receiver ....................... 5-2
5.10.4 LRU Diagnostic Data.........................................5-34
5.2.6 TDR-94D Transponder .......................................... 5-2
5.10.5 Pilot Data Download..........................................5-88
5.2.7 Routine Display Cleaning ..................................... 5-2
5.10.6 Disk Operations .................................................5-90
5.2.8 LCD Defects ........................................................... 5-3
5.10.7 Clock Set Operation .........................................5-104
5.3 DATA BASE UPDATE PROCEDURE ................ 5-4 5.10.8 Aircraft Ident Set Operation ...........................5-106
5.10.9 Configuration Strapping Unit .........................5-108
5.4 CHECKLIST EDIT PROCEDURE...................... 5-4
5.11 FCS Diagnostics............................................. 5-128
5.5 CSU-3100 PROGRAMMING PROCEDURE ...... 5-4
5.11.1 Report Mode .....................................................5-130
5.6 TEST/TROUBLESHOOTING EQUIPMENT..... 5-5 5.11.2 Input Mode .......................................................5-145
5.11.3 Output Mode ....................................................5-154
5.7 MATING CONNECTOR HARDWARE AND
TOOLING ............................................................. 5-5 5.12 TESTING AND TROUBLESHOOTING ...... 5-160
5.12.1 Level 1 Test/Troubleshooting ..........................5-160
5.8 LRU MATING CONNECTORs ............................ 5-5 5.12.2 Level 2 Test/Troubleshooting ..........................5-163
5.9 Installation and Removal Procedures ........... 5-22 5.13 GROUNDING AND HIRF GUIDELINES ... 5-218
5.9.1 ICC-3000 IAPS Card Cage Modules ................... 5-22
5.14 SYSTEM INTERCONNECT DIAGRAM ...... 5-218
5.9.2 AFD-3010 Adaptive Flight Display (PFD and MFD)
................................................................................ 5-22
NOTICE: This title page replaces 1st Edition, 3rd Revision title page dated 11 June 2004.
* Title ........................................... 22 Feb 05 5-93 Blank ...................................1 Nov 00 5-158 through 5-159 Blank ........ 1 Nov 00
* List of Effective Pages .............. 22 Feb 05 5-94 through 5-98 ........................1 Nov 00 5-160 through 5-164 ................... 1 Nov 00
5-1 ................................................ 1 Nov 00 5-99 Blank ...................................1 Nov 00 * 5-165 ...........................................22 Feb 05
5-2 .............................................. 15 Nov 02 5-100 through 5-126 ....................1 Nov 00 5-166 through 5-177 ................... 1 Nov 00
5-3 through 5-10.........................27 Jan 03 5-127 Blank .................................1 Nov 00 * 5-178 through 5-179 ..................22 Feb 05
5-11 through 5-24........................ 1 Nov 00 5-128 through 5-142 ....................1 Nov 00 5-180 through 5-209 ................... 1 Nov 00
5-25 Blank ................................... 1 Nov 00 5-143 .......................................... 11 Jun 04 5-210 through 5-211 ................. 11 Jun 04
5-26 through 5-86........................ 1 Nov 00 5-144 ............................................1 Nov 00 5-212 through 5-255 ................... 1 Nov 00
5-87 Blank ................................... 1 Nov 00 5-144A through 5-144B............. 11 Jun 04 5-256 Blank................................. 1 Nov 00
5-88 through 5-92........................ 1 Nov 00 5-145 through 5-157 ....................1 Nov 00


1 15 Nov 02 None
2 27 Jan 03 None
3 11 Jun 04 None
4 22 Feb 05 None
section V
maintenance
5.1 INTRODUCTION
This section provides flight-line maintenance instructions for the Hawker 800XP Avionics System. The avi-
onics system contains built-in diagnostics that monitor system operation. These diagnostics operate on nor-
mal airplane power, and provide dynamic fault and fault history displays. Use the diagnostics to isolate a
failed unit. Paragraph 5.12.1 describes how to use the diagnostics to quickly test the avionics system. If de-
tailed troubleshooting is required, refer to paragraph 5.12.2. These single-page test procedures may also be
used as LRU customer acceptance tests.
This section also provides instructions to load monthly navaid data base updates from diskette into system
memory. This procedure uses the DBU-4100 Data Base Unit and a CDU-6200 Control Display Unit.
System Interconnect wiring and LRU connector pictorials are presented at the very end of this section. The
system wiring diagram gives the same interconnect information that is shown in the system schematic dia-
grams, but in a consolidated and more traditional format. The LRU connector pictorials show rear/mating
connector pin numbering for each (non-IAPS) unit. These figures are especially useful when doing detailed
(level 2) troubleshooting.
5.2 MAINTENANCE SCHEDULE
The following paragraphs list units that require periodic inspection or maintenance. Remove other units
from the airplane only when repair is required or during troubleshooting effort.
Caution
Turn power off before disconnecting any equipment from wiring. Disconnecting equipment without
turning power off may cause voltage transients that can damage equipment.
5.2.1 RTA-858 Receiver Transmitter Antenna

As part of each maintenance operation, inspect the mechanical portion (scan/tilt gears and sectors) of the
RTA for contaminants such as dirt and/or grease buildup. Unless the mechanism is severely contaminated, it
should not be necessary to disassemble the unit. Usually, adequate cleaning is possible using a small soft-
bristled brush and a cleaning agent.
After cleaning, apply a moderate amount of grease (CPN 005-0810-000) to the contacting surface of the teeth
of the scan/tilt gears and sectors. Wipe any excess from the surrounding areas with a lintless cloth.
Then, operate the unit and make sure that all mechanically mating parts (especially the scan and tilt
mechanism) are adequately lubricated at the mating surfaces. Note that the scan and tilt axis bearings are
lifetime lubricated; cleaning agents should not contact these parts.
5.2.2 SVO-3000 Servo/SMT-65 Servo Mount
Do an on-airplane inspection of each SVO servo and SMT servo mount concurrent with each airplane major
overhaul, rigging maintenance, or the recommended control system inspection period. Every 12 000-flight
1 November 2000 5-1

maintenance 523-0780107
hours, test the slip clutch torque adjustment on each SMT servo mount. Remove the servo mount from the
airplane so it can be tested by a Collins Business and Regional Systems authorized service agency.
If a servo or servo mount does not pass the on-airplane inspection, replace that unit. Return the failed unit
to a Collins Business and Regional Systems authorized service agency for repair.
Visually inspect each servo and servo mount for capstan/cable wear or contamination, cable spool-off angle,
and a secure bond to the airframe.
With the autopilot disengaged, operate the control system through its entire range and inspect each servo
mount for any unusual noise, binding, backlash, or other mechanical irregularities. Make sure proper cable
tension according to the airplane TC or STC.
5.2.3 334D-6A Trim Servo
The following aircraft inspection and test of the 334D-6( ) Trim Servo is recommended concurrent with each
major scheduled aircraft maintenance, aircraft manufacturer's recommended control system inspection, or
rigging maintenance (each 2000 hours recommended, 5000 hours maximum). Failure of the servo to pass in-
spection requires replacement of the servo. Return units to a Collins Avionics authorized service agency for
repair.
a. Visually check for loose or worn mounting hardware and verify that the servo and capstan assembly
are securely mounted to the airframe.
b. Visually inspect the capstan for cable wear, contamination, and proper spool-off angle.
c. With the autopilot disengaged, activate the elevator electric trim system by operating the trim-up
switch on either the pilot's or copilot's control wheel. While the trim is in motion, grasp the manual
trim wheel with sufficient force to stop the movement. The trim wheel motion should be stopped by
application of not more than 15 pounds (6.8 kilograms) of force.
d. With the autopilot disengaged, activate the elevator electric trim system by operating the trim-down
switch on either the pilot's or copilot's control wheel. While the trim is in motion, grasp the manual
trim wheel with sufficient force to stop the movement. The trim wheel motion should be stopped by
application of not more than 15 pounds (6.8 kilograms) of force.
The 334D-6( ) Trim Servo should be removed from the aircraft every 5000 flight hours and returned to a
Collins Avionics authorized service agency for cleaning, lubrication, and testing as described in the 334D-6( )
Trim Servo Component Maintenance Manual.
5.2.4 ADC-3000 Air Data Computer

Every two years, recertify each air data system for altimeter system accuracy according to FAR part 91.
Send the ADCs to a Collins Business and Regional Systems authorized service agency for repair.
5.2.5 VIR-432 VHF Navigation Receiver
Do a VOR equipment test for IFR operations every 30 days according to FAR part 91. The operational test
measures indicated bearing error.
5.2.6 TDR-94D Transponder
Do an ATC transponder test and inspection every two years according to FAR part 91. This procedure tests
for data correspondence error.
5.2.7 Routine Display Cleaning
The Hawker 800XP Avionics System contains several panel-mounted units that have glass (LCD) displays.
These displays should be routinely cleaned using the following materials:
• Gliss'n optical glass cleaner (CPN 001-0012-000).
5-2 15 November 2002

• Watchcraft lens tissue (CPN 056-0004-000) or a soft low-lint cloth. Lens tissue is available at most pho-
tographic stores.
Caution
Do not use solvent to clean the optic filter (face) of a LCD display. The glass is coated with an antire-
flective coating that may be damaged by solvents.
Caution
When cleaning a LCD display be careful not to damage the antireflective coating. Make sure that the
cleaning tissue/cloth is flat (not creased) to reduce pressure points that could cause streaking or
damage the LCD filter coating. If a cleaning cloth is used, make sure it is soft and practically lint
free. Some cloth materials can damage the LCD filter coating.
1. Clean dust and light fingerprints from the crt face as follows. Wipe the LCD face with a non-
abrasive, lint-free lens tissue.
2. Remove oily fingerprints or any residue from the crt face as follows. Apply glass cleaner to the lens
tissue (or to the soft cloth); do not apply the liquid directly to the LCD. This prevents liquid from
running between the filter and bezel. Use several layers of tissue as necessary for strength. Rub the
wet tissue/cloth around the display face to remove the fingerprints or residue. After the display face
is clean, use a clean dry tissue to remove excess liquid and any streaks.
5.2.8 LCD Defects
Visible defect on the display surface should not be distracting and shall not cause an erroneous interpreta-
tion of the display. Defects which are not visible with any operational format from the minimum viewing
distance shall be accepted.
5.2.8.1 Failed ON Rows or Columns
Failed ON rows or columns shall be defined as LRU failure requiring service.
5.2.8.2 Failed OFF Rows or Columns
Failed OFF rows or columns shall be defined as LRU failure requiring service.
5.2.8.3 Failed Elements
Failed OFF elements shall be acceptable if they do not causes distraction or erroneous interpretation of dis-
played symbology.
Clusters of failed ON elements shall not be permitted. (Cluster is defined as three or more adjacent ele-
ments.)
The number of failed ON elements which shall be allowed is as follows:
No more than 6 Red.
No more than 6 Green
No more than 10 Blue
No more than 5 double adjacent defects
The number of failed OFF elements which shall be allowed is as follows:

No more than 5 double adjacent defects
No more than 1 triple adjacent defect
No more than 30 total failed-off element defects
27 January 2003 5-3

5.3 DATA BASE UPDATE PROCEDURE
The FMS data base memory stores VHF navaid and airport reference point information for use by the flight
management subsystem. Each data base also contains named en route waypoints, on-airway NDBs, airport
runways, and terminal waypoints for the applicable geographic area. In a dual FMS system, data base load-
ing is independent; use the pilot or copilot CDU to update the left or right data base memory.
The data base expires periodically, and must be routinely updated with the latest information on a 28-day
cycle. When the data base has expired, a warning shows on the CDU during FMS initialization.
Every 28 days, Collins Business and Regional Systems distributes a diskette containing the latest data base
information. Load the new data base from this diskette into system memory as soon as a diskette arrives. Do
not wait for the current data base to expire. Do the update while the airplane is parked on the ground.
Several types of data bases may be loaded from diskette into the FMS: navigation data base, route data
base, pilot waypoint data base, and performance database. Two navigation data bases may be loaded into
the memory of a flight management computer. In a dual FMS system, data base loading is independent; use
the pilot or copilot CDU to update the left or right data base memory.
Update the system data base using the DBU-4100 and CDU-6200 as follows:
1. Push the IDX function key on the CDU to show the FMS INDEX page 1 of 2.
2. Push the NEXT function key on the CDU to show the FMS INDEX page 2 of 2.
3. Push the DB DISK OPS line select key on the CDU to show the DATA BASE DISK OPS page.
4. Insert the data base diskette into the DBU (located opposite the cabin door).
5. Push the READ DISK line select key. The CDU shows a diskette directory (normally a single-file
name).
6. Push the LOAD WORLD (for example) line select key to load the data base file into system memory.
Note
It will take several minutes to read this file. The CDU shows READ NAV DB IN PROGRESS mes-
sage while the data base is loading.
7. Wait until the CDU shows the READ NAV DB COMPLETE message for five seconds. The STATUS
page automatically shows and the update is complete.
8. Push the INDEX line select key to show the FMS INDEX page.
5.4 CHECKLIST EDIT PROCEDURE
The checklist files are created on a personal computer, and uploaded to the airplane from a 3.5-inch diskette.
Use the following checklist editor programs to create and edit checklist files.
The MDC-6000 system uses the MDC CHECKLIST EDITOR INSTRUCTIONS (CPN 523-0778174). Use
720-kB or 1.44-MB diskettes to load checklist files into the MDC-6000 system.
5.5 CSU-3100 PROGRAMMING PROCEDURE
The CSU-3100 (CPN 822-1363-002) contains DIP switches that define the avionics system configuration for
the IAPS data concentrators. Before installing a new CSU in the airplane, mount the OCM-3100 Options
Control Module (CPN 822-1484-20X) to the CSU and set the CSU DIP switches to program the CSU for op-
eration in the Hawker 800XP airplane.
The CSU-3100 defines 16 configuration words. The OCM provides protected strapping for the 16-bits of
WORD 0. The OCM part number status defines the WORD 0 strapping. WORD 1 through WORD 15 are ar-
ranged in four rows, with three words in the top row and four words in the bottom three rows. All words are
5-4 27 January 2003

identified on the CSU cover with a label above the window for each corresponding word. Each word contains
sixteen bits, with BIT 1 through BIT 8 and BIT 9 through BIT 16 positions marked below the window for
each word. Located on the bottom row of the CSU are the FCS and ATC configuration straps. These straps
are hardwired directly to the corresponding LRM in the IAPS card cage.
To gain access to the straps, place the CSU on a bench with the front cover facing up. Loosen the six screws,
then slide the inner front cover plate toward the LRM connector. A slot with a dimple located just below the
center of the front cover is available to help slide the plate.
Caution
Avoid contact with the surface of the circuit card to prevent possible damage.
The CSU is populated with switches in a DIP package. Refer to Figure 5-15 for the CSU-3100 and OCM-
3100 side view. Refer to Figure 5-16 for the configuration strapping unit page. Refer to Table 5-53 through
Table 5-69 for the strapping bit definitions.
To program WORD 1 through WORD 15, the following procedure must be used:
• To program a 0 or GND, set the switch to the ON (up) position.

• To program a 1 or OPEN, set the switch to the OFF (down) position.
To program the FCS configuration straps, the following procedure must be used:
• To program a 0 or GND, set the switch to the OFF (down) position.

• To program a 1 or OPEN, set the switch to the ON (up) position.
After programming the CSU, secure the unit cover plate, then install the CSU in the IAPS card cage. Show
the CONFIGURATION STRAPPING UNIT page on the MFD to make sure proper bit patterns. The number
1 CSU and number 2 CSU must be identically strapped. If the CSUs are strapped differently, the erroneous
word is highlighted in yellow on the MFD.
5.6 TEST/TROUBLESHOOTING EQUIPMENT

Internal diagnostics test the avionics system; no carry-on test equipment is required. Table 5-1 lists equip-
ment recommended for flight-line troubleshooting. Equivalent equipment may be substituted.
Table 5-1. Troubleshooting Equipment.
EQUIPMENT DESCRIPTION
Bus reader ARINC 429 bus reader, such as JcAIR Model "429."
Multimeter Used for voltage, current, and continuity checks.
Oscilloscope Used to test the bus levels and activity.
5.7 MATING CONNECTOR HARDWARE AND TOOLING

Table 5-2 lists mating connector hardware and associated tools for each LRU in the avionics system. At the
end of this section, a wiring diagram lists the mating connector pin functions.
5.8 LRU MATING CONNECTORS
Figure 5-1 shows a mating connector pictorial for each (non-IAPS) LRU. Each connector shows pin locations
to aid troubleshooting effort. Pin functions are defined on the interconnect and system schematic diagrams.
27 January 2003 5-5

Table 5-2. Mating Connector Hardware and Tooling.
UNIT HARDWARE/TOOLING
ADC-3000 Mating connector: MIL MS27484T18F35SB, CPN 359-0645-220

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-18N, CPN 859-6604-150
Insertion/extraction tool: MIL M81969/14-01, CPN 359-8032-010
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-06, CPN 359-8102-060
Pitot fitting: 90 degree-number 4, female disconnect, MIL MS24588, American Safety Flight Systems 40007-
2884E, CPN 846-5007-080
Static fitting: 90 degree-number 6, female disconnect, MIL MS24588, American Safety Flight Systems 40007-
2A86E, CPN 846-5007-070
ADF-462 Mating connector kit: Collins 634-1022-001
Connector: 52-pin Thinline II, Collins 653-1286-001
Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
Coax insert: Collins 372-2519-040
Tooling: *
AFD-3010 Mating connector P1: MIL MS27484T20F35S, CPN 359-0645-200
Mating connector P2: MIL MS27484T22F35S, CPN 359-0645-440
AHC-3000 Mating connector: MIL MS27467T25F35S, CPN 359-0657-110
Contacts: MIL M39029/56-348, CPN 359-0608-130 (qty 128)
ALT-4000 Mating connector kit: Collins 634-1021-001
or mating connector kit CPN 634-4192-017 with 46 contacts and 2 TNC connectors
TNC connectors (qty 2): Specialty 24P153-1, CPN 357-7204-010
Tooling: *
ANT-462B Mating connector: MIL MS3126F14-19S, CPN 359-0301-230
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
CDU-6200 Mating connector: MIL MS27484T22F35S, CPN 359-0645-440
5-6 27 January 2003

CSU-3100 NA
CTL-23C Mating connector: MIL MS3126F20-41S, CPN 359-0305-560
DBU-4100 Mating connector P1: MIL MS27484T22F55S, CPN 359-0645-580


DCP-3020 Mating connector: MIL MS27484T18F35S, CPN 359-0645-190
DCU-3001 Mating connector P1: MIL D38999/26FG35SN, CPN 359-0680-060
Strain relief: MIL M85049/38S21N, CPN 859-6619-160
Mating connector P2: MIL D38999/26FG35SB, CPN 359-0680-230

Strain relief: MIL M85049/38S21N, CPN 859-6619-160
Alumel contact (P2-28): Cannon 031-1147-010, CPN 860-2911-030
Chromel contact (P2-1): Cannon 031-1147-011, CPN 860-2911-040

DME-442 Mating connector kit: Collins 634-1021-001
TNC connector: Automatic 301-T2100N, CPN 357-7351-010
Tooling: *
ECU-3000 Mating connector: MIL MS27484T10F35S, CPN 359-0645-020

FDU-3000 Mating connector: MIL MS2742P10C35S, CPN 859-0007-010
FGC-3000 NA
27 January 2003 5-7

FGP-3000 Mating connector P1: MIL MS27484T22F55S, CPN 359-0645-580

Mating connector P2: MIL MS27484T22F55SC, CPN 859-0013-020

Contacts: MIL M39029/57-357 CPN 359-0608-030

FMC-6000 NA
GPS-4000A Mating connector: Cannon BKAD1-67400-72, CPN 859-3477-020
Contacts: 22 AWG pin, Cannon 030-2259-000, CPN 370-0066-060

Insertion/extraction tool: Cannon CIET 22, CPN 371-8445-020
Contacts: 16 AWG socket, Cannon 031-1303-000, CPN 370-0066-080

Insertion/extraction tool: Cannon CET-16-9, CPN 371-8445-080
Coax contact: No. 5 socket, (RG-58) Cannon 249-2077-000, CPN 370-0055-020 or (RG-142 or RG400) Cannon 249-
2078-000, CPN 370-0055-060
Insertion/extraction tool: Cannon CET-C8, CPN 370-8046-010
GPS-ANT TNC connector: Automatic 301-T2100N, GPN 357-7351-010
HF-9031A Mating connector kit: CPN 751-0237-002
Mating connector P1: MIL MS3476L22-55S, CPN 359-7504-250
Strain relief: MIL MS3417-22N, CPN 359-7007-020
Fiber optic mating connector P2/P3: Ensign-Bickford CM-230-1.8, CPN 261-0054-010
Mating connector P4: MIL MS3476L12-10SW, CPN 359-7504-290
Mating connector P5: MIL M39012/16-0101, CPN 357-9292-000
HF-9041 Mating connector kit: CPN 685-0360-002
Mating connector P1: MIL MS3476L14-19S, CPN 359-7504-080
Fiber optic mating connector P2/P3: Ensign-Bickford CM-230-1.8, CPN 261-0054-010
Mating connector P4: MIL M39012/16-0101, CPN 357-9292-000
ICC-3000 Mating connector P1: MIL MS27484T20F35S, CPN 359-0645-200
Strain relief: MIL M85049/47N20, CPN 859-6604-070




5-8 27 January 2003


Mating connector P101: MIL MS27484T20F35SA, CPN 359-0645-400





IEC-3001 NA
IOC-3100 NA
MDC-3000 NA
OCM-3100 NA
PWR-3000 NA
RTA-858 Mating connector: Cannon DCMA37S-A183-FO, CPN 371-0213-040
Contacts: Cannon 031-1007-067, CPN 371-0213-110
Screw locks: Cannon D20419-120, CPN 371-0040-010
Hood: Cannon DC24660, CPN 371-0147-000
Tooling: **
SVO-3000 Mating connector: MIL MS3126F14-19SW, CPN 359-0301-240
TDR-94D Mating connector kit: Collins 628-8661-001 (qty 2)
TNC connector: Automatic 301-T2100N, CPN 357-7351-010 (qty 2)
Tooling: *
TRE-920 TNC connector: Elect Cable Specialists CTS122, CPN 857-1502-010 (qty 4)
TTR-4000 Mating connector: ARINC 600, Cannon BKAD3-67404-207, CPN 370-0501-050
Contacts: Cannon 031-1308-000, CPN 370-0066-090 (size 12)

Insertion/extraction tool: Cannon CET 12-4, CPN not assigned
27 January 2003 5-9


Insertion/extraction tool: Cannon CET 16-9, CPN 371-8445-080

Insertion/extraction tool: Cannon CIET 20HDL, CPN 371-8445-040
Insertion/extraction tool: Cannon CIET 22, CPN 371-8445-020
RG-178 connector: Cannon 249-2080-000, CPN 370-0055-100 (qty 2)

TNC connector: Cannon 349-1046-000, CPN 370-0066-220 (qty 8)
VHF-422C Mating connector kit: Collins 634-1022-001
Coax insert: Collins 372-2519-040
Tooling: *
VIR-432 Mating connector kit: Collins 634-1022-001 (qty 2)
Connectors: 52-pin Thinline II, Collins 653-1286-001
Coax inserts: Collins 372-2519-040 (qty 3)
Tooling: *
334D-6A Mating connector: MIL MS3120F14-19S, CPN 359-0060-230

* Thinline II Connector Tooling:
Insertion tool: Daniels DAK-188, CPN 359-0697-050
Extraction tool: Daniels DRK-188, CPN 359-0697-060
Crimp tool: Daniels GMT-221, CPN 359-0697-010
Coax extraction tool: Cannon CET-C6B, CPN 370-8040-030

Coax crimp tool: MIL M22520/5-01, CPN 359-8103-010
Crimp tool positioner: Daniels Y142, CPN 359-8103-050
** D-Sub Miniature Connector Tooling :
5-10 27 January 2003

Figure 5-1 (Sheet 1 of 11). LRU Mating Connectors











5.9 INSTALLATION AND RE MOVAL PROCEDURES
The following paragraphs provide instructions for installing and removing the LRU/LRM units in the
Hawker 800XP avionics system.
Note
To protect the finish and appearance of Collins equipment during handling and installation, some
units are shipped with a protective film/cover over the front of the unit. The AFD and CDU units
have a piece of clear plastic film placed over the display face. This film must be removed prior to
flight.
5.9.1 ICC-3000 IAPS Card Cag e Modules
5.9.1.1 Installation
a. Remove aircraft power.

b. Remove the IAPS card cage (ICC) cover.
1. The CSU-3100, FGC-3000, FMC-6000, IOC-3100, MDC-3000, and PWR-3000 are retained by seating
handles on each module. The handles are spring loaded to the open position to facilitate installation.
Grasp the handles and push the module straight into the card cage. Close the handles to seat the
module in the card cage. The handles are retained in the closed position by silicon rubber bumpers
on the ICC cover.
1. The IEC-3001 is retained by seating handles and two knurled screws. Grasp the handles and push
the module straight into the card cage. Close the handles to seat the module in the card cage. The
handles are retained in the closed position by silicon rubber bumpers on the ICC cover. Tighten the
knurled screws to retain the module in the card cage.
c. Replace the IAPS card cage (ICC) cover.
5.9.1.2 Removal

b. Remove the IAPS card cage cover.
1. The CSU-3100, FGC-3000, FMC-6000, IOC-3100, MDC-3000, and PWR-3000 are retained by seating
handles on each module. Lift the handles on the selected module to the open position. The handles
are spring loaded to stay in the open position. Grasp the handles and pull the module straight out of
the card cage.
2. The IEC-3001 is retained by seating handles and two knurled screws. Remove the screws and lift the
handles to the open position. The handles are spring loaded to stay in the open position. Grasp the
handles and pull the module straight out of the card cage.
c. Replace the IAPS card cage (ICC) cover.
5.9.2 AFD-3010 Adaptive Fligh t Display (PFD and MFD)

b. Use a 0.093-inch hexkey drive to loosen the two screws at the upper left and right corners of the display
bezel and pull the bezel handle out to the open position.
c. Connect the three mating connector cable assemblies to the unit rear connectors.
d. Slide the AFD into panel mount until the rails of the bezel handle engage the locking studs in the
mounting tray.
e. While pushing on the front of the unit, raise the bezel handle until the locking mechanism latches.
f. Secure the bezel handle in the locked position by tightening the two screws in the upper left and right
corners of the bezel assembly.

5.9.2.2 Removal

b. Use a 0.093-inch hexkey drive to loosen the two screws in the upper left and right corners of the bezel
assembly and pull the bezel handle out to the open position.
c. Carefully slide the AFD out of the panel mount.
d. Disconnect the mating connector cable assemblies
e. Close the bezel handle and tighten the two screws in the upper left and right corners of the bezel assem-
bly.
5.9.3 Panel Mounted Units
The following units are installed in the instrument panel using Dzus fasteners: CDU-6200 and DBU-4100.

b. Connect the mating connector cable assembly to the unit rear connector(s).
c. Insert the unit into the proper panel location and secure with the Dzus fasteners.
5.9.3.2 Removal

b. Unlock Dzus fasteners and remove the panel from its mounting location.
c. Disconnect the mating connector cable assembly.
The following unit is installed in the instrument panel using turn-lock fasteners: CTL-23C.
5.9.3.3 CTL-23C Installation

b. Before installing the unit, make sure the locking pawls are properly retracted so the unit will slide easily
into the panel.
c. Connect the mating connector cable assembly to the unit rear connector(s).
d. Insert the unit into the proper panel location and secure the turn-lock fasteners with a hexkey driver.
5.9.3.4 CTL-23C Removal

b. Loosen the turn-lock fasteners with the hexkey driver and remove the panel from its mounting location.
c. Disconnect the mating connector cable assembly.
The following units are installed in the instrument panel using screws: DCP-3020 and FGP-3000.

b. Connect the mating connector cable assembly to the unit rear connector(s).
c. Insert the unit into the proper panel location and secure the unit with four screws.
5.9.3.6 Removal

b. Remove the four screws, one in each corner, that secure the unit to the instrument panel.
c. Slide the unit out of the instrument panel and disconnect the mating connector cable assembly.

5.9.4 Rack Mounted LRUs
The following units are rack mounted in the avionics bay: AHC-3000, ADC-3000, ADF-462, ALT-4000, DME-
442, GPS-4000A, TDR-94D, TTR-4000, VHF-422C, and VIR-432.

b. Slide unit into mount until mating connectors are fully engaged.
c. Position knurled knobs on front of mount to engage unit holddown hooks. Tighten knurled knobs to se-
cure unit to mount. Safety-wire the knurled knobs.
d. ADC-3000 only, connect the pitot and static pneumatic fittings.
5.9.4.2 Removal

b. ADC-3000 only, disconnect the pitot and static pneumatic fittings.
c. Remove safety wire and loosen knurled knobs that secure unit to mount.
d. Slide the unit straight out to disconnect it from mount connectors.
5.9.5 Special Mounts
5.9.5.1 ICC-3000 Installation

b. Connect the eight mating connector cable assemblies to the IAPS connectors.
c. Secure the ICC to the mounting surface with four mounting screws.
d. Install the IAPS modules and replace the IAPS card cage (ICC) cover.
5.9.5.2 ICC-3000 Removal

b. Remove the four mounting screws that secure the ICC to the mounting surface.
c. Disconnect the eight mating connector cable assemblies from the unit connectors and remove the IAPS
modules.
5.9.5.3 ECU-3000 Installation

b. Secure the ECU to the mounting surface with two mounting screws.
c. Connect the mating connector cable assembly to the unit connector.
5.9.5.4 ECU-3000 Removal

b. Disconnect the mating connector cable assembly from the unit connector.
c. Remove the two mounting screws that secure the ECU to the mounting surface.

5.10 DIAGNOSTIC DESCRIP TION
Built-in system diagnostics monitor reporting LRUs in the avionics system, and show both dynamic status
reports and recorded fault history logs. The following paragraphs describe the various diagnostic functions.
Use these diagnostics to test and troubleshoot the avionics system. The technician should become familiar
with the capabilities of the diagnostic system before starting the LRU fault isolation procedures provided
later in this manual.
Figure 5-2 shows a flow diagram of the diagnostic configuration. The technician enables the MFD MAINTE-
NANCE MENU by setting the maintenance switch to ON, then repeatedly pushing the MFD FORMAT line
select key until the MAINTENANCE ACCESS page shows. FCS and MDC show next to line select keys on
the left side. Push the FCS line select key to access the FCS DIAGNOSTICS page, or push the MDC line se-
lect key to access the Maintenance Diagnostic Computer MAINTENANCE MENU page.
Push the MDC line select key to show the MAINTENANCE MENU page on the MFD. This request for the
MDC-3000 to transmit diagnostic display information is coded onto the MFD mode word and transmitted on
the L-MFD-1 bus to the IOC data concentrator.
The MDC-3000 Maintenance Diagnostic Computer receives the request for diagnostics through the IOC data
concentrators. The MDC computer handles the primary system diagnostics; the FGC computers handle
flight guidance system (FGS) diagnostic functions.
The MDC computer routinely monitors individual LRU diagnostic words on the two IOC-5 buses from the
IAPS data concentrators. The MDC internally compiles a maintenance file for each reporting LRU, and
stores these files in nonvolatile memory. The maintenance files can be downloaded to a diskette. The MDC
downloads the maintenance files on the MDC-3 dedicated RS-422 bus to the DBU-4100 Data Base Unit.
When a request for diagnostics is received, the MDC processes the appropriate information, and transmits
page formatted display data on the MDC-2 dedicated ARINC 429 high-speed bus to the MFD.
The FGC diagnostics are accessed by pushing the FCS line select key on the MAINTENANCE ACCESS
page. The FGC computers monitor LRU input data on the two IOC-3 buses from the data concentrators. The
two FGCs function together to operate the FGC diagnostic modes, but only one FGC transmits display data
to the MFD. A blue arrow on the MFD shows which FGC is sourcing the FCS DIAGNOSTICS show. When a
request for diagnostics is received, each FGC processes the appropriate left- or right-side diagnostic informa-
tion and transmits this data to the cross-side FGC. The selected FGC then transmits left- and right-side
ASCII display data on the L-FGC-1 (or R-FGC-1) high-speed bus to the IOCs. This FCS diagnostic display
data is supplied to the MFD on four IOC-1 buses.

Figure 5-2. Diagnostic Configuration

5.10.1 Maintenance Menu
ENTER DIAGNOSTICS:
a. Set the maintenance switch to ON, then repeatedly push the MFD FORMAT line select key until the
MAINTENANCE ACCESS page shows.
b. FCS and MDC show next to line select keys on the left side. Push the MDC line select key to access the
MAINTENANCE MENU page. The MAINTENANCE MENU page shows on the MFD.
c. Position the cursor on the LRU STATUS line using the MFD PREV or NEXT line select keys on the left
side of the MFD. Push the MFD SELECT line select key to select the LRU STATUS page and show a list
of failed LRUs. This page(s) shows a dynamic readout of each failed avionics LRU and the operational
status of that LRU (OVERHEAT, FAILED, OFF/NO OUTPUT, LRU OK/INFO, DEFERRED MAINT,
MAINTENANCE, or blank).
d. Position the cursor on the LRU FAULT HISTORY line. Push the MFD SELECT line select key to select
the LRU FAULT HISTORY page and show fault logs of recent flights. Each page lists only LRUs that
failed in flight and appeared on the LRU STATUS page. Each entry lists the LRU name, flight leg, de-
tected fault, corresponding time/date, and diagnostic word.
e. Position the cursor on the LRU DIAGNOSTIC DATA line. Push the MFD SELECT line select key to se-
lect the LRU DIAGNOSTIC DATA page and show LRU diagnostic words. These pages show a dynamic
readout of the operational status and the diagnostic word received from every reporting LRU.
f. Position the cursor on the PILOT DATA DOWNLOAD line. Push the MFD SELECT line select key to
select the PILOT DATA DOWNLOAD function. This automatically downloads the LRU FAULT HIS-
TORY files for all legs and other available maintenance files onto a 3.5-inch diskette in the Data Base
Unit.
g. Position the cursor on the DISK OPERATIONS line. Push the MFD SELECT line select key to select the
DISK OPERATIONS page. These pages are used to load maintenance tables, download maintenance
data onto a diskette, or load checklist files.
h. Position the cursor on the CLOCK SET OPERATION line. Push the MFD SELECT line select key to se-
lect the CLOCK SET OPERATION page. This page is used to set the airplane clock for the maintenance
files.
i. Position the cursor on the AIRCRAFT IDENT SET OPERATION line. Push the MFD SELECT line se-
lect key to select the AIRCRAFT IDENT SET OPERATION page. This page is used to set the airplane
identification number for the maintenance files.
j. Position the cursor to select the CONFIGURATION STRAPPING UNIT line. Push the MFD SELECT
line select key to select the CONFIGURATION STRAPPING UNIT page. These pages show the CSU
strapping configuration.
EXIT DIAGNOSTICS:
Push the MFD MENU line select key to return to the MAINTENANCE MENU page.
Push FORMAT line select key to return to the navigation display.
Refer to Figure 5-3. Access the diagnostic modes as described above. Detailed mode descriptions are provided
later in this manual. The MAINTENANCE MENU page consists of the engine displays, a MAINTENANCE
MENU column, and the MFD line select keys (PREV, NEXT, SELECT, FORMAT, and TFC).
The MFD line select key functions are labeled next to the key.
• Push the MFD PREV line select key to move the cursor up the page.
• Push the MFD NEXT line select key to move the cursor down the page.
• Push the MFD SELECT line select key to select the cursored line on the MAINTENANCE MENU page.
• Push the MFD FORMAT line select key to return to the navigation display.
• Push the MFD TFC line select key to select the default TCAS mode display.

