LOCKHEED MARTIN C-130K (C-130 MK 3 VARIANT)

FUERZA AÉREA MEXICANA (FAM)

AVIONICS UPGRADE MODIFICATION

WHEN MODIFIED IN ACCORDANCE WITH

EO 4484

COMPLIANCE WITH
CHAPTER 05, SCHEDULED MAINTENANCE, IS RECOMMENDED

Cascade Aerospace Inc.

1337 Townline Road
Abbotsford, B.C.
Canada
V2T 6E1

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TITLE Feb 17, 2015
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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
AVIONICS UPGRADE MODIFICATION

LIST OF EFFECTIVE PAGES

Chapter/
Section Pages Date
Title I 17 Feb 15
Pages II 7 Jul 15
Revisions III 7 Jul 15
Effectivity IV 17 Feb 15
Contents V 7 Jul 15
5-00-00 6 17 Feb 15
20-00-00 9 17 Feb 15
22-00-00 48 17 Feb 15
23-10-00 48 17 Feb 15
23-11-00 28 17 Feb 15
23-50-00 17 17 Feb 15
28-41-00 26 17 Feb 15
31-30-00 8 17 Feb 15
31-31-00 10 17 Feb 15
31-40-00 39 17 Feb 15
34-17-00 32 17 Feb 15
34-20-00 30 17 Feb 15
34-21-00 18 17 Feb 15
34-30-00 30 17 Feb 15
34-42-00 20 17 Feb 15
34-44-00 26 7 Jul 15
34-45-00 28 17 Feb 15
34-48-00 14 17 Feb 15
34-51-00 18 17 Feb 15
34-52-00 19 7 Jul 15
34-57-00 14 17 Feb 15
34-60-00 105 7 Jul 15
39-00-00 6 17 Feb 15
46-20-00 59 17 Feb 15
27-30-14 2 17 Feb 15
27-51-00 3 7 Jul 15

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PAGES Jul 7, 2015
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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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LOG OF REVISIONS

Revisions will be inserted in this Maintenance Manual Supplement upon receipt. This Supplement is valid only when it
contains all revisions issued. A vertical black line opposite only that portion of the printed matter that was changed will
identify revisions, additions, and deletions. A vertical black line opposite the page number will indicate that the text
was unchanged but the material was relocated to a different page.

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REVISIONS Feb 17, 2015
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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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EFFECTIVITY

This Maintenance Manual Supplement is applicable to the following aircraft when modified in accordance with Cascade
Aerospace EO 4485.

AIRCRAFT SERIAL
TAIL NO.
MODEL NUMBER
382-19B (C-130K) 4252 3616
382-19B (C-130K 4253 3617

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EFFECTIVITY Feb 17, 2015
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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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TABLE OF CONTENTS

Chapter/Section Subject Page

List of Effective Pages II

Log of Revisions III
Effectivity IV
Table of Contents V
Chapter 05 Aircraft Inspection 5-00-00 – 1
Airworthiness Limitations 5-00-00 – 2
Scheduled Inspections / Maintenance Intervals 5-00-00 – 3
Unscheduled Inspection Checks 5-00-00 – 6
20-00-00 Standard Practices-Airframe Maintenance 20-00-00
Chapter 3 APS-85 Autopilot System 22-00-00
Chapter 4 HF-9000 RX/TX HF Radio 23-10-00
Chapter 5 Talon V/UHF Radio 23-11-00
Chapter 6 Becker Audio Management System 23-50-00
Chapter 7 Digital Fuel Quantity Indicating System 28-41-00
Chapter 8 Cockpit Voice Recorder 31-30-00
Chapter 9 Flight Data Recorder 31-31-00
Chapter 10 Engine Instrument Display System 31-40-00
Chapter 11 ADS-86 Air Data System 34-17-00
Chapter 12 AHS-3000A Attitude Heading Reference System 34-20-00
Chapter 13 Standby Instrument 34-21-00
Chapter 14 NAV-4000 System 34-30-00
Chapter 15 Weather Radar System 34-42-00
Chapter 16 Enhanced Ground Proximity Warning System 34-44-00
Chapter 17 Traffic Collision Avoidance System 34-45-00
Chapter 18 Radio Altimeter System 34-48-00
Chapter 19 DME-442 Distance Measuring Equipment System 34-51-00
Chapter 20 Mode-S Transponder 34-52-00
Chapter 21 Global Positioning System 34-57-00
Chapter 22 Flight Management System 34-60-00
Chapter 23 Electrical Panels 39-00-00
Chapter 24 Flight Display System 46-20-00
Chapter 25 Fight Controls 27-30-14
Chapter 26 Fight Controls-Flaps 27-51-00