Figure 5-3. Maintenance Menu Page

5.10.2 LRU Status
VIEW LRU STATUS PAGE:
b. Push the MDC line select key to access the MAINTENANCE MENU page. The MAINTENANCE MENU
page shows on the MFD.
c. Position the cursor on the LRU STATUS line using the MFD PREV or NEXT line select keys on the left
side of the MFD.
d. Push the MFD SELECT line select key to select the LRU STATUS page and show a list of failed LRUs.
This page(s) shows a dynamic readout of each failed avionics LRU and the operational status of that
LRU (OVERHEAT, FAILED, OFF/NO OUTPUT, LRU OK/INFO, DEFERRED MAINT, MAINTE-
NANCE, or blank).
EXIT LRU STATUS PAGE:
a. Push the MFD MENU line select key to return to the MAINTENANCE MENU page.
b. Push the MFD FORMAT line select key to return to the navigation display.
The LRU STATUS page shows a list of currently non-functioning direct, indirect, and internal reporting
LRUs (refer to Figure 5-2). This dynamic display updates as fault conditions appear or clear. "NO FAULTS"
shows if all reporting units are functioning normally.
Note
Faults show on this page between 0 and 30 seconds after they are detected. This time delay prevents
nuisance show of transient conditions.
This list is organized into pages that contain up to six LRU data entries per page. When more than one page
exists, use the MFD PREV/NEXT line select keys to scroll between pages. Push the MFD NEXT line select
key to show the next LRU STATUS page; push the MFD PREV line select key to show the previous page.
Page numbers show in the upper right of the screen.
Refer to Figure 5-4. The LRU STATUS page consists of the page title and page number (top line), a
LRU/FAULT MESSAGE column, a STATUS column, and the line select key controls.
The line select key functions are described below:
• Push the MFD PREV line select key to show the previous LRU STATUS page.
• Push the MFD NEXT line select key to show the next LRU STATUS page.
• Push the MFD TFC line select key to show the TCAS page.
• Push the MFD MENU line select key to return to the MAINTENANCE MENU page.
The LRU/FAULT MESSAGE column names each malfunctioning unit and a description of the diagnosed
fault. The STATUS column describes each failure condition. These three data fields show current informa-
tion for each entry.
The LRU field names the unit that is currently diagnosed as nonfunctional. Each unit is a probable failed
LRU, but look at the STATUS field before taking any action. The FAULT MESSAGE field presents a "plain
English" description of the problem.
The STATUS field shows FAILED, OFF/NO OUTPUT, OVERHEAT, LRU OK/INFO, DEFERRED MAINT,
MAINTENANCE, or (blank) conditions. The FAILED condition means that the diagnostics suspect a LRU

failure; replace this LRU with a known good unit. The OFF/NO OUTPUT condition means that no diagnostic
words are received from that LRU; make sure that power is input to the unit before taking further action.
The OVERHEAT condition means that a LRU is overheating; make sure the fan/cooling system for that unit
is operating. The LRU OK/INFO condition means the LRU is good and appears on the status page to record
an event, such as a yaw damper disengagement. The DEFERRED MAINT condition means the LRU is good,
but maintenance such as replacing a low battery will soon be required. The MAINTENANCE condition
means the LRU requires maintenance.
Figure 5-4. LRU STATUS Page

5.10.3 LRU Fault History
VIEW LRU FAULT HISTORY PAGE:
c. Position the cursor on the LRU FAULT HISTORY line using the MFD PREV or NEXT line select keys
on the left side of the MFD.
d. Push the MFD SELECT line select key to select the LRU FAULT HISTORY page.
EXIT LRU FAULT HISTORY PAGE:
Refer to Figure 5-5. The LRU FAULT HISTORY page is a record of the LRU fault entries that have ap-
peared on the LRU STATUS page. LRU fault entries are created when a fault is diagnosed while the aircraft
is airborne; an entry is not created if no faults occur during the flight. Each LRU fault entry contains the
name of every LRU that failed during the flight, flight leg, time and date of failure, detected fault, and the
octal label and diagnostic word. "NO FAULTS" shows if no fault entries have been stored.
A maximum of 400 faults may be stored in the maintenance diagnostic computer (MDC) nonvolatile mem-
ory. The MDC stores the first 10 LRU fault entries per flight leg, for up to 50 flight legs in which a LRU fault
has occurred. When the fault storage is full, the oldest stored flight leg data is overwritten.
The LRU fault history is organized into pages that contain up to five LRU entries per page. The LRU entries
show in chronological order; the last detected fault shows at the top of page 1. Use the MFD PREV/NEXT
line select keys to scroll between the pages. Push the MFD NEXT line select key to show the next page; push
the MFD PREV line select key to show the previous page. Page numbers show in the upper right of the
screen.
The LRU FAULT HISTORY page consists of the page title and page number (top line), an address label an-
nunciation, a LRU/FAULT/DATA column, a flight leg column, a time/date column, and the line select key
controls.
• Push the MFD PREV line select key to show the previous LRU FAULT HISTORY page.
• Push the MFD NEXT line select key to show the next LRU FAULT HISTORY page.
• Push the MFD BIN/HEX line select key to toggle the diagnostic word between binary and hex format.
• Push the MFD LABEL line select key to toggle between the LRU diagnostic labels (SOURCE LABEL)
received by the IOC and the relabeled diagnostic words (IOC4 LABEL) output to the MDC.
The address label indicates SOURCE LABEL when the LRU FAULT HISTORY page shows the diagnostic
word address label sent by the source LRU to the IOCs. The IOCs relabel the diagnostic words and output
them to the MDC. The address label indicates IOC4 LABEL when the LRU FAULT HISTORY page shows
the diagnostic word address relabeled by the IOCs to the MDC. Push the MFD LABEL line select key to tog-
gle between SOURCE and IOC4 labels.
The LRU/FAULT/DATA column lists each LRU diagnosed as failed during the flight, a description of the
fault, and the diagnostic word (if applicable) received from that LRU when its first fault occurred. The data
word shows the octal label and bits 32 through 9 in a binary or hex format. Refer to Table 5-5 through Table

5-52 to interpret each diagnostic word. The LEG column lists the flight leg during which the fault was diag-
nosed. The TIME/DT column lists the time and date the fault was diagnosed.
LRU FAULT HISTORY logs may be down-loaded to diskette using the DBU. Refer to the DISK OPERA-
TIONS line on the MAINTENANCE MENU page.
Figure 5-5. LRU FAULT HISTORY Page

5.10.4 LRU Diagnostic Data
VIEW LRU DIAGNOSTIC DATA PAGE:
c. Position the cursor on the LRU DIAGNOSTIC DATA line using the MFD line select keys PREV or NEXT
d. Push the MFD SELECT line select key to select the LRU DIAGNOSTIC DATA page.
EXIT LRU DIAGNOSTIC DATA PAGE:
b. Push the MFD FORMAT line select keys to return to the navigation display.
Refer to Figure 5-6. The LRU DIAGNOSTIC DATA page shows a list of all units that normally provide diag-
nostic words to the MDC. Each LRU shows with its current operating status and a readout of the received
diagnostic word. This dynamic display updates as new data is received.
This list is organized alphanumerically into pages that contain up to six LRUs per page. Use the MFD
PREV/NEXT line select keys to scroll between the pages. Page numbers show in the upper right of the
screen.
The LRU DIAGNOSTIC DATA page consists of page title and page number, an address label annunciation,
a LRU/LBL-DATA column, a STATUS column, and the line select key controls. Diagnostic words (if re-
ceived) show below each LRU name.
• Push the MFD PREV line select key to show the previous LRU DIAGNOSTIC DATA page.
• Push the MFD NEXT line select key to show the next LRU DIAGNOSTIC DATA page.
• Push the MFD BIN/HEX line select key to toggle the diagnostic word between binary and hex format.
• Push the MFD LABEL line select key to toggle between the LRU diagnostic labels (SOURCE LABEL)
received by the IOC and the relabeled diagnostic words (IOC4 LABEL) output to the MDC.
The address label indicates SOURCE LABEL when the LRU FAULT HISTORY page shows the diagnostic
word address label sent by the source LRU to the IOCs. The IOCs relabel the diagnostic words and output
them to the MDC. The address label indicates IOC4 LABEL when the LRU FAULT HISTORY page shows
the diagnostic word address relabeled by the IOCs to the MDC. Push the MFD LABEL line select key to tog-
gle between SOURCE and IOC4 labels.
The LRU/LBL-DATA (32-9) column names the units that supply diagnostic words to the MDC. Refer to
Table 5-3 for a list of reporting LRU diagnostic words. The diagnostic word received from each unit shows
below the LRU name.
Table 5-4 shows how to interpret a diagnostic word. Use this table to decode the hexadecimal readouts. Refer
to Table 5-5 through Table 5-52 for a bit definition of each diagnostic word.
The STATUS column shows the current operating condition of each unit, similar to the LRU STATUS page.
This column is blank for each unit with a normal status condition. An OFF-NO OUTPUT condition means
that no diagnostic word was received from that LRU; make sure that power is input to the unit. An OVER-
HEAT condition means that the LRU is overheating. A FAILED condition means that the LRU is diagnosed

as malfunctioned. The LRU OK/INFO condition means the LRU is good and has recorded an event, such as a
yaw damper disengagement. The DEFERRED MAINT condition means the LRU is good, but maintenance
such as replacing a low battery will soon be required. The MAINTENANCE condition means the LRU re-
quires maintenance.
Figure 5-6. LRU DIAGNOSTIC DATA Page

Table 5-3. LRU DIAGNOSTIC DATA Page, Reporting Units.
LRU LRU OCTAL LABEL IOC OCTAL LABEL LRU LRU OCTAL LABEL IOC OCTAL LABEL
OF DIAGNOSTIC OF DIAGNOSTIC OF DIAGNOSTIC OF DIAGNOSTIC
WORD WORD WORD WORD
ADC 1 350, 351 062, 301 HF 1 351 043

ADC 2 350, 351 062, 301 HF 2 351 043
ADF 1 350 063 IAPS IOC 1 350, 351 350, 351
ADF 2 350 063 IAPS IOC 2 350, 351 350, 351
AHC 1 350, 351 060, 061 IRS 1 270, 350, 351 270, 104, 105
AHC 2 350, 351 060, 061 IRS 2 270, 350, 351 270, 104, 105
CDU 1 350, 351 040, 373 IRS 3 270, 350, 351 270, 104, 105
CDU 2 350, 351 040, 373 LIGHTNING 001 164
DETECT
DBU 351 351 MDC 350 046
DCP 1 350 303 MFD 1 350, 351 073, 306
DCP 2 350 303 MFD 2 350, 351 073, 306
DCU 1 350, 351, 352 044, 152, 013 PFD 1 216, 350, 351 130, 072, 305
DCU 2 350, 351, 352 044, 152, 013 PFD 2 216, 350, 351 130, 072, 305
DME 1 350 067 RAD ALT 1 350 077
DME 2 350 067 TCAS 350 054
EDC 1 350, 351, 352 044, 152, 013 TDR 1 031, 350 031, 064
EDC 2 350, 351, 352 044, 152, 013 TDR 2 031, 350 031, 064
EGPWS 350, 351, 355 144, 145, 146 VHF 1 350 074
FGC 1 350, 351 071, 124 VHF 2 350 074
FGC 2 350, 351 071, 124 VHF 3 350 074
FMC 1 350 065 VIR 1 350 075
FMC 2 350 065 VIR 2 350 075
GPS 1 355 042 WXR 354, 354 354, 354
GPS 2 355 042

Table 5-4. Diagnostic Word Explanations.
DIAGNOSTIC WORD INTERPRETATION
Note
These words show on the LRU DIAGNOSTIC DATA and LRU FAULT HISTORY pages.
SAMPLE 6-DIGIT HEXADECIMAL DISPLAY: 2 0 5 7 A E
BINARY VALUE BIT NUMBER
1 9 0
2
4
10
11 E 1
1
8 12 1
1 13 0
2
4
14
15 A 1
0
8 16 1
1 17 1
7
2 18 1
4 19 1
8 0
20
1 21 1
2
4
22
23 5 0
1
8 24 0
1 25 0
2
4
26
27 0 0
0
8 28 0
1 29 0 These bits are

2
4
30
31 2 1
0
set: 10-12, 14,
16-19, 21, 23,
8 32 0 and 30.
HEXADECIMAL TO BINARY CONVERSION TABLE
HEXADECIMAL DIGIT
BINARY VALUE 0 1 2 3 4 5 6 7 8 9 A B C D E F
(10) (11) (12) (13) (14) (15
)
1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1
2 0 0 1 1 0 0 1 1 0 0 1 1 0 0 1 1
4 0 0 0 0 1 1 1 1 0 0 0 0 1 1 1 1
8 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1
1. Turn to table that shows the LRU diagnostic word to be decoded.

2. Convert each of the 6 hexadecimal digits shown on MFD to a binary value.
3. Mark a "1' or a "0' by each bit number in the left column of the table.
4. The description of each line marked with a "1' is true.

Table 5-5. ADC AIR DATA COMPUTER Diagnostic Word 1.
OCTAL 350/062 DESCRIPTION

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) 0
12 (8) 0
13 (1) Rt sensor (temperature sensor)

14 (2) Qc sensor
15 (4) Ps sensor
16 (8) Offset data
17 (1) Data load needed = 1

18 (2) Vertical speed
19 (4) Airspeed
20 (8) Altitude
21 (1) ARINC wraparound

22 (2) Discrete input
23 (4) Sensor coefficient data
24 (8) Aircraft configuration module (ACM)
25 (1) Nonvolatile memory (NVM)

26 (2) RAM
27 (4) ROM
28 (8) ADC invalid
29 (1) 0
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failure warning
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 Functional test
1 1 3 1 1 Normal
EXAMPLE: Diagnostic word = 010002

2 Bits 9-12 Bit 10 is set; SDI = ADC number 2
0 Bits 13-16 No bits are set
1 Bits 25-28 Bit 25 is set; nonvolatile memory NVM fault
0 Bits 29-32 No bits are set; SSM = Failure warning

Table 5-6. ADC AIR DATA COMPUTER Diagnostic Word 2.

BIT NUMBER
9 (1) *SDI code Bit Ident code 1 Bit Ident code 3

10 (2) *SDI code 13 Rt monitor 13 Rt counter
11 (4) 0 14 Qc monitor 14 Qc counter
12 (8) 0 15 Ps monitor 15 Ps counter
16 0 16 0
13 (1) Fault field 17 TAT/SAT/ISA 17 Initialization
14 (2) Fault field 18 Vertical speed 18 Foreground
15 (4) Fault field 19 Airspeed 19 Power supply
16 (8) Fault field 20 Altitude 20 Bad 386 interrupt
21 SSEC 21 0
17 (1) Fault field 22 Mach 22 Discrete input
18 (2) Fault field 23 TAS 23 Scrap code
19 (4) Fault field 24 Vmo/Mmo 24 Source ident
20 (8) Fault field
21 (1) Fault field Bit Ident code 2 Bit Ident code 4

22 (2) Fault field 13 STIM Rt input 13 0
23 (4) Fault field 14 STIM Qc input 14 0
24 (8) Fault field 15 STIM Ps input 15 0
16 0 16 Offset data
25 (1) Ident field (LSB) 17 Serial I/O 17 Coefficient data
26 (2) Ident field 18 0 18 Software/hardware version
27 (4) Ident field 19 0 19 RAM
28 (8) Ident field (MSB) 20 0 20 NVM
21 ARINC loopback 21 RTE ROM
29 (1) 0 22 ARINC output 22 ACM ROM
30 (2) **SSM code 23 0 23 Program ROM
31 (4) **SSM code 24 Baro input 24 Low ROM
32 (8) Parity (odd)
1 1 3 1 1 Normal
Ident field code: Bit 28 27 26 25 Nature of fault (ident code)

0 0 0 1 Computational (1)
0 0 1 0 Input/output (2)
0 0 1 1 Hardware (3)
0 1 0 0 Memory (4)

2 Bits 9-12 Bit 10 is set; SDI = ADC number 2
1 Bits 13-16 Bit 13 is set; Rt monitor fault
1 Bits 25-28 Bit 25 is set; Ident code = 1

Table 5-7. ADF AUTOMATIC DIRECTION FINDER Diagnostic Word.

BIT NUMBER
9 (1) *SDI code BCD FAULT CODE (Bits 17-24)

10 (2) *SDI code 00 No faults found, SSM = Normal
11 (4) 0 11 Failed input bus at port A, SSM = Failed
12 (8) 0 12 No ADF frequency at port A, SSM = Failed
13 Invalid frequency at port A, SSM = Failed
13 (1) 0 14 Failed input bus at port B, SSM = Failed
14 (2) 0 15 No ADF frequency at port B, SSM = Failed
15 (4) 0 16 Invalid frequency at port B, SSM = Failed
16 (8) 0 17 Not used
18 Not used
17 (1) 1 (BCD 19 Not used
18 (2) 2 fault code 20 Bearing update time out, SSM = Failed
19 (4) 4 units 21 Spare
20 (8) 8 digit) 22 B+ failure, SSM = Failed
23 B- failure, SSM = Failed
21 (1) 10 (BCD 24 RAM failure, instrumentation microprocessor, SSM = Failed
22 (2) 20 fault code 25 A/D failure, SSM = Failed
23 (4) 40 tens 26 Sin modulation failure, SSM = Failed
24 (8) 80 digit) 27 Cos modulation failure, SSM = Failed
28 SMO lock failure, SSM = Failed
25 (1) 0 29 Antenna power failure, SSM = Failed
26 (2) 0 30 Low signal level, or no receive station, SSM = NCD
27 (4) 0 31 Detector out-of-lock, or no receive station, SSM = NCD
28 (8) 0 32 AGC out-of-range, or no receive station, SSM = NCD
33 Hf key line low, or no receive station, SSM = NCD
29 (1) 0 34 Dc sin failure, or no receive station, SSM = Normal
30 (2) **SSM code 35 Dc cos failure, or no receive station, SSM = Normal
31 (4) **SSM code FAULT CODE SSM
32 (8) Parity (odd) 0, 34, 35 Normal
11-29 Failed
30-33 No computed data
0 1 1 (left) 0 1 No computed data
1 1 Not used 1 1 Normal

1 Bits 9-12 Bit 9 is set; SDI = ADF number 1
1 Bits 17-20 Bit 17 is set; fault code units digit is 1 (code is 31)
3 Bits 21-24 Bits 21 and 22 are set; fault code tens digit is 3
2 Bits 29-32 Bit 30 is set; SSM = No computed data

Table 5-8. AHC ATTITUDE HEADING COMPUTER Diagnostic Word 1.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Heading invalid = 1
12 (8) Attitude invalid = 1
13 (1) Reserved
14 (2) Reserved
15 (4) Checksum invalid = 1
16 (8) Reserved
17 (1) Flux detector invalid = 1

18 (2) Reserved
19 (4) Hardware invalid = 1
20 (8) IMU invalid = 1
21 (1) IMU invalid = 1

22 (2) Alignment mode not complete = 1
23 (4) Rate invalid = 1
24 (8) Box orientation invalid = 1
25 (1) Reserved
26 (2) Reserved
27 (4) FDU compensation mode on = 1
28 (8) DG HDG mode (not slaved) = 1, slaved MAG HDG = 0
29 (1) Air data invalid = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 4 0 0 Normal
1 0 2 (right) 1 0 STIM (test) mode
1 1 3 1 1 Failure warning
EXAMPLE: Diagnostic word = 20200A

A Bits 9-12 Bits 10 and 12 are set; SDI = AHC number 2 and attitude is invalid
2 Bits 21-24 Bit 22 is set; alignment mode is in progress
2 Bits 29-32 Bit 30 is set; SSM = No computed data

Table 5-9. AHC ATTITUDE HEADING COMPUTER Diagnostic Word 2.

BIT NUMBER
9 (1) *SDI code BIT: 18 17 MOUNTING ORIENTATION

10 (2) *SDI code 0 0 Front facing right
11 (4) Air data invalid = 1 0 1 Front facing left
12 (8) Air data invalid = 1 1 0 Front facing fore
1 1 Front facing aft
13 (1) Air data invalid = 1
14 (2) Reserved BIT: 24 23 22 21 MAINTENANCE MODE IDENT
15 (4) Reserved 0 0 0 0 Normal AHRS mode active
16 (8) Reserved 0 0 0 1 Bench test mode active
0 0 1 0 Field test mode active
17 (1) Mounting orientation 0 1 0 0 MMT leveling mode active
18 (2) Mounting orientation 1 0 0 0 FDU compensation mode active
19 (4) Weight on wheels (on ground) = 1
20 (8) Maintenance mode selected = 1
21 (1) Maintenance mode ident

25 (1) Reserved
26 (2) Reserved
27 (4) Reserved
28 (8) Leveling mode (1 = basic, initialization, abort, 0 = normal)
29 (1) Maintenance mode selected = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 4 0 0 Normal
1 0 2 (right) 1 0 Test/STIM mode

2 Bits 9-12 Bit 10 is set; SDI = AHC number 2
3 Bits 17-20 Bits 17 and 18 are set; AHC is mounted with the front facing aft
0 Bits 29-32 No bits are set; SSM = Normal

Table 5-10. CDU CONTROL DISPLAY UNIT Diagnostic Word 1.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) ARINC 429 receiver 7 inactive for 3 seconds = 1

17 (1) ARINC 739 port 1 172 word inactive for 3 seconds = 1

18 (2) ARINC 739 port 2 inactive for 3 seconds = 1

23 (4) Keyboard fault = 1
24 (8) Display generator fault = 1
25 (1) Backlight failed = 1

26 (2) NVRAM fault = 1
27 (4) Backlight warm-up in process = 1
28 (8) Parameter block fault = 1
29 (1) Cross-side configuration straps miscompare = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 Default 0 0 Normal
0 1 Not used 0 1 No computed data (note 1)
1 0 Not used 1 0 Functional test
Note 1: SSM set to fail any time one or more of the fault monitoring bits are set with the exception of bus activity bits and the back-
light warm-up bit. Otherwise, the SSM is set to normal operation (0, 0).

0 Bits 9-12 No bits are set; SDI = Default
1 Bits 13-16 Bit 13 is set; ARINC 429 receiver 9 inactive for 3 seconds
0 Bits 29-32 No bits are set; SSM = Normal operation

Table 5-11. CDU CONTROL DISPLAY UNIT Diagnostic Word 2.

BIT NUMBER
9 (1) *SDI code BIT: 14 13 12 11 KEYBOARD TYPE CODE

10 (2) *SDI code 0 0 0 0 CDU-4100
11 (4) Keyboard type code 0 0 0 1 CDU-6000
0 0 1 1 CDU-3000
14 (2) Keyboard type code 1 1 1 1 Flat panel tester
15 (4) No delete key generated = 1
16 (8) Parameter block aware = 1
17 (1) GPS position page enabled = 1

18 (2) Backup engine display enabled = 1
19 (4) EFIS controls enabled = 1
20 (8) WXR control enabled = 1
21 (1) Radio tuning enabled = 1

22 (2) HSI format enabled = 1
23 (4) Video 1 capability enabled = 1
24 (8) Video 2 capability enabled = 1
25 (1) Reserved
26 (2) Reserved
27 (4) Reserved
28 (8) Reserved
29 (1) Reserved
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 4 0 0 Normal
1 0 2 (right) 1 0 Not used
1 1 3 (center) 1 1 Test

5 Bits 9-12 Bit 9 and 11 are set; SDI = CDU number 1 and unit type is CDU-6000

Table 5-12. DBU DATA BASE UNIT Diagnostic Word.

BIT NUMBER
9 (1) 0
10 (2) 0
11 (4) Spare
12 (8) Spare
13 (1) Spare
14 (2) Spare
15 (4) Received data fault (note 1) = 1
16 (8) Transmitter fault = 1
17 (1) RAM fault = 1

18 (2) EPROM checksum fault = 1
19 (4) Disk controller fault = 1
20 (8) DBU master fault (note 2) = 1
21 (1) Drive undertemperature status (note 3) = 1

22 (2) DBU input bus 1 inactive from L-FMC-5 (note 4) = 1
23 (4) DBU input bus 2 inactive from R-FMC-5 (note 4) = 1
24 (8) DBU input bus 3 inactive from L-MDC-3 (note 4) = 1
25 (1) DBU input bus 4 inactive (note 4) = 1 (reserved T-FMC-5)

26 (2) DBU input bus 5 inactive (note 4) = 1

30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)
*SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
0 1 Not used
1 0 Not used
1 1 Not used
Note 1: Set for 5 seconds if received data fault detected on any of the 8 input buses.
Note 2: Cleared if bits 15-19, 21-29 are all 0.
Note 3: Set if drive temperature is less than 0 ºC.
Note 4: Set if no activity for previous 10 seconds.

8 Bits 13-16 Bit 16 is set; transmitter fault
1 Bits 17-20 Bit 17 is set; RAM fault

Table 5-13. DCP DISPLAY CONTROL PANEL Diagnostic Word.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) ARINC 429 input bus 1 inactive for 3 seconds = 1

15 (4) Configuration strap fail = 1
16 (8) RAM fail = 1
17 (1) ROM fail = 1

18 (2) UART fail = 1
19 (4) 12 V dc power supply degraded = 1
20 (8) Processor fail = 1 BIT 24 23 22 BUTTON ID
0 0 0 PUSH STD
21 (1) Front panel button stuck > 15 seconds = 1 0 0 1 ENGINE
22 (2) Button ID 0 1 0 REFS
23 (4) Button ID 0 1 1 PUSH MENU ADV
24 (8) Button ID 1 0 0 NAV/BRG
1 0 1 RADAR
25 (1) Front panel knob fail = 1 1 1 0 GCS
26 (2) Knob ID 1 1 1 PUSH AUTO TILT
27 (4) Knob ID
28 (8) Not defined BIT 27 26 KNOB ID
0 0 BARO
29 (1) Not defined 0 1 MENU
30 (2) **SSM code 1 0 TILT
31 (4) **SSM code 1 1 RANGE
32 (8) Parity (odd)

1 Bits 9-12 Bit 9 is set; SDI = number 1 DCP
1 Bits 13-16 Bit 13 is set; ARINC 429 input bus 3 inactive for 3 seconds

Table 5-14. DCU DATA CONCENTRATOR UNIT Diagnostic Word 1.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Reserved
12 (8) Reserved
13 (1) Reserved
14 (2) Discrete input fault = 1
15 (4) Discrete output fault = 1
16 (8) Reserved
17 (1) Reserved
18 (2) Reserved
19 (4) A/D busy fault = 1
20 (8) Converter test voltage fault = 1
21 (1) Reserved
22 (2) RAM cell test fault = 1
23 (4) RAM line test fault = 1
24 (8) Application ROM Checksum fault = 1
25 (1) Watchdog test fault = 1

26 (2) Reserved
27 (4) Reserved
28 (8) Left/right unit CRC mismatch = 1
29 (1) Serial I/O wraparound fault = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 Left EDC 0 0 Normal
0 1 Left DCU 0 1 No computed data
1 0 Right DCU 1 0 Functional test
1 1 Right EDC 1 1 Failure warning

1 Bits 9-12 Bit 9 is set; SDI = left DCU
2 Bits 13-16 Bit 14 is set; discrete input fault detected
6 Bits 29-32 Bits 30 and 31 are set; SSM = Failure warning


BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Reserved
12 (8) Reserved
13 (1) Reserved
14 (2) Analog excitation fault = 1
15 (4) Gate array fault = 1
16 (8) Invalid configuration = 1
17 (1) Reserved
18 (2) Reserved
19 (4) Reserved
20 (8) Main processor throughput = 1
21 (1) Spare-out bus overflow = 1

22 (2) Reserved
23 (4) Reserved
24 (8) Cross-side DCU-1 bus overflow = 1

27 (4) Cross-side software load out bus overflow = 1
29 (1) Reserved
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

2 Bits 9-12 Bit 10 is set; SDI = right DCU
2 Bits 13-16 Bit 14 is set; Analog excitation fault detected


BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Reserved
12 (8) Reserved
13 (1) Reserved
14 (2) L-GP-5 bus inactive = 1
15 (4) R-GP-5 bus inactive = 1
16 (8) Internal bus inactive = 1
17 (1) Software download in bus inactive

18 (2) Reserved
19 (4) Reserved
20 (8) Reserved
21 (1) Reserved
22 (2) Reserved
23 (4) Reserved
24 (8) Reserved
25 (1) Reserved
26 (2) Reserved
27 (4) Crosstalk bus inactive = 1
28 (8) Onside EDC bus inactive = 1
29 (1) Reserved
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

2 Bits 9-12 Bit 10 is set; SDI = right DCU

Table 5-17. DME DISTANCE MEASURING EQUIPMENT Diagnostic Word.

BIT NUMBER

10 (2) *SDI code 00 No faults found
11 (4) 0 01 Power supply failed
12 (8) Video processor fault = 1 02 Synthesizer out of lock
03 Transmitter failed
13 (1) Receiver fault = 1 04 Video processor failed (test)
14 (2) Distance processor fault = 1 05 Receiver processor failed (test)
15 (4) Microprocessor ROM fault = 1 06 Distance processor failed (test)
16 (8) Microprocessor RAM fault = 1 07 ROM failed
08 RAM failed
17 (1) 1 (BCD 09 Input bus at port B absent
18 (2) 2 fault code 10 Input bus at port A absent
19 (4) 4 units
20 (8) 8 digit)
21 (1) 10 (BCD
22 (2) 20 fault code
23 (4) 40 tens
24 (8) 80 digit)
25 (1) Power supply fault = 1

26 (2) Synthesizer fault = 1
27 (4) Transmitter fault = 1
28 (8) ARINC input bus at port B absent = 1
29 (1) ARINC input bus at port A absent = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

1 Bits 9-12 Bit 9 is set; SDI = DME number 1
2 Bits 13-16 Bit 14 is set; a distance processor fault is detected
6 Bits 17-20 Bits 18 and 19 are set; fault code units digit is 6 (code is 06)
0 Bits 21-24 No bits are set; fault code tens digit is 0

Table 5-18. EDC ENGINE DATA CONCENTRATOR Diagnostic Word 1.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Reserved
12 (8) Reserved
13 (1) Reserved
14 (2) Discrete input fault = 1
15 (4) Discrete output fault = 1
16 (8) Reserved
17 (1) Reserved
18 (2) Reserved
19 (4) A/D busy fault = 1
20 (8) Converter test voltage fault = 1
21 (1) Reserved
22 (2) RAM cell test fault = 1
23 (4) RAM line test fault = 1
24 (8) Application ROM Checksum fault = 1
25 (1) Watchdog test fault = 1

26 (2) Reserved
27 (4) Reserved
28 (8) Left/right unit CRC mismatch = 1
29 (1) Serial I/O wraparound fault = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

0 Bits 9-12 No bits are set; SDI = left EDC
2 Bits 13-16 Bit 14 is set; discrete input fault detected


BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Reserved
12 (8) Reserved
13 (1) Reserved
14 (2) Analog excitation fault = 1
15 (4) Gate array fault = 1
16 (8) Invalid configuration = 1
17 (1) Reserved
18 (2) Reserved
19 (4) Reserved
20 (8) Main processor throughput = 1
21 (1) Spare-out bus overflow = 1

22 (2) Reserved
23 (4) Reserved

27 (4) Cross-side software load out bus overflow = 1
29 (1) Reserved
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

3 Bits 9-12 Bit 9 and 10 are set; SDI = right EDC
2 Bits 13-16 Bit 14 is set; Analog excitation fault detected


BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Reserved
12 (8) Reserved
13 (1) Reserved
14 (2) L-GP-5 bus inactive = 1
15 (4) R-GP-5 bus inactive = 1
16 (8) Internal bus inactive = 1
17 (1) Software download in bus inactive = 1

18 (2) Reserved
19 (4) Reserved
20 (8) Reserved
21 (1) Reserved
22 (2) Reserved
23 (4) Reserved
24 (8) Reserved
25 (1) Reserved
26 (2) Reserved
27 (4) Crosstalk bus inactive = 1
28 (8) Onside EDC bus inactive = 1
29 (1) Reserved
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

0 Bits 9-12 No bits are set; SDI = left EDC

Table 5-21. EGPWS ENHANCED GROUND PROXIMITY WARNING SYSTEM Diagnostic Word 1.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) ARINC input number 1 inactive = 1



23 (4) Analog input number 1 inactive = 1

27 (4) Program pins changed or invalid = 1
28 (8) Flap input failure = 1
29 (1) Gear input failure = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 1 Not used 0 1 Not used

1 Bits 13-16 Bit 13 is set; ARINC input number 3 inactive


BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Glideslope cancel discrete failure = 1
12 (8) Momentary audio suppress discrete failure = 1
13 (1) Audio inhibit discrete failure = 1

14 (2) Self-test discrete input failed = 1
15 (4) Support task failed = 1
16 (8) NVM test failed = 1
17 (1) Watchdog timer test failure = 1

18 (2) Analog input test failure = 1
19 (4) Voice test failure = 1
20 (8) DITS output test failure = 1
21 (1) Terrain database failure = 1

22 (2) Flash file system write failure = 1
23 (4) DITS input test failure = 1
24 (8) Voice failure = 1
25 (1) System or mode task failure = 1

26 (2) Envelope modulation database failure = 1
27 (4) Excessive watchdog time-outs detected = 1
28 (8) Aircraft database failure or CRC failure = 1
29 (1) Image DSP failure = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

1 Bits 13-16 Bit 13 is set; Audio inhibit discrete failure


BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code

17 (1) Reserved (ARINC input number 19 inactive = 1)

18 (2) Reserved (ARINC input number 20 inactive = 1)
19 (4) Spare
20 (8) Spare
21 (1) Spare
22 (2) Spare
23 (4) Spare
24 (8) Spare
25 (1) Spare
26 (2) Spare
27 (4) Spare
28 (8) Spare
29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

1 Bits 13-16 Bit 13 is set; ARINC input number 15 inactive

Table 5-24. FGC FLIGHT GUIDANCE COMPUTER Diagnostic Word.

BIT NUMBER
9 (1) Label 124 (351) contents (LSB) BIT: 12 11 10 9 LABEL 124 (351) CONTENTS
10 (2) Label 124 (351) contents 0 0 0 0 No code sent
11 (4) Label 124 (351) contents 0 0 0 1 Repair code
12 (8) Label 124 (351) contents (MSB) 0 0 1 0 AP engage code
0 0 1 1 AP disengage code
13 (1) Spare 0 1 0 0 YD engage code
14 (2) Spare 0 1 0 1 YD disengage code
15 (4) Reserved 0 1 1 0 Boost code
16 (8) Spare
17 (1) Trim system fail = 1

18 (2) FGC-3 cross-channel input bus fail = 1
19 (4) A-IOC-3 input bus fail = 1
20 (8) AHC-1 input bus fail = 1
21 (1) FGP input bus fail = 1

22 (2) B-IOC-3 input bus fail = 1
23 (4) FGC failure = 1
24 (8) Configuration strapping incompatibility (aircraft vs. FGC) = 1
25 (1) 0
26 (2) 0
27 (4) Spare
28 (8) Spare
29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
**SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
0 1 No computed data
1 0 Functional test
1 1 Not used

1 Bits 9-12 Bit 9 is set; ; FGC word 2 label 351 = REPAIR CODE page
1 Bits 17-20 Bit 17 is set; a trim system fault is detected

Table 5-25. FGC FLIGHT GUIDANCE COMPUTER Diagnostic Word 2 (REPAIR CODE).

BIT NUMBER
REPAIR CODE page, label 071 bits 12-9 = 0001 (Repair code)
9 (1) I/O processor reset
10 (2) FGC memory
11 (4) Yaw equalization
12 (8) FGS panel serial bus
13 (1) Pitch or roll servo command errors

14 (2) Main processor reset
15 (4) Surface position monitor
16 (8) Pitch or roll equalization
17 (1) Protection Software

18 (2) Pitch, yaw, or roll wraparound
19 (4) AHRS serial bus
20 (8) AP or YD hardware monitor output
21 (1) Cross-channel serial bus

22 (2) IOC-A or IOC-B serial bus
23 (4) Disengage switch circuit failed
24 (8) Yaw servo amplifier
25 (1) Protection hardware

26 (2) Yaw cutout hardware
27 (4) Pitch or roll cutout hardware
28 (8) Pitch, roll, or yaw cutout occurrence
29 (1) Rudder boost system

30 (2) Pitch, roll, or yaw trim system
31 (4) Pitch or roll servo amplifier
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem detected since FGC power up.

Table 5-26. FGC FLIGHT GUIDANCE COMPUTER Diagnostic Word 2 (AP ENGAGE CODE).

BIT NUMBER
AP ENGAGE CODE page, label 071 bits 12-9 = 0010 (AP engage code)
9 (1) AHRS pitch or roll data
10 (2) FGC memory
11 (4) Configuration strapping incompatibility (aircraft vs. FGC)

14 (2) Roll cutout hardware
15 (4) Invalid pitch or roll attitude data
16 (8) AHRS normal or vertical acceleration data
17 (1) Pitch or roll wraparound (D/A to A/D)

18 (2) Pitch trim fail annunciator lamp test
19 (4) Yaw damper disengaged
20 (8) Autopilot monitor output

22 (2) Current IOC serial bus
23 (4) ID number incompatibility (left FGC vs. right FGC)
24 (8) Pitch cutout hardware

26 (2) FGP external disengage inputs
27 (4) Pitch cutout occurrence
28 (8) Roll cutout occurrence
29 (1) Yaw cutout occurrence

30 (2) AHRS pitch rate, roll rate, or yaw rate data
31 (4) Pitch or roll servo amplifier
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem which prevented autopilot engagement.

Table 5-27. FGC FLIGHT GUIDANCE COMPUTER Diagnostic Word 2 (AP DISENGAGE CODE).

BIT NUMBER
AP DISENGAGE CODE page, label 071 bits 12-9 = 0011 (AP disengage code)
9 (1) AHRS pitch or roll data
10 (2) FGC memory
11 (4) Spare

14 (2) Spare
15 (4) Invalid pitch or roll attitude data
16 (8) AHRS normal or vertical acceleration data
17 (1) Pitch or roll wraparound (D/A to A/D)

18 (2) Spare
19 (4) Yaw disengaged
20 (8) Roll servo amplifier

23 (4) Spare
24 (8) Spare

27 (4) Pitch equalization
28 (8) Roll equalization
29 (1) Spare
30 (2) AHRS pitch rate, roll rate, or yaw rate data
31 (4) Pitch servo amplifier
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem which caused an autopilot disengagement.

Table 5-28. FGC FLIGHT GUIDANCE COMPUTER Diagnostic Word 2 (YD ENGAGE CODE).

BIT NUMBER
YD ENGAGE CODE page, label 071 bits 12-9 = 0100 (YD engage code)
9 (1) Spare
10 (2) FGC memory
11 (4) Configuration strapping incompatibility (aircraft vs. FGC)
13 (1) Spare
14 (2) Spare
15 (4) Rudder boost active
16 (8) AHRS lateral acceleration data
17 (1) Spare
18 (2) Yaw wraparound
19 (4) Spare
20 (8) Yaw monitor output failure

23 (4) Spare

27 (4) Spare
28 (8) Spare
29 (1) Yaw cutout occurrence

30 (2) AHRS yaw rate data
31 (4) Yaw cutout hardware
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem which prevented yaw damper engagement.

Table 5-29. FGC FLIGHT GUIDANCE COMPUTER Diagnostic Word 2 (YD DISENGAGE CODE).

BIT NUMBER
YD DISENGAGE CODE page, label 071 bits 12-9 = 0101 (YD disengage code)
9 (1) Spare
10 (2) FGC memory
11 (4) Spare
13 (1) Spare
14 (2) Spare
15 (4) Rudder boost active
16 (8) AHRS lateral acceleration data
17 (1) Spare
19 (4) Spare
20 (8) Spare
21 (1) Spare
23 (4) Spare

27 (4) Spare
28 (8) Spare

30 (2) AHRS yaw-rate data
31 (4) Spare
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem which caused a yaw damper disengagement.

Table 5-30. FGC FLIGHT GUIDANCE COMPUTER Diagnostic Word 2 (BOOST CODE).

BIT NUMBER
BOOST CODE page, label 071 bits 12-9 = 0110 (Boost code)
9 (1) Spare
10 (2) FGC memory
11 (4) Configuration strapping incompatibility (airplane vs. FGC)
12 (8) ID number incompatibility (left FGC vs. right FGC)

14 (2) Spare
15 (4) Rudder boost – invalid N1
16 (8) Spare
17 (1) Spare
19 (4) Spare
20 (8) Spare

23 (4) Rudder boost-request error

26 (2) Disengage bar down
27 (4) Spare
28 (8) Spare

30 (2) Rudder boost - invalid bleed air
31 (4) Rudder boost - switch off
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem currently causing a rudder boost failure.

Table 5-31. FMC FLIGHT MANAGEMENT COMPUTER Status Word.

BIT NUMBER
9 (1) *SDI code BIT 15 14 13 FMC FAULT CODES

10 (2) *SDI code 0 0 0 No faults
11 (4) NAV data base memory fault = 1 0 0 1 NAV local RAM fault
12 (8) NAV data base write error = 1 0 1 0 NAV battery RAM fault
0 1 1 NAV boot memory fault
13 (1) FMC fault code 1 0 0 NAV application memory fault
14 (1) FMC fault code 1 0 1 NAV parameter block fault
15 (4) FMC fault code
16 (8) Spare
17 (1) DBU-1/2/4 (left/right/third FMC) input absent = 1

18 (2) CDU-1 input absent (onside) = 1
19 (4) IOC 1A input absent = 1
20 (8) IOC 1B input absent = 1

23 (4) FMC-4 cross-talk input absent = 1
24 (8) FMC-8 cross-talk input absent = 1
25 (1) DBU-10/11 input absent = 1

26 (2) Low battery = 1
27 (4) I/O dual port fault = 1
28 (8) NAV not responding = 1
29 (1) FMC clock oscillator fault = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

1 Bits 9-12 Bit 9 is set; SDI = FMC number 1
4 Bits 17-20 Bit 19 is set; IOC 1A input absent
6 Bits 29-32 Bits 30 and 31 are set; SSM = failure warning

Table 5-32. GPS GLOBAL POSITIONING SYSTEM Diagnostic Word.

BIT NUMBER
9 (1) *SDI code HEX FAULT CODE (Bits 17-11)

10 (2) *SDI code 00 Keep alive +5 V dc
11 (4) Fault code (1) 01 Power supply +5 V dc
12 (8) Fault code (2) 02 Power supply −5 V dc
03 Power supply +12 V dc
13 (1) Fault code (4) 04 Power supply −12V dc
14 (2) Fault code (8) 05 Power supply +28 V dc
15 (4) Fault code (1) 06 Not used
16 (8) Fault code (2) 07 Ground V dc
08 ARINC I/O loopback
17 (1) Fault code (4) 09 System processor CPU
18 (2) Fault code present = 1 0A System processor RAM
19 (4) Differential input bus 2 no activity = 1 0B System processor ROM
20 (8) Differential input bus 1 no activity = 1 0C CAGE no self-test response
0D CAGE system health
21 (1) DADC input bus 2 no activity = 1 0E CAGE ROM
22 (2) DADC input bus 1 no activity = 1 0F CAGE RAM data test
23 (4) FMS/IRS input bus 2 no activity = 1 10 CAGE RAM address test
24 (8) FMS/IRS input bus 1 no activity = 1 11 CAGE CPU
12-1F CAGE internal fault
25 (1) GPS failed = 1 20 Antenna source voltage low
26 (2) RF interface fault = 1 21 Antenna source voltage high
27 (4) Sensor fault = 1 22 Antenna shorted
28 (8) Test inhibited = 1 23 Antenna open
24-2B CAGE internal fault
29 (1) Reserved (Command word acknowledge = 1) 2C-7F Not used
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
1 1 3 1 1 Not used

2 Bits 9-12 Bit 10 is set; SDI = number 2 GPS sensor
4 Bits 21-24 Bit 23 is set; FMS/IRS input bus 2 is not active

Table 5-33. HF-9031A HF TRANSCEIVER Diagnostic Word 1.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) ARINC port C input inactive or fail = 1
12 (8) ARINC port B input inactive or fail = 1
13 (1) ARINC port A input inactive or fail = 1
14 (2) Spare
15 (4) Spare
16 (8) Spare
17 (1) R/T power amp fault = 1
18 (2) R/T power amp overtemperature = 1
19 (4) Antenna/coupler output fault = 1
20 (8) Coupler rf module overtemperature = 1
21 (1) Antenna tune fault = 1

22 (2) R/T input power fault = 1
23 (4) Coupler rf output overvoltage = 1
24 (8) Reserved (operator error - preset storage)
25 (1) Fiber optic control bus fault = 1
26 (2) Reserved (bandpass filter fault)
27 (4) Reserved (radio set control fault)
28 (8) Antenna coupler fault = 1
29 (1) R/T fault = 1
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

2 Bits 9-12 Bit 10 is set; SDI = HF number 2
8 Bits 17-20 Bit 20 is set; the coupler rf module is overheated

Table 5-34. IAPS IOC I/O CONCENTRATOR Diagnostic Word 1.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) RAM 1 fault = 1
12 (8) Map checksum/CRC fault = 1
13 (1) PTR code checksum/CRC fault = 1

14 (2) RAM 2 fault = 1
15 (4) Code checksum/CRC fault = 1
16 (8) Map/CSU aircraft type code mismatch = 1
17 (1) Reserved
18 (2) UART status word error = 1
19 (4) Warm start = 1
20 (8) Reserved
21 (1) CSU arbiter- background fault = 1

22 (2) L/R and A/B straps parity test fail = 1
23 (4) CSU word 0 and word 1 parity fail = 1
24 (8) Reserved
25 (1) Reserved
26 (2) Input queue overrun error = 1
27 (4) Output queue overrun error = 1
28 (8) IAPS environmental control (IEC) fault = 1
29 (1) Onside cross-quadrant power supply overheat = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 Right quad B 0 0 Failure warning
0 1 Left quad A (number 1) 0 1 Not used
1 0 Right quad A (number 2) 1 0 Not used
1 1 Left quad B 1 1 Normal

1 Bits 9-12 Bit 1 is set; SDI code = number 1 IOC.
2 Bits 17-20 Bit 18 is set; UART status word errors are detected

Table 5-35. IAPS IOC I/O CONCENTRATOR Diagnostic Word 2.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Certification mode active = 1
12 (8) Bus reader mode active = 1
13 (1) Reserved
14 (2) Reserved
15 (4) Reserved
16 (8) Reserved
17 (1) ATM 1 composite FIFO full fault = 1

20 (8) Reserved
21 (1) ATM 1 TX/RX loopback test fault = 1

24 (8) Reserved
25 (1) NVRAM fault = 1

26 (2) Priority data mode = 1
27 (4) Software stack overflow = 1
28 (8) BITE = 1
29 (1) BITE = 1
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 Right quad B 0 0 Failure warning
0 1 Left quad A (number 1) 0 1 Not used
1 0 Right quad A (number 2) 1 0 Not used
1 1 Left quad B 1 1 Normal

1 Bits 9-12 Bit 1 is set; SDI code = number 1 IOC.
2 Bits 17-20 Bit 18 is set; ATM 2 composite FIFO full fault
1 Bits 25-28 Bit 25 is set; NVRAM fault

Table 5-36. IRS Inertial Reference System Diagnostic Word.

BIT NUMBER
9 (1) *SDI code BIT 28 27 26 ALIGN STATUS CODES

10 (2) *SDI code 0 0 0 NAV or ATT mode entered
11 (4) Align mode/not ready (1 = ATT or NAV align) 0 0 1 0-1 minutes remaining
12 (8) Reversionary ATT mode (1 = ATT mode selected) 0 1 0 1-2 minutes remaining
0 1 1 2-3 minutes remaining
13 (1) Primary NAV mode (1 = NAV mode selected) 1 0 0 3-4 minutes remaining
14 (2) Set heading (1 = enter initial magnetic heading) 1 0 1 4-5 minutes remaining
15 (4) Attitude invalid = 1 1 0 1 5-6 minutes remaining
16 (8) Battery input fail (1 = battery input low or missing) 1 0 1 Alignment commenced > 7
minutes remaining
17 (1) On battery ( 1 = IRS powered by battery input )

18 (2) ADC input invalid (1 = ADC data (TAS) invalid)
19 (4) IRU fault (1 = BITE detected fault)
20 (8) On battery fail = 1
21 (1) Align fault (1 = fault detected in align, re-enter position)

22 (2) No initialization (1 = initialization data not correct or not received)
23 (4) Excessive motion (1 = excessive motion during alignment)
24 (8) ADC/IRU fault = 1
25 (1) Reserved
26 (2) Align status code
29 (1) Reserved
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 4 0 0 Normal
1 0 2 (right) 1 0 Not used
1 1 3 1 1 Not used

1 Bits 9-12 Bit 9 is set; SDI = number 1 IRU
2 Bits 13-16 Bit 14 is set; Set heading, enter initial magnetic heading

Table 5-37. IRS INERTIAL REFERENCE SYSTEM Diagnostic Word 1.

BIT NUMBER
9 (1) *SDI code BCD IR ACTION CODE (Bits 23-29)

10 (2) *SDI code 01 IRS FAULT; hard failure, remove IRU for maintenance
11 (4) ADC source = left 02 DELAYED MAINT; soft failure, remove IRU when con-
venient
12 (8) ADC source = right 03 ENTER POSITION; enter present position
04 SELECT ATTITUDE; select ATT on the DMSU
13 (1) ISDU status (1 = fail) 05 EXCESS MOTION; excess motion detected during
ALIGN
14 (2) IRU 28V ISDU power out fail = 1 06 SWITCH DADS; select cross-side air data computer
15 (4) Time to NAV = 1 min (LSB) 07 CHECK C/B; check circuit breakers
16 (8) Time to NAV = 2 min 08 ISDU FAULT; remove ISDU for maintenance
09 ENTER MAG HEADING; enter heading for attitude
mode
17 (1) Time to NAV = 4 min 10 REENTER POSITION; reenter present position data
18 (2) Time to NAV = 8 min 11 IRS BELOW –15 DEG; LOW TEMP ALIGN engaged
19 (4) Time to NAV = 10 min (MSB) 12 Not used
20 (8) Spare 13 Not used
14 GNSSU1 FAULT; remove GNSSU1 for maintenance
21 (1) Spare 15 GNSSU2 FAULT; remove GNSSU2 for maintenance
22 (2) Spare
23 (4) 1 (BCD
24 (8) 2 IR Action
Code
25 (1) 4 units
26 (2) 8 digit)
27 (4) 10 (BCD
28 (8) 20 IR Action
Code
29 (1) 40 tens digit)
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 4 0 0 Normal

1 Bits 9-12 Bit 9 is set, SDI = IRU number 1
8 Bits 21-24 Bit 24 is set (code 02); delayed maintenance, remove IRU when convenient
0 Bits 25-28 No bits are set (code tens digit = 0)

Table 5-38. IRS INERTIAL REFERENCE SYSTEM Diagnostic Word 2.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Extreme latitude (1 = true heading mode only)
12 (8) Latitude miscompare = 1
13 (1) IRU aircraft select input fault = 1

14 (2) IRU mode select input fault = 1
15 (4) IRU output annunciator W/A fail = 1
16 (8) Spare
17 (1) GPS number 1 time mark input fail = 1

18 (2) GPS number 2 time mark input fail = 1
19 (4) Internal failure (Class 1) IRU failed = 1
20 (8) Internal failure (Class 2) maintenance required = 1
21 (1) IRU program pin changed after power-up = 1

22 (2) Init input bus 1 fail = 1
25 (1) GPS input bus 1 fail = 1

26 (2) GPS input bus 2 fail = 1
27 (4) ADC input bus 1 fail = 1
28 (8) ADC input bus 2 fail = 1
29 (1) IRS temperature high (1 = IRU fail or no cooling air)

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 4 0 0 Normal

1 Bits 9-12 Bit 9 is set, SDI = IRU number 1
8 Bits 21-24 Bit 24 is set; Init input bus 3 fail

Table 5-39. LIGHTNING DETECTION SYSTEM Diagnostic Word.

BIT NUMBER
9 (1) 0
10 (2) 0
11 (4) 0
12 (8) 0
13 (1) 0
14 (2) 0
15 (4) 0
16 (8) Lightning within 75 nmi and ±22 degrees forward = 1
17 (1) 0
18 (2) Heading input NCD or fail = 1
19 (4) XMIT MIC line asserted over one minute, lightning system inhibited = 1
20 (8) 0
21 (1) Antenna fault = 1

22 (2) Processor fault - recovery possible = 1
23 (4) Processor fault - recovery not possible = 1
24 (8) 1 BCD number of cells (LSB)
25 (1) 2 BCD number of cells

29 (1) 32 BCD number of cells (MSB), 63 maximum

30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)

0 0 Failure warning
1 0 Functional test
1 1 Normal

8 Bits 13-16 Bit 13 is set; Lightning within 75 nmi and ±22 degrees forward
3 Bits 25-28 Bits 25 and 26 are set; six cells detected
6 Bits 29-32 Bits 30 and 31 are set; SSM = Normal operation

Table 5-40. MDC MAINTENANCE DIAGNOSTIC COMPUTER Diagnostic Word.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) 0
12 (8) Ready to receive = 1
13 (1) Maintenance information = 1

14 (2) No MDC maintenance tables = 1
15 (4) MDC fail = 1
16 (8) Maintenance data present = 1
17 (1) DBU fault = 1

18 (2) DBU bus absent = 1

23 (4) Queue overrun = 1
24 (8) Low battery = 1
25 (1) 0
26 (2) CSU miscompare = 1
27 (4) Watchdog monitor inhibited = 1
28 (8) Bite test port fault = 1
29 (1) Internal clock fault = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)

1 Bits 9-12 Bit 9 is set; SDI = number 1 MDC
1 Bits 17-20 Bit 17 is set; DBU fault
0 Bits 29-32 No bits are set; SSM = normal

Table 5-41. MFD MULTIFUNCTION DISPLAY Diagnostic Word 1.

BIT NUMBER
9 (1) *AFD mode

10 (2) *AFD mode
11 (4) L FMC bus fail (no activity) = 1
12 (8) R FMC bus fail (no activity) = 1
13 (1) T FMC bus fail (no activity) = 1

14 (2) L DCP bus fail (no activity) = 1
15 (4) R DCP bus fail (no activity) = 1
16 (8) LDS bus fail (no activity) = 1
17 (1) ECP bus fail (no activity) = 1

18 (2) Cross-side PFD bus fail (no activity) = 1
19 (4) Cross-side MFD bus fail (no activity) = 1
20 (8) Onside AFD bus fail (no activity) = 1
21 (1) WXR bus fail (no activity) = 1

22 (2) GCAS bus fail (no activity) = 1
23 (4) Spare
24 (8) Low-voltage power supply overtemperature = 1
25 (1) Maintenance fault = 1

26 (2) Internal fault = 1
27 (4) Reserved
28 (8) CPU/memory cycle slipping = 1
29 (1) Low input power (power fail warn) = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*AFD mode: Bit 10 Bit 9 AFD MODE **SSM code: Bit 31 Bit 30 LRU Status
0 0 PFD 0 0 Normal
0 1 MFD 0 1 Not used
1 0 EICAS 1 0 Not used

1 Bits 9-12 Bit 9 is set; AFD mode = MFD
1 Bits 13-16 Bits 13 is set; T FMC input bus inactive
1 Bits 25-28 Bit 25 is set; Maintenance fault

Table 5-42. MFD MULTIFUNCTION DISPLAY Diagnostic Word 2.

BIT NUMBER
9 (1) *AFD mode

10 (2) *AFD mode
11 (4) L EDC bus fail (no activity) = 1
12 (8) R EDC bus fail (no activity) = 1
13 (1) T EDC bus fail (no activity) = 1

14 (2) L AHC bus fail (no activity) = 1
15 (4) R AHC bus fail (no activity) = 1
16 (8) T AHC bus fail (no activity) = 1
17 (1) L ADC bus fail (no activity) = 1

18 (2) R ADC bus fail (no activity) = 1
19 (4) T ADC bus fail (no activity) = 1
20 (8) L DCU bus fail (no activity) = 1
21 (1) R DCU bus fail (no activity) = 1

22 (2) T DCU bus fail (no activity) = 1
23 (4) L IOC bus fail (no activity) = 1
24 (8) R IOC bus fail (no activity) = 1
25 (1) T IOC bus fail (no activity) = 1

26 (2) TCAS bus fail (no activity) = 1
27 (4) L VIR bus fail (no activity) = 1
28 (8) R VIR bus fail (no activity) = 1
29 (1) MDC bus fail (no activity) = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 PFD 0 0 Normal

1 Bits 9-12 Bit 9 is set; AFD mode = MFD
8 Bits 13-16 Bit 16 is set; No T AHC bus activity
4 Bits 17-20 Bit 19 is set; No T ADC bus activity
2 Bits 21-24 Bit 22 is set; No T DCU bus activity
1 Bits 25-28 Bit 25 is set; No T IOC bus activity

Table 5-43. PFD PRIMARY FLIGHT DISPLAY Discrete Word.

BIT NUMBER
9 (1) *SDI code BIT 12 11 ATTITUDE ANNUN SEL CODE

10 (2) *SDI code 0 0 ATT 1
11 (4) Attitude annunciation select code 0 1 ATT 2
12 (8) Attitude annunciation select code 1 0 ATT 3
1 1 ATT 4
13 (1) CAT II/III warning
14 (2) CAT II discrete active = 1
15 (4) Windshear caution = 1
16 (8) Windshear warn = 1
17 (1) Windshear monitor fail = 1

18 (2) Altitude compare warning = 1
19 (4) Airspeed compare warning = 1
20 (8) Altitude compare capability (1 = not possible)
BIT 28 27 ADC ANNUN SEL CODE
21 (1) Airspeed compare capability (1 = not possible) 0 0 ADC 1
22 (2) CAT II/III monitor 0 1 ADC 2
23 (4) Overspeed warn = 1 1 0 ADC 3
24 (8) Preselect altitude alert warn (0 = no warn, 1 = one second alert) 1 1 Not used
25 (1) TCAS traffic alert (TA present) = 1

26 (2) TCAS resolution advisory (RA present) = 1
27 (4) ADC annunciation select code
28 (8) ADC annunciation select code
29 (1) V-speed compare warning = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 SDI CODE **SSM code: Bit 31 Bit 30 LRU Status
0 1 1 (left) 0 1 No computer data

1 Bits 9-12 Bits 9 is set; SDI = number 1 PFD
1 Bits 17-20 Bits 17 is set; Windshear monitor fail

Table 5-44. PFD PRIMARY FLIGHT DISPLAY Diagnostic Word 1.

BIT NUMBER
9 (1) *AFD mode

10 (2) *AFD mode
11 (4) L FMC bus fail (no activity) = 1
12 (8) R FMC bus fail (no activity) = 1
13 (1) T FMC bus fail (no activity) = 1

14 (2) L DCP bus fail (no activity) = 1
15 (4) R DCP bus fail (no activity) = 1
16 (8) LDS bus fail (no activity) = 1
17 (1) ECP bus fail (no activity) = 1

18 (2) Cross-side PFD bus fail (no activity) = 1
19 (4) Cross-side MFD bus fail (no activity) = 1
20 (8) Onside AFD bus fail (no activity) = 1
21 (1) WXR bus fail (no activity) = 1

22 (2) GCAS bus fail (no activity) = 1
23 (4) Spare
24 (8) Low-voltage power supply overtemperature = 1
25 (1) Maintenance fault = 1

26 (2) Internal fault = 1
27 (4) Reserved
28 (8) CPU/memory cycle slipping = 1
29 (1) Low input power (power fail warn) = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 PFD 0 0 Normal

0 Bits 9-12 No bits are set; AFD mode = PFD
1 Bits 13-16 Bits 13 is set; T FMC input bus inactive
1 Bits 25-28 Bit 25 is set; Maintenance fault

Table 5-45. PFD PRIMARY FLIGHT DISPLAY Diagnostic Word 2.

BIT NUMBER
9 (1) *AFD mode

10 (2) *AFD mode
11 (4) L EDC bus fail (no activity) = 1
12 (8) R EDC bus fail (no activity) = 1
13 (1) T EDC bus fail (no activity) = 1

14 (2) L AHC bus fail (no activity) = 1
15 (4) R AHC bus fail (no activity) = 1
16 (8) T AHC bus fail (no activity) = 1
17 (1) L ADC bus fail (no activity) = 1

18 (2) R ADC bus fail (no activity) = 1
19 (4) T ADC bus fail (no activity) = 1
20 (8) L DCU bus fail (no activity) = 1
21 (1) R DCU bus fail (no activity) = 1

22 (2) T DCU bus fail (no activity) = 1
23 (4) L IOC bus fail (no activity) = 1
24 (8) R IOC bus fail (no activity) = 1
25 (1) T IOC bus fail (no activity) = 1

26 (2) TCAS bus fail (no activity) = 1
27 (4) L VIR bus fail (no activity) = 1
28 (8) R VIR bus fail (no activity) = 1
29 (1) MDC bus fail (no activity) = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 PFD 0 0 Normal

0 Bits 9-12 No bits are set; AFD mode = PFD
8 Bits 13-16 Bit 16 is set; No T AHC bus activity
4 Bits 17-20 Bit 19 is set; No T ADC bus activity
2 Bits 21-24 Bit 22 is set; No T DCU bus activity
1 Bits 25-28 Bit 25 is set; No T IOC bus activity

Table 5-46. RADALT RADIO ALTIMETER Diagnostic Word.

BIT NUMBER

11 (4) Altimeter error = 1 01-19 Reserved
12 (8) RAM error = 1 20 ARINC 429 bus loopback mismatch
21 ARINC 429 RX no data
13 (1) ROM error = 1 22 ARINC 429 RX parity error
14 (2) Reserved 23 ARINC 429 TX not ready
15 (4) Reserved 24-28 Altitude counter error
16 (8) Reserved 29-32 Analog output buffer error
33 Antenna RX and TX disconnected
17 (1) 1 (BCD 34 Antenna RX disconnected
18 (2) 2 fault code 35 Antenna TX disconnected
19 (4) 4 units 36-38 EEPROM error
20 (8) 8 digit) 39-48 Modulator error
49-52 State machine error
21 (1) 10 (BCD 53-61 Nonvolatile memory error
22 (2) 20 fault code 62 Soft reset watchdog armed
23 (4) 40 tens 63 Strap AID complement
24 (8) 80 digit) 64 Strap AID select invalid
65 Strap analog format select invalid
25 (1) Reserved 66 Strap modulation frequency complement
26 (2) Reserved 67 Strap modulation frequency select invalid
27 (4) Maintenance log full = 1 68-79 Power supply failure
28 (8) Maintenance log has data = 1
29 (1) Reserved
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
1 1 3 1 1 Normal

9 Bits 9-12 Bits 9 and 12 are set; SDI = ALT number 1 and RAM error
0 Bits 17-20 No bits are set; fault code units digit is 0 (code is 00)
0 Bits 21-24 No bits are set; fault code tens digit is 0

Table 5-47. TCAS TRANSMITTER RECEIVER Diagnostic Word.

BIT NUMBER
9 (1) 0
10 (2) 0
11 (4) TTR failed = 1
12 (8) TRE top antenna failed = 1
13 (1) TRE bottom antenna failed = 1

14 (2) Inactive/fail input from radio altimeter 1 = 1
15 (4) Inactive/fail input from radio altimeter 2 = 1
16 (8) Inactive/fail input from transponder 1 = 1
17 (1) Inactive/fail input from transponder 2 = 1

18 (2) Failed attitude input bus = 1
19 (4) Failed magnetic heading input bus (3 minute delay) = 1
20 (8) TCAS system fail = 1
21 (1) Spare
22 (2) Spare
23 (4) TA display system 1 fail = 1
24 (8) TA display system 2 fail = 1
25 (1) RA display system 1 fail = 1

26 (2) RA display system 2 fail = 1
27 (4) Central fault display input inactive = 1
28 (8) Bite inhibit (CMC function = 1)
29 (1) Command word acknowledge (acknowledge = 1)

30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)

0 0 Normal
1 0 Functional test
1 1 Failure warning
Note: Ignore bits 27, 28, and 29 because CMC is not installed in this system.

4 Bits 13-16 Bit 15 is set; inactive input from radio altimeter 2
4 Bits 21-24 Bit 23 is set; TA display system 1 fail
2 Bits 25-28 Bit 26 is set; RA display system 2 fail

Table 5-48. TDR Beacon Code.

BIT NUMBER
9 (1) *SDI code

10 (2) *SDI code
11 (4) Altitude reporting off = 1
12 (8) 0
13 (1) Ident = 1
14 (2) 0
15 (4) 0
16 (8) Transponder selected for use = 1
17 (1) 0
18 (2) D1 reply code
21 (1) C1 reply code

24 (8) B1 reply code

27 (4) A1 reply code

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 0 Not used 0 0 No TDR reply
0 1 1 (left) 0 1 No computed data (Note 1)
1 1 Not used 1 1 TDR reply
Note 1: NCD (no computed data) indicates the TDR is in standby mode.

1 Bits 9-12 Bits 9 is set; SDI = TDR number 1
2 Bits 29-32 Bit 30 is set; SSM = No computed data, TDR is in standby

Table 5-49. TDR-94D TRANSPONDER Diagnostic Word.

BIT NUMBER
9 (1) *SDI code BCD FAULT CODE (BITS 17-24

11 (4) TDR fail = 1 POWER SUPPLY DIAGNOSTICS
12 (8) RAM error = 1 11 +5-V dc supply
12 +70-V dc supply
13 (1) ROM error = 1 13 +35-V dc supply
14 (2) L/R-CDU-6 input bus (port B) failed = 1 14 Low-voltage power supply
15 (4) L/R-CDU-7 input bus (port A) failed = 1 TRANSMITTER/MODULATOR DIAGNOSTICS
16 (8) Burst tune input bus (port C) failed = 1 21 Final stage over-current
22 Top antenna low power output
17 (1) 1 (BCD 23 Bottom antenna low power output
18 (2) 2 fault code 24 Transmitter overtemperature
19 (4) 4 units SYNTHESIZER DIAGNOSTICS:
20 (8) 8 digit) 31 Lock detect
32 Low power detect
21 (1) 10 (BCD RECEIVER DIAGNOSTICS:
22 (2) 20 fault code 41 Top receiver channel
23 (4) 40 tens 42 Bottom receiver channel
24 (8) 80 digit) 43 Top DPSK demodulator
44 Bottom DPSK demodulator
25 (1) Serial altitude bus (port A) failed = 1 ROM DIAGNOSTICS:
26 (2) Serial altitude bus (port B) failed = 1 51 High-byte ROM
27 (4) Serial ADLP bus fail = 1 52 Low-byte ROM
28 (8) TTR-TX input bus failed = 1 53 Both ROM chips
29 (1) 0 (BCD fault codes continued on next page)

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
0 1 1 (left) 0 1 NCD (Note 1)
Note 1: NCD (no computed data) indicates the TDR is in standby mode.

1 Bits 9-12 Bits 9 is set; SDI = TDR number 1
6 Bits 29-32 Bits 30 and 31 are set; SSM =Normal

Table 5-49. TDR-94D TRANSPONDER Diagnostic Word.

BIT NUMBER
BCD FAULT CODE (Bits 17-24) (Cont)

RAM DIAGNOSTICS: TCAS COMMUNICATIONS DIAGNOSTICS:
61 High-byte RAM B1 TCAS UART
62 Low-byte RAM B2 TCAS system failure
63 Both RAM chips B3 TCAS bus inactive
64 Cache RAM B4 TCAS protocol error
65 Cache RAM and high-byte RAM SQUITTER DIAGNOSTICS:
66 Cache RAM and low-byte RAM C1 Top channel squitter (TDR-94D only)
67 Cache Ram and both RAM chips C2 Bottom channel squitter (TDR-94D only)
68 Dual port RAM
D0 Diversity (TDR-94D only)
70 Nonvolatile RAM MESSAGE PROCESSOR DIAGNOSTICS:
SERIAL INPUT CONTROL BUS DIAGNOS- E1 Top channel message processor, soft failure (TDR-94D
TICS: only)
81 ARINC 429 control UART E2 Bottom channel message processor, soft failure
82 ARINC 429 control port A inactive E3 Top channel message processor, hard failure (TDR-94D
only)
83 ARINC 429 control port B inactive E4 Bottom channel message processor, hard failure
84 ARINC 429 control port C inactive CONFIGURATION DIAGNOSTICS:
85 CSDB control port A inactive F1 Mode-S discrete address changed
SERIAL ALTITUDE INPUT DIAGNOSTICS: F2 TCAS selection changed
91 ARINC 429/575 altitude UART F3 Altitude units selection changed
92 ARINC 429/575 altitude port A inactive F4 Max airspeed program selects changed
93 ARINC 429/575 altitude port B inactive F5 Port selects changed
94 CSDB altitude port A inactive F6 SDI selects changed
95 CSDB altitude port B inactive F7 Single antenna selection changed
99 Not used (CTL-92T) F8 ADLP selection changed
ADLP COMMUNICATIONS DIAGNOSTICS: FF Unacceptable mode-S address selected
A1 ADLP A/B UART
A2 ADLP A/B input
A3 ADLP C/D UART
A4 ADLP C/D input

Table 5-50. VHF COMM TRANSCEIVER Diagnostic Word.

BIT NUMBER
9 (1) *SDI code BCD SHUTDOWN CODE (BITS 25-29)

11 (4) 0 01 5-V dc level low (test)
12 (8) 0 02 5-V dc level high (test)
03 12-V dc level low (test)
13 (1) 0 04 12-V dc level high (test)
14 (2) 0 05 Synthesizer out of lock
15 (4) 0 06 Not used
16 (8) 0 07 Squelch open w/o signal (test)
08 Squelch closed with signal (test)
17 (1) 1 (BCD 09 Not used
18 (2) 2 fault code 10 Not used
19 (4) 4 units 11 No VHF frequency rcvd or no receive station
20 (8) 8 digit) 12 Invalid frequency rcvd or no receive station
13 Not used
21 (1) 10 (BCD 14 Internal frequency invalid or no receive station
22 (2) 20 fault code 15 Frequency out of range or no receive station
23 (4) 40 tens 16 Forward power low
24 (8) 80 digit) 17 Transmitter temperature high
18 Not used
25 (1) 0 19 Not used
26 (2) 0 20 Not used
27 (4) 0 21 Tune volts fail at high frequency (test)
28 (8) 0 22 Tune volts fail at low frequency (test)
23 Oscillator output low (test)
29 (1) 0 24 No signal AGC level high (test)
30 (2) **SSM code 25 AGC fail with signal (test)
31 (4) **SSM code 26 Reflected power high
32 (8) Parity (odd) 27 Transmitter time-out or no receive station
98 Failed input bus at port A
99 Failed input bus at port B
1 1 3 1 1 Normal

2 Bits 9-12 Bit 10 is set; SDI = VHF number 2
5 Bits 17-20 Bits 17 and 19 are set; fault code units digit is 5 (code is 25)
2 Bits 21-24 Bit 22 is set; fault code tens digit is 2
4 Bits 29-32 Bit 31 is set; SSM = functional test

Table 5-51. VIR VHF NAV RECEIVER Diagnostic Word.

BIT NUMBER
9 (1) *SDI code BCD SHUTDOWN CODE (BITS 25-29)

11 (4) 0 01 Not used
12 (8) 0 02 RAM fail
03 No received CSDB sync
13 (1) 0 04 No received CSDB frequency
14 (2) 0 05 Invalid NAV frequency
15 (4) 0 06 ILS mode not same as delayed ILS line
16 (8) 0 09 Processor port 1 I/O bus fail
10 Processor port 2 I/O bus fail
17 (1) 1 (BCD 11 A/D busy
18 (2) 2 fault code 12 A/D failed reference test
19 (4) 4 units 13 +13-V dc level failed test
20 (8) 8 digit) 14 -13-V dc level failed test
17 VOR synthesizer out of lock
21 (1) 10 (BCD 18 AFC not locked or no receive station
22 (2) 20 fault code 19 No 30-Hz ref signal or no receive station
23 (4) 40 tens 20 No 30-Hz var signal or no receive station
24 (8) 80 digit) 25 LOC synthesizer out of lock
26 LOC signal level low or no receive station
25 (1) VOR fault = 1 28 GS synthesizer out of lock
26 (2) LOC fault = 1 29 GS signal level low or no receive station
27 (4) GS fault = 1 32 Marker beacon receiver failed
28 (8) Frequency fault = 1 40 No data at input port A
41 No frequency at input port A
29 (1) Radio fault = 1 42 No data at input port B
30 (2) **SSM code 43 No frequency at input port B
31 (4) **SSM code 44 No internal frequency at processor
32 (8) Parity (odd)

2 Bits 9-12 Bit 10 is set; SDI = VIR number 2
8 Bits 17-20 Bit 20 is set; fault code units digit is 8 (code is 18)
1 Bits 21-24 Bit 21 is set; fault code tens digit is 1
2 Bits 29-32 Bit 30 is set; SSM = no computed data

Table 5-52. WXR WEATHER RADAR Diagnostic Word.

BIT NUMBER
9 (1) *SDI code (of MFD) BIT: 25 24 23 22 21 20 19 FAULT CODE

10 (2) *SDI code (of MFD) 0 0 0 0 0 0 0 No detected faults
11 (4) Slaved mode = 1 1 0 0 0 0 0 0 Xmtr/rcvr fault
12 (8) 0 0 1 0 0 0 0 0 Antenna fault
0 0 1 0 0 0 0 Control fault
13 (1) 0 0 0 0 1 0 0 0 Attitude input fault
14 (2) Turb alert on = 1 0 0 0 0 1 0 0 Calibration fault
15 (4) Weather alert on = 1 0 0 0 0 0 1 0 Control bus absent
16 (8) Anti-clutter on = 1 0 0 0 0 0 0 1 Degraded var processing
17 (1) Sector scan = 1 BIT: 29 28 27 MODE CODE

18 (2) Stabilization limit (30°) reached = 1 0 0 0 STBY
19 (4) Fault code 0 0 1 WX
20 (8) Fault code 0 1 0 GND MAP
0 1 1 Contour
21 (1) Fault code 1 0 0 Test
22 (2) Fault code 1 0 1 TURB ONLY
23 (4) Fault code 1 1 0 WX + TURB
24 (8) Fault code 1 1 1 Target
25 (1) Fault code

26 (2) Stabilization on = 1
27 (4) Mode code
28 (8) Mode code
29 (1) Mode code

30 (2) 0
31 (4) 0
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number

0 0 Not used
0 1 1 (left) MFD
1 0 2 (right) MFD
1 1 Not used
EXAMPLE: Diagnostic word = 02C001

1 Bits 9-12 Bit 9 is set; SDI = MFD number 1
C Bits 21-24 Bit 23 and 24 are set; control and antenna faults are detected
2 Bits 25-28 Bit 26 is set; stabilization on

5.10.5 Pilot Data Download
PILOT DATA DOWNLOAD FUNCTION:
c. Insert a formatted 3.5-inch diskette into the DBU-4100 Data Base Unit.
d. Position the cursor on the PILOT DATA DOWNLOAD line using the MFD line select keys PREV or
NEXT on the left side of the MFD.
e. Push the MFD SELECT line select key to select the PILOT DATA DOWNLOAD function.
f. The WRITE FILE TO DISK page automatically shows with the names of the files being written. When
the write operation is complete, the FINISHED WRITING FILES message shows.
EXIT PILOT DATA DOWNLOAD:
The PILOT DATA DOWNLOAD function allows the operator to write the LRU FAULT HISTORY files (only
legs not previously written) to diskette by pushing only one button from the MAINTENANCE MENU. The PI-
LOT DATA DOWNLOAD option is present on the menu only when the airplane is on the ground and if new
LRU FAULT HISTORY files have been written since the last PILOT DATA DOWNLOAD.
To initiate the PILOT DATA DOWNLOAD function, the operator must position the cursor next to the PILOT
DATA DOWNLOAD line on the maintenance menu. Push the MFD SELECT line select key to select the PI-
LOT DATA DOWNLOAD function. The MFD shows the WRITE FILES TO DISK page, without transitioning
through any intermediate pages or requiring any additional keystrokes. The WRITE FILES TO DISK page
shows the name of the file being written to disk. Refer to paragraph 5.10.6 (Disk Operations) for a brief expla-
nation of MDC error messages that may be encountered during DBU operations. If the write operation com-
pletes with no errors, the FINISHED WRITING FILES message shows. Push the MFD MENU line select key
to return to the maintenance menu.
Refer to Figure 5-7 for the PILOT DATA DOWNLOAD line as shown on the MAINTENANCE MENU page.
The MAINTENANCE MENU page consists of the engine displays, a MAINTENANCE MENU column, and
the MFD line select keys (PREV, NEXT, SELECT, FORMAT, and TFC).
The MFD line select key functions are labeled next to the key.

Figure 5-7. Pilot Data Download Page

5.10.6 Disk Operations
VIEW DISK OPERATIONS PAGE:
c. Position the cursor on the DISK OPERATIONS line using the MFD line select keys PREV or NEXT on
the left side of the MFD.
d. Push the MFD SELECT line select key to select the DISK OPERATIONS page.
e. The DISK OPERATIONS page shows a menu of LOAD MAINTENANCE FILES, WRITE FILES TO
DISK, WRITE DISPLAY TO DISK, and LOAD CHECKLIST FILES.
EXIT DISK OPERATIONS PAGE:
The DBU-4100 does file operations on two types of 3.5 inch diskettes. The two types are high density (2 MB
unformatted, 1.44 MB formatted) and double density (1 MB unformatted, 720 KB formatted). If a 2 MB
diskette is formatted to the 720 KB format, or a 1 MB diskette is formatted to the 1.44 MB format, the DBU
will not recognize the diskette as being valid. The DBU can read directories, read files, write files, rename
files, and delete files stored on diskette. Format the diskettes on any IBM compatible PC.
The DISK OPERATIONS page shows the interface controls to read files from or write files to the disk drive
(DBU). The MDC provides the capability of transmitting LRU fault history onto a diskette. All tables re-
quired for fault detection equations and interpretation of DCU block data information are loaded from the
same disk drive unit. If a new MDC is installed, the aircraft ident number has to be set before data can be
downloaded to a diskette. The DISK OPERATIONS page shows a SET IDENT annunciator if the aircraft
ident number is not set. Paragraph 5.10.8 Aircraft Ident Set Operation describes how to set the aircraft
identification number. The aircraft ident number is used as the file name. Refer to Figure 5-8 for the disk
operations page. Disk operations are inhibited when airborne, and the DISK OPERATIONS line is removed
from the maintenance menu.
The MDC diagnostic fault logic is executed from a set of tables that are stored in disk loadable files. The files
contain the information that defines the ARINC words to be received, the logic to be done using the data
within the received ARINC words, and the maintenance tables. The tables for the interpretation of the data
contain the associated ASCII text, bit masks, and scale factors necessary to process the LRU fault history.
The DISK OPERATIONS page consists of page title, LOAD MAINTENANCE FILES line, WRITE FILES TO
DISK line, WRITE DISPLAY TO DISK line, LOAD CHECKLIST FILES line, and the line select key con-
trols.
A LOAD MAINTENANCE FILES operation loads new maintenance tables and automatically erases all
flight leg history stored in NVM (non-volatile memory) by the MDC. This prevents misinterpretation of
stored data, using a new definition that is not backwardly compatible with the definition used when the data
was stored.

Figure 5-8. Disk Operations Page
The WRITE FILES TO DISK pages are used to download maintenance files to the DBU. The file type is LRU
fault history (FLT).
The WRITE DISPLAY TO DISK pages are used to download the LRU DIAGNOSTIC DATA and CONFIGU-
RATION STRAPPING UNIT files to the DBU.
The LOAD CHECKLIST FILES pages are used to upload new checklist files to the maintenance diagnostic
computer. The new checklist files may be loaded to replace/update the files of an MDC.
The following list contains a brief explanation of MDC error messages that may be encountered during DBU
operations:
• DBU UNAVAILABLE indicates the DBU is being used by another LRU. As soon as the conflict is re-
solved, the loading of MDC files may be re-attempted.
• DBU FAULT 8A indicates the DBU has sent the MDC its maintenance word with an error code 8A,
which means the DBU is experiencing intermittent transmit failures.

• DBU NOT RESPONDING indicates the DBU to MDC communications link is bad or the DBU has failed.
• NO DISK/DBU FAULT indicates the DBU does not detect a diskette.
• DISK UNFORMATTED indicates that the diskette is not properly formatted.
• DISK INVALID - MULT CTL FILES indicates the DBU found more than one file with a file extension =
CTL.
• CONFIGURATION ERROR indicates strapping information contained in the control file does not agree
with the CSU strapping.
• DISK INVALID - MISSING FILES indicates the files listed in lines 5 through 15 in the control file are
not on the diskette.
• DISK TEMP BELOW 0 DEGREES indicates the temperature of the disk drive is below the minimum
allowable temperature.
• PROTOCOL VIOLATION indicates the DBU detected an error in the MDC to DBU communications pro-
tocol.
• READ/WRITE FAILURE indicates the DBU has experienced a failure when it attempted to write to
diskette.
• RECEIVED DATA ERROR DETECTED indicates the DBU detected an error in the data received from
the MDC.
• DBU FAULT (8E) indicates the DBU has detected a floppy disk controller fault.
• DBU FAULT (8F) indicates the DBU has detected a track seek failure.

5.10.6.1 Load Maintenance Files Page
VIEW LOAD MAINTENANCE FILES PAGE:
c. Position the cursor on the LOAD MAINTENANCE FILES line using the MFD line select keys PREV or
NEXT on the left side of the MFD.
d. Push the MFD SELECT line select key to select the LOAD MAINTENANCE FILES page.
e. Insert the maintenance file diskette into the DBU. Move the cursor to the ACCEPT line using the MFD
PREV/NEXT line select keys. Push the MFD SELECT line select key to begin loading the maintenance
files. The LOAD MAINTENANCE FILES PAGE shows the informational message LOADING
B390MDC.CTL to indicate it is reading the control file. As each file is read, the filename extension
changes.
f. The DISK OPERATIONS page reappears when the new maintenance files have been successfully
loaded.
EXIT LOAD MAINTENANCE FILES PAGE:
Note
The load maintenance files function is not intended for field use, and the information provided in
this section is for reference only.
The LOAD MAINTENANCE FILES page is used to upload new maintenance files to the maintenance diag-
nostic computer. The new maintenance files may be loaded to replace/update the files of an MDC that has
functional files, program a new MDC that does not have functional files, program a MDC that has experi-
enced an unsuccessful load and does not have functional files, or a MDC that has corrupted files. Refer to
Figure 5-9 for the LOAD MAINTENANCE FILES page.
The LOAD MAINTENANCE FILES page consists of the MDC ASSEMBLY CPN line, the maintenance file
DISKETTE CPN line, A/C STRAPPING CODE/aircraft type line, and the MDC SOFTWARE VERSION line.
A caution shows in the center of the screen above the ACCEPT and CANCEL lines and the line select key
controls.
If the loading process is aborted prior to the successful loading of the new control file, the appropriate error
message shows, and the operator is prompted to PRESS MENU TO RETURN TO THE MAINTENANCE
MENU.
If the loading process is aborted after the control file is loaded, the MDC has erased all stored history files
and previously uploaded files. The MDC does not have valid files loaded and is non-operational. The appro-
priate error message shows, and the operator is prompted to PRESS MENU TO RETURN TO THE MAIN-

TENANCE MENU. The menu shows a message INSERT A VALID DISKETTE AND PRESS ANY MFD
KEY TO CONTINUE. The operator pushes any key on the MFD to initiate the load process.
Figure 5-9. Load Maintenance Files Page

5.10.6.2 Write Files To Disk Page
VIEW WRITE FILES TO DISK PAGE:
e. Position the cursor on the WRITE FILES TO DISK line using the MFD line select keys PREV or NEXT
f. Push the MFD SELECT line select key to select WRITE FILES TO DISK.
g. The SELECT FILES page lists the files that can be downloaded. Move the cursor to the desired file
name, then push the MFD SELECT line select key.
h. The SELECT LEGS page is shown. Choose LEGS NOT PREVIOUSLY WRITTEN or ALL LEGS. Push
the MFD SELECT line select key to SELECT LEGS and the next WRITE FILES TO DISK page shows.
i. Insert a 3.5 inch diskette into the DBU. Move the cursor to the DOWNLOAD line using the MFD
PREV/NEXT line select keys. Push the MFD SELECT line select key to begin writing the maintenance
files. The WRITE FILES TO DISK page shows the informational message WRITING xxxxxxxy.zzz to in-
dicate the file it is writing to diskette. As each file is written, the filename extension changes.
j. The WRITE FILES TO DISK page shows the informational message FINISHED WRITING FILES to in-
dicate the operation was successfully completed.
EXIT WRITE FILES TO DISK PAGE:
Refer to Figure 5-10 for the WRITE FILES TO DISK pages. The WRITE FILES TO DISK pages are used to
download maintenance files to the DBU. The name of each file (xxxxxxxy.zzz) that is written to diskette is
formatted to include the aircraft identification number (xxxxxxx), a version identifier (y, 0 through 9 then A
through Z), and the type of file (zzz). The file type is LRU fault history (FLT).
If the aircraft ident number has not been set, the error message MUST SET AIRCRAFT IDENT shows.
Paragraph 5.10.8 Aircraft Ident Set Operation describes how to set the aircraft ident number.
The SELECT FILES page is used to select the individual file or all files to be written to diskette. The MDC
updates the time/date/leg columns each time a file is written to diskette. Dashes show if a file has never been
written to diskette. Push the MFD SELECT line select key to select a file and go to the SELECT LEGS page.
The operator selects LEGS NOT PREVIOUSLY WRITTEN or ALL LEGS. Push the MFD SELECT line se-
lect key to select legs to write and go to the write files confirmation page. The operator can select DOWN-
LOAD or CANCEL. Selecting DOWNLOAD begins the process of writing files to diskette.
The MDC reads the version number stored in the NVM for the file names, creates the file names, and re-
quests the DBU to read the diskette to determine if the file names exist. If any of the file names already ex-
ist on the diskette, the error message DUPLICATE FILE NAME shows. If the file names do not exist on
diskette, the MDC increments the version number stored in NVM and begins to write the files to diskette.
The information written from the MDC to the DBU is formatted such that it may be viewed on an 80 column
PC display or printed on an 80 column printer.