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CONTENTS Jul 7, 2015
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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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AIRCRAFT INSPECTION
General

1. Introduction
This section of the Maintenance Manual Supplement, MMS 4485, provides supplemental instructions to
the SMP 515C.
The Time Limits/Maintenance Checks chapter of this Supplement consists of three main subsections:

1.1. 5-00-00 Airworthiness Limitations

The Airworthiness Limitations/Life Limited Parts section contains those mandatory replacement
times, inspection intervals and related procedures which are a condition of type certification.
They shall not be altered without obtaining prior approval of Secretaria De La Defensa Nacional.

1.2. 5-20-00 Scheduled Inspections/Maintenance Intervals

This section consists of periodic inspections and component overhaul schedules. These
inspections are accepted by Secretaria De La Defensa Nacional and compliance is necessary
unless an alternative program has been approved.

1.3. 5-30-00 Unscheduled Inspection Checks

This section consists of inspections for problems that fall outside of normal periodic inspection
or scheduled inspections such as hard landings, lightning strikes, etc. These inspections are
prescribed by Cascade Aerospace Inc. and must be followed in the event of such occurrences
during normal operation.

2. Distribution
The Instructions for Continued Airworthiness (ICA) will be distributed with each original installation.
Notification of any changes to the ICA will be undertaken by Cascade Aerospace Inc. to the purchasers of
the installation whose addresses are registered and filed with the original purchase order of the
installation.
Revisions to the ICA may be requested from:
Cascade Aerospace Inc.
1337 Townline Road
Abbotsford, British Columbia
Canada, V2T 6E1

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Airworthiness Limitations

No additional Airworthiness Limitations are required for aircraft modified in accordance

with Cascade Aerospace MDL 4484.

Secretaria De La Defensa Nacional:

The Airworthiness Limitations section is approved by the Minister and specifies maintenance
required by an applicable airworthiness operating rule, unless an alternative program has been
approved by the Minister.

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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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Scheduled inspections / maintenance intervals

Task Type Initial

Description Task Number Recurring
Inspection
Cockpit Voice Functional
Recorder Underwater 4484-31-001 Test and 2 Years 2 Years
Locating Device Cleaning

Flight Data Recorder Functional

Underwater Locating 4484-31-002 Test and 2 Years 2 Years
Device Cleaning

28 days 28 days
FMS Navigation
4484-34-001 Update Next Updated Next Updated Nav
Database Update
Nav Database Database

V/UHF (No.1)
4484-53-001 DVI 7200 AFH 1800 AFH
Antenna Mounting

V/UHF (No.2)
4484-53-001 DVI 7200 AFH 1800 AFH
Antenna Mounting

Table 1 – Maintenance Intervals

The inspections must be completed at the shorter of the intervals listed.

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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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Task Number: 4484-31-001
Task Name: Functional testing and cleaning of Cockpit Voice and Data Recorder (CVDR) Underwater
Locating Device (ULD)
Inspection Type: Functional Test and Cleaning
Inspection Location: FS 860 – FS 880, WL 213.7
Inspection Procedure:
Required Equipment: Dukane Ultrasonic Test Set Model 42A12
Functional Test Steps:
1. Set TUNING control between 35 and 40 kHz. Turn GAIN control clockwise and check for operation by
jingling keys or coins near microphone.
2. Short water switch on Beacon. Tune Test Set for best audible signal.
3. Beacon operation will be indicated by a pulsing, audible tone.
4. Determine pulse repetition rate by counting pulses for 10 seconds. If 5 or more are counted, the
beacon should operate according to published specifications.
5. The Test Set can detect a beacon signal over an unobstructed distance of approximately 40 feet with
the GAIN control wide open. This is an indication of normal operation of both components.
6. The 42A12 Series Test Set is not intended to measure actual output signal level; therefore, does not
require periodic calibration.
7. Contact the ULD’s manufacturer, if battery needs replacing.
ULD Battery: The ULD is equipped with a battery that has an expected life of six years. Contact the ULD's
manufacturer for information on servicing, recertification, and proper handling and disposal of the lithium
batteries used in the ULD.