Figure 5-10. Write Files To Disk Pages

The WRITE FILES TO DISK pages consist of selection menus or operating instructions and the line select
key controls.

5.10.6.3 Write Display To Disk Pa ge
VIEW WRITE DISPLAY TO DISK PAGE:
e. Position the cursor on the WRITE DISPLAY TO DISK line using the PREV or NEXT line select keys.
f. Push the MFD SELECT line select key to select the WRITE DISPLAY TO DISK page. The SELECT
DISPLAY menu appears.
g. Position the cursor on the LRU DIAGNOSTIC DATA, LRU STATUS DATA, CONFIGURATION
STRAPPING UNIT, or ALL OF THE ABOVE line using the PREV or NEXT line select keys .
h. Insert a 3.5-inch diskette into the DBU. Push the MFD SELECT line select key to begin writing the files.
The WRITE DISPLAY TO DISK page shows the informational message WRITING xxxxxxxy.zzz to indi-
cate the file it is writing to diskette. As each file is written, the filename extension changes.
i. The WRITE DISPLAY TO DISK page shows the informational message FINISHED WRITING FILES to
indicate the operation was successfully completed.
j. Push the MENU line select key to continue.
EXIT WRITE FILES TO DISK PAGE:
The WRITE DISPLAY TO DISK pages are used to download LRU DIAGNOSTIC DATA, LRU STATUS
DATA, and CONFIGURATION STRAPPING UNIT files to the DBU. The name of each file (xxxxxxxy.zzz)
that is written to diskette is formatted to include the aircraft identification number (xxxxxxx), a version
identifier (y, 0 through 9, then A through Z), and the type of file (zzz). Refer to Figure 5-11 for the WRITE
DISPLAY TO DISK pages.
If the aircraft ident number has not been set, the error message MUST SET AIRCRAFT IDENT shows.
Paragraph 5.10.8 (Aircraft Ident Set Operation) describes how to set the aircraft ident number.
The SELECT DISPLAYS page is used to select the individual file or all files to be written to diskette. Posi-
tion the cursor on the desired display line using the PREV or NEXT line select keys. Push the MFD SELECT
line select key to begin the process of writing files to diskette.
The MDC reads the version number stored in the NVM for the file names, creates the file names, and re-
quests the DBU to read the diskette to determine if the file names exist. If any of the file names already ex-
ist on the diskette, the error message DUPLICATE FILE NAME shows. If the file names do not exist on
diskette, the MDC increments the version number stored in NVM and begins to write the files to diskette.
The information written from the MDC to the DBU is formatted such that it may be viewed on an 80 column
PC display or printed on an 80 column printer.
The WRITE DISPLAY TO DISK pages consist of selection menus or operating instructions and the line se-
lect key controls.
1 November 2000 5-100

Figure 5-11. Write Display To Disk Pages
1 November 2000 5-101

5.10.6.4 Load Checklist Files Pag e
VIEW LOAD CHECKLIST FILES PAGE:
c. Position the cursor on the DISK OPERATIONS line using the PREV or NEXT line select keys.
e. Insert the checklist file diskette into the DBU.
f. Move the cursor to the LOAD CHECKLIST FILES line using the MFD PREV/NEXT line select keys.
Push the MFD SELECT line select key to select LOAD CHECKLIST FILES page.
g. The MFD shows the SELECT CHECKLIST TO LOAD page with a directory list of the checklist files on
the diskette.
h. Move the cursor to the desired checklist line using the MFD PREV or NEXT line select keys. Push the
MFD SELECT line select key to select and load the checklist file.
i. The LOAD CHECKLIST FILES page shows the informational message LOADING CHECKLST.VVV to
indicate the file it is reading from diskette.
j. The LOAD CHECKLIST FILES page shows the informational message LOADING CHECKLST.VVV IS
COMPLETE to indicate the operation was successfully completed.
k. Push the MENU line select key to continue.
EXIT LOAD CHECKLIST FILES PAGE:
The LOAD CHECKLIST FILES page is used to upload new checklist files to the maintenance diagnostic
computer. The new checklist files may be loaded to replace/update the files of an MDC that has functional
files, program a new MDC that does not have functional files, program a MDC that has experienced an un-
successful load and does not have functional files, or a MDC that has corrupted files. Loading a new check-
list file overwrites the corresponding existing checklist file within the NVM. The checklist files are cleared
(erased) when new maintenance table files are loaded. Refer to Figure 5-12 for the LOAD CHECKLIST
FILES page.
The LOAD CHECKLIST FILES page consists of a directory listing of all the CHECKLST.XXX and
USRCKLST.XXX files on the diskette, and the line select key controls. Up to 19 files may show on a page. If
there are more than 19 files on the diskette, then the operator may use the MFD PREV/NEXT line select
keys to access the other pages. One checklist (CHECKLST.XXX) and one user checklist (USRCKLST.XXX)
may be loaded into the MDC.
• Push the MFD SELECT line select key to select the cursored line function.
If the checklist loading process is unsuccessful, then the LOAD CHECKLIST FILES page with an error mes-
sage, and instructions to PRESS MENU TO CONTINUE shows. After pushing the MENU key, the SELECT
CHECKLIST TO LOAD page shows. The operator then has the option of retrying the checklist load or re-
turning to the DISK OPERATIONS MENU.
1 November 2000 5-102

Refer to paragraph 5.10.6 for a list containing a brief explanation of MDC error messages that may be en-
countered during DBU operations.
Figure 5-12. Load Checklist Files Page
1 November 2000 5-103

5.10.7 Clock Set Operation
VIEW CLOCK SET OPERATION PAGE:
c. Position the cursor on the CLOCK SET OPERATION line using the PREV or NEXT line select keys.
d. Push the MFD SELECT line select key to select the CLOCK SET OPERATION page.
EXIT CLOCK SET OPERATION PAGE:
b. Push a MFD mode line select key to return to the navigation display.
The flight or maintenance crew can set the MDC clock using the CLOCK SET OPERATION page. The cur-
rent time and date shows and any appropriate error or warning messages. Clock set operation is available
only when the GPS or ARINC (ships) clock is not being received. Refer to Figure 5-13 for the CLOCK SET
OPERATION page.
The CLOCK SET OPERATION page consists of the page title, the current time and date, a SET TIME AND
DATE line, an ACCEPT line, a CANCEL line, the new time and date, and the line select key controls.
1 November 2000 5-104

Figure 5-13. Clock Set Operation Page
1 November 2000 5-105

5.10.8 Aircraft Ident Set Opera tion
VIEW AIRCRAFT IDENT SET OPERATION PAGE:
c. Position the cursor on the AIRCRAFT IDENT SET OPERATION line using the MFD line select keys
PREV or NEXT on the left side of the MFD.
d. Push the MFD SELECT line select key to select the AIRCRAFT IDENT SET OPERATION page.
e. The AIRCRAFT IDENT SET OPERATION page shows with the cursor on the SET AIRCRAFT NUM-
BER line.
f. Push the SELECT line select key and the cursor moves to a position below the first character in the
NEW AIRCRAFT NUMBER line.
g. Select the first character using the INCREMENT or DECREMENT line select keys.
h. Push the SELECT line select key to accept the character and move the cursor to the next character. Re-
peat for each character in the NEW AIRCRAFT NUMBER line.
i. After the SELECT line select key is pushed for the last character, the cursor moves to the CANCEL line.
j. Move the cursor to the ACCEPT line using the PREV or NEXT line select keys.
k. Push the SELECT line select key and the CURRENT AIRCRAFT NUMBER changes to the NEW AIR-
CRAFT NUMBER.
EXIT AIRCRAFT IDENT SET OPERATION PAGE:
The flight or maintenance crew can set the aircraft ident using the AIRCRAFT IDENT SET OPERATION
page. The current aircraft ident shows and any appropriate error or warning messages. Refer to Figure 5-14
for the AIRCRAFT IDENT SET OPERATION page.
The AIRCRAFT IDENT SET OPERATION page consists of the page title, CURRENT AIRCRAFT NUMBER
display, a SET AIRCRAFT NUMBER line, an ACCEPT line, a CANCEL line, and a NEW AIRCRAFT
NUMBER display, and the line select key controls.
1 November 2000 5-106

Figure 5-14. Aircraft Ident Set Operation Page
1 November 2000 5-107

5.10.9 Configuration Strapping Unit
VIEW CONFIGURATION STRAPPING UNIT PAGE:
c. Position the cursor on the CONFIGURATION STRAPPING UNIT line using the MFD line select keys
PREV or NEXT on the left side of the MFD.
d. Push the MFD SELECT line select key to select the CONFIGURATION STRAPPING UNIT page.
EXIT CONFIGURATION STRAPPING UNIT PAGE:
Figure 5-15. CSU-3100 and OCM-3100 Side View
1 November 2000 5-108

The MDC shows the bit configuration of the left and right configuration strapping units in a manner consis-
tent with the CSUs physical layout. Refer to Figure 5-15 for the CSU-3100 and OCM-3100. The OCM mod-
ule provides protected strapping for the word-0 bits 1 through 16. The left and right side CSUs are strapped
identically. The display shows the flight or maintenance crew any miscompare between the two strapping
units. If a miscompare is detected, the strapping word with the fault is highlighted in yellow. Refer to Figure
5-16 for configuration strapping unit page.
Refer to Table 5-53 through Table 5-68 for bit definitions of each strapping word. The CONFIGURATION
STRAPPING UNIT page bit pattern (1-16) corresponds to the octal label 360 bits 9 through 24. The FCS
strapping bit definitions are listed in Table 5-69. These bits do not show on the MFD, but are (also) pro-
grammed on the CSUs.
Figure 5-16. Configuration Strapping Unit Page
1 November 2000 5-109

Table 5-53. Configuration Strapping Word 0.
OCTAL 360 DESCRIPTION
BIT NUMBER
9 (1) Terrain installed (1 = present)
10 (2) GPS landing system (GLS) enabled = 1
11 (3) 3-D FMS map enabled = 1
12 (4) Long range cruise enabled = 1
13 (5) Flight data recorder data rate (0 = 64 wd/sec, 1 = 128 wd/sec)

14 (6) Spare
15 (7) Spare
16 (8) Spare
17 (9) Spare
18 (10) Spare
19 (11) Spare
20 (12) Spare
21 (13) Spare
22 (14) Spare
23 (15) Spare
24 (16) Data parity (odd), bit 24 must be set to create odd data (bits 9 through 24) parity.
25 0 (LSB)
26 0
27 0
28 0 (MSB, sub-address field)
29 L/R Source Code (0 = left, 1 = right)

30 *SSM code
31 *SSM code
32 Parity (odd)

0 0 Normal
1 0 Functional test
1 1 Not used
1 November 2000 5-110


BIT NUMBER
9 (1) Cross-side NAV (0 = inhibit, 1 = allow)
10 (2) VNAV mode (0 = inhibit, 1 = allow)
11 (3) Flight director transfer (0 = inhibit, 1 = allow)
12 (4) Flight director display (0 = V bar, 1 = cross-pointer)
13 (5) *BRG PTR select code

14 (6) *BRG PTR select code
15 (7) Spare
16 (8) Spare
17 (9) GPS sole means NAV (0 = not certified, 1 = certified)

18 (10) AFIS (1 = present)
19 (11) MLS 1 (1 = present)
20 (12) MLS 2 (1 = present)
21 (13) MCDU menu access (1 = enabled)

22 (14) Alpha margin indicator (1 = enabled)
23 (15) Low-speed cues (1 = enabled)
24 (16) Data parity (odd), bit 24 must be set to create odd data (bits 9 through 24) parity.
25 1 (LSB)
26 0
27 0

30 **SSM code
31 **SSM code
32 Parity (odd)
*BRG PTR code Bit 14 Bit 13 BRG Pointer

0 0 No BRG pointers
0 1 One pointer
1 0 Two pointers
1 1 Not used

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-111


BIT NUMBER
9 (1) *MLS type code
10 (2) *MLS type code
11 (3) ADF range (1 = 190.0-1799.5 kHz, 0 = extended)
12 (4) ADF 1 (1 = present)
13 (5) ADF 2 (1 = present)

14 (6) ADF type (1 = ADF-462, 0 = ADF-700)
15 (7) DME 1 (1 = present)
16 (8) DME 2 (1 = present)
17 (9) DME type (1 = DME-442, 0 = DME-700)

18 (10) EFD wind/GS/VS data source (0 = FMS/ADC, 1 = IRS)
19 (11) VIR 1 (1 = present)
20 (12) VIR 2 (1 = present)
21 (13) VIR type (1 = VIR-432, 0 = VOR/ILS-700)

22 (14) TACAN 1 (1 = present)
23 (15) TACAN 2 (1 = present)
24 (16) TACAN type (1 = TCN-500, 0 = undefined)
25 0 (LSB)
26 1
27 0

30 **SSM code
31 **SSM code
32 Parity (odd)
*MLS type code: Bit 10 Bit 9 MLS type

0 0 CMA-2000
0 1 Bendix
1 0 Undefined
1 1 Undefined

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-112


BIT NUMBER
9 (1) HF 1 (1 = present) *BITS 12 11 HF RADIO TYPE
10 (2) HF 2 (1 = present) 0 0 HF-9031
11 (3) *HF type code 0 1 HF-9031A
12 (4) *HF type code 1 0 Undefined
1 1 Undefined
13 (5) **VHF range code
14 (6) **VHF range code **BITS 14 13 VHF RANGE
15 (7) VHF 1 (1 = present) 0 0 Undefined
16 (8) VHF 2 (1 = present) 0 1 118-151.975 MHz
1 0 118-136.975 MHz
17 (9) VHF 3 (1 = present) 1 1 118-135.975 MHz
18 (10) VHF type (1 = VHF-422, 0 = VHF-700)
19 (11) 1TDR 1 type code

25 1 (LSB)
26 1
27 0

30 SSM code
31 SSM code
32 Parity (odd)
1TDR type code: Bit 21 Bit 20 Bit 19 TDR 1 type

Bit 24 Bit 23 Bit 22 TDR 2 type
0 0 0 None
0 0 1 TDR-90/CAD-870
0 1 1 TDR-94
1 0 0 TDR-94D
1 0 1 TPR-720
1 1 0 Spare
1 1 1 Spare
SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
1 0 Functional test
1 1 Not used
1 November 2000 5-113


BIT NUMBER
9 (1) *FMS configuration *BITS: 11 10 9 FMS CONFIGURATION
10 (2) *FMS configuration 0 0 0 None
11 (3) *FMS configuration 0 0 1 One left FMC, one CDU
12 (4) FMS type (1 = Collins, 0 = other) 0 1 0 One FMC, dual CDU
0 1 1 Dual FMC, dual CDU
13 (5) Reserved 1 0 0 One right FMC, one CDU
14 (6) Reserved 1 1 0 Triple FMC, triple CDU
15 (7) VLF 1 (1 = present) 1 1 1 Spare
16 (8) VLF 2 (1 = present)
17 (9) GPS 1 type code

21 (13) GPS 1 (1 = present)

22 (14) GPS 2 (1 = present)
23 (15) CCP (1 = present)
24 (16) EFD altitude data source (1 = ADC inertial altitude)
25 0 (LSB)
26 0
27 1

30 **SSM code
31 **SSM code
32 Parity (odd)
GPS 1 type code bits: Bit 18 Bit 17 GPS type

0 0 GPS-4000
0 1 APR-4000
1 0 Other GPS POS sensor
1 1 Other GPS APPR sensor
GPS 2 type code bits: Bit 20 Bit 19 GPS type

0 0 GPS-4000
0 1 APR-4000

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-114


BIT NUMBER
9 (1) ATT/HDG 1 (1 = present) *BITS 12 11 IRS TYPE
10 (2) ATT/HDG 2 (1 = present) 0 0 Litton Alliance unit
11 (3) ATT/HDG 3 (1 = present) 0 1 Litton Regional Jet unit
12 (4) ATT/HDG 4 (1 = present) 1 0 Honeywell
1 1 Undefined
13 (5) IRS type code
14 (6) IRS type code
15 (7) ATT/HDG 1 (1 = IRS, 0 = AHRS)
16 (8) ATT/HDG 2 (1 = IRS, 0 = AHRS)
17 (9) ATT/HDG 3 (1 = IRS, 0 = AHRS)

18 (10) ATT/HDG 4 (1 = IRS, 0 = AHRS)
19 (11) Ext clock 1 (1 = present)
20 (12) Ext clock 2 (1 = present)
21 (13) AHRS type code

22 (14) AHRS type code
23 (15) ADC 1 (1 = present)
24 (16) ADC 2 (1 = present)
25 1 (LSB)
26 0
27 1

30 *SSM code
31 *SSM code
32 Parity (odd)
AHRS type code bits: Bit 22 Bit 21 AHRS type

0 0 AHC-85( )
0 1 AHC-3000
0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-115


BIT NUMBER
9 (1) WXP (1 = dual, 0 = single)
10 (2) 1WX configuration
13 (5) RAD ALT 1 (1 = present)

14 (6) RAD ALT 2 (1 = present)
15 (7) Lightning detection system (1 = present)
16 (8) 2RAD ALT type code
17 (9) 2RAD ALT type code

18 (10) N1 ref (0 = display on CDU)
19 (11) MDC (1 = present)
20 (12) ADC 3 (1 = present)
21 (13) TCAS pitch cue (1 = enabled)

22 (14) 3TCAS configuration
25 0 (LSB)
26 1
27 1

30 4SSM code
31 4SSM code
32 Parity (odd)
1WX configuration bits: Bit 12 Bit 11 Bit 10 WX configuration
0 0 0 RTA-84X
0 0 1 RTA-85X
0 1 0 RTA-800
2RAD ALT type code bits: Bit 17 Bit 16 RAD ALT type
0 0 ALT-55B
0 1 ALT-4000
1 0 Not defined
1 1 Not defined
3TCAS configuration bits: Bit 24 Bit 23 Bit 22 TCAS configuration

0 0 0 None
0 0 1 TTR-920
0 1 0 Bendix TCAS II
0 1 1 Bendix TCAS I
1 0 0 TTR-4000
4SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-116


BIT NUMBER
9 (1) DCP 1 (1 = present)
10 (2) DCP 2 (1 = present)
11 (3) PFD 1 (1 = present)
12 (4) PFD 2 (1 = present)
13 (5) MFD 1 (1 = present)

14 (6) MFD 2 (1 = present)
15 (7) MFD 3 (1 = present)
16 (8) LDU 1 (1 = present)
17 (9) DBU (1 = present)

18 (10) DCU 3 (1 = present)
19 (11) EICAS display 1 (1 = present)
20 (12) EICAS display 2 (1 = present)
21 (13) EMS (1 = present)

22 (14) Marker beacon ANT 1 (1 = present)
23 (15) Marker beacon ANT 2 (1 = present)
24 (16) MFD size (0 = 7x7, 1 = 7x6)
25 1 (LSB)
26 1
27 1

30 *SSM code
31 *SSM code
32 Parity (odd)

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-117


BIT NUMBER
9 (1) *Aircraft type code II
13 (5) *Aircraft type code I

17 (9) TCAS overlay display enabled = 1

18 (10) TCAS only display enabled = 1
19 (11) Expanded LOC enable = 1
20 (12) Rising runway enable = 1
21 (13) HGS 1 (1 = present)

22 (14) HGS 2 (1 = present)
23 (15) PFD 1 HGS display active = 1
24 (16) PFD 2 HGS display active = 1
25 0 (LSB)
26 0
27 0

30 **SSM code
31 **SSM code
32 Parity (odd)
*Aircraft type code I/II bits: 16 15 14 13 12 11 10 9 Aircraft type

0 0 0 0 X X X X Not used
1 1 0 0 0 0 0 0 Hawker 800XP

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-118


BIT NUMBER
9 (1) VHF3/AUX VHF location (1=R VHF3/L AUX VHF, 0=L VHF3/R AUX VHF)
10 (2) AUX VHF (1 = present)
11 (3) Left MFD automatic TA pop-up = 1
12 (4) Right MFD automatic TA pop-up = 1
13 (5) HF channels (1 = ITU disable, 0 = all)

14 (6) RTU cross-side tuning (1 = full, 0 = brick wall)
15 (7) DME frequency range (1 = 108.00-117.95 MHz, 0 = extended)
16 (8) ACARS (1 = present)
17 (9) Display ranges (1 = transport, 0 = general aviation)

18 (10) Marker beacon sensitivity select (1 = internal, 0 = external RTU select)
19 (11) RTU HSI/CDI select (1 = CDI, 0 = HSI)
20 (12) RTU independent DME tuning (1 = enabled)
21 (13) DCP 5 nmi range (1 = enabled)

22 (14) DCP 600 nmi range (1 = enabled)
23 (15) Left RTU CDI (1 = enabled)
24 (16) Right RTU CDI (1 = enabled)
25 1 (LSB)
26 0
27 0

30 *SSM code
31 *SSM code
32 Parity (odd)

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-119


BIT NUMBER
9 (1) FMS sync/independent select enable (0 = fixed, 1 = page selectable)
10 (2) FMS sync/independent default (0 = sync, 1 = independent)
11 (3) FMS lb/kg units select enable
12 (4) Spare
13 (5) FMS units default (0 = lbs., 1 = kg)

14 (6) FMS IRS-ATT heading entry location (0 = page selectable, 1 = external)
15 (7) FMS gate entry select entry enable
16 (8) FMS flight number entry disable
17 (9) FMS MFD text window disable

18 (10) FMS hold speed select enable
19 (11) FMS hold speed default (0 = FAA hold, 1 = ICAO hold)
20 (12) FMS FAA hold speed (0 = FAA prop, 1 = FAA jet)
21 (13) *FMS ICAO hold speed code

22 (14) *FMS ICAO hold speed code
23 (15) FMS mag/true select enable
24 (16) FMS VHF 3 CDU access enable
25 0 (LSB)
26 1
27 0

30 **SSM code
31 **SSM code
32 Parity (odd)
*FMS ICAO hold speed: Bit 22 Bit 21 ICAO HOLD SPEED

0 0 Category A
0 1 Category B
1 0 Category C
1 1 Not used

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-120


BIT NUMBER
9 (1) FDR (1 = present)
10 (2) GPWS (1 = present)
11 (3) 1MCDU port 4 device

15 (7) Aircraft type variation (spare)

20 (12) 3FMS aircraft performance configuration (LSB)
21 (13) 3FMS aircraft performance configuration

24 (16) 3FMS aircraft performance configuration (MSB)
25 1 (LSB)
26 1
27 0

30 4SSM code
31 4SSM code
32 Parity (odd)
1MCDU port 4: Bit 12 Bit 11 MCDU PORT 4

0 0 None
0 1 SATCOM
2MCDU port 5: Bit 15 Bit 14 MCDU PORT 5
0 0 None
0 1 Spare
3FMS aircraft performance config bits: 24 23 22 21 20 PERFORMANCE CONFIG
0 0 0 0 0 No performance
0 0 0 0 1 Spare

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-121


BIT NUMBER
9 (1) RTU non-threat TCAS traffic select (1 = disabled)
10 (2) RTU TCAS control sync (1 = independent)
11 (3) RTU TCAS absolute/relative select (1 = disabled)
12 (4) RTU TCAS above/below select (1 = disabled)
13 (5) 1RTU TCAS range code

16 (8) RTU echo error display (1 = color)
17 (9) RTU ATC select (1 = internal)

18 (10) RTU remote tune inhibit (1 = internal)
19 (11) 2RTU timeout code
20 (12) 2RTU timeout code
21 (13) VHF 8.33 kHz channel separation (1 = active)

22 (14) Spare
23 (15) 3RTU type code
24 (16) 3RTU type code
25 0 (LSB)
26 0
27 1

30 4SSM code
31 4SSM code
32 Parity (odd)
1RTU TCAS range code bits: Bit 15 Bit 14 Bit 13 RTU TCAS RANGE
0 0 0 Control disabled
0 0 1 6/12/20/40 nmi
0 1 0 5/10/20/40 nmi
0 1 1 6/12 nmi
1 0 0 3/5/10/20/40 nmi
2RTU timeout code bits: Bit 20 Bit 19 RTU TIMEOUT

0 0 Page and window
0 1 Page only
1 0 Spare
1 1 Function disabled
3RTU type code bits: Bit 24 Bit 23 RTU TYPE

0 0 RTU-40XX
0 1 RTU-42XX
1 0 Not used
1 1 Not used

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-122


BIT NUMBER
9 (1) CDU radio tuning (0 = through FMC, 1 = direct)
10 (2) CDU engine display (1 = allow engine display)
11 (3) CDU GPS position (1 = allow GPS position display)
12 (4) Installed VORs as ILS only (1 = ILS only)
13 (5) GPS 3 (1 = present)

14 (6) *GPS 3 type code
15 (7) *GPS 3 type code
16 (8) L RTU: Display IRS INIT (1 = display)
17 (9) R RTU: Display IRS INIT (1 = display)

18 (10) Terrain peaks mode (1 = enabled)
19 (11) Left MFD automatic terrain pop-up (1 = auto)
20 (12) Right MFD automatic terrain pop-up (1 = auto)
21 (13) VHF 3 voice/data switch (0 = no switch, 1 = enable switch)

22 (14) Spare
23 (15) Spare
24 (16) PFD frequency display (0 = on, 1 = off)
25 1 (LSB)
26 0
27 1

30 **SSM code
31 **SSM code
32 Parity (odd)
*GPS 3 type code bits: Bit 18 Bit 17 GPS type

0 0 GPS-4000
0 1 APR-4000

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-123


BIT NUMBER
9 (1) Spare
10 (2) Spare
11 (3) Spare
12 (4) Spare
13 (5) Spare
14 (6) Spare
15 (7) Spare
16 (8) Spare
17 (9) Spare
18 (10) Spare
19 (11) Spare
20 (12) Spare
21 (13) Spare
22 (14) Spare
23 (15) Spare
24 (16) Spare
25 0 (LSB)
26 1
27 1

30 *SSM code
31 *SSM code
32 Parity (odd)

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-124


BIT NUMBER
9 (1) FMS V-speed database type, LSB
10 (2) FMS V-speed database type
11 (3) FMS V-speed database type
12 (4) FMS V-speed database type, MSB
13 (5) Spare
14 (6) Spare
15 (7) Spare
16 (8) Spare
17 (9) Spare
18 (10) Spare
19 (11) Spare
20 (12) Spare
21 (13) Spare
22 (14) Spare
23 (15) Spare
24 (16) Spare
25 1 (LSB)
26 1
27 1

30 **SSM code
31 **SSM code
32 Parity (odd)
*FMS V-speed database type bits: 12 11 10 9 V-SPEED DATABASE TYPE

0 0 0 0 No V-speed database
0 0 0 1 Test

0 0 Normal
1 0 Not used
1 1 Not used
1 November 2000 5-125

Table 5-69. FCS and ATC Strapping Word Explanations.
FCS Strapping Word (Set on CSU, but does not show on MFD)
Aircraft Configuration Code:

Bit 1 Bit 2 Bit 3 Bit 4 Bit 5 Bit 6 Bit 7 Bit 8 Aircraft Configuration
0 0 0 0 0 0 0 0 Uncertified
1 1 1 0 1 0 0 X Hawker 800XP
ATC (Automatic Trim Coupler) Strapping Word (Set on CSU, but does not show on MFD)
Reserved
1 November 2000 5-126

5.11 FCS DIAGNOSTICS
ENTER FCS DIAGNOSTICS:
b. Push the FCS line select key to access the FCS DIAGNOSTICS page. The FCS DIAGNOSTICS page
shows on the MFD.
EXIT FCS DIAGNOSTICS:
a. Push the MFD FORMAT line select key to return to the navigation display.
b. Push the MFD TFC line select key to select the default TCAS mode display.
Refer to Figure 5-17. The FCS diagnostics provide a means to isolate faults within the flight control system.
Use these diagnostics if an autopilot or flight director problem exists that cannot be isolated after viewing
the LRU STATUS page. Note that the FCS diagnostics are controlled by the FGC Flight Guidance Comput-
ers and not by the MDC computer.
FCS diagnostics consist of three basic modes. The report mode shows selected internal FGC monitor infor-
mation. The input mode shows selected inputs to the FGC computers. The output mode shows and controls
selected FGC outputs.
Note
The FCS diagnostics are not stored in nonvolatile memory.
The FGC computers begin recording data at power up, and retain this data only while power remains on.
When the airplane is powered down, all accumulated data is lost. When investigating a problem, be sure to
write down any nonzero REPAIR, AP DIS, AP ENG, YD DIS, YD ENG, STEER, and BOOST codes before
power shutdown. Record all six digits of each nonzero code.
1 November 2000 5-128

Figure 5-17. Enter FCS Diagnostics Page
1 November 2000 5-129

5.11.1 Report Mode
VIEW REPORT MODE PAGE:
shows on the MFD.
c. If the REPORT MODE page does not show, push the NEXT MODE line select key until the REPORT
MODE page shows.
EXIT REPORT MODE PAGE:
b. Push the MFD TFC line select key to select the TCAS mode display.
The report mode provides a report on the internal flight control system monitoring activity done by the FGC
computers. The report mode diagnostic page shows five lines of report parameters. Each line contains a pa-
rameter name, a LEFT diagnostic code, and a RIGHT diagnostic code. Line select keys select report mode
operations. Refer to Figure 5-18.
The parameter name column lists five report mode parameters. The LEFT FGC code column shows the
hexadecimal code from the number 1 Flight Guidance Computer. The RIGHT FGC code column shows the
hexadecimal code from the number 2 Flight Guidance Computer. Table 5-70 is a complete list of report mode
parameters available that show. Parameter names that denote errors indicate the total number of errors
that have occurred since power up. The most useful report mode parameters are described below:
• The REPAIR CODE summarizes all errors detected by the FGC monitors. This code collects data on all
events that occur after power up. If the REPAIR CODE is nonzero, refer to Table 5-71 and interpret the
repair code. If the code is 000000, no faults have been detected.
• The AP DIS CODE explains why the autopilot disengaged itself. If the AP DIS CODE is nonzero, refer to
Table 5-72 and interpret the code. This code latches to identify the cause of the last disengage.
• The AP ENG CODE explains why the autopilot will not engage. If the AP ENG CODE is nonzero, refer
to Table 5-73 and interpret the code. This code names all conditions that are currently preventing the AP
engage.
• The YD DIS CODE explains why the yaw damper disengaged itself. If the YD DIS CODE is nonzero, re-
fer to Table 5-74 and interpret the code. This code latches to identify the cause of the last disengage.
• The YD ENG CODE explains why the yaw damper will not engage. If the YD ENG CODE is nonzero, re-
fer to Table 5-75 and interpret the code. This code names all conditions that are currently preventing the
YD engage.
• The STEER CODE explains why flight director fail (FD) shows on the PFD. If the STEER CODE is
nonzero, refer to Table 5-76 and interpret the code. This code names all conditions that are currently
causing the flight director to fail.
• The BOOST CODE explains a detected boost failure. If the BOOST CODE is nonzero, refer to Table 5-77
and interpret the code. This code names all conditions that are currently causing rudder boost to fail.
Note that the FGC may require 30 seconds after power up to zero this code.
Table 5-71 through Table 5-77 include examples to help interpret these codes. Table 5-78 describes terms
used in these tables and lists the LRU most likely to cause that code.
1 November 2000 5-130

Figure 5-18. Report Mode Diagnostic Page
The cursor always shows at the left edge of the name column. The cursor indicates which parameter line is
active.
Push the MOVE CURSOR line select key to move the cursor to the next line. An alternate way to move the
cursor is to push one FGP mode button.
Push and hold the MOVE CURSOR line select key to transfer the diagnostics display source to the other
FGC. An alternate way to transfer the diagnostics display source is to push the FGP CPL button.
Push the SCROLL UP or SCROLL DOWN line select keys to change the parameter shown on the cursored
line to the previous or next item in the report mode parameter list. Table 5-70 lists report mode parameters
in alphanumeric order. An alternate way to scroll display parameters is to turn the VS/pitch wheel up or
down.
Push the LEFT SUMMARY line select key to show a short "plain English" explanation of the code in the
LEFT column of the cursored line. Refer to Figure 5-19. This is a dynamic display that updates as the code
changes. The lines of explanation show in order of priority (top line is highest priority). If more than one
1 November 2000 5-131

problem exists, solve the highest priority problem first; related problems may also disappear. An alternate
way to select this summary page is to push the FGP left FD button; push the FD button again to return to
the REPORT MODE page.
Push the RIGHT SUMMARY line select key to show an explanation of the code in the RIGHT column of the
cursored line. Operation is as described above. An alternate way to select this summary page is to push the
FGP right FD button; push the FD button again to return to the REPORT MODE page.
Push and hold the LEFT SUMMARY line select key to clear (reset) all left-side codes. Push and hold the
RIGHT SUMMARY line select key to clear (reset) all right-side codes.
Push the NEXT MODE line select key to cycle the MFD display to the next FCS diagnostic mode. When this
key is pushed in REPORT MODE, the display changes to the INPUT MODE diagnostic page. An alternate
way to cycle modes is to simultaneously push any two FGP mode buttons.
Push the FORMAT or TFC line select key to exit the FCS diagnostics display. An alternate way to exit diag-
nostics is to simultaneously push any three FGP mode buttons.
The display source indicator is an arrow that points left or right to indicate which FGC is providing display
data to the MFD. Note that both left and right FGC data shows, but only one FGC actually transmits ASCII
text to the MFD.
1 November 2000 5-132

Figure 5-19. Summary Mode Diagnostic Page
1 November 2000 5-133

Table 5-70. Report Mode Parameter List.
NAME DESCRIPTION
AHRS BUSERR Number of attitude heading computer AHC-1 bus errors

AMP-P ERRORS Number of pitch servo amplifier errors
AMP-R ERRORS Number of roll servo amplifier errors
AMP-Y ERRORS Number of yaw servo amplifier errors
*AP DIS CODE = Cause of abnormal AP disengage (see Table 5-72)
*AP ENG CODE = Reason AP will not engage (see Table 5-73)
AP MON ERRORS Number of AP monitor hardware errors
BOOST CODE = Cause of rudder boost fail annunciation (see Table 5-77)
BOOST BLDERR Number of rudder boost bleed-air sensor data errors/invalidity
BOOST N1 ERR Number of rudder boost N1 sensor data errors/invalidity
BOOST REQERR Number of rudder boost request errors

CMD-P ERRORS Number of pitch servo command errors
CMD-R ERRORS Number of roll servo command errors
CROSS BUSERR Number of cross-channel (FGC-3) bus errors
CUT-P HARDW Number of pitch cutout hardware errors
CUT-P OCCUR Number of pitch cutout occurrences (while engaged)
CUT-R HARDW Number of roll cutout hardware errors
CUT-R OCCUR Number of roll cutout occurrences (while engaged)
CUT-Y HARDW Number of yaw cutout hardware errors
CUT-Y OCCUR Number of yaw cutout occurrences (while engaged)
DMA ERRORS Number of main processor DMA RAM errors

EQZN-P ERRORS Number of pitch equalization errors
EQZN-R ERRORS Number of roll equalization errors
EQZN-Y ERRORS Number of yaw equalization errors
ID NUMBER Software identification number
IO RESETS Number of automatic resets of I/O processor
IOC-A BUSERR Number of A-IOC-3 bus errors
IOC-B BUSERR Number of B-IOC-3 bus errors
IO DMA ERRORS Number of I/O processor DMA RAM errors
IO RAM ERRORS Number of I/O processor RAM errors
IO ROM ERRORS Number of I/O processor ROM errors

MAIN RESETS Number of automatic resets of main processor
MATH ERRORS Number of main processor computation errors
PANEL BUSERR Number of FGP panel bus errors
PART-I HW ERR Number of partitioning (I/O address space) hardware errors
PART-I SW ERR Number of partitioning (I/O address space) software errors
PART-M HW ERR Number of partitioning (memory address space) hardware errors
PART-M SW ERR Number of partitioning (memory address space) software errors
RAM ERRORS Number of main processor RAM errors
*REPAIR CODE = Diagnostic summary (see Table 5-71)

ROM ERRORS Number of main processor ROM errors
STEER CODE = Cause of FD flag (see Table 5-76)
TICKLE HW ERR Number of watchdog (tickle) circuit errors
TRIM-M ERRORS Number of Mach trim system errors
TRIM-P ERRORS Number of trim system errors, pitch axis (autopilot pitch trim)
WRAP-C ERRORS Number of wraparound errors, cross-channel
WRAP-P ERRORS Number of wraparound errors, pitch
WRAP-R ERRORS Number of wraparound errors, roll
WRAP-Y ERRORS Number of wraparound errors, yaw
*YD DIS CODE = Cause of abnormal yaw damper disengage (see Table 5-74)
*YD ENG CODE = Reason yaw damper will not engage (see Table 5-75)
YD MON ERRORS Number of yaw damper monitor hardware errors
* These items initially show.
1 November 2000 5-134

Table 5-71. FGC-3000 REPAIR Codes (Diagnostic Summary).
CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
0 – – – – – –
1 BOOST PROHDW CROSS SW VIO CMD-AP IO CPU
2 TRIM CUT-YH IOC-AB WRPANA CPU MEMORY

TRIM CUT-YH IOC-AB WRPANA CPU MEMORY
4 SVO-AP CUT-AH DISCKT AHRS POSMON EQU-YD

SVO-AP CUT-AH DISCKT AHRS POSMON EQU-YD
6 TRIM CUT-YH IOC-AB WRPANA CPU MEMORY


8 – CUT-O SVO-YD MONHDW EQU-AP PANEL

– CUT-O SVO-YD MONHDW EQU-AP PANEL
A TRIM CUT-YH IOC-AB WRPANA CPU MEMORY

B BOOST PROHDW CROSS SW VIO CMD-AP IO CPU

C SVO-AP CUT-AH DISCKT AHRS POSMON EQU-YD

D BOOST PROHDW CROSS SW VIO CMD-AP IO CPU

E TRIM CUT-YH IOC-AB WRPANA CPU MEMORY

F BOOST PROHDW CROSS SW VIO CMD-AP IO CPU

Refer to Table 5-78 for description of codes and suspect LRU.
EXAMPLE: 002C00 means IOC-AB, AHRS, and MONHDW faults.
1 November 2000 5-135

Table 5-72. FGC-3000 AP DIS Codes (Latched Cause of AP Disengage).

0 – – – – – –
1 – PROHDW CROSS WRP-AP CMD-AP ATTMON
2 RATMON DISAUX IOC – – MEMORY

RATMON DISAUX IOC – – MEMORY
4 SVO-P EQU-P – YD BAD IO ATT –

SVO-P EQU-P – YD BAD IO ATT –
6 RATMON DISAUX IOC – – MEMORY


8 – EQU-R – SVO-R ACCMON PANEL

– EQU-R – SVO-R ACCMON –
A RATMON DISAUX IOC – – MEMORY

– EQU-R – SVO-R ACCMON PANEL
B – PROHDW CROSS WRP-AP CMD-AP ATTMON

C SVO-P EQU-P – YD BAD IO ATT –

D – PROHDW CROSS WRP-AP CMD-AP ATTMON

E RATMON DISAUX IOC – – MEMORY

F – PROHDW CROSS WRP-AP CMD-AP ATTMON


If AP DIS code = 000000 and AP disengages, test switch wiring to FGP and investigate the REPAIR code.
EXAMPLE: 002000 means an IOC caused the disengage.
1 November 2000 5-136

Table 5-73. FGC-3000 AP ENG Codes (Reasons AP Will Not Engage).

0 – – – – – –
1 CUT-YO PROHDW CROSS WRP-AP CMD-AP ATTMON
2 RATMON DISCMD IOC TRMANN CUT-RH MEMORY

RATMON DISCMD IOC TRMANN CUT-RH MEMORY
4 SVO-AP CUT-PO ID NUM YD BAD IO ATT STRP-E

SVO-AP CUT-PO ID NUM YD BAD IO ATT STRP-E
6 RATMON DISCMD IOC TRMANN CUT-RH MEMORY


8 – CUT-RO CUT-PH MON-AP ACCMON PANEL

– CUT-RO CUT-PH MON-AP ACCMON PANEL
A RATMON DISCMD IOC TRMANN CUT-RH MEMORY

B CUT-YO PROHDW CROSS WRP-AP CMD-AP ATTMON

C SVO-AP CUT-PO ID NUM YD BAD IO ATT STRP-E

D CUT-YO PROHDW CROSS WRP-AP CMD-AP ATTMON

E RATMON DISCMD IOC TRMANN CUT-RH MEMORY

F CUT-YO PROHDW CROSS WRP-AP CMD-AP ATTMON


If AP ENG code = 000000 but AP will not engage, test switch wiring to FGP.
EXAMPLE: 200081 means RATMON, ACCMON, and ATTMON faults.
1 November 2000 5-137

Table 5-74. FGC-3000 YD DIS Codes (Latched Cause of YD Disengage).

0 – – – – – –
1 EQU-Y PROHDW CROSS – – –
2 RATMON DISAUX IOC WRP-Y – MEMORY

RATMON DISAUX IOC WRP-Y – MEMORY
4 – – – – –

– – – – – –
6 RATMON DISAUX IOC WRP-Y – MEMORY

– – – – – –

– – – – – –
8 – – SVO-YD – LATACC PANEL

– – SVO-YD – LATACC PANEL
A RATMON DISAUX IOC WRP-Y – MEMORY

B EQU-Y PROHDW CROSS – – –

C – – – – – –
D EQU-Y PROHDW CROSS – – –

– – – – – –
E RATMON DISAUX IOC WRP-Y – MEMORY

– – – – – –
F EQU-Y PROHDW CROSS – – –

– – – – – –

If YD DIS code = 000000 and YD disengages, test switch wiring to FGP and investigate the REPAIR code.
EXAMPLE: 000080 means a LATACC error caused the disengage.
1 November 2000 5-138

Table 5-75. FGC-3000 YD ENG Codes (Reasons YD Will Not Engage)

0 – – – – – –
1 CUT-YO PROHDW CROSS – – –
2 RATMON DISCMD IOC WRP-Y – MEMORY

RATMON DISCMD IOC WRP-Y – MEMORY
4 CUT-YH – ID NUM – – STRP-E

CUT-YH – ID NUM – – STRP-E
6 RATMON DISCMD IOC WRP-Y – MEMORY


8 – – SVO-YD MON-YD LATACC PANEL

– – SVO-YD MON-YD LATACC PANEL
A RATMON DISCMD IOC WRP-Y – MEMORY

B CUT-YO PROHDW CROSS – – –

C CUT-YH – ID NUM – – STRP-E

D CUT-YO PROHDW CROSS – – –

E RATMON DISCMD IOC WRP-Y – MEMORY

F CUT-YO PROHDW CROSS – – –


If YD ENG code = 000000 but YD will not engage, test switch wiring to FGP.
Note that the engagement is inhibited when coupled to diagnostics.
EXAMPLE: 00000A means MEMORY and PANEL faults.
1 November 2000 5-139

Table 5-76. FGC-3000 STEER Codes (Reasons For FD Flag).

0 – – – – – –
1 – – CROSS P-DATA – ATTMON
2 CROSTR – IOC R-DATA – MEMORY

CROSTR – IOC R-DATA – MEMORY
4 – AHRTST – PFDATT – STRP-E

– AHRTST – PFDATT – STRP-E
6 CROSTR – IOC R-DATA – MEMORY


8 – – – – ID NUM PANEL

– – – – ID NUM PANEL
A CROSTR – IOC R-DATA – MEMORY

B – – CROSS P-DATA – ATTMON

C – AHRTST – PFDATT – STRP-E

D – – CROSS P-DATA – ATTMON

E CROSTR – IOC R-DATA – MEMORY

F – – CROSS P-DATA – ATTMON

EXAMPLE: 000300 means P-DATA and R-DATA faults.
1 November 2000 5-140

Table 5-77. FGC-3000 BOOST Codes (*Reasons For Rudder Boost Fail Annunciation).

0 – – – – – –
1 EQU-Y PROHDW CROSS – PANEL –
2 BSTDAT – IOC WRP-Y – MEMORY

BSTDAT – IOC WRP-Y – MEMORY
4 BSTSWI – BSTREQ – BST N1 STRP-E

BSTSWI – BSTREQ – BST N1 STRP-E
6 BSTBLD DISBAR IOC WRP-Y – MEMORY


BSTBLD DISBAR IOC WRP-Y – MEMORY
8 – – SVO-YD – – ID NUM

– – SVO-YD – – ID NUM
A BSTBLD DISBAR IOC WRP-Y – MEMORY

B EQU-Y PROHDW CROSS – PANEL –

C BSTSWI – BSTREQ – BST N1 STRP-E

D EQU-Y PROHDW CROSS – PANEL –

E BSTBLD DISBAR IOC WRP-Y – MEMORY

F EQU-Y PROHDW CROSS – PANEL –

EXAMPLE: A00200 means BSTBLD and WRP-Y faults.
1 November 2000 5-141

Table 5-78. Description of Report Mode Monitors.
NAME DESCRIPTION
Note
Table 5-71 through Table 5-77 use the following terms. The “suspect LRU” listed in this table is a likely cause of the fault. Replace
this LRU, then make sure that the problem does not recur.
ACCMON AHRS basic autopilot acceleration data (vertical or normal) from the is invalid. Suspect the AHC.
AHRS The AHC-1 serial bus from the AHRS is invalid. Suspect the AHC or the FGC; further investigation is required.
AHRTST The AHRS (AHC) is in test mode.
ATTMON Basic autopilot pitch or roll attitude data from the AHRS is invalid. Suspect the AHC.
BOOST A rudder boost failure is detected. This term sets with BSTBLD, BST N1, or BSTREQ. Suspect a failed sensor or the
FGC; further investigation is required.
BSTBLD The bleed-air data used to drive the rudder boost computation is faulty. Faulty data is defined as either data outside
the specified range of values expected from a good sensor or the difference in left and right sensor values is not similar
between the two channels of the autopilot. Suspect a failed bleed-air sensor, further investigation is required.
BST N1 The engine fan RPM (N1) used to drive the rudder boost computation is invalid. Although the IOC bus may be valid,
the N1 data may not have been updated recently enough, or the status information from the DCU may indicate the
data is invalid. Suspect a failed N1 sensor; further investigation is required.
BSTREQ A rudder boost request error is detected. The rudder boost request error is latched on and is cleared by moving the
rudder boost arm switch out of the ARM position. Suspect a failed N1 or bleed-air sensor, further investigation is re-
quired.
BSTSWI A rudder boost arm switch in not in the ARM position.
CMD-AP An autopilot (pitch or roll) servo command error is detected. Look at CMD-P ERRORS and CMD-R ERRORS report
parameters to isolate pitch or roll failure. Suspect the FGC.
CPU The main processor has been reset. Suspect the FGC.
CROSS The FGC-3 cross-channel bus from the other FGC is invalid. Suspect one of the two FGCs.
CROSTR The cross-side steering code is not zero. Refer to the STEER CODE report parameter for the other FCC to determine
the cause of the FD flag. Suspect the cross-side FCC; further investigation is required.
CUT-AH An autopilot (pitch or roll) cutout hardware error is detected. This term sets with CUT-PH or CUT-RH. Look at the
CUT-P HARDW and CUT-R HARDW report parameters to isolate pitch or roll failure. Suspect the FGC.
CUT-O A pitch, roll, or yaw cutout occurrence is detected. Look at the CUT-P OCCUR, CUT-R OCCUR, and CUT-Y OCCUR
report parameters to isolate pitch, roll, or yaw cutout. This does not indicate a failed unit.
CUT-PH A cutout hardware error in the pitch axis is detected. Suspect the FGC.
CUT-PO A cutout occurrence in the pitch axis is detected. This means that pitch attitude has exceeded certain limits. This does
not indicate a failed unit.
CUT-RH A cutout hardware error in the roll axis is detected. Suspect the FGC.
CUT-RO A cutout occurrence in the roll axis is detected. This means that roll attitude has exceeded certain limits. This does
CUT-YH A cutout hardware error in the yaw axis is detected. Suspect the FGC.
CUT-YO A cutout occurrence in the yaw axis is detected. This means that yaw attitude has exceeded certain limits. This does
DISAUX The auxiliary disengage input to the FGP was asserted.
DISBAR The AP/YD DISC switch bar on the Flight Control Panel (FCP) is in the down (disengage) position.
DISCKT The disengage switch and/or disengage switch circuitry in the FGP has failed. This failure is latched and can not be
cleared (except by cycling power). Suspect the FGP. For safety, it is highly recommended that the failed unit be re-
placed before returning the airplane to service.
DISCMD One of the FGP inputs that prevents engagement (disengage switch, go around switch, manual trim, AP monitor from
the FGC, or auxiliary disconnect) is asserted. DISCMD is only placed in the AP DISENGAGE code if an abnormal dis-
engage occurs (auxiliary disconnect). Further investigation is required.
1 November 2000 5-142

NAME DESCRIPTION
EQU-AP An autopilot (pitch or roll) equalization error is detected. This term sets with EQU-P or EQU-R. Look at the EQZN-P
ERRORS and EQZN-R ERRORS report parameters to isolate pitch or roll failure. Suspect AHC or FGC; further inves-
tigation is required.
EQU-P An equalization error in the pitch axis is detected. This means that the two pitch servo commands are not tracking
within certain limits. Suspect AHC or FGC; further investigation is required.
EQU-R An equalization error in the roll axis is detected. This means that the two roll servo commands are not tracking within
certain limits. Suspect AHC or FGC; further investigation is required.
EQU-Y An equalization error in the yaw axis is detected. This means that the two yaw servo commands are not tracking
within certain limits. Suspect AHC or FGC; further investigation is required.
EQU-YD A yaw damper equalization error is detected. Refer to EQU-Y. Suspect AHC or FGC; further investigation is required.
ID NUM The software ident numbers of the two FGCs do not match. The first four characters of the code are the main program
ID; the last two characters are the I/O program ID. Suspect one of the two FGCs.
IO ATT Basic autopilot attitude (pitch or roll) data from the AHRS is invalid. Suspect the AHC.
IOC The serial bus from the currently used IOC concentrator is invalid. Only one IOC-3 bus is used at a time. Look at the
IOC-A BUSERR and IOC-B BUSERR report parameters to isolate the IOC. Suspect the IOC or the FGC; further in-
vestigation is required.
IOC-AB At least one of the two IOC-3 input buses to the FGC has been diagnosed as invalid. Refer to IOC monitor (above).
Suspect the IOC or the FGC; further investigation is required.
IO CPU The I/O processor has been reset. Suspect the FGC.
LATACC Basic yaw damper lateral acceleration data from the AHRS is invalid. Suspect the AHC.
MACTRM A Mach trim system error is detected.
MEMORY Internal FGC memory errors are detected. Look at RAM ERRORS, ROM ERRORS, DMA ERRORS, IO RAM ER-
RORS, IO ROM ERRORS, and IO DMA ERRORS report parameters to isolate memory failure. Suspect the FGC.
MON-AP The autopilot monitor output (to FGP) has failed. Suspect the FGC.
MONHDW A monitor output hardware error is detected. This term sets with MON-AP or MON-YD. Suspect the FGC.
MON-YD The yaw damper monitor output (to FGP) has failed. Suspect the FGC.
PANEL Communication between the FGP and the FGC is invalid. Suspect the FGP or the FGC; further investigation is re-
quired.
PROHDW There is a protection hardware problem related to the protection hardware. Either of the power-up hardware protec-
tion tests failed, or the repetitive testing of the memory-space partition protection circuitry failed. The TICKLE HW
ERR, PART-I HW ERR, and PART-M HW ERR report parameters show how many times the respective hardware
tests have failed.
P-DATA Pitch outer loop data monitor is invalid. This means that data required for current pitch computations is invalid. Sus-
pect the external system supplying pitch (vertical) data in that mode. (Refer to note 1 at the end of Table 5-78.)
RUDBST The rudder boost function is now actively boosting.
PFDATT Attitude data to the PFD has been manually switched to a cross-side source. FCC is using on-side attitude data. This
does not indicate a failed unit.
POSMON There is a surface position problem. This occurs when the analog surface position data (aileron, rudder, or elevator)
in one FGC does not closely agree with the surface position data from the other FGC. This problem is reported for
maintenance purposes; there are no external symptoms of this problem.
RATMON Basic pitch, roll, or yaw rate data from the AHRS is invalid. Suspect the AHC.
R-DATA Roll outer loop data monitor is invalid. This means that data required for current roll computations is invalid. Sus-
pect the external system supplying roll (lateral) data in that mode. (Refer to note 2 at the end of Table 5-78.)
STRP-E External airplane strapping is not compatible with the FGC configuration ROM. Either the IAPS configuration
strapping is incorrect or the FGC has an incorrect software version.
SVO-AP An autopilot (pitch or roll) servo amplifier error is detected. This term sets with SVO-P or SVO-R. Refer to AMP-P
ERRORS and AMP-R ERRORS report parameters to isolate pitch/roll error. Suspect AHC, FGC, pitch/roll servos, or
mismatched discrete inputs; further investigation is required.
11 June 2004 5-143

NAME DESCRIPTION
SVO-P A servo amplifier error in the pitch axis is detected. This means either a hardware failure occurred or the inputs to
the two halves of the pitch servo amplifier are not alike. Suspect AHC, FGC, pitch servo, or mismatched discrete in-
puts; further investigation is required.
SVO-R A servo amplifier error in the roll axis is detected. This means either a hardware failure occurred or the inputs to the
two halves of the roll servo amplifier are not alike. Suspect AHC, FGC, roll servo, or mismatched discrete inputs; fur-
ther investigation is required.
SVO-YD A yaw damper servo amplifier error is detected. This means either a hardware failure occurred or the inputs to the
two halves of the yaw servo amplifier are not alike. Suspect AHC, FGC, yaw servo, or mismatched discrete inputs;
further investigation is required.
SW VIO There is a software problem that has been detected by the protection hardware. The PART-M SW ERR and PART-I
SW ERR report parameters show how many times the respective hardware partitioning tests have failed.
TRIM A pitch or roll trim system failure is detected. Look at the TRIM-P ERRORS report parameter to isolate pitch or roll
failure. Suspect the airplane pitch/roll trim system or the FGC.
TRMANN The pitch or roll trim fail annunciator test failed. Suspect an annunciator bulb.
WRPANA Analog servo command wraparound errors. This is an OR logic of the WRP-P, WRP-R, and WRP-Y logic. Refer to the
WRP-P, WRP-R, and WRP-Y descriptions.
WRP-AP An autopilot (pitch or roll) wraparound error is detected. Look at the WRAP-P ERRORS and WRAP-R ERRORS re-
port parameters to isolate pitch or roll failure. Suspect the FGC.
WRP-Y A wraparound error in the yaw axis is detected. Suspect the FGC.
YD BAD The yaw damper can not be engaged. The yaw damper must be engaged before, or concurrently with autopilot en-
gagement. This bit is set when the yaw damper engage code is non-zero. Refer to the YD ENG CODE section for an
explanation of the yaw damper engage code.
1 November 2000 5-144

NAME DESCRIPTION
NOTE 1 (P-DATA):
If VS mode is selected and the STEER CODE shows the P-DATA term is set, refer to pitch outer loop monitor chart below. Under
VERTICAL MODES, find the VS line. The 1/– array shows six 1s on this line. This marks the six DATA MONITORs that can set
the P-DATA term in VS mode. If VS, TAS, vertical acceleration, along acceleration, cross acceleration, or onside air data to the PFD
is invalid (SSM not normal) then this term sets. The FD flag displays on the PFD and a red horizontal line appears through the
mode annunciation.
VERTICAL MODES: OUTER LOOP DATA MONITOR ITEM

ALT CAPTURE or ALT TRACK of preselector A B - D E - G H - - K - M - - - - R S -
ALT CAPTURE or ALT TRACK of VNAV altitude A B - D E - - H - - K - M N - - - R S -
ALTITUDE HOLD - B - D E - - H - - K - M - - - - R S -
FLIGHT LEVEL CHANGE (IAS) - B C D E - - H - - K L M - O - - R - -
FLIGHT LEVEL CHANGE (MACH) - - - D E F - H - - K L M - - P - R - -
GLIDESLOPE CAPTURE - - C D E - - H - J K L M - - - - R S T
PITCH - - - - - - - - - - - - M - - - - R - -
VERTICAL NAVIGATION (PATH) - - - D E - - H I - K - M - - - - R S -
VERTICAL SPEED - - - D E - - H - - K - M - - - Q R S -
VERTICAL GO AROUND - - - - - - - - - - - - - - - - - - - -
ITEM DESCRIPTION (SOURCE LABEL:BIT)
A Valid baro-altitude (207:31)
B Valid pressure altitude (203:31)
C Valid IAS (206:31)
D Valid VS (212:31)
E Valid TAS (210:31)
F Valid MACH (205:31)
G Valid preselect altitude (102:31)
H Same air data to FGC Pilot side (270:9, 10
¯¯ and 163:¯¯
13, 30,
¯¯ 31)
¯¯ or
and PFD (270:9, 10 and 163:13, 30,
¯¯ 31)
¯¯
Copilot side (270:9̄, 10 and 163:¯¯
13, 30,
¯¯ 31)
¯¯ or
(270:9, 10
¯¯ and 163:13, 30,
¯¯ 31)
¯¯
I Valid FMS pitch command (122:31)
J Valid GS data in vertical deviation word (117:11, 30, 31)
K Valid vertical acceleration (364:30, 31)
L Valid along acceleration AHRS: Along heading acceleration (375:30, 31)
IRS: Along track acceleration (362:30, 31)
M Onside attitude data to PFD (163:¯¯ 11, 30,
¯¯ 31)
¯¯
N Valid VNAV altitude (215:11, 12, 30, 31)
O Valid IAS reference (103:30, 31)
P Valid Mach reference (106:30, 31)
Q Valid vertical speed reference (104:30, 31)
R Valid pitch attitude (324:30, 31)
S Valid roll attitude (325:30, 31)
T Valid R-DATA bit for localizer capture
11 June 2004 5-144A

NAME DESCRIPTION
NOTE 2 (R-DATA):
Refer to roll outer loop monitor chart below. This chart shows the DATA MONITORs that can set the R-DATA term in each LAT-
ERAL MODE. Refer to the P-DATA term for an example of how to use this chart.
LATERAL MODES: OUTER LOOP DATA MONITOR ITEM

GO AROUND LATERAL - - - - - - - - - J - - M - - - Q
HEADING HOLD - - - - - - - - - J - - M - - - Q
HEADING SELECT (APPR, HDG, NAV) - B - D - - - - - - - L - - - - Q
HEADING SELECT (BC) - B - D - - - - - - - L - - - - Q
LOCALIZER CAPTURE (if not *LINTRKMOD) - B - - E - - H - - K L - N - - Q
LOCALIZER CAPTURE (*LINTRKMOD) A B - - E - - H - - K L - N - - Q
NAVIGATION CAPTURE (VOR) - B - - E - - - I - K L - N - - Q
NAVIGATION CAPTURE (OVERSTATION) - B - - E - - - - - K L - N - - Q
NAVIGATION CAPTURE (FMS) - - C - - - - - - - - - - - O P -
ROLL and not HEADING HOLD A - - - - - - - - - - - - - - - Q
ITEM DESCRIPTION (SOURCE LABEL:BIT)
A Valid roll attitude (325:30, 31)
B Valid TAS (210:31)
C Valid FMS bank command (121:30, 31)
D Valid HDG error (302:30, 31)
E Valid course datum (301:30, 31)
F __ __
Valid LOC active logic (116:11, 12)
G __ __
Valid VOR active logic (116:11, 12, 13)
H __ __
Valid LOC data in lateral deviation word (116:11, 12, 30, 31)
I __ __
Valid VOR data in lateral deviation word (116:11, 12, 13, 30, 31)
J Valid heading AHRS: MAG heading (320:30, 31)
IRS: TRU heading (314:30, 31)
K Valid cross acceleration AHRS: MAG heading (376:30, 31)
IRS: TRU heading (363:30, 31)
L Same air data to FGC Pilot side (270:9, 10
¯¯ and 163:¯¯13, 30,
¯¯ 31)
¯¯ or
and PFD
(270:9̄ 10 and 163:13, 30,
¯¯ 31)
¯¯
Copilot side (270:9̄, 10 and 163:¯¯13, 30,
¯¯ 31)
¯¯ or
(270:9, 10
¯¯ and 163:13, 30,
¯¯ 31)
¯¯
M Onside heading data to PFD (163:¯¯12, 30,
¯¯ 31)
¯¯
N Valid along acceleration AHRS: Along heading acceleration (375:30, 31)
IRS: Along track
__ acceleration
__ (362:30, 31)
O Valid force LNV capture command bit (272:20, 30, 31)
__
P Linear FMS in lateral deviation word (116:11, 12, 13)
__ __ __
Q Onside attitude data to PFD (163: 11, 30, 31)
* LINTRKMOD is true when the glideslope is captured and radio altitude is less than 1000 feet.
11 June 2004 5-144B

5.11.2 Input Mode
VIEW INPUT MODE PAGE:
shows on the MFD.
c. If the INPUT MODE page does not show, push the NEXT MODE line select key until the INPUT MODE
page shows.
EXIT INPUT MODE PAGE:
b. Push the MFD TFC line select key to select the default TCAS mode display.
Refer to Figure 5-20. The input mode shows a readout of selected signals coming into the FGC. This mode is
especially useful for isolating a failed LRU that supplies data to the FGC. The input mode diagnostic page
shows five lines of input signals. Each line contains the signal name, a LEFT value, a RIGHT value, and a
unit of measure (if applicable). Line select keys select the input mode operations.
The name column lists five input signals. The LEFT column shows the signal value at the input of the num-
ber 1 FGC computer. The RIGHT column shows the signal value at the input of the number 2 FGC com-
puter. Dashes show instead of a signal value if that input is missing, invalid, or not used. Table 5-79 is a
complete list of input mode signals available for display, the signal source, a signal description, and the units
of measure.
The cursor always shows at the left edge of the name column. The cursor indicates which signal line is ac-
tive. Push the MOVE CURSOR line select key to move the cursor to the next line. An alternate way to move
the cursor is to push one FGP mode button.
Push the SCROLL UP or SCROLL DOWN line select keys to change the signal shown on the cursored line to
the previous or next item in the input mode parameter list. Table 5-79 lists input mode parameters in al-
phanumeric order. An alternate way to scroll display parameters is to turn the VS/pitch wheel up or down.
Push the NEXT MODE line select key to cycle the MFD display to the next FCS diagnostic mode. When this
key is pushed in input mode, the display changes to the output mode diagnostic page. An alternate way to
cycle modes is to simultaneously push any two FGP mode buttons.
Push the FORMAT or TFC line select keys to exit the FCS diagnostics. An alternate way to exit diagnostics
is to simultaneously push any three FGP mode buttons.
Push the SWAP DATA line select key to show the other half of the ARINC word parameter.
1 November 2000 5-145

Figure 5-20. Input Mode Diagnostic Page
1 November 2000 5-146

data to the MFD. Note that both left and right FGC data shows, but only one FGC actually transmits ASCII
text to the MFD.
Table 5-79 lists all available input parameters. The most useful inputs are decoded and shown with a unit of
measure (such as feet or degrees) so that this value can be easily compared with related displays/indications
in the aircraft. Some inputs are useful only to engineering, but are included in the table for completeness.
The SOURCE column of Table 5-79 lists the name of the LRU that supplies each input signal, the data bus
(IOC-3 or AHC-1, if applicable) bringing the input to the FGC, and the octal label of the data word. Note that
specific bit descriptions for these data words are not provided in this manual; refer to an ARINC 429 specifi-
cation.
The following examples show situations where the input diagnostic mode is a valuable troubleshooting tool:
a. The values shown in the LEFT and RIGHT columns of any input signal should agree (within reason).
For example, a line reading "ALT/B 15125 235 FEET" indicates an air data (ADC) problem in the side
that shows the incorrect barometric altitude value.
b. The input mode is very useful when testing the FGP panel functions. Refer to the ENGA/P, ENGY/D,
and SWIXXX parameters. The ENG parameters should be true when engaged, and false when not en-
gaged. The SWI parameters are true when selected. For example, the SWIHDG parameter should be
true when the HDG button on the FGP is pushed, and false when it is released.
c. Make sure data from an external system by monitoring that input while the system is exercised or
tested. For example, the left IASREF input value should change as the FGP SPEED knob is turned. The
VORBRG input value should be 0 DEG while the NAV receiver is in test mode.
The input data from external (non-FGS) units is first input to IOC input/output concentrators, then mapped
to the FGC on redundant IOC-3 data buses. The AHC-1 input bus is input directly (not through an IOC) to
the FGC computer. This external data shows as two input signal parameters, and is organized as described
below.
ARINC input data is formatted as a 32-bit word. Bits 1-8 contain the identification label of the word, bits 9-
10 contain the SDI code, bits 11-13 contain pad (or secondary) data, bits 14-29 contain primary data, bits 30-
31 contain the SSM code, and bit 32 is for parity.
ARINC WORD
BITS DESCRIPTION
1-8 Label (octal)

9-10 SDI (source ident)
11-13 Pad/secondary data
14-29 Primary data
30-31 SSM (status)
32 Parity bit
Table 5-79 provides a descriptive name parameter and an “SSMPSI” parameter for each (external) input la-
bel. These two input signals may be selected to show all pertinent information provided in the word. For ex-
ample, preselect altitude information is provided in the 102 word. This information is presented in the AL-
TREF and 102 parameters.
The ALTPRE input parameter shows the preselect altitude setting in feet. This information is decoded from
the primary data (bits 14 through 29) of word 102.
1 November 2000 5-147

Note
Some primary data is not decoded into a signal value, but shows as a hexadecimal value. The unit of
measure for these signals shows as “29-14H”.
The 102 input parameter shows the remaining pertinent information in three digits. The unit entry on this
line is SSMPSI. This means the three digits are (in order): the SSM, Pad data, and the SDI.
The SSM digit is 0 (failed), 1 (no computed data), 2 (unit in test), or 3 (normal). This digit is decoded from
bits 30 and 31 of the input word.
The Pad digit lists miscellaneous information that is normally pad (0 = not used) or secondary data. This
digit is decoded from bits 11, 12, and 13 of the input word.
The SDI digit is 0 (not used), 1 (left LRU), 2 (right LRU), or 3 (not used). This digit is decoded from bits 9
and 10 of the input word.
SSM PAD SDI
BITS 31 30 13 12 11 10 9
BIT VALUE: 2 1 4 2 1 2 1
DISPLAYED SUM OF SUM OF SUM OF

VALUE: SET BITS SET BITS SET BITS
32-bit ARINC serial inputs contain more information than can be presented on one line of the diagnostics
display. Due to this, two input parameters exist for each input label arriving on an ARINC bus. One input
parameter is used to display bits 9 through 24, the primary 16 data bits. The second input parameter is used
to display bits 25 through 31 displayed in hexadecimal format encoded as follows:
Left digit = ARINC bits 31-30 = Sign Status Matrix (SSM)

Center digit = ARINC bits 13-11 = Pad (typically)
Right digit = ARINC bits 10-9 = Source Identifier (SDI)
For example: to view all information contained within the ARINC word for True Airspeed, the data portion
of the word is presented in the TAS input parameter, and the status portion of the word (SSM, pad, and SDI)
is presented in the 210ADC parameter.
To simplify diagnostics usage, a capability to quickly swap between these two parameters is available. When
the cursor is positioned on a serial bus input, a data/status swap can be done by pushing the lower left
switch on the MFD (labeled SWAP DATA/STATUS). This label only shows when the cursor is positioned on
a ARINC bus input parameter. For example: if the cursor is positioned at the IAS parameter, push the
SWAP DATA line-select-key to change the parameter at the cursor to 103. Push the SWAP DATA line-
select-key again to return to the IAS parameter.
1 November 2000 5-148

Table 5-79. Input Mode Parameter List.
NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)
External input data words show in 2 parameters. For example, parameters 102 and ALTREF together show the
data contained in the 102 word received on the IOC-3 bus.
050SPA IOC label 050 (IOC-3) SSM, Pad data, SDI (SSMPSI)
102PFD PFD label 102 (IOC-3) SSM, Pad data, SDI (SSMPSI)
121FMC FMC-PFD label 121 (IOC-3) SSM, Pad data, SDI (SSMPSI)
124IOC IOC label 124 (IOC-3) SSM, Pad data, SDI (SSMPSI)
137DCU DCU label 137 (IOC-3) SSM, Pad data, SDI (SSMPSI)
151MFD MFD label 151 (IOC-3) SSM, Pad data, SDI (SSMPSI)
164RA RALT label 164 (IOC-3) SSM, Pad data, SDI (SSMPSI)
200SPC SPC label 200 (IOC-3) SSM, Pad data, SDI (SSMPSI)
203ADC ADC label 203 (IOC-3) SSM, Pad data, SDI (SSMPSI)
270AHR AHRS label 270 (AHC-1) SSM, Pad data, SDI (SSMPSI)
1 November 2000 5-149

343DCL DCU label 343 (IOC-3) SSM, Pad data, SDI (SSMPSI)
343DCR DCU label 343 (IOC-3) SSM, Pad data, SDI (SSMPSI)
ACCA/H AHRS label 375 (AHC-1) Acceleration, along heading (Gs)
ACCA/T AHRS label 362 (AHC-1) Acceleration, along track (Gs) (Note 1)
ACCLAT AHRS label 332 (AHC-1) Acceleration, lateral (Gs) (Note 1)
ACCLON AHRS label 331 (AHC-1) Acceleration, longitudinal (Gs) (Note 1)

ACCNOR AHRS label 333 (AHC-1) Acceleration, normal (Gs) (Note 1)
ACCVER AHRS label 364 (AHC-1) Acceleration, vertical (Gs)
ACCX/H AHRS label 376 (AHC-1) Acceleration, cross heading (Gs)
ACCX/T AHRS label 363 (AHC-1) Acceleration, cross track (Gs) (Note 1)
ADLGC1 ADC label 270 (IOC-3) Air data logic word 1 (29-14H)
ADLGC2 ADC label 271 (IOC-3) Air data logic word 2 (29-14H)
AHRLGC AHRS label 270 (AHC-1) AHRS logic word (29-14H)
AILCMD FGC sample/hold Aileron servo command wraparound (VOLTS)
AILMON FGC servo amplifier Aileron servo amplifier monitor (TRUE/FALSE)
AILSVO SVO Aileron servo motor voltage (VOLTS)

*ALT/B PFD label 204 (IOC-3) Altitude, barometric (FEET)
ALT/P ADC label 203 (IOC-3) Altitude, pressure (FEET)
ALTPRE PFD label 102 (IOC-3) Altitude, preselect (FEET)
ALTVNV PFD label 215 (IOC-3) Altitude, vertical navigation (FEET)
AOA SPC label 221 (IOC-3) Angle of attack, body

AOACMP SPC label 223 (IOC-3) Angle of attack, beta compensated
AOANOR SPC label 241 (IOC-3) Angle of attack, normalized
AOAPSH SPC label 224 (IOC-3) Angle of attack, pusher
AOAPZL SPC label 200 (IOC-3) Angle of attack, pseudo zero lift
1 November 2000 5-150

AOASHK SPC label 225 (IOC-3) Angle of attack, shaker

AP ENA FGP Autopilot engage enable feedback
AP RLY FGP serial Autopilot engage relay feedback
APCLU FGP serial Autopilot clutch power (AP engaged)
ASVOER FGC servo amplifier Aileron servo error (VOLTS)
AUXAP+ FGP serial Auxiliary AP disengage input, +28 V dc

AUXAP- FGP serial Auxiliary AP disengage input, ground
AUXYD+ FGP serial Auxiliary YD disengage input, +28 V dc
AUXYD- FGP serial Auxiliary YD disengage input, ground
BAR UP FGP serial AP/YD disengage switch bar is in the up position
BLEEDL FGC sample/hold Bleed air, left (VOLTS)

BLEEDR FGC sample/hold Bleed air, right (VOLTS)
CAS ADC label 206 Calibrated airspeed
CMDPTH FMC-PFD label 122 (IOC-3) Command, pitch (DEG)
CMDROL FMC-PFD label 121 (IOC-3) Command, roll (DEG)
CRSDAT PFD label 301 (IOC-3) Course datum (DEG)

DATE DCU label 260 (IOC-3) Date, master
DCUDS1 DCU label 272 (IOC-3) DCU discrete word 1
DCUDS2 DCU label 274 (IOC-3) DCU discrete word 2
DEVLAT PFD label 116 (IOC-3) Deviation, lateral (29-14H)
DEVVER PFD label 117 (IOC-3) Deviation, vertical (29-14H)

DIS PFD label 251 (IOC-3) Distance (NM)
ELECMD FGC sample/hold Elevator servo cmd wraparound (VOLTS)
ELEMON FGC servo amplifier Elevator servo amplifier monitor (TRUE/FALSE)
ELESVO SVO Elevator servo motor voltage (VOLTS)
ESVOER FGC servo amplifier Elevator servo error (VOLTS)

FLPLVR DCU label 137 (IOC-3) Flap lever position
FMCLG1 FMC-PFD label 272 (IOC-3) FMS logic word 1 (29-14H)
FMCLG2 FMC-PFD label 276 (IOC-3) FMS logic word 2 (29-14H)
GNDMX0 FGC internal Ground for multiplexer 0 (VOLTS)
GNDMX1 FGC internal Ground for multiplexer 1 (VOLTS)

*HDGERR PFD label 302 (IOC-3) Heading error (DEG)
HDGMAG AHRS label 320 (AHC-1) Heading, magnetic (DEG)
HDGTRU AHRS label 314 (AHC-1) Heading, true (DEG)
IASREF PFD label 103 (IOC-3) Indicated airspeed reference (KNOTS)
IOCMAP IOC label 124 (IOC-3) IOC map version (29-14H)

KNBREF FGP Knob, vertical reference counter value (HEX)
LGC1 FGC discrete Manual trim up (TRUE/FALSE)
LGC2 FGC discrete Manual trim down (TRUE/FALSE)
LGC3 FGC discrete Spare (TRUE/FALSE)

MACH ADC label 205 (IOC-3) Mach (MACH)

MACREF PFD label 106 (IOC-3) Mach reference (MACH)
MEMORY Main CPU Memory location contents, main processor
MFDLGC MFD label 151 (IOC-3) MFD logic word (29-14H)
MMO ADC label 215 (IOC-3) Mach, max operating (MACH)
N1LT DCU label 343 (IOC-3) Left engine fan RPM N1 (%)
N1RT DCU label 343 (IOC-3) Right engine fan RPM N1 (%)
PBYTRX FGP Number of panel bytes received
PFDDS2 PFD label 216 (IOC-3) PFD discrete word
PFDLG1 PFD label 163 (IOC-3) PFD mode select (logic) word 1
1 November 2000 5-151

PFDLG2 PFD label 172 (IOC-3) PFD mode select (logic) word 2
PNL5-0 FGP serial Spare, panel byte 5, bit 0



PNLTST FGP Panel wraparound, normally oscillating (TRUE/FALSE)
*PTH AHRS label 324 (AHC-1) Pitch (DEG) (Note 1)
PTHR/E AHRS label 336 (AHC-1) Pitch rate, Euler (DEG/S) (Note 1)
PTHRAT AHRS label 326 (AHC-1) Pitch rate (DEG/S) (Note 1)
RADALT RALT label 164 (IOC-3) Radio altitude (FEET)

*ROL AHRS label 325 (AHC-1) Roll (DEG) (Note 1)
ROLR/E AHRS label 337 (AHC-1) Roll rate, Euler (DEG/S) (Note 1)
ROLRAT AHRS label 327 (AHC-1) Roll rate (DEG/S) (Note 1)
RSVOER FGC servo amplifier Rudder servo error (VOLTS)
RUDCMD FGC sample/hold Rudder servo cmd wraparound (VOLTS)

RUDMON FGC servo amplifier Rudder servo amplifier monitor (TRUE/FALSE)
RUDSVO SVO Rudder servo motor voltage (VOLTS)
SAT ADC label 213 (IOC-3) Static air temperature (°C)
SPA050 IOC label 050 (IOC-3) Spare FGC input label



SPOLT DCU label 301 (IOC-3) Spoileron position, left
SPORT DCU label 304 (IOC-3) Spoileron position, right

STPCFG IAPS straps Strap, configuration (HEX)
STRAP0 Interconnect Option strap 0 (TRUE/FALSE)

1 November 2000 5-152

SWI1/2 FGP serial Switch, 1/2 BANK mode (TRUE/FALSE)

SWI2-1 FGP serial Switch, spare on byte 2, bit 1 (TRUE/FALSE)
SWI2-2 FGP serial Switch, spare on byte 2, bit 2 (TRUE/FALSE)
SWIALT FGP serial Switch, ALT hold mode (TRUE/FALSE)
SWIAP FGP serial Switch, autopilot engage/disengage (TRUE/FALSE)
SWIAPP FGP serial Switch, APPR mode (TRUE/FALSE)

SWIB/C FGP serial Switch, back course mode (TRUE/FALSE)
SWIBST Pedestal/FGP serial Switch, rudder boost arm (TRUE/FALSE)
SWICLI FGP serial Switch, CLIMB mode (TRUE/FALSE)
SWIDES FGP serial Switch, DESCEND mode (TRUE/FALSE)
SWIDIS Yoke/FGP serial Switch, autopilot/yaw damper disengage (TRUE/FALSE)

SWIFD FGP serial Switch, flight director (TRUE/FALSE)
SWIGA Throttle button/FGP serial Switch, GO AROUND mode, serial (TRUE/FALSE)
SWIHDG FGP serial Switch, HDG mode (TRUE/FALSE)
SWIIAS FGP serial Switch, IAS mode (TRUE/FALSE)
SWILVL FGP serial Switch, LVL CHG (level change) mode (TRUE/FALSE)
SWIMAC FGP serial Switch, MACH mode (TRUE/FALSE)
SWINAV FGP serial Switch, NAV mode (TRUE/FALSE)
SWIPFL FGP serial Switch, profile mode (TRUE/FALSE)
SWIPFM FGP serial Switch, performance select mode (TRUE/FALSE)
SWIPRE FGP serial Switch, ALTS altitude preselect mode (TRUE/FALSE)

SWISPD FGP serial Switch, SPD mode (TRUE/FALSE)
SWISYN Yoke/FGP serial Switch, synchronization, serial (TRUE/FALSE)
SWITRB FGP serial Switch, TURB mode (TRUE/FALSE)
SWIVNV FGP serial Switch, VNAV mode (TRUE/FALSE)
SWIVS FGP serial Switch, VS mode (TRUE/FALSE)

SWIXFR FGP serial Switch, AP XFR mode (TRUE/FALSE)
SWIYD FGP serial Switch, yaw damper engage/disengage (TRUE/FALSE)
TABTHS Trim system Trim tab position, this side (DEGREES)
TABOTH Trim system Trim tab position, other side (DEGREES)
TAS ADC label 210 (IOC-3) True airspeed (KNOTS)

TIME DCU label 150 (IOC-3) Time, master
TRKSEL FGP serial HDG/TRK switch in TRK position
TRMARM FGC wraparound Trim arm (TRUE/FALSE)
TRMERR FGC wraparound Trim error (TRUE/FALSE)
TRMOFF FGC wraparound Trim fail annunciator off (TRUE/FALSE)

TRMSW+ FGP Manual trim switch, +28 V dc
TRMSW− FGP Manual trim switch, ground
TRMTAC FGC wraparound Trim tachometer feedback (VOLTS)
V2 ADC label 263 (IOC-3) V2, takeoff velocity
VMO ADC label 207 (IOC-3) Max operating speed (KNOTS)

VORBRG PFD label 222 (IOC-3) VOR bearing (DEG)
VS ADC label 212 (IOC-3) Vertical speed (FT/MIN)
VSREF ADC label 104 (IOC-3) Vertical speed reference (FT/MIN)
WINDIR FMC label 316 (IOC-3) Wind direction (DEG)
WINSPD FMC-PFD label 315 (IOC-3) Wind speed (KNOTS)

YAWRAT AHRS label 330 (AHC-1) Yaw rate (DEG/S) (Note 1)
YD CLU FGP serial Yaw damper clutch power (YD engaged)
YD MON FGC wraparound Yaw damper monitor valid (TRUE/FALSE)
YD RLY FGP serial Yaw damper engage relay feedback
*These items initially show.