Task Number: 4484-31-002

Task Name: Functional testing and cleaning of Digital Flight Data Recorder (DFDR) Underwater Locating
Device (ULD)
Inspection Type: Functional Test and Cleaning
Inspection Location: FS 860 – FS 880, WL 213.7
Inspection Procedure:
Required Equipment: Dukane Ultrasonic Test Set Model 42A12
Functional Test Steps:
1. Set TUNING control between 35 and 40 kHz. Turn GAIN control clockwise and check for operation by
jingling keys or coins near microphone.
2. Short water switch on Beacon. Tune Test Set for best audible signal.
3. Beacon operation will be indicated by a pulsing, audible tone.
4. Determine pulse repetition rate by counting pulses for 10 seconds. If 5 or more are counted, the
beacon should operate according to published specifications.

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5. The Test Set can detect a beacon signal over an unobstructed distance of approximately 40 feet with
the GAIN control wide open. This is an indication of normal operation of both components.
6. The 42A12 Series Test Set is not intended to measure actual output signal level; therefore, does not
require periodic calibration.
7. Contact the ULD’s manufacturer, if battery needs replacing.
ULD Battery: The ULD is equipped with a battery that has an expected life of six years. Contact the ULD's
manufacturer for information on servicing, recertification, and proper handling and disposal of the lithium
batteries used in the ULD.

Task Number: 4484-34-001

Task Name: Flight Management System Nav Database Update
Inspection Type: Update
Inspection Location: N/A
Inspection Procedure:
Required Equipment: Maintenance laptop/computer; FMS data card
Update Steps:
1. On the maintenance laptop, access rockwellcollins.com/FMS
2. Click on “Download Database” on the right side of the page
3. Enter User ID and Password
4. Navigate to the desired Nav Database, right click, then click Save Target As
5. Save the target somewhere you can easily access it and extract the file to the desired location once it
is finished downloading
6. Load the database file onto the data card, and then follow Chapter 17.5.2. in the Maintenance Manual
Supplement to load the new database file on the aircraft

Task Number: 4484-53-001

Task Name: Visual Inspection of the Fastener Holes of the V/UHF Antenna Installation
Inspection Type: Detailed Visual Inspection (DVI)
Inspection Location: Fastener holes on the V/UHF antenna doubler and skin in FS 670.0 to 690.0 for V/UHF
No. 1 and in FS 280.0 to 290.0 for V/UHF No. 2
Inspection Procedure:
1. Perform a detail visual inspection (DVI) for the fastener holes on the V/UHF antenna doublers and
skin.
2. Report to Cascade Aerospace if a fastener hole edge crack reaching the neighboring fastener hole or
the doubler edge is found.

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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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Unscheduled Inspection Checks
No Change.

Note:
All new or affected systems on the FAM aircraft 3616 and 3617, which are not included in the
scheduled maintenance section, require maintenance “On Condition Only”. Description,
operation, removal, installation, testing and troubleshooting for these systems can be found in
the remaining chapters and sections of this MMS.

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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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STANDARD PRACTICES – AIRFRAME

MAINTENANCE
1. GENERAL
Electrical grounding and bonding is required to provide electrical conductivity between components
and the basic airplane structure by direct physical contact or the addition of a firm electrical
connection.

1.1. Ground and Bond Connections

Observe the following when replacing or installing ground and bond connections:

1.1.1. Install ground and bond connections such that vibration, expansion, and contraction, or normal
service movement will not loosen or break connection.

1.1.2. A maximum of four ground terminal lugs may be stacked on a screw or bolt. Stack lugs in order of
decreasing size (largest lug on bottom).

1.1.3. Do not connect a current carrying ground return wire and a bond jumper to the same screw or bolt.

1.1.4. Do not connect a ground wire or bond jumper to a plumbing support clamp mounting screw.

1.1.5. When cable clamp adapters have ground screws that are not used for grounding, remove and
discard the ground screws and associated washers.

1.1.6. Do not install ground studs or attach ground wires to magnesium or magnesium alloy structures.

1.1.7. Separate magnesium alloys from any dissimilar metal with a shim of 5052 or 5056 aluminum alloy
(not thicker than 0.016 inch). The shim must overlap the bared area and extend into the painted
area for a minimum of ¼ inch all around. After assembly, seal all magnesium surfaces with
approximately 10 to 20 mils of Specification AMS-S-8802 sealant.

1.1.8. Bonding jumpers (braided wire or metal strap) are used to provide electrical conductivity between
installed assemblies and the main structure. Install bonding jumpers, under 0.03 inches thick,
between the shock mount and the shock mount support. Install bonding jumpers over 0.03 inch
thick on the top side of the shock mount attaching screw, while installing shock-mounted
equipment on airplane.