Note 1: This data is the internal value used by the FGC, which may not dynamically match the input value from the serial bus. The in-
ternal value is generated by filtering the input value. The filtering causes the internal value to saturate when the input reaches one
third of full scale.
1 November 2000 5-153

5.11.3 Output Mode
VIEW OUTPUT MODE PAGE:
shows on the MFD.
c. If the OUTPUT MODE page does not show, push the NEXT MODE line select key until the OUTPUT
MODE page shows.
EXIT OUTPUT MODE PAGE:
b. Push the MFD TFC line select key to select the TCAS mode display.
Refer to Figure 5-21. The output mode provides readout and control of selected FGC outputs. The output
controlling feature of this mode is enabled only when both FGCs are in diagnostic mode and the airplane is
on the ground. The output mode diagnostic page shows five lines of output signals. Each line contains the
signal name, LEFT output, RIGHT output, and the MODIFY option (if applicable). Line select keys select
the output mode operations.
The name column lists five output signals. The LEFT column shows the output signal from the number 1
FGC computer. The RIGHT column shows the output signal from the number 2 FGC computer. Table 5-80
lists all available output parameters, a signal description, and the modification range.
The cursor always shows at the left edge of the name column. The cursor indicates which signal line is ac-
tive.
Push the MOVE CURSOR line select key to move the cursor to the next line. An alternate way to move the cursor
is to push one FGP mode button.
Push the SCROLL UP or SCROLL DOWN line select key to change the signal shown on the cursored line to
the previous or next item in the output mode parameter list. Table 5-80 lists output mode parameters in al-
phanumeric order. An alternate way to scroll display parameters is to turn the VS/pitch wheel up or down.
The FGC outputs can always be shown, but can only be controlled when both computers are in diagnostic
mode; TEST shows on both PFDs. If it is possible to control (modify) an output, the word MODIFY appears
as a column heading. If the active (cursored) line can be modified, then EITHER, BOTH, LEFT, or RIGHT
shows on that line in the MODIFY column.
Note
EITHER and BOTH modify options are not available unless both FGCs are in the output mode (not
just in diagnostics).
Push and hold the MOVE CURSOR line select key (or the FGP CPL button) to alternately select left and
right side display data and ensure that both FGCs are in output mode.
• When EITHER shows in the MODIFY column, the left and right FGC logic outputs can be modified in-
dependently. Push the TOGGLE LEFT line select key (or FGP left FD button) to change the logic output
of the left FGC. Push the TOGGLE RIGHT line select key (or FGP right FD button) to change the logic
output of the right FGC.
1 November 2000 5-154

Figure 5-21. Output Mode Diagnostic Page
• When BOTH shows in the MODIFY column, the left and right FGC linear outputs can be modified syn-
chronously. SLEW MINUS/SLEW PLUS line select key labels replace the TOGGLE LEFT/RIGHT la-
bels. Push and hold the SLEW MINUS line select key to synchronize both “master FGC” value, then
change both outputs in a minus direction. Push and hold the SLEW PLUS line select key to synchronize
both linear outputs to the “master FGC” value, then change both outputs in a plus direction. The “mas-
ter FGC” is the one providing display data to the MFD (indicated by the arrow).
• When LEFT shows in the MODIFY column, only the left FGC output can be modified. When RIGHT
shows in the MODIFY column, only the right FGC can be modified. Push the TOGGLE or SLEW line
select keys (or the left/right FD button) to change the modifiable output.
data to the MFD. In the output mode, this indicator is especially useful. Since only one FGC provides display
data to the MFD, it is helpful to push and hold the MOVE CURSOR line select key (or the FGP CPL button)
and make sure of the selected mode of the other FGC before beginning troubleshooting effort using the out-
put mode. The arrow also indicates the (controlling) “master FGC” when both outputs are synchronously
changed.
1 November 2000 5-155

Push the SELECT MODE line select key to cycle the MFD display to the next FCS diagnostic mode. When
this key is pushed in output mode, the MFD shows the report mode diagnostic page. An alternate way to cy-
cle modes is to simultaneously push any two FGP mode buttons.
Push the FORMAT or TFC line select key to exit the FCS diagnostics. An alternate way to exit diagnostics is
to simultaneously push any three FGP mode buttons.
The following examples show situations where the output diagnostic mode is a valuable troubleshooting tool:
a. Set the ANNUNS parameter to TRUE to light the airplane annunciators controlled by the selected FGC.
This is one way to make sure the annunciator bulbs turn on.
b. The output mode can also be used to drive the servos. First, set the 65APMN, 65YDMN, 86APMN, and
86YDMN parameters to TRUE. This sets the FGC internal monitors to a valid condition. Then set the
AILCUT, ELECUT, and RUDCUT parameters to FALSE. This sets the FGC cutout logic so that the
autopilot/yaw damper can engage. Next, engage the autopilot and yaw damper. Select the AILCMD (or
ELECMD/RUDCMD) parameter and move the cursor to this line. Push the SLEW PLUS or SLEW MI-
NUS line select keys to apply a servo command voltage. The control wheel (or control column/rudder
pedals) should move as the servo runs.
c. The output mode features several trim parameters that can be used to operate the airplane pitch trim
system. Note that the two FGC computers function together to run the servos and the pitch trim system.
Some trim parameters apply to only one FGC. These parameters show dashes in the unused (LEFT or
RIGHT) column.
1 November 2000 5-156

Table 5-80. Output Mode Parameter List
NAME DESCRIPTION (MODIFY RANGE)
AILCMD Aileron servo command voltage (±10-V dc)

*AILCUT Aileron servo cutout logic (TRUE/FALSE)
*ANNUNS All annunciators on (TRUE/FALSE)
DNARM Trim down arm, right side only (TRUE/FALSE)
DNCMD Trim down command, percent of max, left side only (.0 to 99.9%)
ELECMD Elevator servo command voltage (±10-V dc)
*ELECUT Elevator servo cutout logic (TRUE/FALSE)
PTH-FD Pitch steering command, not used (±180°)
ROL-FD Roll steering command, not used (±180°)
RUDBST Rudder boost (TRUE/FALSE)

RUDCMD Rudder servo command voltage (±10-V dc)
RUDCUT Rudder servo cutout logic (TRUE/FALSE)
TRLY-P Pitch trim relay control, enables trim if engaged (TRUE/FALSE)
UPARM Trim up arm, left side only (TRUE/FALSE)
UPCMD Trim up command, percent of max, right side only (.0 to 99.9%)
*65APMN 6502 I/O processor autopilot monitor valid (TRUE/FALSE)
65YDMN 6502 I/O processor yaw damper monitor valid (TRUE/FALSE)
*86APEN 8086 main processor autopilot engage enable valid (TRUE/FALSE)
86YDMN 8086 main processor yaw damper monitor valid (TRUE/FALSE)
*These items initially show.
Note
The AILCUT, ELECUT, and RUDCUT outputs cannot be set to FALSE if the FGC I/O processor sets them to TRUE.
Note
65APMN, 65YDMN, 86APEN, 86YDMN must be true and AILCUT, ELECUT, RUDCUT must be false to engage.
1 November 2000 5-157

5.12 TESTING AND TROUBL ESHOOTING
The LRUs in the Hawker 800XP Avionics System are designed to be highly reliable units with exceptional
MTBF (mean time between failure) performance. If a unit does fail, two built-in diagnostic systems make
fault isolation much easier than was previously possible with conventional avionics systems.
Before beginning any test or troubleshooting effort, the flight-line technician must become familiar with the
diagnostics that are described in paragraph 5.10 of this section. Note that no carry-on test equipment is re-
quired to operate the diagnostics, but some troubleshooting equipment may prove helpful. Table 5-1 lists
suggested troubleshooting equipment.
Test and troubleshooting instructions are presented in two levels. Level 1 consists of viewing display pages
to see if the diagnostics have detected a failed LRU. Level 2 is a detailed manual approach to finding the
malfunctioning unit. Always begin test or troubleshooting effort with the level 1 procedure.
Caution
Do not remove any avionics LRU with power input to the unit. Pull the appropriate circuit breaker
before removing the LRU or the unit may be damaged.
5.12.1 Level 1 Test/Troubleshoo ting
Table 5-81 is the level 1 test and troubleshooting procedure. Do this procedure when a problem is first sus-
pected. This procedure is also useful as a system go/no-go test, and to make sure proper system operation af-
ter a maintenance action is completed. Figure 5-22 shows the first step of this procedure; diagnostics driving
the LRU STATUS page should identify the problem LRU at least 90 percent of the time. If this procedure
does not isolate the problem or if a failure is still suspected, then go to level 2 test/troubleshooting.
Note that the following units do not report to the level 1 diagnostics: antennas, CSU, ECU, FDU, FGP, ICC,
IEC, PWR, and SVO. If there is reason to suspect a failure in any of these units, then proceed directly to
level 2 test/troubleshooting.
If the diagnostics do not operate, then suspect the MFD, MDC, or PWR. Refer to Figure 5-2.
1 November 2000 5-160

Figure 5-22. LRU Fault Isolation
1 November 2000 5-161

Table 5-81. Level 1 Test/Troubleshooting Procedure
STEP PROCEDURE
0.0 Apply power to all avionics systems. Wait 5 minutes for the diagnostic system to stabilize. Set the maintenance switch to the
ON position. On the MFD, repeatedly push the FORMAT line select key to show the MAINTENANCE ACCESS page. Push
the MDC line select key to show the MAINTENANCE MENU page.
1.0 Show the LRU STATUS page on the MFD.
If NO FAULTS shows: All reporting LRUs are normal. Go to step 2.0.
If LRU status is OFF/NO OUTPUT: Look for a tripped circuit breaker. If +28-V dc power is input to the unit, replace that
LRU. Go to step 4.0.
If LRU status is FAILED: Replace that LRU. Go to step 4.0.
If LRU status is OVERHEAT: Make sure the cooling fan for that unit is operating. If air is circulating, replace that LRU.
Go to step 4.0.
If LRU status is DEFERRED MAINT: The LRU is operational, but will require maintenance. Go to step 4.0.
If LRU status is LRU OK/INFO: The LRU is operational, a normal event related to LRU function has been recorded. Go to
step 4.0.
If LRU status is MAINTENANCE: The LRU has a problem that requires maintenance action. Go to step 4.0.
2.0 If a problem is suspected for any nonreporting LRUs (listed below), go to level 2 test/troubleshooting.
Note
The LRUs that follow do not report to the LRU STATUS page: antennas, CSU, ECU, FDU, ICC, IEC, PWR, and SVO.
If no problem is suspected, go to step 3.0.
3.0 If an autopilot or flight director problem is suspected, show the REPORT MODE diagnostic page. Set the maintenance switch
to ON, then repeatedly push the MFD FORMAT line select key until the MAINTENANCE ACCESS page shows. Push the
FCS line select key to access the FCS DIAGNOSTICS page. Use the SUMMARY line select keys to investigate nonzero codes.
If an LRU is replaced, go to step 0.0.
If REPAIR (error summary) code is nonzero: Investigate the code.
If autopilot or yaw damper will not engage: Investigate AP ENG and YD ENG codes.
If autopilot or yaw damper disengaged itself: Investigate AP DIS and YD DIS codes.
If FD (fail) shows on the PFD: Investigate STEER code.
If a rudder boost problem has occurred: Investigate BOOST code.
If no problem is suspected (or if above codes are all zeros), go to step 5.0.
4.0 After replacing the suspect LRU, show the LRU STATUS page again. Wait 5 minutes for the diagnostic system to stabilize.
If NO FAULTS shows: Go to step 5.0 if no additional problems are suspected. Otherwise go to step 2.0.
If the fault condition is not cleared, or if a malfunction is still suspected: Record the fault message(s). Show the DIAGNOS-
TIC DATA page and record the diagnostic words. Refer to Table 5-5 through Table 5-52 and investigate these diagnostic
words. If another LRU is replaced, go to step 0.0. Otherwise, go to level 2 test/troubleshooting.
5.0 No further troubleshooting is indicated.
1 November 2000 5-162

5.12.2 Level 2 Test/Troubleshoo ting
Level 2 test and troubleshooting is presented as a series of individual LRU test procedures. Paragraphs
5.12.2.1 through 5.12.2.55 provide a single-page test procedure for each avionics LRU. These pages are or-
ganized in LRU alphanumeric order; Table 5-82 is a test procedure index.
If level 1 troubleshooting does not isolate a problem, then do the applicable one-page test procedures to iden-
tify the failed unit. After the failed unit is replaced, do the level 1 procedure to make sure troubleshooting
success.
Note that these test tables can also be used as a customer acceptance test for each LRU. Either a systems rig
or an airplane is required.
Some general hints and reminders are provided below.
a. The avionics system is very symmetrical. Many subsystems contain two identical units (i.e. VHF COMM
transceivers). Faults in symmetrical systems can be effectively isolated by swapping identical LRUs and
seeing if the problem recurs.
Caution
The LRUs installed in the IAPS are electrostatic discharge sensitive (ESDS). When swapping or re-
placing IAPS modules, be careful not to touch the unit connector of any module. Transport and store
these LRUs in their original shipping containers. Be careful not to bend ICC connector pins when
removing or reseating the IAPS modules.
• The PWR-3000 modules power the diagnostic systems. If diagnostics do not function, make sure that all
PWR monitor lights are on.
• Autopilot and flight director problems are best handled by using the FCS DIAGNOSTICS. Specific codes
are available that represent the cause of an unexpected disengage, refusal to engage, an FD flag, and
rudder boost fail annunciation. A built-in "plain English" summary of any FCS diagnostic code is also
available. Remember that these codes are not retained after the airplane power is turned off.
• A failed data bus may be caused by the transmitting LRU, the receiving LRU, or by a loose wire in a
mating connector contact. Test a suspect bus for continuity, 2-wire activity, and isolation from ground
potential. Typical bus levels (in V dc) are provided below.
ARINC 429 AND ARINC 453 RS-422
BUS LEVEL HI NULL LO BUS LEVEL HI LO
A to B +10 0 –10 A to B +5 –5
A to gnd +5 0 –5 A to gnd +5 0
B to gnd –5 0 +5 B to gnd 0 +5
• Refer to the system schematics provided in the Theory of Operation section of this manual. These dia-
grams show pin numbers and interconnections for each LRU, and are designed to be a troubleshooting
(also a training) aid. These diagrams are especially useful when investigating fault codes on the LRU
STATUS and LRU FAULT HISTORY pages.
• Refer to the Operation section of this manual to make sure proper control action and display response.
This section is not intended for the pilot, but is meant to be used during flight-line troubleshooting.
• The LRU DIAGNOSTIC DATA page shows diagnostic words currently received from each reporting
LRU. Instructions are provided in this section of the manual to read and interpret these words. The di-
agnostic words provide specific insights about the internal health of a suspect unit, and can be very help-
ful in understanding a difficult problem.
• The LRU FAULT HISTORY page may provide valuable clues about recurring or intermittent problems.
Data from past flights is available for recall and analysis.
1 November 2000 5-163

Table 5-82. Level 2 Test/Troubleshooting Index.
PARAGRAPH PAGE PARAGRAPH PAGE
5.12.2.1 ADC 1 Test Procedure 5-165 5.12.2.29 FMC-6000 2 Test Procedure 5-193
5.12.2.2 ADC 2 Test Procedure 5-165 5.12.2.30 GPS ANT 1 Test Procedure 5-194
5.12.2.3 ADF 1 Test Procedure 5-166 5.12.2.31 GPS ANT 2 Test Procedure 5-194
5.12.2.4 ADF 2 Test Procedure 5-167 5.12.2.32 GPS-4000A 1 Test Procedure 5-194
5.12.2.5 AHC 1 (and ECU 1) Test Procedure 5-168 5.12.2.33 GPS-4000A 2 Test Procedure 5-194
5.12.2.6 AHC 2 (and ECU 2) Test Procedure 5-169 5.12.2.34 ICC-3000 Test Procedure 5-195
5.12.2.7 ALT Test Procedure 5-170 5.12.2.35 IEC-3001 Test Procedure 5-196
5.12.2.8 ANT-462B Test Procedure 5-171 5.12.2.36 IOC-3100 1 Test Procedure 5-197
5.12.2.9 CDU-6200 1 Test Procedure 5-172 5.12.2.37 IOC-3100 2 Test Procedure 5-198
5.12.2.10 CDU-6200 2 Test Procedure 5-173 5.12.2.38 MDC-3000 Test Procedure 5-199
5.12.2.11 CSU-3100 1 Test Procedure 5-174 5.12.2.39 MFD 1 Test Procedure 5-200
5.12.2.12 CSU-3100 2 Test Procedure 5-175 5.12.2.40 MFD 2 Test Procedure 5-201
5.12.2.13 CTL Test Procedure 5-176 5.12.2.41 PFD 1 Test Procedure 5-202
5.12.2.14 DBU-4100 Test Procedure 5-177 5.12.2.42 PFD 2 Test Procedure 5-203
5.12.2.15 DCP-3020 1 Test Procedure 5-178 5.12.2.43 PWR-3000 1 Test Procedure 5-204
5.12.2.16 DCP-3020 2 Test Procedure 5-179 5.12.2.44 PWR-3000 2 Test Procedure 5-205
5.12.2.17 DCU 1 Test Procedure 5-180 5.12.2.45 RTA Test Procedure 5-206
5.12.2.18 DCU 2 Test Procedure 5-181 5.12.2.46 SVO (Aileron) Test Procedure 5-207
5.12.2.19 DME 1 Test Procedure 5-182 5.12.2.47 SVO (Elevator) Test Procedure 5-208
5.12.2.20 DME 2 Test Procedure 5-183 5.12.2.48 SVO (Rudder) Test Procedure 5-209
5.12.2.21 EDC 1 Test Procedure 5-184 5.12.2.49 TDR-94D 1 Test Procedure 5-210
5.12.2.22 EDC 2 Test Procedure 5-185 5.12.2.50 TDR-94D 2 Test Procedures 5-211
5.12.2.23 FGC-3000 1 Test Procedure 5-186 5.12.2.51 TTR (and TRE) Test Procedure 5-212
5.12.2.24 FGC-3000 2 Test Procedure 5-187 5.12.2.52 VHF 1 Test Procedure 5-213
5.12.2.25 FGP Test Procedure 5-188 5.12.2.53 VHF 2 Test Procedure 5-214
5.12.2.26 FDU 1 Test Procedure 5-190 5.12.2.54 VIR 1 Test Procedure 5-215
5.12.2.27 FDU 2 Test Procedure 5-191 5.12.2.55 VIR 2 Test Procedure 5-216
5.12.2.28 FMC-6000 1 Test Procedure 5-192
Note
Make sure proper lighting and dim control for panel mounted units; specific instructions are not repeated in the test tables.
1 November 2000 5-164

5.12.2.1 ADC 1 Test Procedure
Note
The two ADCs may be swapped with each other to test the airplane wiring and to isolate a failed
unit. Note that an airplane static test must be done if pitot/static lines are removed from the com-
puter.
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages. Troubleshoot according to Table 5-5
and Table 5-6.
b. Look for red IAS, ALT, and VS fail annunciations on PFD 1. If present, replace the ADC.
c. If an air intake port or temperature sensor problem is suspected, then inspect as required. Pitot/static
input ports are located on each side of the aircraft.
d. (NOTE: The squat switch needs to be depressed for this step to work.) If a backup power problem is sus-
pected, pull the circuit breaker to remove primary power from ADC pin P1-62. Backup power should still
be input to P1-63. The ADC should function normally.
5.12.2.2 ADC 2 Test Procedure
Note
The two ADCs may be swapped with each other to test the airplane wiring and to isolate a failed
unit. Note that an airplane static test must be done if pitot/static lines are removed from the com-
puter.
and Table 5-6.
b. Look for red IAS, ALT, and VS fail annunciations on PFD 1. If present, replace the ADC.
c. If an air intake port or temperature sensor problem is suspected, then inspect as required. Pitot/static
input ports are located on each side of the aircraft.
d. (NOTE: The squat switch needs to be depressed for this step to work.) If a backup power problem is sus-
pected, pull the circuit breaker to remove primary power from ADC pin P1-62. Backup power should still
be input to P1-63. The ADC should function normally.
22 February 2005 5-165

5.12.2.3 ADF 1 Test Procedure
Note
If two ADFs are installed, they may be swapped with each other to test the airplane wiring and to
isolate a failed unit.
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages. Troubleshoot according to Table 5-7.
b. Select ADF 1 (or ADF, if only one ADF is installed) as the single-bar bearing pointer source using the
DCP NAV/BRG button and the PFD BRG SOURCE menu.
c. On the pilot CDU, push the TUN button and show the TUNE page. Push the ADF 1 line select key (may
be on TUNE page 2/2) and show the ADF 1 CONTROL page. Push the MODE ADF/ANT line select key
and select ADF mode.
Note
The ADF 1 supplies bearing data to the pilot PFD and MFD displays (through IAPS) on the L-ADF-1
bus.
d. Tune the ADF 1 to a local AM radio station using the pilot CDU. Make sure that the bearing pointer on
the PFD 1 indicates a reasonable bearing to the tuned station. Make sure AM audio is received.
e. If test fails, make sure that an open circuit is input to ADF 1 pin P1-5 (RX PORT A/B ENBL).
f. On the ADF 1 CONTROL page, push the MODE ADF/ANT line select key (select ANT mode). Make sure
that the bearing pointers disappear, but that audio is still received. Then push the MODE ADF/ANT line
select key again (select ADF mode) and make sure that the pointers reappear.
g. Show the LRU DIAGNOSTIC DATA page with the ADF RECEIVER 1 word on the MFD. Select the ADF
1 CONTROL page on the pilot CDU. Push and hold the TEST line select key. Make sure that the bearing
pointers turn 90 degrees, and that the ADF RECEIVER 1 diagnostic word is 400001. Release the button,
and make sure that the pointers return to the pretest bearing indication and the diagnostic word is
600001.
h. If ADF 1 will not tune to a local station or if self-test fails, refer to Table 5-7 and investigate the internal
ADF fault code (part of the diagnostic word). If the code indicates normal antenna power and a low input
signal level, test the ANT-462B. If the antenna tests normal, replace the ADF 1.
i. On the pilot side reversionary panel, set the CDU reversion switch to select CDU 2 (pilot CDU blanks).
Make sure that bearing pointer indications remain correct and that the ADF radio responds to the copi-
lot CDU. If not correct, make sure that a ground is input from the CDU reversion switch to ADF 1 pin
P1-5 (RX PORT A/B ENBL). Then set the CDU switch to NORM (normal operation) position.
j. If a problem is suspected with BFO reception, select BFO ON mode using the ADF 1 CONTROL page on
the pilot CDU. The ADF 1 provides a 1000-Hz aural output tone when receiving a keyed CW signal.
1 November 2000 5-166

5.12.2.4 ADF 2 Test Procedure
Note
If two ADFs are installed, they may be swapped with each other to test the airplane wiring and to
isolate a failed unit.
b. Select ADF 2 as the dual-bar bearing pointer source using the DCP NAV/BRG button and the PFD BRG
SOURCE menu.
c. On the copilot CDU, push the TUN button and show the TUNE page. Push the ADF 2 line select key
(may be on TUNE page 2/2) and show the ADF 2 CONTROL page. Push the MODE ADF/ANT line select
key and select ADF mode.
Note
The ADF 2 supplies bearing data to the copilot PFD and MFD displays (through IAPS) on the R-
ADF-1 bus. If bearing data does not show, test the appropriate bus and receiving LRU.
d. Tune the ADF 2 to a local AM radio station using the copilot CDU. Make sure that the bearing pointer
on the PFD indicates a reasonable bearing to the tuned station. Make sure AM audio is received.
e. If test fails, make sure that an open circuit is input to ADF 2 pin P1-5 (RX PORT A/B ENBL).
f. On the ADF 2 CONTROL page, push the MODE ADF/ANT line select key (select ANT mode). Make sure
that the bearing pointers disappear, but that audio is still received. Then push the MODE ADF/ANT line
select key again (select ADF mode) and make sure that the pointers reappear.
g. Show the LRU DIAGNOSTIC DATA page with the ADF RECEIVER 2 word on the MFD. Select the ADF
2 CONTROL page on the copilot CDU. Push and hold the TEST line select key. Make sure that the
bearing pointers turn 90 degrees, and that the ADF RECEIVER 2 diagnostic word is 400002. Release the
button and make sure that the pointers return to the pretest bearing indication and the diagnostic word
is 600002.
h. If ADF 2 will not tune to a local station or if self-test fails, refer to Table 5-7 and investigate the internal
ADF fault code (part of the diagnostic word). If the code indicates normal antenna power and a low input
signal level, test the ANT-462B. If the antenna tests normal, replace the ADF 2.
i. On the pilot side reversionary panel, set the CDU reversion switch to select CDU 1 (copilot CDU blanks).
Make sure that bearing pointer indications remain correct and that the ADF radio responds to the pilot
CDU. If not correct, make sure that a ground is input from the CDU reversion switch to ADF 2 pin P1-5
(RX PORT A/B ENBL). Then set the CDU switch to the NORM (normal operation) position.
j. If a problem is suspected with BFO reception, select BFO ON mode using the ADF 2 CONTROL page on
the copilot CDU. The ADF 2 provides a 1000-Hz aural output tone when receiving a keyed CW signal.
1 November 2000 5-167

5.12.2.5 AHC 1 (and ECU 1) Test Procedure
Note
The two AHCs may be swapped with each other to test the airplane wiring and to isolate a failed
unit. If the AHC is swapped or replaced, the External Compensation Unit (ECU) remains with the
mount. If the ECU is replaced, a compass swing must be done.
and Table 5-9. If diagnostic word 350 bit 17 is set, test FDU 1.
Note
When a new AHC is first installed, it may repeat initialization several times. Do not interrupt power
to the unit during this first initialization period. Subsequent initializations should complete in one or
two 40-second intervals.
b. If the AHRS power-up initialization is not successful, swap AHC 1 with the (operational) AHC 2. If the
fault follows the suspect AHC, replace that AHC. If the AHC now in the AHC 1 mount no longer initial-
izes, test the airplane wiring.
c. If both HDG fail (red boxed MAG) and ATT fail (red boxed ATT) show on PFD 1, set the AHRS reversion
switch on the pilot reversion panel to AHRS 2. If both annunciations clear, replace AHC 1. Set the AHRS
reversion switch to the center (normal) position.
d. If only ATT fail shows (HDG fail does not show), set the AHRS reversion switch on the pilot reversion
panel to AHRS 2. If ATT fail annunciation clears, replace AHC 1. Set the AHRS reversion switch to the
center (normal) position.
e. If only HDG fail shows (ATT fail does not show), test the FDU.
f. If HDG compare (yellow boxed HDG) shows on the PFD and both AHCs are valid (no ATT or HDG fail
annunciations), toggle the left and right DG FREE/NORM switches from NORM (slave) to DG FREE to
NORM (fast slave). Make sure the airplane is not near any large metal objects. External metallic objects
like hangars, overhead power cables, and power carts can distort the AHRS heading sensors.
g. If HDG compare does not clear, swap AHCs. If the incorrect heading indication follows the AHC, then
replace that computer. If the heading indications do not change, do a compass swing or replace the ECU.
Note that the ECU has a very low failure rate. If problem continues, replace the FDU.
h. If attitude compare (yellow boxed PIT or ROL) shows on the PFD and both AHCs are valid (no ATT or
HDG fail annunciations), replace the AHC providing the incorrect attitude indication. Be sure AHC
mounts are properly installed.
i. The left DG FREE/NORM switch causes the AHC to fast slave to the FDU heading. If a problem is sus-
pected with this switch, make sure that +28 V dc is input to AHC pin P1-94 when this switch is toggled
to DG FREE position. Refer to system schematic to test the wiring of L/R SLEW switches.
j. If a battery backup problem is suspected, pull the circuit breaker to remove primary power from AHC
pins P1-14 and P1-24. Battery power should still be input to P1-23. The AHC should function normally
for approximately 10 minutes.
1 November 2000 5-168

5.12.2.6 AHC 2 (and ECU 2) Test Procedure
Note
The two AHCs may be swapped with each other to test the airplane wiring and to isolate a failed
unit. If the AHC is swapped or replaced, the ECU remains with the mount. If the ECU is replaced, a
compass swing must be done.
and Table 5-9. If diagnostic word 350 bit 17 is set, test FDU 2.
Note
When a new AHC is first installed, it may repeat initialization several times. Do not interrupt power
to the unit during this first initialization period. Subsequent initializations should complete in one or
two 40-second intervals.
b. If the AHRS power-up initialization is not successful, swap AHC 2 with the (operational) AHC 1. If the
fault follows the suspect AHC, replace that AHC. If the AHC now in the AHC 2 mount no longer initial-
izes, test the airplane wiring.
c. If both HDG fail (red boxed MAG) and ATT fail (red boxed ATT) show on PFD 2, set the AHRS reversion
switch on the pilot reversion panel to AHRS 1. If both annunciations clear, replace AHC 2. Set the AHRS
reversion switch to the center (normal) position.
d. If only ATT fail shows (HDG fail does not show), set the AHRS reversion switch on the pilot reversion
panel to AHRS 1. If ATT fail annunciation clears, replace AHC 2. Set the AHRS reversion switch to the
center (normal) position.
e. If only HDG fail shows (ATT fail does not show), test the FDU.
f. If HDG compare (yellow boxed HDG) shows on the PFD and both AHCs are valid (no ATT or HDG fail
annunciations), toggle the left and right DG FREE/NORM switches from NORM (slave) to DG FREE to
NORM (fast slave). Make sure the airplane is not near any large metal objects. External metallic objects
like hangars, overhead power cables, and power carts can distort the AHRS heading sensors.
g. If HDG compare does not clear, swap AHCs. If the incorrect heading indication follows the AHC, then
replace that computer. If the heading indications do not change, do a compass swing or replace the ECU.
Note that the ECU has a very low failure rate. If problem continues, replace the FDU.
h. If attitude compare (yellow boxed PIT or ROL) shows on the PFD and both AHCs are valid (no ATT or
HDG fail annunciations), replace the AHC providing the incorrect attitude indication. Be sure AHC
mounts are properly installed.
i. The right DG FREE/NORM switch causes the AHC to fast slave to the FDU heading. If a problem is
suspected with this switch, make sure that +28 V dc is input to AHC pin P1-94 when this switch is tog-
gled to DG FREE position. Refer to system schematic to test the wiring of L/R SLEW switches.
j. If a battery backup problem is suspected, pull the circuit breaker to remove primary power from AHC
pins P1-14 and P1-24. Battery power should still be input to P1-23. The AHC should function normally
for approximately 10 minutes.
1 November 2000 5-169

5.12.2.7 ALT Test Procedure
b. If a RADIO ALTIMETER fault shows, make sure the circuit breaker is on and power is input to ALT pin
P1-9.
c. Make sure that both PFDs show approximately 0-foot radio altitude. If the radio altitude is not 0-foot
(while on the runway), make sure the AID altimeter strapping is correct, or suspect an antenna failure.
d. Push and hold the RA TEST button. Make sure that the PFD shows 50-foot radio altitude.
e. If the test fails, make sure that a ground is input to ALT pin P1-25 while the RA TEST button is pushed.
If a ground is missing, the ALT is not in test mode; test the airplane wiring.
1 November 2000 5-170

5.12.2.8 ANT-462B Test Procedur e
Note that the ANT-462B does not report to the LRU STATUS and LRU DIAGNOSTIC DATA pages, but
any faults detected by these diagnostics should be resolved before beginning this procedure.
b. Test the ADF receiver(s) before beginning this procedure. Be sure to tune an AM station that uses a
nearby transmitting tower, and move away from possible interference sources. If each ADF passes its
test procedure, then the ANT-462B is operational.
c. If two ADFs are installed and only one of them passes its test procedure, swap receivers to isolate the
failed ADF or ANT/wiring problem.
d. On the pilot CDU, push the TUN button and show the TUNE page. Push the ADF 1 line select key (may
be on TUNE page 2/2) and show the ADF 1 CONTROL page. Push the MODE ADF/ANT line select key
and select ADF mode.
1. Make sure the ADF 1/ANT interface wiring as follows:
(a) +15 V dc on ADF 1 pin P1-9 (ANT B+).
(b) –12 V dc on ADF 1 pin P1-17 (LOOP B-); present only in ADF mode.
(c) Voltage activity on ADF 1 pins P1-37 (SIN MOD) and P1-41 (COS MOD) as the receiver is re-
tuned to a valid local frequency.
(d) Select ANT mode. Connect a wire to the A1 coax input jack of the receiver and make sure AM
audio is received. Then select ADF mode.
2. If any of these steps fail, replace the ADF 1. If all steps pass (and an ADF 1 problem exists), test the
airplane wiring to the antenna. If wiring is correct, replace the ANT-462B.
e. If two ADF receivers are installed, repeat step d using the copilot CDU to select modes for the right
ADF. Make sure the ADF 2/ANT interface by testing the same pins specified above, but on the ADF 2 re-
ceiver.
1. If any steps fail, replace the ADF 2. If all steps pass (and an ADF 2 problem exists), test the airplane
wiring to the antenna. If wiring is correct, replace the ANT-462B.
1 November 2000 5-171

5.12.2.9 CDU-6200 1 Test Procedu re
Note
The two CDUs may be swapped with each other to test the aircraft wiring and to isolate a failed
unit.
and Table 5-11. If no faults are present, look at the LRU FAULT HISTORY page for intermittent faults
and troubleshoot according to diagnostic word explanations.
b. If the display is blank, make sure the circuit breaker is on and the CDU reversion switch is set to nor-
mal.
c. If FMS FAULT message shows (on CDU), test the FMC. This message can mean a failed L-FMC-3 to the
CDU or a failed FMC.
d. If CDU FAULT message shows (on CDU), replace the CDU.
e. Test all the CDU line select keys, pushbuttons, and knobs for sticking or improper operation.
1. Alternately push the function keys and make sure proper CDU displays. Line-select-keys select func-
tions on some pages, and alphanumeric keys write on the scratch pad line.
1 November 2000 5-172

5.12.2.10 CDU-6200 2 Test Procedu re
Note
The two CDUs may be swapped with each other to test the aircraft wiring and to isolate a failed
unit.
and Table 5-11. If no faults are present, look at the LRU FAULT HISTORY page for intermittent faults
and troubleshoot according to diagnostic word explanations.
b. If the display is blank, make sure the circuit breaker is on and the CDU reversion switch is set to nor-
mal.
c. If FMS FAULT message shows (on CDU), test the FMC. This message can mean a failed R-FMS-3 to the
CDU or a failed FMC.
d. If CDU FAULT message shows (on CDU), replace the CDU.
e. Test all the CDU line select keys, pushbuttons, and knobs for sticking or improper operation.
1. Alternately push the function keys and make sure proper CDU displays. Line-select-keys select func-
tions on some pages, and alphanumeric keys write on the scratch pad line.
1 November 2000 5-173

5.12.2.11 CSU-3100 1 Test Procedu re
Note
The two CSUs may be swapped with each other to test the IAPS wiring and to isolate a failed unit.
a. Look at the LRU STATUS page and troubleshoot. Note that the CSU does not report to the LRU
STATUS page, but any faults detected by these diagnostics should be resolved before beginning this pro-
cedure.
1. The CSU contains several DIP switches that program the specific avionics configuration. The CSU
has a very low failure rate. The CSU test consists of reading program configuration words that have
been sensed by the IOCs and the FGCs.
b. Set the maintenance switch to ON, then repeatedly push the FORMAT line select key on the MFD until
the MAINTENANCE ACCESS page shows.
1. Push the MDC line select key to access the MAINTENANCE MENU page. The MAINTENANCE
MENU page shows on the MFD.
2. Position the cursor on the CONFIGURATION STRAPPING UNIT line using the MFD line select
keys PREV or NEXT on the left side of the MFD.
c. Push the SELECT line select key to select the CONFIGURATION STRAPPING UNIT page.
1. Make sure the left and right side strapping words are identical. If a miscomparison is detected, the
strapping word shows in yellow. Refer to Table 5-53 through Table 5-68 to interpret the strapping
configuration words.
d. Enter FCS DIAGNOSTICS and show the INPUT MODE page. Select the STPCFG parameter. Make
sure that this line reads 8X 0X. The '8' digit is a SDI strap that is hard-wired in the IAPS card cage; the
'X' digits are programmed by the CSU.
1 November 2000 5-174

5.12.2.12 CSU-3100 2 Test Procedu re
Note
The two CSUs may be swapped with each other to test the IAPS wiring and to isolate a failed unit.
a. Look at the LRU STATUS page and troubleshoot. Note that the CSU does not report to the LRU
STATUS page, but any faults detected by these diagnostics should be resolved before beginning this pro-
cedure.
1. The CSU contains several DIP switches that program the specific avionics configuration. The CSU
has a very low failure rate. The CSU test consists of reading program configuration words that have
been sensed by the IOCs and the FGCs.
b. Set the maintenance switch to ON, then repeatedly push the FORMAT line select key on the MFD until
the MAINTENANCE ACCESS page shows.
2. Position the cursor on the CONFIGURATION STRAPPING UNIT line using the MFD line select
keys PREV or NEXT on the left side of the MFD.
c. Push the SELECT line select key to select the CONFIGURATION STRAPPING UNIT page.
1. Make sure the left and right side strapping words are identical. If a miscomparison is detected, the
strapping word shows in yellow. Refer to Table 5-53 through Table 5-68 to interpret the strapping
configuration words.
d. Enter FCS DIAGNOSTICS and show the INPUT MODE page. Select the STPCFG parameter. Make
sure that this line reads 8X 0X. The '8' digit is a SDI strap that is hard-wired in the IAPS card cage; the
'X' digits are programmed by the CSU.
1 November 2000 5-175

5.12.2.13 CTL Test Procedure
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, look at the LRU FAULT HISTORY page for intermit-
tent faults and troubleshoot. Note that the CTL does not report to the LRU DIAGNOSTIC DATA page,
but any faults detected by these diagnostics should be resolved before beginning this procedure.
b. Turn the CTL mode selector switch to OFF, then to the STBY position. Observe the COM and NAV fre-
quency windows show a 1 followed by all eights, and TX shows below the frequency display for five sec-
onds. Make sure the frequencies shown in the COM and NAV windows are the same as shown for the ac-
tive COM and NAV on the number 1 CDU.
c. Turn the CTL mode selector switch to the ON position. COM1/NAV1 REMOTE shows between the COM
1 and NAV 1 lines of the CDU to indicate the CTL is tuning the radios. Set the CTL COM/NAV select
switch to the COM position. Turn the CTL frequency select knobs and make sure the CTL changes only
the frequency of the number 1 COM. Make sure the number 1 CDU shows the same COM 1 frequency as
the CTL.
1. If COM 1 radio will not retune, test the CTL-1 CSDB output bus P1-S/R and the CSDB tuning select
P1-B (ground = CSDB) discrete to the COM 1 radio.
d. Select the NAV position with the COM/NAV switch. Turn the CTL frequency select knobs and make sure
the CTL changes only the frequency of the number 1 NAV. Make sure the number 1 CDU shows the
same NAV 1 frequency as the CTL.
1. If NAV 1 radio will not retune, test the CTL-2 CSDB output bus P1-N/M and the CSDB tuning select
P1-C (ground = CSDB) discrete to the NAV 1 radio.
e. If a problem is suspected with the (optional) MKR SENSE external switch, test the VIR radio using that
function. If the test fails, test the wiring to the CTL as follows:
1. The remote MKR SENSE switch inputs an open (LO sensitivity) or a ground (HI sensitivity) to pin
P1-d.
1 November 2000 5-176

5.12.2.14 DBU-4100 Test Procedur e
Note
The DBU is operational if the FMS systems can successfully read from a data base diskette and if
the MDC can successfully write maintenance files to diskette.
If no faults are present, look at the LRU FAULT HISTORY page for intermittent faults and troubleshoot
according to diagnostic word explanations.
1. The DBU polls each interface once every two second to see if service is required. On the LRU DIAG-
NOSTIC DATA page, look at the MDC label 350 bit 18 and IAPS FMC label 350 bit 17 (no activity =
1) for DBU bus activity to the MDC/FMCs.
2. On the LRU DIAGNOSTIC DATA page, look at the DBU label 351 bits 22 (L-FMC), 23 (R-FMC), and
24 (L-MDC) (no activity = 1) for LRU bus activity to the DBU.
b. Set the maintenance switch to ON and then repeatedly push the FORMAT line select key on the MFD
until the MAINTENANCE ACCESS page shows.
2. Position the cursor on the DISK OPERATIONS line using the MFD line select keys PREV or NEXT
c. Push the SELECT line select key to select the DISK OPERATIONS page.
1. Insert a formatted blank 3.5 inch diskette. Select the WRITE FILES TO DISK line. Make sure that
the MFD shows a list of files that may be downloaded to diskette.
2. Select the LRU FAULT HISTORY line, ALL LEGS, and then DOWNLOAD to begin the write opera-
tion. If the MFD shows a DBU NOT AVAILABLE error message, be sure the diskette is properly in-
serted in the DBU. If any other error message shows, repeat this step with another blank diskette.
d. FINISHED WRITING FILES shows when the WRITE FILES TO DISK is complete.
1 November 2000 5-177

5.12.2.15 DCP-3020 1 Test Procedure
Note
The two DCPs may be swapped with each other to test the aircraft wiring and to isolate a failed unit.
b. Operate the DCP and make sure that all controls function normally. Test the DCP controls as follows:
1. Turn the BARO knob to change the barometric pressure correction. The baro-correction value shows
below the PFD altitude scale.
2. Push the PUSH STD button to select standard barometric pressure correction (29.92 inches of mer-
cury or 1013 hecto Pascals).
3. (NOTE: Aircraft engines must be running and no comparators can be in view and no engine parame-
ter can be displayed in a transient (yellow) or over limit (red) value for the ENGINE button to func-
tion as described in this step.) Push the ENGINE button to manually declutter the engine display.
The N2, fuel flow, oil temperature, oil pressure, and fuel temperature readouts and legends are re-
moved. Push the ENGINE button again to show the engine parameters.
4. Push the REFS button to show the airspeed V references, minimum radio altitude, minimum baro-
altitude, and N1 reference setting on the PFD.
5. When the REFS menu shows, turn the MENU ADV knob to move the selected reference box to the
next reference menu line.
6. Push the PUSH MENU SET button and the selected reference box flashes, then turn the MENU
ADV knob to change the reference value. Push the PUSH MENU SET button to set the reference
value and the box stops flashing.
7. Push the NAV/BRG button to show the BRG SOURCE and NAV SOURCE menus on the PFD.
8. Push the RADAR button to show the weather radar menus on the PFD.
9. Push the GCS button to select or deselect ground clutter suppression.
10. Turn the TILT knob to select the RTA (antenna) vertical tilt angle. The selected angle (-15 to +15 de-
grees) shows with the letter T on the MFD.
11. Push the (center) PUSH AUTO TILT button to select or deselect automatic radar tilt control.
12. Turn the RANGE knob to select the display range for the MFD map and radar pictorials. Range an-
nunciations show on the MFD.
22 February 2005 5-178

5.12.2.16 DCP-3020 2 Test Procedure
Note
The two DCPs may be swapped with each other to test the aircraft wiring and to isolate a failed unit.
b. Operate the DCP and make sure that all controls function normally. Test the DCP controls as follows:
1. Turn the BARO knob to change the barometric pressure correction. The baro-correction value shows
below the PFD altitude scale.
2. Push the PUSH STD button to select standard barometric pressure correction (29.92 inches of mer-
cury or 1013 hecto Pascals).
3. (NOTE: Aircraft engines must be running and no comparators can be in view and no engine parame-
ter can be displayed in a transient (yellow) or over limit (red) value for the ENGINE button to func-
tion as described in this step.) Push the ENGINE button to manually declutter the engine display.
The N2, fuel flow, oil temperature, oil pressure, and fuel temperature readouts and legends are re-
moved. Push the ENGINE button again to show the engine parameters.
4. Push the REFS button to show the airspeed V references, minimum radio altitude, minimum baro-
altitude, and N1 reference setting on the PFD.
5. When the REFS menu shows, turn the MENU ADV knob to move the selected reference box to the
next reference menu line.
6. Push the PUSH MENU SET button and the selected reference box flashes, then turn the MENU
ADV knob to change the reference value. Push the PUSH MENU SET button to set the reference
value and the box stops flashing.
7. Push the NAV/BRG button to show the BRG SOURCE and NAV SOURCE menus on the PFD.
8. Push the RADAR button to show the weather radar menus on the PFD.
9. Push the GCS button to select or deselect ground clutter suppression.
10. Turn the TILT knob to select the RTA (antenna) vertical tilt angle. The selected angle (-15 to +15 de-
grees) shows with the letter T on the MFD.
11. Push the (center) PUSH AUTO TILT button to select or deselect automatic radar tilt control.
12. Turn the RANGE knob to select the display range for the MFD map and radar pictorials. Range an-
nunciations show on the MFD.
22 February 2005 5-179

5.12.2.17 DCU 1 Test Procedure
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages. Troubleshoot according to Table 5-14,
Table 5-15, and Table 5-16. If no faults are present, look at the LRU FAULT HISTORY page for intermit-
tent faults and troubleshoot.
b. If a problem is suspected with a discrete input or output to the DCU, refer to the EICAS system sche-
matic and test each input or output. Refer to Table 5-14. On the LRU DIAGNOSTIC DATA page, look at
the DCU label 350 bits 14 and 15 for discrete faults in the DCU.
c. If a problem is suspected with an analog input or output to the DCU, refer to the EICAS system sche-
matic and test each input or output.
1 November 2000 5-180

5.12.2.18 DCU 2 Test Procedure
b. If a problem is suspected with a discrete input or output to the DCU, refer to the EICAS system sche-
matic and test each input or output. Refer to Table 5-14. On the LRU DIAGNOSTIC DATA page, look at
the DCU label 350 bits 14 and 15 for discrete faults in the DCU.
c. If a problem is suspected with an analog input or output to the DCU, refer to the EICAS system sche-
1 November 2000 5-181

5.12.2.19 DME 1 Test Procedure
Note
The two DMEs may be swapped with each other to test the airplane wiring and to isolate a failed
unit.
b. Tune the VIR 1 (and DME 1) to a VOR frequency such as 117.00 MHz using the pilot CDU. Select VOR 1
as the active NAV source on the MFD.
c. On the pilot CDU, push the TUN button and show the TUNE page. Push the NAV 1 line select key and
show the NAV 1 CONTROL page. Push the TEST line select key and the NAV/DME test is active for 10
seconds. On the PFD 1/MFD 1, make sure that the DME distance is 100 NM and the station ident is
AOK. Make sure that DME audio ident is AOK.
d. Tune the VIR 1 (and DME 1) to a local VOR frequency using the pilot CDU. Make sure that the distance
indications on the PFD 1/MFD 1 agree and are reasonable. If test fails, make sure that an open circuit is
input to DME 1 pin P1-42 (RX PORT A/B ENBL).
e. On the pilot side reversionary panel, set the CDU reversion switch to select CDU 2 (pilot CDU blanks).
Make sure that distance indications remain correct and that the VIR radio responds to the copilot CDU.
If not correct, make sure that a ground is input from the CDU reversion switch to DME 1 pin P1-42 (RX
PORT A/B ENBL). Then set the CDU switch to NORM (normal operation) position.
f. Show the TUNE page on the pilot CDU. Note the DME 1 frequency. Push the DME 1 HOLD line select
key on the pilot CDU. Make sure that HOLD annunciation enlarges and the frequency shows on the pi-
lot CDU, and H shows on the PFD 1/MFD 1.
g. Tune the VIR 1 to a different frequency using the pilot CDU. Select the NAV 1 CONTROL page on the
CDU and make sure that the HOLD frequency is the same as that noted in step f. Then push the DME 1
HOLD line select key and make sure that the DME retunes to the new frequency.
h. If an L-band suppression problem is suspected, make sure that a blanking pulse is input from pin P1-14.
1 November 2000 5-182

5.12.2.20 DME 2 Test Procedure
Note
The two DMEs may be swapped with each other to test the airplane wiring and to isolate a failed
unit.
b. Tune the VIR 2 (and DME 2) to a VOR frequency such as 117.00 MHz using the copilot CDU. Select VOR
2 as the active NAV source on the MFD.
c. On the copilot CDU, push the TUN button and show the TUNE page. Push the NAV 2 line select key
and show the NAV 2 CONTROL page. Push the TEST line select key and the NAV/DME test is active for
10 seconds. On the PFD 2/MFD 2, make sure that the DME distance is 100 NM and the station ident is
AOK. Make sure that DME audio ident is AOK.
d. Tune the VIR 2 (and DME 2) to a local VOR frequency using the copilot CDU. Make sure that the dis-
tance indications on the PFD 2/MFD 2 agree and are reasonable. If test fails, make sure that an open
circuit is input to DME 2 pin P1-42 (RX PORT A/B ENBL).
e. On the pilot side reversionary panel, set the CDU reversion switch to select CDU 1 (copilot CDU blanks).
Make sure that distance indications remain correct and that the VIR radio responds to the pilot CDU. If
not correct, make sure that a ground is input from the CDU reversion switch to DME 2 pin P1-42 (RX
f. Show the TUNE page on the copilot CDU. Note the DME 2 frequency. Push the DME 2 HOLD line select
key on the copilot CDU. Make sure that HOLD annunciation enlarges and the frequency shows on the
copilot CDU, and H shows on the PFD 2/MFD 2.
g. Tune the VIR 2 to a different frequency using the copilot CDU. Select the NAV 2 CONTROL page on the
CDU and make sure that the HOLD frequency is the same as that noted in step f. Then push the DME 2
HOLD line select key and make sure that the DME retunes to the new frequency.
h. If an L-band suppression problem is suspected, make sure that a blanking pulse is input from pin P1-14.
1 November 2000 5-183

5.12.2.21 EDC 1 Test Procedure
b. If a problem is suspected with an analog input or output to the DCU, refer to the EICAS system sche-
1 November 2000 5-184

5.12.2.22 EDC 2 Test Procedure
b. If a problem is suspected with an analog input or output to the DCU, refer to the EICAS system sche-
1 November 2000 5-185

5.12.2.23 FGC-3000 1 Test Procedu re
Note
When investigating an autopilot problem, look at the FCS report mode diagnostic codes. When inves-
tigating a flight director problem, the two FGCs may be swapped with each other to test the airplane
wiring and to isolate a failed unit.
through Table 5-30. If no faults are present, look at the LRU FAULT HISTORY page for intermittent
faults and troubleshoot according to diagnostic word explanations. Note that number 1 FGC diagnostics
are disabled if the number 1 PWR module fails.
AUTOPILOT PROBLEM:
b. Set the maintenance switch to ON, then repeatedly push the MFD FORMAT line select key until the
MAINTENANCE ACCESS page shows. Push the FCS line select key to access the FCS DIAGNOSTICS
page and show the REPORT MODE. Refer to paragraph 5.10.1, and investigate all nonzero codes. Re-
member to push the LEFT SUMMARY or RIGHT SUMMARY line select key for a "plain English" FGC
repair code summary. The lines of explanation show in order of priority (top line is highest priority). If
more than one problem exists, solve the highest priority problem first; related problems may also disap-
pear.
1. If a FGC column is blank, replace that left or right FGC. If the FGC DIAGNOSTICS will not show or
if the page unexpectedly blanks, replace the FGC providing display data to the MFD (indicated by
arrow in center of page).
(a) Record each 6-digit REPAIR code (error summary) if all digits are not 0.
(b) If autopilot/yaw damper will not engage: Record all six digits of each AP ENG and YD ENG code.
(c) If autopilot/yaw damper disengaged itself: Record all six digits of each AP DIS and YD DIS code.
c. If a Flight Guidance Panel problem is suspected, test the FGP.
d. If a servo problem is suspected, test the SVOs.
FLIGHT DIRECTOR PROBLEM:
e. If FD (fail) shows on either PFD, record and investigate the 6-digit STEER codes shown on the REPORT
mode page.
f. If a pilot-side mode select problem is suspected, test the FGP.
g. Exit FGC DIAGNOSTICS and make sure that the AP and YD are not engaged. Push the HDG button on
the FGP. Momentarily push the HDG sync switch on the FGP. Turn the HDG knob and make sure that
the flight director command bars (on PFD 1) respond laterally.
h. Push the VS button on FGP. Turn the vertical speed/pitch wheel on the FGP and make sure that the
command bars respond vertically.
i. Push the SYNC button on the pilot control wheel. Make sure that the vertical speed reference goes to
zero, and the command bars null.
j. If a pitch trim problem is suspected, test the pitch trim for proper operation. Move the control wheel
back and make sure nose-down trim; move the wheel forward and make sure nose-up trim. Refer to
paragraph 5.11.3and set FGC trim outputs to isolate a FGC/pitch trim interface problem. Refer to the
FCS system schematic and test the pitch trim I/O at the ICC external connectors.
1 November 2000 5-186

5.12.2.24 FGC-3000 2 Test Procedu re
Note
When investigating an autopilot problem, look at the FCS report mode diagnostic codes. When inves-
tigating a flight director problem, the two FGCs and two MSPs may be swapped with each other to
test the airplane wiring and to isolate a failed unit.
faults and troubleshoot according to diagnostic word explanations. Note that number 2 FGC diagnostics
are disabled if the number 2 PWR module fails.
AUTOPILOT PROBLEM:
b. Set the maintenance switch to ON, then repeatedly push the MFD FORMAT line select key until the
MAINTENANCE ACCESS page shows. Push the FCS line select key to access the FCS DIAGNOSTICS
page and show the REPORT MODE. Refer to paragraph 5.10.1, and investigate all nonzero codes. Re-
member to push the LEFT SUMMARY or RIGHT SUMMARY line select key for a "plain English" FGC
repair code summary. The lines of explanation show in order of priority (top line is highest priority). If
more than one problem exists, solve the highest priority problem first; related problems may also disap-
pear.
1. If a FGC column is blank, replace that left or right FGC. If the FGC DIAGNOSTICS will not show or
if the page unexpectedly blanks, replace the FGC providing display data to the MFD (indicated by
arrow in center of page).
(a) Record each 6-digit REPAIR code (error summary) if all digits are not 0.
(b) If autopilot/yaw damper will not engage: Record all six digits of each AP ENG and YD ENG code.
(c) If autopilot/yaw damper disengaged itself: Record all six digits of each AP DIS and YD DIS code.
c. If a Flight Guidance Panel problem is suspected, test the FGP.
d. If a servo problem is suspected, test the SVOs.
FLIGHT DIRECTOR PROBLEM:
e. If FD (fail) shows on either PFD, record and investigate the 6-digit STEER codes shown on the REPORT
mode page.
f. If a copilot-side mode select problem is suspected, test the FGP.
g. Exit FGC DIAGNOSTICS and make sure that the AP and YD are not engaged. Push the HDG button on
the FGP. Momentarily push the HDG sync switch on the FGP. Turn the HDG knob and make sure that
the flight director command bars (on PFD 2) respond laterally.
h. Push the VS button on FGP. Turn the vertical speed/pitch wheel on the FGP and make sure that the
command bars respond vertically.
i. Push the SYNC button on the pilot control wheel. Make sure that the vertical speed reference goes to
zero, and that the command bars null.
j. If a pitch trim problem is suspected, make sure proper operation. Move the control wheel back and make
sure nose-down trim; move the wheel forward and make sure nose-up trim. Refer to paragraph 5.11.3and
set FGC trim outputs to isolate a FGC/pitch trim interface problem. Refer to the FCS system schematic
and test the pitch trim I/O at the ICC external connectors.
1 November 2000 5-187

5.12.2.25 FGP Test Procedure
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, look at the LRU FAULT HISTORY page for intermit-
tent faults and troubleshoot. Note that FGP +5 V dc A isolation power is supplied by the number 1 PWR
module, and +5 V dc B isolation power is supplied by the number 2 PWR module in the IAPS.
b. If the FGP is completely dead (no active outputs), make sure that power is input to FGP pins P1-M (+28-
V dc A), P2-M (+28-V dc B), P1-R (+5-V dc A ISOL), and P2-R (+5-V dc B ISOL). If power is present, re-
place the FGP. If power is not present, make sure the circuit breakers and airplane wiring is operational.
c. Push the FGP YD button to engage the yaw damper (no annunciation on PFD). Push the FGP YD button
again to disengage the yaw damper (yellow flashing YD shows on PFD). If the yaw damper will not en-
gage, make sure the FGP inputs specified below are correct.
d. Make sure the +28-V dc YD ENGAGE ENABLE is present at pins: P1-HH and P2-HH.
e. Push the FGP AP button to engage the autopilot and yaw damper (AP shows on PFD). If the autopilot
will not engage, make sure the FGP inputs specified below are correct.
f. Make sure the +28-V dc is present at these pins: P1-a, P1-AA, P2-a, and P2-AA.
1. Make sure these pins are open: P1-BB, P1-DD, P1-FF, P1-GG, P2-BB, P2-DD, P2-FF, and P2-GG.
g. Make sure that pushing the FGP YD/AP DISC bar down disengages the autopilot. Make sure that
pushing each AP DISC, GO AROUND, and manual trim switch disengages the autopilot.
h. Push each of the FGP mode buttons “on” and make sure that the selected mode shows on the PFDs.
Then push the button again and make sure that the annunciations clear. If any button fails this test, go
to step i.
i. Enter FCS DIAGNOSTICS and show the INPUT MODE page. Select the following parameters and
make sure proper LEFT and RIGHT inputs to the FGC.
PARAMETER ACTION/RESULT
AP ENA Push AP engage button and make sure TRUE while button is pushed.
SWIYD Push YD engage button and make sure TRUE until button is released.
SWIXFR Push CPL button and make sure TRUE until button is released.
SWIFD Push FD button and make sure TRUE until button is released.
SWILVL Push FLC button and make sure TRUE until button is released.
SWIAPP Push APPR button and make sure TRUE until button is released.
SWIHDG Push HDG button and make sure TRUE until button is released.
SWINAV Push NAV button and make sure TRUE until button is released.
SWI1/2 Push 1/2 BANK button and make sure TRUE until button is released.
SWIALT Push ALT button and make sure TRUE until button is released.
SWIVS Push VS button and make sure TRUE until button is released.
SWIVNV Push VNAV button and make sure TRUE until button is released.
KNBREF Turn pitch wheel and make sure vertical counter value changes.
1. Exit FCS DIAGNOSTICS.

2. If some (but not all) buttons pass this test, replace the FGP. If none of the buttons pass, suspect the
FGP-1 bus for left inputs or FGP-2 bus for right inputs.
j. Select VOR 1 as the active NAV source. Tune the VOR 1 receiver to a local station or to a ground test
frequency.
k. Turn the CRS 1 knob and make sure that the active course display and active course pointer on the pilot
PFD and MFD respond. Push the PUSH DIRECT switch (in the CRS 1 knob) and make sure that the ac-
tive course shows an angle direct to the tuned station. If test fails, go to step p.
l. Repeat step k using the CRS 2 knob and the copilot PFD display. If test fails, go to step p.
m. Turn the HDG knob and make sure that the heading bug on the PFD responds. Push the PUSH SYNC
switch (in the HDG knob) and make sure that the heading bug moves to the lubber line. If test fails, go
to step p.
n. Turn the SPEED knob and make sure that the ias reference bug (same shape as heading bug) on both
PFDs responds. Push the IAS/MACH switch (in the SPEED knob) to select IAS or Mach reference speed
hold mode. If test fails, go to step p.
1 November 2000 5-188

o. Turn the ALT knob and make sure that the preselected altitude display on both PFDs responds. Push
the PUSH CANCEL switch (in the ALT knob) to cancel altitude alerts. If test fails, go to step p.
p. An alternate way to test the FCP knob functions is provided below. If these tests pass, the FCP knobs
are operational. If a knob fails an above test, but passes these tests, test the FCP to DCP wiring; if wir-
ing is correct, test pilot or copilot DCP.
SEL A: 0.5 V 5.0 V 0.5 V
SEL B: 0.5 V 0.5 V 5.0 V
1. Turn CRS 1 knob and make sure that dc voltage pairs at pins SEL A (P1-A) and SEL B (P1-B) se-
quentially change (as shown above) at each knob detent.
2. For example: Suppose 0.5-V dc is measured at pin P1-A and at pin P1-B (both referenced to ground).
Turn the CRS 1 knob one click. The voltage at pin P1-A should be 5-V dc and the voltage at pin P1-B
should be 0.5-V dc. Turn the knob another click. The voltage at pin P1-A should be 0.5-V dc and the
voltage at pin P1-B should be 5.0-V dc. At the next click, both voltages should again be 0.5-V dc.
3. Turn CRS 2 knob and make sure that dc voltage pairs at pins SEL A (P2-A) and SEL B (P2-B) se-
quentially change at each knob detent.
4. Turn HDG knob and make sure that dc voltage pairs at HDG-1 SEL A (P1-E) and SEL B (P1-F), and
HDG-2 SEL A (P2-E) and SEL B (P2-F) sequentially change at each knob detent.
5. Make sure that while a knob inset button is pushed, a ground is input to the proper pin(s). CRS 1
grounds pin P1-D (DIRECT TO), CRS 2 grounds pin P2-D (DIRECT TO), and HDG grounds pins P1-
G and P2-G (SYNC).
6. Turn SPEED knob and make sure that dc voltage pairs at SPEED BUG-1 SEL A (P1-v) and SEL B
(P1-w), and SPEED BUG-2 SEL A (P2-v) and SEL B (P2-w) sequentially change at each knob detent.
7. Turn ALT knob and make sure that dc voltage pairs at PRESEL ALT-1 SEL A (P1-H) and SEL B
(P1-J), and PRESEL ALT-2 SEL A (P2-H) and SEL B (P2-J) sequentially change at each knob de-
tent.
8. Make sure that while a knob inset button is pushed, a ground is input to the proper pin(s). SPEED
knob inset button IAS/MACH grounds pin P1-x and P2-x, and ALT knot inset button altitude alert
cancel (PUSH CANCEL) grounds pins P1-K and P2-K.
q. If a servo engage (clutch) problem is suspected, test the SVOs.
1 November 2000 5-189

5.12.2.26 FDU 1 Test Procedure
Note
If the FDU is swapped or replaced, then a compass swing must be done. If any FDU mounting hard-
ware is replaced, ensure that new hardware is made of nonmagnetic material.
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages, and troubleshoot according to Table 5-8
and Table 5-9. Note that the FDU does not report to the LRU STATUS and LRU DIAGNOSTIC DATA
pages, but any faults detected by these diagnostics should be resolved before beginning this procedure.
1. If AHC diagnostic word 350 bit 17 is set, a flux detector problem has been detected. This code is
caused by a failed AHC 1 or a failed FDU 1. Swap AHCs to isolate the failed AHC or FDU/wiring
problem.
b. If both HDG fail (red boxed MAG) and ATT fail (red boxed ATT) show on PFD 1, test the AHC 1.
c. If HDG compare (yellow boxed HDG) shows on PFD 1, test the AHC 1.
d. If only HDG fail shows (ATT fail does not show), swap AHC computers. If the problem follows the sus-
pect computer, replace the AHC.
1. If HDG fail still shows on PFD 1, test the FDU/AHC wiring. If wiring is correct, replace the FDU.
Refer to the note at the top of this page.
1 November 2000 5-190

5.12.2.27 FDU 2 Test Procedure
Note
If the FDU is swapped or replaced, then a compass swing must be done. If any FDU mounting hard-
ware is replaced, ensure that new hardware is made of nonmagnetic material.
and Table 5-9. Note that the FDU does not report to the LRU STATUS and LRU DIAGNOSTIC DATA
pages, but any faults detected by these diagnostics should be resolved before beginning this procedure.
1. If AHC diagnostic word 350 bit 17 is set, a flux detector problem has been detected. This code is
caused by a failed AHC 2 or a failed FDU 2. Swap AHCs to isolate the failed AHC or FDU/wiring
problem.
b. If both HDG fail (red boxed MAG) and ATT fail (red boxed ATT) show on PFD 2, test the AHC 2.
c. If HDG compare (yellow boxed HDG) shows on PFD 2, test the AHC 2.
d. If only HDG fail shows (ATT fail does not show), swap AHC computers. If the problem follows the sus-
pect computer, replace the AHC.
1. If HDG fail still shows on PFD 2, test the FDU/AHC wiring. If wiring is correct, replace the FDU.
Refer to the note at the top of this page.
1 November 2000 5-191

5.12.2.28 FMC-6000 1 Test Procedu re
Note
The two FMCs may be swapped with each other to test the internal ICC connections and to isolate a
failed unit.
diagnostic word explanation. If no faults are present, look at the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot according to diagnostic word explanations.
1. Note that the FMC is powered by the number 1 PWR module in the IAPS. Be sure that the number 1
PWR is operational before replacing the FMC computer.
b. If FMS FAULT shows on the pilot CDU, cycle the LEFT IAPS circuit breaker. If this message shows
again, make sure that the L-FMC-3 bus is active at the CDU 1 input (pins P1-61/62). If the bus is not ac-
tive at the CDU and the aircraft wiring is correct, replace the FMC.
c. On the left CDU, select the radio tuning page and retune the COM 1 radio. Make sure that the COM 1
radio responds and shows the new frequency in the COM 1 line.
d. Push the FORMAT line select key to show the present position map on the MFD. Make sure that the
map appears reasonable and that navaid symbols show. If map does not show, replace the FMC.
e. If a data base update problem exists, suspect the DBU or the FMC. Test the DBU. If the DBU tests nor-
mal, replace the FMC.
1 November 2000 5-192

5.12.2.29 FMC-6000 2 Test Procedu re
Note
The two FMCs may be swapped with each other to test the internal ICC connections and to isolate a
failed unit.
mittent faults and troubleshoot according to diagnostic word explanations.
1. Note that the FMC is powered by the number 2 PWR module in the IAPS. Be sure that the number 2
PWR is operational before replacing the FMC computer.
b. If FMS FAULT shows on the copilot CDU, cycle the RIGHT IAPS circuit breaker. If this message shows
again, make sure that the R-FMC-3 bus is active at the CDU 2 input (pins P1-61/62). If the bus is not ac-
tive at the CDU and the aircraft wiring is correct, replace the FMC.
c. On the copilot CDU, select the radio tuning page and retune the COM 2 radio. Make sure that the COM
2 radio responds and shows the new frequency in the COM 2 line.
d. Push the FORMAT line select key to show the present position map on the MFD. Make sure that the
map appears reasonable and that navaid symbols show. If map does not show, replace the FMC.
e. If a data base update problem exists, suspect the DBU or the FMC. Test the DBU. If the DBU tests nor-
mal, replace the FMC.
1 November 2000 5-193

5.12.2.30 GPS ANT 1 Test Procedu re
mittent faults and troubleshoot according to diagnostic word explanations. Look at the GPS 1 diagnostic
word for any detected antenna problems.
b. Test the GPS receiver before beginning this procedure. If the GPS receiver passes its test procedure,
then the GPS antenna is operational.
c. If two GPS receivers are installed, and only one of them passes its test procedure, swap receivers to iso-
late the failed receiver or antenna/wiring problem.
5.12.2.31 GPS ANT 2 Test Procedu re
diagnostic word explanations. If no faults are present, look at the LRU FAULT HISTORY page for in-
termittent faults and troubleshoot according to diagnostic word explanations. Look at the GPS 2 diag-
nostic word for any detected antenna problems.
b. Test the GPS receiver before beginning this procedure. If the GPS receiver passes its test procedure,
then the GPS antenna is operational.
c. If two GPS receivers are installed, and only one of them passes its test procedure, swap receivers to iso-
late the failed receiver or antenna/wiring problem.
5.12.2.32 GPS-4000A 1 Test Proced ure
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to Table 5-
32 diagnostic word explanations. If no faults are present, look at the LRU FAULT HISTORY page for in-
termittent faults and troubleshoot according to diagnostic word explanations.
5.12.2.33 GPS-4000A 2 Test Proced ure
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to Table 5-
32 diagnostic word explanations. If no faults are present, look at the LRU FAULT HISTORY page for in-
termittent faults and troubleshoot according to diagnostic word explanations.
1 November 2000 5-194

5.12.2.34 ICC-3000 Test Procedure
Caution
The LRMs installed in the ICC are electrostatic discharge sensitive (ESDS). Transport and store
these modules in their original shipping containers.
Note
The ICC card cage has a very low failure rate. Most IAPS fault isolation is accomplished by swapping
the internal LRM modules. The ICC itself is rarely at fault. When testing or troubleshooting within
the ICC, always watch for any loose connection, damaged connector, or improperly seated LRM mod-
ule.
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to diagnos-
tic word explanations. If no faults are present, look at the LRU FAULT HISTORY page for intermittent
faults and troubleshoot according to diagnostic word explanations. Note that the ICC does not report to
the LRU STATUS page, but any faults detected by these diagnostics should be resolved before beginning
this procedure.
1. If the LRU STATUS page shows any fault message for a resident LRM (IOC, PWR, FGC, FMC, or
MDC), troubleshoot that problem first. Note that the (resident) CSU and IEC units do not report to
diagnostics. If all resident LRMs are operational, then the ICC is also operational.
2. If a resident LRM is reported as failed, but functions properly in a different slot, then suspect an in-
ternal ICC failure. For example: if a number 1 IOC is reported FAILED, but this module functions
properly in the number 2 IOC slot, then the ICC probably has a broken or shorted connection in the
1A section; replace the ICC.
b. If a power problem is suspected, make sure that +28 V dc is properly input to the IAPS. Each PWR mod-
ule has green status LEDs. Make sure that all four LEDs are lit on each PWR module. If not, swap the
failed PWR module with an operational PWR module to isolate the fault to the module or wiring. The
ICC is functionally divided into two independently powered sections as defined below.
ICC SECTION: LEFT/NUMBER 1 RIGHT/NUMBER 2

IAPS POWER: P4-H/J P104-H/J
RESIDENT LRM: Number 1 PWR-3000 Number 2 PWR-3000
Number 1 FGC -3000 Number 2 FGC-3000
Number 1 FMC-3000 Number 2 FMC-3000
Number 1 IOC-3100 Number 2 IOC-3100
MDC-3000
1. The CSU modules do not require power. The IEC receives environmental power at P4-F/G.
c. If an IAPS cooling problem is suspected, first test the IECs.
d. Remember that the ICC is a Collins LRU; do not repair or modify the ICC without proper authorization.
If the ICC does fail, remove all resident LRMs from the ICC, install a replacement ICC, then reinstall
resident LRMs in the new ICC.
e. Refer to the IAPS system schematic for the internal pin numbers and functions. The following extender
card is used with the ICC: 2-row extender card (CPN 687-0969-001).
1 November 2000 5-195

5.12.2.35 IEC-3001 Test Procedure
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot. If the IEC detects an
internal failure, the environmental monitor discrete indicates an IEC failure. Red LEDs on the IEC
module light to identify the failure.
LED FAILURE
QA TRANSDUCER ICC section 1A temperature sensor short/open
QB TRANSDUCER ICC section 2A temperature sensor short/open
FAN SPEED MON IEC fan speed is not within limits
HTR OVER TEMP Heat exchanger is overtemperature
HTR ARM Heater arm switch failed
HTR CMD Heater command switch failed
b. Make sure that power is input to IAPS pin P4-F. This is an environmental power input that is input to
the IEC. Note that IEC power is not provided by a PWR module.
Note
The IEC monitors (ICC) temperature sensors in the 1A and 2A sections of the IAPS. If either tem-
perature exceeds 23 ºC (73 ºF), the IEC cooling fan runs at high speed. When both temperatures are
between -35 ºC and 23 ºC, the fan and heater are both off. If either temperature falls below -35 ºC,
the IEC heater comes on and the fan runs at low speed. If either temperature falls below -40 ºC (-40
ºF), the IEC disables the number 1 and 2 PWRs. QA TRANSDUCER and QB TRANSDUCER lights
on the IEC module identify an IEC/temperature sensor failure.
c. If necessary, warm the ICC to at least 23 ºC (73 ºF), and make sure that the IEC cooling fan runs. Then
hold the hub of the fan to physically stop the fan from turning. Make sure that the FAN SPEED MON
light comes on after about 5 seconds. Release the hub and make sure that the fan spins and the light
goes off.
d. If a (-40 ºC) PWR module shut-down problem is suspected, swap PWR modules to isolate a failed unit.
1 November 2000 5-196

5.12.2.36 IOC-3100 1 Test Procedu re
Note
The IOCs may be swapped with each other to test the internal ICC connections and to isolate a failed
unit.
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to Table 5-
34.
b. If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a number 1 PWR failure, then test
the number 1 PWR. The number 1 IOC diagnostics are disabled when this power module fails.
c. If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate any number 1 IOC failure, then swap
the number 1 IOC with the number 2 IOC module. If the faults follow the suspect IOC module, replace
that IOC. If the same faults are still detected in the left-side section, then test the ICC.
d. If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a number 1 PWR overheat fault that
is not cleared by testing (swapping) PWRs, then the problem may be a stuck IOC input. Swap the num-
ber 1 IOC with the number 2 IOC module. If the fault clears, then replace the suspect IOC. Otherwise,
test the ICC.
e. If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate an IEC fault that is not cleared by
testing (swapping) IECs, then the problem may be a stuck IOC input. Swap the number 1 IOC module
with the number 2 IOC module. If the fault clears, then replace the suspect IOC. Otherwise, test the
ICC.
1 November 2000 5-197

5.12.2.37 IOC-3100 2 Test Procedu re
Note
The IOCs may be swapped with each other to test the internal ICC connections and to isolate a failed
unit.
a. Look at the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to Table 5-
34.
b. If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a number 2 PWR failure, then test
the number 2 PWR. The number 2 IOC diagnostics are disabled when this power module fails.
c. If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate any number 2 IOC failure, then swap
the number 2 IOC with the number 1 IOC module. If the faults follow the suspect IOC module, replace
that IOC. If the same faults are still detected in the right-side section, then test the ICC.
d. If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a number 2 PWR overheat fault that
is not cleared by testing (swapping) PWRs, then the problem may be a stuck IOC input. Swap the num-
ber 2 IOC with the number 1 IOC module. If the fault clears, then replace the suspect IOC. Otherwise,
test the ICC.
e. If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate an IEC fault that is not cleared by
testing (swapping) IECs, then the problem may be a stuck IOC input. Swap the number 2 IOC module
with the number 1 IOC module. If the fault clears, then replace the suspect IOC. Otherwise, test the
ICC.
1 November 2000 5-198

5.12.2.38 MDC-3000 Test Procedur e
a. The MDC must be operational to use the diagnostic system. The MDC outputs diagnostic pages to the
MFD. Set the maintenance switch to ON, then repeatedly push the MFD FORMAT line select key until
the MAINTENANCE ACCESS page shows. Push the MDC line select key to access the MAINTENANCE
MENU page.
b. Look at the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to Table 5-
40. If no faults are present, look at the LRU FAULT HISTORY page for intermittent faults and trouble-
shoot according to Table 5-40.
1 November 2000 5-199

5.12.2.39 MFD 1 Test Procedure
Note
The MFD 1 may be swapped with either of the PFDs to test the airplane wiring and to isolate a
failed unit. Each unit shows (MFD/PFD) information according to its mount location.
and Table 5-42.
b. If the display is blank, make sure the circuit breaker is closed and the pilot display reversion switch is in
the normal position.
c. If the display is blank, then swap the MFD with an (operational) PFD to isolate a failed MFD or airplane
wiring problem.
d. Select the following formats and make sure correct MFD display response.
1. Push the FORMAT line select key to show various navigation formats.
2. Push the RDR line select key to show the weather radar format.
3. Push the TFC line select key to show the TCAS traffic map.
e. Make sure that the heading indication is valid and correct (agrees with PFD heading). If not, test for L-
AHC-2 bus activity at pins P1-6/7.
f. Make sure the GS, TAS, SAT, and ISA temperature readouts show on the MFD status line. If readouts
are dashed or not shown, test for L-ADC-2 bus activity at pins P1-10/11.
g. On the pilot side reversion switch panel, set the AHRS reversion switch to select AHRS 2. Make sure
that MAG 2 shows on the MFD. If heading is not correct, test the switch wiring and the R-AHC-3 bus to
pins P2-6/7. Then set the AHRS switch to NORM (normal operation) position.
h. On the pilot side reversion switch panel, set the ADC reversion switch to select ADC 2. Make sure that
ADC 2 shows on the PFD. If TAS is not correct, test the switch wiring and the R-ADC-3 bus to pins P2-
10/11. Then set the ADC switch to NORM (normal operation) position.
i. On the pilot side reversion switch panel, set the DISPLAY reversion switch to select MFD. Make sure
that the MFD now shows PFD data and that the pilot PFD blanks. Then set the DISPLAY switch to the
NORM (normal operation) position.
j. Select various MFD format displays and test all line select keys for sticky or improper operation.
k. If a problem is suspected with the L-MFD-1 bus to the number 1 IOC, swap the IOCs, then test for bus
activity at IAPS pins P1-65/66 to isolate a failed IOC input or wiring problem.
1 November 2000 5-200

5.12.2.40 MFD 2 Test Procedure
Note
The MFD 2 may be swapped with either of the PFDs to test the airplane wiring and to isolate a
failed unit. Each unit shows (MFD/PFD) information according to its mount location.
and Table 5-42.
b. If the display is blank, make sure the circuit breaker is closed and the copilot display reversion switch is
in the normal position.
c. If the display is blank, then swap the MFD with an (operational) PFD to isolate a failed MFD or airplane
wiring problem.
d. Select the following formats and make sure correct MFD display response.
e. Make sure that the heading indication is valid and correct (agrees with PFD heading). If not, test for R-
AHC-2 bus activity at pins P1-6/7.
f. Make sure the GS, TAS, SAT, and ISA temperature readouts show on the MFD status line. If readouts
are dashed or not shown, test for R-ADC-2 bus activity at pins P2-10/11.
g. On the copilot side reversion switch panel, set the AHRS reversion switch to select AHRS 1. Make sure
that MAG 1 shows on the MFD. If heading is not correct, test the switch wiring and the L-AHC-3 bus to
h. On the copilot side reversion switch panel, set the ADC reversion switch to select ADC 1. Make sure that
ADC 1 shows on the PFD. If TAS is not correct, test the switch wiring and the L-ADC-3 bus to pins P1-
i. On the copilot side reversion switch panel, set the DISPLAY reversion switch to select MFD. Make sure
that the MFD now shows PFD data and the copilot PFD blanks. Then set the DISPLAY switch to the
NORM (normal operation) position.
j. Select various MFD format displays and test all line select keys for sticky or improper operation.
k. If a problem is suspected with the R-MFD-1 bus to the number 2 IOC, swap the IOCs, then test for bus
1 November 2000 5-201

5.12.2.41 PFD 1 Test Procedure
Note
The two PFDs may be swapped with each other to test the airplane wiring and to isolate a failed
unit.
Table 5-44, and Table 5-45.
b. If the display is blank, make sure the circuit breaker is closed and the pilot display reversion switch is in
the normal position.
c. If the display is blank, then swap the PFD with an (operational) MFD to isolate a failed PFD or airplane
wiring problem.
d. Select the following formats and make sure correct PFD display response.
e. Make sure that the heading indication is valid and correct (agrees with MFD heading). If not, test for L-
AHC-2 bus activity at pins P1-6/7. If heading fail (red boxed HDG) or attitude fail (red boxed ATT) shows
on the PFD, test the AHC 1.
f. Make sure the TAT temperature shows at the bottom of the PFD. If readout is dashed or not shown, test
for L-ADC-2 bus activity at pins P1-10/11. If airspeed fail (red IAS), altitude fail (red ALT), or vertical
speed fail (red V/S) shows on the PFD, test the ADC 1.
that MAG 2 shows on the PFD. If heading is not correct, test the switch wiring and the R-AHC-3 bus to
ADC 2 shows on the PFD. If TAS is not correct, test the switch wiring and the R-ADC-3 bus to pins P2-
i. On the pilot side reversion switch panel, set the DISPLAY reversion switch to select PFD. Make sure
that the PFD shows MFD engine data and the MFD blanks. Then set the DISPLAY switch to the NORM
(normal operation) position.
j. Select various PFD displays and test all line select keys for sticky or improper operation.
k. If a problem is suspected with the L-PFD-1 bus to the number 1 IOC, swap the IOCs, and then test for
bus activity at IAPS pins P1-55/56 to isolate a failed IOC input or wiring problem.
l. If a problem is suspected with (only) a portion of the PFD display, compare this to the corresponding dis-
play on PFD 2. Use the reversion switches and try to duplicate the display problem on another unit. Test
the LRU providing this data or swap PFDs to isolate the failed source or display.
1 November 2000 5-202

5.12.2.42 PFD 2 Test Procedure
Note
The two PFDs may be swapped with each other to test the airplane wiring and to isolate a failed
unit.
Table 5-44, and Table 5-45.
b. If the display is blank, make sure the circuit breaker is closed and the copilot display reversion switch is
in the normal position.
c. If the display is blank, then swap the PFD with an (operational) MFD to isolate a failed PFD or airplane
wiring problem.
d. Select the following formats and make sure correct PFD display response.
e. Make sure that the heading indication is valid and correct (agrees with MFD heading). If not, test for R-
AHC-2 bus activity at pins P2-6/7. If heading fail (red boxed HDG) or attitude fail (red boxed ATT) shows
on the PFD, test the AHC 2.
f. Make sure the TAT temperature shows at the bottom of the PFD. If readout is dashed or not shown, test
for R-ADC-2 bus activity at pins P2-10/11. If airspeed fail (red IAS), altitude fail (red ALT), or vertical
speed fail (red V/S) shows on the PFD, test the ADC 2.
that MAG 1 shows on the PFD. If heading is not correct, test the switch wiring and the L-AHC-3 bus to
ADC 1 shows on the PFD. If TAS is not correct, test the switch wiring and the L-ADC-3 bus to pins P1-
i. On the copilot side reversion switch panel, set the DISPLAY reversion switch to select PFD. Make sure
that the PFD shows MFD engine data and the MFD blanks. Then set the DISPLAY switch to the NORM
(normal operation) position.
j. Select various PFD displays and test all line select keys for sticky or improper operation.
k. If a problem is suspected with the R-PFD-1 bus to the number 2 IOC, swap the IOCs, then test for bus
l. If a problem is suspected with (only) a portion of the PFD display, compare this to the corresponding dis-
play on PFD 1. Use the reversion switches and try to duplicate the display problem on another unit. Test
the LRU providing this data or swap PFDs to isolate the failed source or display.
1 November 2000 5-203

5.12.2.43 PWR-3000 1 Test Procedu re
Note
The two PWRs may be swapped with each other to test the internal ICC connections, to isolate a
failed unit, and to provide a known-good power source to resident LRMs in that section of the IAPS.
When swapping PWRs, remember that the number 2 PWR powers the diagnostic system.
a. Look at the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot. If no faults are pres-
ent, look at the LRU FAULT HISTORY page for intermittent faults and troubleshoot. If no power faults
are detected by these diagnostics, then the number 1 PWR is operational.
Note
The number 1 PWR supplies primary power to the number 1 IOC, number 1 FGC, and number 1
FMC. The number 1 PWR also supplies isolation power to the Flight Guidance Panel.
b. If IAPS PWR 1 OVERHEATED shows on the LRU STATUS page, a number 1 PWR overheat condition is
detected. Make sure the IEC cooling fan is operating.
1. Green LEDs on the PWR module identify the condition of the PWR module.
LED OFF FAILURE

CTRL No +28 V dc power on P4-H to the 1A section or IEC has shutdown below -40 ºC (-40 ºC).
+5 OUT Internal fault in the PWR or an IAPS module has caused the under/overvoltage monitor to
trip.
+5 ISO Internal fault in the PWR module or external fault in the FGP has shutdown the +5 V dc
isolation output on ICC pin P2-13/12 (FGP ISOL 1A).
+12 ISO Internal fault in the PWR module or external fault has shutdown the +12-V dc ISO power
output on ICC pin P2-25/26 (not connected).
–12 ISO Internal fault in the PWR module or external fault has shutdown the –12-V dc ISO power
2. If the IAPS environment is normal, swap the number 1 PWR with operational number 2 PWR mod-
ule. If the problem does not clear or follow the PWR, test the number 2 IOC (temperature monitor
output).
c. If PWR 1 NO OUTPUT shows on the LRU STATUS page, a number 1 PWR failure is detected. First
make sure the LEFT IAPS circuit breaker is closed and all LEDs on the number 1 PWR module are lit. If
the CTRL LED is not lit, make sure that power is input to ICC pin P4-H. Swap PWRs to isolate a failed
PWR or ICC (temperature transducer failure).
1. If +5 OUT LED is not lit, remove all LRMs in the failed IAPS section (except for PWR). If LED
lights, then one of the LRMs has an input LVPS short. Reinstall LRMs to locate the failed module.
2. If +5 ISO LED is not lit, swap the PWRs. If the fault follows the PWR, then replace the bad PWR.
Disconnect the ICC J2 connector, if the +5 ISO LED lights, then suspect an external short in the in-
terconnect or FGP. If the +5 ISO LED does not light, then suspect the ICC.
Disconnect the ICC J2 connector, if the +12 ISO LED lights, then suspect an external short in the in-
terconnect. If the +12 ISO LED does not light, then suspect the ICC.
4. If –12 ISO LED is not lit, swap the PWRs. If the fault follows the PWR, then replace the bad PWR.
Disconnect the ICC J2 connector, if the –12 ISO LED lights, then suspect an external short in the in-
terconnect. If the –12 ISO LED does not light, then suspect the ICC.
1 November 2000 5-204

5.12.2.44 PWR-3000 2 Test Procedu re
Note
The two PWRs may be swapped with each other to test the internal ICC connections, to isolate a
failed unit, and to provide a known-good power source to resident LRMs in that section of the IAPS.
When swapping PWRs, remember that the number 2 PWR powers the diagnostic system.
a. Look at the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot. If no faults are pres-
ent, look at the LRU FAULT HISTORY page for intermittent faults and troubleshoot. If no power faults
are detected by these diagnostics, then the number 2 PWR is operational.
Note
The number 2 PWR supplies primary power to the number 2 IOC, number 2 FGC, number 2 FMC,
and MDC. The number 2 PWR also supplies isolation power to the Flight Guidance Panel.
b. If IAPS PWR 2 OVERHEATED shows on the LRU STATUS page, a number 2 PWR overheat condition is
detected. Make sure the IEC cooling fan is operating.
1. Green LEDs on the PWR module identify the condition of the PWR module.
LED OFF FAILURE

CTRL No +28 V dc power on P104-H to the 2A section or IEC has shutdown below -40 ºC (-40 ºC).
+5 OUT Internal fault in the PWR or an IAPS module has caused the under/overvoltage monitor to
trip.
+5 ISO Internal fault in the PWR module or external fault in the FGP has shutdown the +5 V dc
isolation output on ICC pin P102-13/12 (FGP ISOL 2A).
+12 ISO Internal fault in the PWR module or external fault has shutdown the +12-V dc ISO power
–12 ISO Internal fault in the PWR module or external fault has shutdown the –12-V dc ISO power
2. If the IAPS environment is normal, swap the number 2 PWR with operational number 1 PWR mod-
ule. If the problem does not clear or follow the PWR, test the number 1 IOC (temperature monitor
output).
c. If PWR 2 NO OUTPUT shows on the LRU STATUS page, a number 2 PWR failure is detected. First
make sure the RIGHT IAPS circuit breaker is closed and all LEDs on the number 2 PWR module are lit.
If the CTRL LED is not lit, make sure that power is input to ICC pin P104-H. Swap PWRs to isolate a
failed PWR or ICC (temperature transducer failure).
1. If +5 OUT LED is not lit, remove all LRMs in the failed IAPS section (except for PWR). If LED
lights, then one of the LRMs has an input LVPS short. Reinstall LRMs to locate the failed module.
Disconnect the ICC J102 connector, if the +5 ISO LED lights, then suspect an external short in the
interconnect or FGP. If the +5 ISO LED does not light, then suspect the ICC.
Disconnect the ICC J102 connector, if the +12 ISO LED lights, then suspect an external short in the
interconnect. If the +12 ISO LED does not light, then suspect the ICC.
4. If –12 ISO LED is not lit, swap the PWRs. If the fault follows the PWR, then replace the bad PWR.
Disconnect the ICC J102 connector, if the –12 ISO LED lights, then suspect an external short in the
interconnect. If the –12 ISO LED does not light, then suspect the ICC.
1 November 2000 5-205

5.12.2.45 RTA Test Procedure
Warning
The area within the scan arc and within 0.65 meters (2 feet) of an operating RTA Weather Radar
System constitutes a hazardous area. Do not operate the system in any mode other than standby
(STBY) or test (TEST) when the antenna might scan over personnel within that range. Never turn
on the transmitter while in a hanger. FAA Advisory Circular 20-68B, or superseding documents,
provide additional details regarding the radiation hazards associated with ground operation of air-
borne weather radar.
1. Note that the RTA reports diagnostics through the PFD/MFD displays. The WXT-1 output bus from
the RTA is input to each PFD and MFD installed in the aircraft. The PFD/MFD 1 then provides a
WEATHER RADAR A word and the PFD 2 provides a WEATHER RADAR B word to the diagnostic
system. If a PFD/MFD fails, the system stops monitoring that A or B diagnostic word.
2. If the LRU STATUS and LRU DIAGNOSTIC DATA pages. shows a NO OUTPUT fault message,
make sure the circuit breaker is closed and that power is input to RTA pins P1-17, 18, and 36. Power
ground is at RTA pins P1-19 and 37. Test for a ground enable at RTA pin P1-16. Test for WXT-1 bus
activity at each display input (PFD/MFD pins P1-28/2).
b. If RDR FAULT shows on a PFD or MFD, the RTA has detected either two failed GP input buses or an
internal (RTA) failure. Test for bus activity at RTA pins P1-26/27 and P1-8/9. If either input is active,
replace the RTA.
c. Push the RDR line select key on the PFD/MFD to select the radar display. On the DCP, push the RA-
DAR button. The RADAR menu appears adjacent to the PFD/MFD line select keys. Push the TEST line
select key and make sure that the radar test pattern shows across the full sector of each PFD/MFD dis-
play. Then select TEST mode off. If the test fails, make sure the L-MFD-1, L-PFD-1, and L-GP-4 data
buses are active. The data buses provide control information from the PFD/MFD 1 to the IAPS and then
to the RTA.
d. For installations with three tubes, push the RDR line select key on the number 2 PFD to select the radar
display. On the number 2 DCP, push the RADAR button. The RADAR menu appears adjacent to the
PFD line select keys. Push the TEST line select key and make sure that the radar test pattern shows
across the full sector of the PFD display. Then select TEST mode off. If the test fails, make sure R-PFD-1
and R-GP-4 data buses are active. The data buses provide control information from the number 2 PFD to
the IAPS and then to the RTA.
e. Tow the airplane outside and remove the radome. Select WX or GND MAP mode, and from a distance
make sure the RTA has smooth scan and tilt mechanical motion. Turn the TILT knob on either DCP and
make sure the RTA responds with antenna tilt. Make sure that a target shows on the PFD/MFDs. Push
the RADAR button on the DCP and then turn the MENU SET knob and make sure that target
size/intensity changes as gain changes (GAIN + causes an increase). Select STBY mode, remove airplane
power, and reinstall the radome.
f. If necessary, clean and lubricate the RTA according to paragraph 5.2.1.
1 November 2000 5-206

5.12.2.46 SVO (Aileron) Test Proce dure
through Table 5-30. Note that the SVO does not report to the LRU STATUS and LRU DIAGNOSTIC
DATA pages, but any faults detected by these diagnostics should be resolved before beginning this pro-
cedure.
Note
Both FGCs operate together to drive each servo. If an autopilot/servo problem is suspected, first test
the two FGCs and investigate all nonzero REPORT MODE codes. Be certain that both FGCs are op-
erational before replacing any servo.
b. Make sure that the control wheel moves freely in a left/right direction. If not, test the servo mount con-
trol linkage. Center the control wheel.
c. Engage the autopilot and yaw damper. Make sure that the control wheel resists forced movement.
1. If the autopilot/yaw damper will not engage, test the FGCs.
2. If the control wheel moves easily, make sure that +28-V dc is input from FGP P2-k to aileron SVO
pin P1-E (AIL ENG CLUTCH) when engaged.
d. Slide (do not push) either manual trim switch right, then left into detent. Make sure that the control
wheel moves right, then returns to center. The ailerons should respond accordingly.
1. If test fails, test the servo mount control linkage and the airplane wiring. If linkage and wiring are
correct, replace the aileron (roll) SVO.
e. Disengage the autopilot and yaw damper. Make sure that the control wheel moves freely.
f. An alternate way to test the aileron SVO is provided below.
1. Put both FGCs into FCS DIAGNOSTICS, and select the OUTPUT MODE on both sides. If necessary,
set the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the AILCUT parame-
ter to FALSE. Then engage the autopilot and yaw damper.
2. Show the AILCMD parameter, and put the cursor on this line.
3. Push the left or right FD button on the FGP to apply a servo command output. Make sure that the
control wheel and the ailerons respond.
1 November 2000 5-207

5.12.2.47 SVO (Elevator) Test Proc edure
cedure.
Note
Both FGCs operate together to drive each servo. If an autopilot/servo problem is suspected, first test
the two FGCs and investigate all nonzero REPORT MODE codes. Be certain that both FGCs are op-
erational before replacing any servo.
b. Make sure that the control wheel moves freely in a fore/aft direction. If not, test the servo mount control
linkage. Center the control wheel.
c. Engage the autopilot and yaw damper. Make sure that the control wheel resists forced movement.
1. If the autopilot/yaw damper will not engage, test the FGCs.
2. If the control wheel moves easily, make sure that +28-V dc is input from FGP P1-k to elevator SVO
pin P1-E (ELEV ENG CLUTCH) when engaged.
d. Slide (do not push) either manual trim switch forward, then back into detent. Make sure that the control
wheel moves forward, then returns to center. The elevators should respond accordingly.
1. If test fails, test the servo mount control linkage and the airplane wiring. If linkage and wiring are
correct, replace the elevator (pitch) SVO.
e. Disengage the autopilot and yaw damper. Make sure that the control wheel moves freely.
f. An alternate way to test the elevator SVO is provided below.
set the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the ELECUT parame-
ter to FALSE. Then engage the autopilot and yaw damper.
2. Show the ELECMD parameter, and put the cursor on this line.
control wheel and the elevators respond.
1 November 2000 5-208

5.12.2.48 SVO (Rudder) Test Proc edure
cedure.
Note
Both FGCs operate together to drive each servo. If a yaw damper/servo problem is suspected, first
test the two FGCs and investigate all nonzero REPORT MODE codes. Be certain that both FGCs are
operational before replacing any servo.
b. Make sure that the rudder pedals move freely in both directions. If not, test the servo mount control
linkage.
c. Engage the autopilot and yaw damper. Make sure that the rudder pedals resist forced movement. If the
autopilot/yaw damper will not engage, test the FGCs. If the pedals move easily, make sure that +28-V dc
is input from FGP P1-b to rudder SVO pin P1-E (RUD ENG CLUTCH) when engaged.
d. Disengage the autopilot and yaw damper. Make sure that the rudder pedals move freely.
e. An alternate way to test the rudder SVO is provided below.
set the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the RUDCUT pa-
rameter to FALSE. Then engage the autopilot and yaw damper.
2. Show the RUDCMD parameter, and put the cursor on this line.
rudder pedals and control surface respond.
1 November 2000 5-209

5.12.2.49 TDR-94D 1 Test Procedure
Note
The two TDRs may be swapped with each other to test the airplane wiring and to isolate a failed
unit.
and Table 5-49.
1. If fault code CK CONFIG STRAPS shows, a configuration change is detected after power on. Refer to
the system schematic and test the airplane interconnect wiring to the TDR mount. Repair the wiring
error or replace the TDR 1.
b. On pilot reversion switch panel, set the ATC switch to the 1 position. ATC 1 and the ident code show on
the bottom line of the PFD.
Note
Transponder operation may be tested with help from the local control tower. Make sure the trans-
ponder transmits proper mode-C (ident), mode-C (altitude), and mode-S (select) idents at various
ATC codes.
c. On the CDU, push the TUN button and show the TUNE page. Push the ATC line select key to show the
ATC CONTROL page. Select ALT REPORT OFF (mode-C no altitude) or ALT REPORT ON (mode-C)
operation. Mode-S operation is automatic. The mode-S aircraft identification is set by strapping in the
interconnect. Each aircraft "N" number has unique mode-S aircraft identification straps.
d. Step deleted.
e. On the pilot reversion switch panel, set the CDU switch to the 2 position, and repeat step c using the co-
pilot CDU. If the REPLY annunciator (on copilot CDU) does not light, test for a ground at TDR 1 pin P2-
57 (RX PORT A/B SELECT). Then set the CDU switch to the NORM position (normal operation).
f. Make sure that the ALT display line on the ATC CONTROL page shows a reasonable altitude. This is
the uncorrected barometric altitude (transmitted in mode-C), and may not exactly agree with the cor-
rected barometric altitude shown on the PFD.
g. If a problem is suspected with the CDU transponder controls or with the TDR transmitter, operate each
control and test the response with the local tower:
1. Select the ATC CONTROL page on the pilot CDU. Push the IDENT line select key on the CDU (or
IDENT button on either control wheel) to "squawk ident." This is a mode-C transmission.
h. If an L-band suppression problem is suspected, test that a blanking pulse is input from pin P1-29 when
TDR 1 transmits.
i. If swapping units does not isolate the transponder problem and airplane wiring is correct, suspect the
transponder antenna. If top and bottom antennas are installed, it may be helpful to use a ramp tester to
isolate the antenna failure.
11 June 2004 5-210

5.12.2.50 TDR-94D 2 Test Procedures
Note
The two TDRs may be swapped with each other to test the airplane wiring and to isolate a failed
unit.
and Table 5-49.
1. If fault code CK CONFIG STRAPS shows, a configuration change is detected after power on. Refer to
the system schematic and test the airplane interconnect wiring to the TDR mount. Repair the wiring
error or replace the TDR 2.
b. On pilot reversion switch panel, set the ATC switch to the 2 position. ATC 2 and the ident code show on
the bottom line of the PFD.
Note
Transponder operation may be tested with help from the local control tower. Make sure the trans-
ponder transmits the proper mode-C (ident), mode-C (altitude), and mode-S (select) idents at various
ATC codes.
c. On the CDU, push the TUN button and show the TUNE page. Push the ATC line select key to show the
ATC CONTROL page. Select ALT REPORT OFF (mode-C no altitude) or ALT REPORT ON (mode-C)
operation. Mode-S operation is automatic. The mode-S aircraft identification is set by strapping in the
interconnect. Each aircraft "N" number has unique mode-S aircraft identification straps.
d. Step deleted.
e. On the pilot reversion switch panel, set the CDU switch to the 1 position, and repeat step c using the pi-
lot CDU. If the REPLY annunciator (on pilot CDU) does not light, test for a ground at TDR 2 pin P2-57
(RX PORT A/B SELECT). Then set the CDU switch to the NORM position (normal operation).
f. Make sure that the ALT display line on the ATC mode page shows a reasonable altitude. This is the un-
corrected barometric altitude transmitted in mode-C), and may not exactly agree with the corrected
barometric altitude shown on the PFD.
g. If a problem is suspected with the CDU transponder controls or with the TDR transmitter, operate each
control and test the response with the local tower:
1. Select the ATC CONTROL page on the copilot CDU. Push the IDENT line select key on the CDU (or
IDENT button on either control wheel) to "squawk ident." This is a mode-C transmission.
h. If an L-band suppression problem is suspected, test that a blanking pulse is input from pin P1-29 when
TDR 2 transmits.
i. If swapping units does not isolate the transponder problem and airplane wiring is correct, suspect the
transponder antenna. If top and bottom antennas are installed, it may be helpful to use a ramp tester to
isolate the antenna failure.
11 June 2004 5-211

5.12.2.51 TTR (and TRE) Test Pro cedure
1. Note that the TTR reports diagnostics through the pilot PFD. The TCAS-TA/RA-1 output bus from
the TTR is input to the pilot PFD. The PFD then supplies this information on the L-PFD-1 bus
(through IOCs) to the diagnostic system.
b. Show the LRU DIAGNOSTIC DATA page showing the TCAS COMPUTER word on the MFD. Refer to
Table 5-47.
1. Make sure that bits 18 and 19 are not set. If either bit is set, test the L-AHC-1 input bus to the TTR.
2. Make sure that bits 25 and 26 are not set. If bit 25 is set, the pilot PFD/MFD cannot show TCAS ad-
visory data. If bit 26 is set, the copilot PFD cannot show TCAS advisory data. The reporting displays
may not be receiving all the (valid) data inputs that are required for TCAS operation.
c. On the MFD, push the TFC line select key to show the TCAS traffic map. Use the RANGE knob (on
DCP) to select a 5 mile display range.
1. On the CDU, push the TUN button to show the TUNE page. Then push the TCAS line select key to
show the TCAS CONTROL page. Push CDU line select keys to select ALTITUDE LIMITS (ABOVE,
NORM, or BELOW), ALT TAG (REL or ABS), and TRAFFIC (ON/OFF). The selections are shown on
the MFD.
d. On the TCAS CONTROL page, push the MODE line select key to toggle the TCAS modes (TA, TA/RA,
and STBY). Make sure the TCAS modes show on the MFD.
e. On the TCAS CONTROL page, momentarily push the TEST line select key to initiate TCAS (also TDR)
self test. This test normally takes several seconds to complete. Make sure the following results:
1. The PFDs light the "RA bar" on the vertical speed display.
2. The MFD traffic display shows the TCAS self-test pictorial. This display shows four intruder sym-
bols.
SYMBOL POSITION DISTANCE REL ALTITUDE VS ARROW
SOLID-RED SQUARE 3:00 2 NMI +02 –
SOLID-YELLOW CIRCLE 9:00 2 NMI -02 UP
SOLID-CYAN DIAMOND 1:00 3.6 NMI -10 DOWN
OPEN-CYAN DIAMOND 11:00 3.6 NMI +10 –
3. After test is complete, the "TCAS SYSTEM TEST OK" voice message should be audible.
4. After test is complete, the TTR front panel "TTR PASS" indicator should light. If "TTR FAIL" indica-
tor lights, replace the TTR.
f. If an L-band suppression problem is suspected, test that a blanking pulse is input from pin LBP-12 when
the TTR transmits.
g. If a problem is suspected with the TCAS option straps, refer to the airplane wiring diagram for specific
TTR strapping.
1 November 2000 5-212

5.12.2.52 VHF 1 Test Procedure
Note
The two VHFs may be swapped with each other to test the airplane wiring and to isolate a failed
unit.
1. If the LRU STATUS and LRU DIAGNOSTIC DATA pages. indicates a VHF 1 ANTENNA fault, re-
place the number 1 COM antenna. Reflected power is abnormal.
b. Show the LRU DIAGNOSTIC DATA page showing the VHF 1 word on the MFD. On the CDU, push the
TUN button to show the TUNE page. Then push the COM 1 line select key to show the COM 1 CON-
TROL page. Push the TEST line select key. Make sure that the VHF 1 diagnostic word changes from
600001 to 400001, then back to 600001 after ten seconds. If middle digits are not zero, investigate the
fault according to Table 5-50.
c. Show the TUNE page on both CDUs. Use the pilot CDU and tune the COM 1 radio to a local ground con-
trol frequency. Make sure that both CDUs show this frequency. The CDUs show this frequency on the
COM 1 line.
d. Request a radio check from the tower to make sure the VHF transmits and receives properly. Ensure
that the microphone and airplane audio system are functional. If test fails, make sure that an open cir-
cuit is input to VHF 1 pin P1-14 (RX PORT A/B ENBL).
e. On the pilot reversion switch panel, set the CDU switch to the 2 position. Use the copilot CDU and
retune the COM 1; repeat the radio check. If test fails, make sure that a ground is input from the CDU
reversion switch to VHF 1 pin P1-14 (RX PORT A/B ENBL). Then set the CDU reversion switch to the
NORM position (normal operation).
1. If any of steps c through e failed, suspect the number 1 VHF or a CDU. Swap VHF and CDU units as
necessary to isolate the problem.
f. On the COM 1 CONTROL page, push the SQUELCH line select key to select OFF. Make sure that the
COM audio becomes noisy while the squelch is off. If test fails, suspect the VHF 1.
g. Simulcomm reduces VHF COM receiver sensitivity while the other VHF COM radio is transmitting. If a
simulcomm problem is suspected, make sure that a ground is input to pin P1-21 (KEY) of the non-
transmitting radio.
h. Set the CTL mode switch to ON to make sure that the VHF 1 remains operational. Use the CTL and
retune the VHF 1. If the radio does not respond, test that a ground is input to VHF 1 pin P1-32 (ARINC
429/CSDB PORT SEL) and test the CTL-1 CSDB data bus. The number 1 CDU shows the frequency se-
lected for VHF COMM 1. Set the CTL mode switch to STBY.
1 November 2000 5-213

5.12.2.53 VHF 2 Test Procedure
Note
The two VHFs may be swapped with each other to test the airplane wiring and to isolate a failed
unit.
1. If the LRU STATUS and LRU DIAGNOSTIC DATA pages. indicates a VHF 2 ANTENNA fault, re-
place the number 2 COM antenna. Reflected power is abnormal.
b. Show the LRU DIAGNOSTIC DATA page showing the VHF 2 word on the MFD. On the CDU, push the
TUN button to show the TUNE page. Then push the COM 2 line select key to show the COM 2 CON-
TROL page. Push the TEST line select key. Make sure that the VHF 2 diagnostic word changes from
600001 to 400001, then back to 600001 after ten seconds. If middle digits are not zero, investigate the
fault according to Table 5-50.
c. Show the TUNE page on both CDUs. Use the copilot CDU and tune the COM 2 radio to a local ground
control frequency. Make sure that both CDUs show this frequency. The CDUs should show this fre-
quency on the COM 2 line.
d. Request a radio check from the tower to make sure the VHF transmits and receives properly. Ensure
that the microphone and airplane audio system are functional. If test fails, make sure that an open cir-
cuit is input to VHF 2 pin P1-14 (RX PORT A/B ENBL).
e. On the pilot reversion switch panel, set the CDU switch to the 1 position. Use the pilot CDU and retune
the COM 2; repeat the radio check. If test fails, make sure that a ground is input from the CDU rever-
sion switch to VHF 2 pin P1-14 (RX PORT A/B ENBL). Then set the CDU reversion switch to the NORM
position (normal operation).
1. If any of steps c through e failed, suspect the VHF 2 or a CDU. Swap VHF and CDU units as neces-
sary to isolate the problem.
f. On the COM 1 CONTROL page, push the SQUELCH line select key to select OFF. Make sure that the
COM audio becomes noisy while the squelch is off. If test fails, suspect the VHF 1.
g. Simulcomm reduces VHF COM receiver sensitivity while the other VHF COM radio is transmitting. If a
simulcomm problem is suspected, test that a ground is input to pin P1-21 (KEY) of the non-transmitting
radio.
1 November 2000 5-214

5.12.2.54 VIR 1 Test Procedure
Note
The two VIRs may be swapped with each other to test the airplane wiring and to isolate a failed unit.
b. Tune the VIR 1 to any VOR frequency such as 117.00 MHz using the pilot CDU. Push the NAV/BRG
button (on DCP) and use the NAV SOURCE and BRG SOURCE menus (on PFD) to select VOR 1 as the
active NAV source and as the single-bar bearing pointer source. Select HSI format on the MFD 1. Set
360-degree course on the PFD/MFD 1 (using FGP).
Note
The VIR 1 supplies NAV data to the PFD/MFD 1 (through IAPS IOCs) on the L-VIR-1 bus, and di-
rectly to the PFD 1 and MFD 1 on the L-VIR-2 bus.
c. Select the NAV 1 CONTROL page on the pilot CDU. Then push and hold the TEST line select key. On
the PFD/MFD 1, make sure that the deviation bar zeros, TO indicates, and the single-bar bearing
pointer is at 0 degree. On the PFD 1, make sure that the marker beacon annunciations appear and cycle.
A marker beacon tone should be audible.
d. Tune the VIR 1 to any LOC frequency such as 110.10 MHz using the pilot CDU.
e. Select the NAV CONTROL page on the pilot CDU. Then push and hold the TEST line select key. On the
PFD/MFD 1, make sure that GS deviation is 2/3 of full-scale down and that LOC (lateral) deviation is 2/3
of full-scale right. Marker beacon annunciations also flash/cycle.
f. Tune the VIR 1 to a local VOR frequency using the pilot CDU and zero the course deviation on both the
PFD/MFD 1. Make sure NAV audio ident. Make sure that course indications on the PFD 1/MFD 1 agree
and are reasonable. If test fails, make sure that an open circuit is input to VIR 1 pin P1-31 (RX PORT
A/B ENBL).
g. On the pilot side reversionary panel, set the CDU reversion switch to select CDU 2 (pilot CDU blanks).
Make sure that course indications remain correct and that the VIR 1 radio responds to the copilot CDU.
If not correct, make sure that a ground is input from the CDU reversion switch to VIR 1 pin P1-31 (RX
h. If a problem is suspected with the VOR/LOC, GS, or MB receivers, inject valid signals into the antenna
inputs to isolate a receiver/antenna fault. A ramp tester is required to test marker beacon sensitivity.
i. If glideslope compare (yellow boxed GS) or localizer compare (yellow boxed LOC) show on either PFD,
test both VIR radios. These annunciations mean the glideslope or localizer deviation outputs from the
two VIRs do not agree.
j. Set the CTL mode switch ON to make sure that the VIR 1 remains operational and course indications
are correct. Use the CTL and retune the VIR 1. If the radio does not respond, make sure that a ground is
input to VIR 1 pin P1-6 (ARINC 429/CSDB PORT SEL) and make sure the CTL-2 CSDB data bus is ac-
tive. The CDU 1 shows the frequency selected for VIR 1 and shows COM1/NAV1 REMOTE. Set the CTL
mode switch to STBY.
1 November 2000 5-215

5.12.2.55 VIR 2 Test Procedure
Note
The two VIRs may be swapped with each other to test the airplane wiring and to isolate a failed unit.
b. Tune the VIR 2 to any VOR frequency such as 117.00 MHz using the copilot CDU. Push the NAV/BRG
button (on DCP) and use the NAV SOURCE and BRG SOURCE menus (on PFD) to select VOR 2 as the
active NAV source and as the dual-bar bearing pointer source. Select HSI format on the MFD 1. Set 360-
degree course on the PFD/MFD 1 (using FGP).
Note
The VIR 2 supplies NAV data to the PFD 2 (through IAPS IOC) on the R-VIR-1 bus, and to the PFD
2 and MFD 2 on the R-VIR-2 bus.
c. Select the NAV 2 CONTROL page on the copilot CDU. Then push and hold the TEST line select key. On
the PFD/MFD 1, make sure that the deviation bar zeros, TO indicates, and the dual-bar bearing pointer
is at 0 degree. On the PFD 1, also make sure that the marker beacon annunciations appear and cycle. A
marker beacon tone should be audible.
d. Tune the VIR 2 to any LOC frequency such as 110.10 MHz using the copilot CDU.
e. Select the NAV mode page on the copilot CDU. Then push and hold the TEST line select key. On the
PFD/MFD 1, make sure that GS deviation is 2/3 of full-scale down and that LOC (lateral) deviation is 2/3
of full-scale right. Marker beacon annunciations also flash/cycle.
f. Tune the VIR 2 to a local VOR frequency using the copilot CDU and zero the course deviation on both
the PFD/MFD 1. Make sure NAV audio ident. Make sure that course indications on the PFD 1/MFD 1
agree and are reasonable. If test fails, make sure that an open circuit is input to VIR 2 pin P1-31 (RX
PORT A/B ENBL).
g. On the pilot side reversionary panel, set the CDU reversion switch to select CDU 1 (copilot CDU blanks).
Make sure that course indications remain correct and that the VIR 2 radio responds to the pilot CDU. If
not correct, make sure that a ground is input from the CDU reversion switch to VIR 2 pin P1-31 (RX
h. If a problem is suspected with the VOR/LOC, GS, or MB receivers, inject valid signals into the antenna
inputs to isolate a receiver/antenna fault. A ramp tester is required to test marker beacon sensitivity.
i. If glideslope compare (yellow boxed GS) or localizer compare (yellow boxed LOC) show on either PFD,
test both VIR radios. These annunciations mean the glideslope or localizer deviation outputs from the
two VIRs do not agree.
1 November 2000 5-216

5.12.2.56 334D-6A TEST PROCED URE
faults and troubleshoot according to diagnostic word explanations.
1 November 2000 5-217

5.13 GROUNDING AND HIRF GUIDELINES

Notes on the system Interconnect diagram (provided on Figure 5-23) describe recommended methods and
techniques for reducing the hazards of high intensity radiated fields (HIRF). These are general recommen-
dations that apply to wiring modification/repair as well as to new installations. Sheet 1 of the Interconnect
shows the preferred method for grounding the shields of shielded wires.
5.14 SYSTEM INTERCONNE CT DIAGRAM
Figure 5-23 is an system wiring diagram. Interconnect information is also provided in the system schematic
diagrams. Figure 5-23 presents this information in a consolidated format.
1 November 2000 5-218

Figure 5-23 (Sheet 1 of 37). Hawker 800XP Avionics System, Interconnect Wiring Diagram
1 November 2000 5-219

1 November 2000 5-220

1 November 2000 5-221

1 November 2000 5-222

1 November 2000 5-223

1 November 2000 5-224

1 November 2000 5-225

1 November 2000 5-226

1 November 2000 5-227

1 November 2000 5-228

1 November 2000 5-229

1 November 2000 5-230

1 November 2000 5-231

1 November 2000 5-232

1 November 2000 5-233

1 November 2000 5-234

1 November 2000 5-235

1 November 2000 5-236

1 November 2000 5-237

1 November 2000 5-238

1 November 2000 5-239

1 November 2000 5-240

1 November 2000 5-241

1 November 2000 5-242

1 November 2000 5-243

1 November 2000 5-244

1 November 2000 5-245

1 November 2000 5-246

1 November 2000 5-247

1 November 2000 5-248

1 November 2000 5-249

1 November 2000 5-251

1 November 2000 5-252

1 November 2000 5-253

1 November 2000 5-254

1 November 2000 5-255

T

!"#$%%&''""
()
6%6,/
1XPEHU 8QLW 7LWOH 'DWH

Avionics System Hawker 800XP

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Avionics System Hawker 800XP

Uploaded by

Copyright:

Available Formats

system manual Hawker 800XP

© Copyright 2005 Rockwell Collins, Inc. All rights reserved.

Rockwell Collins, Inc.

REVISION NO 5, DATED FEB 22/05

PAGE NUMBER DESCRIPTION OF REVISION AND SERVICE EFFECTIVITY

This manual includes:

General Information 523-0780104

Printed in the United States of America Rockwell Collins, Inc.

EXPORT CONTROL LAWS

NOTICE: FREEDOM OF INFORMATION ACT (5 USC 552) AND DISCLOSURE OF

SOFTWARE COPYRIGHT NOTICE

© COPYRIGHT 2000 - 2005 ROCKWELL COLLINS, INC. ALL RIGHTS RESERVED.

All software resident in this equipment is protected by copyright.

Send your comments to: Rockwell Collins, Inc.

All requests for product orders or inquires please contact.

Send your request to: Rockwell Collins, Inc.

Observe the following precautions when handling fiber-optic components:

RECORD OF TEMPORARY REVISIONS

TEMPORARY DATE DATE

27 January 2003 v/vi Blank

1.1 INTRODUCTION ....................................................................................................................................................... 1-1

RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

1st ED 1 Nov 00 None

(         

    

7     

  

+&%  

   

 . !              

.##2. !# #     

6   / 0.##2. !# #   

7+.!  7+.! 

1#2%1 #         

7.! 9         

 /  .5# 1#(0 

 1!          

   . !

 !     / )!0

  "  

 #2  #  

   "  #2  9  *  9       

        '    " # 

7#(27'  #  (  

 '     # 

+8!            

  +8#2+  8 

 !452   !  

 +82 +   8 

+3#B+  3   #   

#1(B%#   1 ( 

1;(>&1 ; (    

 )!!    

   !   # !   

 #1(B%    

 4+>%%# 4+ #533  

     

1.5.8.1 Elementary Surveillance (Flight ID)

A CSU “configuration strap” determines if the Flight ID function is operational.

1.5.8.2 Enhanced Surveillance

22 February 2005 1-4A

Figure 1-1A. Collins Pro Line 4/21 Connections to a -008 TDR-94D.

22 February 2005 1-4B

(

7

+&%

. !

.##2. !##

6 /0.##2. !##

7+.! 7+.!

1#2%1 #

7.!9

/ .5# 1#(0

1!

. !

! / )!0

"

#2 #

" #2 9 *9

' " #

7#(27' # (

' #

+8!

+8#2+ 8

!452 !

+82 + 8

+3#B+ 3#

#1(B%# 1 (

1;(>&1;(

)!!

! # !

#1(B%

4+>%%# 4+ #533

!"#$%&''() *

!"#$%&''() *

+ !"#$%&''() *

, !"#$%&''() *

- !"#$%&''() *

! !"#$%&''() *

9

6 / $" >% 4=

!A / $" >% <=

*!2$ / $" >% <=

!# >$+ " 2,%0 )"!$!"5 3)-$ $2 /"%%"+!1

&<1 /%!2$ 2",0 7%0" !0-)$ 0 /! >%"+8=

6 ; :

) 7,$"-!%"$8 &

4 7 (" !>" & CECEDDD6DFFFF FCFFEDD