1.1.9. Use AN735 plain clamps to attach bond jumpers to conduit or tubing. Do not use cushioned-type
clamps. Install clamps such that conduit or tubing is not crimped or damaged.

Bonding straps within a fuel tank should be removed, discarded, and replaced if the bonding strap
is noticeably discolored. Discoloration is evidence of the tin plating flaking off and corrosion.

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2. BONDING RESISTANCE VALUES AND METHODS

2.1. Resistance Values

Refer to Table 2 for the maximum allowable resistance between components and basic airplane
structure.

Table 1 – Bonding Methods and Resistance Values – See note M on page 4

ITEM MAXIMUM BONDING METHOD
RESISTANCE
(OHMS)
1. Access Door in Wing 0.00004 J
2. Antenna Bases, External 0.0025 A
3. Conducting Objects Protruding from Surface of Airplane, 1.0 D
Except for Antennas
4. Conduit – Electrical (Rigid and Flexible)
a. General 0.1 B
b. When within three feet of radio or radar equipment or 0.01
antenna open lead-in
c. In fuel tanks and dry bay area’s refer to Item 28
5. Control Cables and Rods to Aileron, Elevator, Rudder, etc. 0.1 C
6. Control Surfaces
a. Aileron 0.005 C
b. Elevator and rudder 0.005 C
c. Flap --- Keep track unpainted
d. Trim Tab 0.01 D
7. Cowls – Removable (Fastener Mounted) 0.01 D, E
8. Doors (Except Wing See Item 1)
a. General 1.0 D
b. Having special bonding requirement due to location 0.01 C
9. Electrical Equipment
a. Attached to lines or tubing and mounted to basic 0.0025 A
structure 0.0025 C
b. Attached to lines and tubing and having no other
mounting
10. Electrical Motors
a. When mounted on basic structure 0.0025 A
b. When mount away from structure --- C
Ground return
required
11. Electrical Equipment
a. Base plate to adjacent structure 0.0025 A, G
b. Base plate of equipment to case 0.0025 A, G

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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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ITEM MAXIMUM BONDING METHOD

RESISTANCE
(OHMS)
12. Engine Support F
a. Engine to Engine Mount 0.0025 A
b. Engine Mount to Structure 0.0025 D
13. Equipment, Rack Joints and Rack to Basic Structure 0.0025 A
14. Fuel Filler Cap
a. Center Screw to Structure 0.1 J
b. Red Lid to Structure 0.1 J
15. Heaters, Radiators, Accumulators, etc. 1.0 D
16. Hood or Canopies 0.001 D
17. Instrument Panels H
a. Nonelectric 1.0 D
b. Electrical 0.01 C
18. Landing Gears 1.0 D
19. Lines and Tubing to Basic Structure Across Fitting 1.0 C
a. Metal fittings in nonmetallic tube under 3 inches in --- No bonding
length requirement
1.0 B
b. Tube assemblies in fuel tanks and dry bay areas
20. Metal Ducts, Air Conditioning 1.0 D
21. Radio Noise Filters 0.001 I
21a.Radomes with Lighting Diverters 0.0025 C
22. Seats 1.0 D
23. Starters, Generators, Alternators 0.0025 A
24. Static Discharge (Base to Structure) 0.01 A
25. Static Ground Receptacles 0.0025 A, C
26. Structural Joint or Breaks
a. Fuselage sections 0.00037 J
b. Empennage to fuselage 0.00037
c. Wing to fuselage 0.00004 O
d. Wing to joints 0.00074
e. Wing to engine mount 0.0004
f. Engine mount to QEC 0.00037
27. Switches, Circuit Breakers, Rheostats, and Similar K
Electrical Equipment

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ITEM MAXIMUM BONDING METHOD

RESISTANCE
(OHMS)
28. Tanks
a. Metallic 1.0 D
b. Metal fittings in nonmetal tanks 1.0
c. Electrical devices when attached to tanks (fuel gauges, 0.005 L
etc.)
d. Fuel filler provisions 0.01 C
Bond at point of
attachment to nearest
basic structure
e. Valves (excluding fuel level valves in auxiliary tanks) N
0.00186
and connecting conduit in fuel tanks, dry bay areas and
RH wheel well
f. Fuel pumps, fuel level valves in auxiliary tanks and N
connecting conduit in fuel tanks, dry bay area and RH 0.00037
wheel well
g. Pump to mount bracket in inboard wing tanks
N
h. Boost pump access door, in center wing, to wing 0.00037
structure N
0.00037
i. External tank access door to wing structure Refer to drawing
---
29. Windows, Hinged or Sliding 1.0 D

NOTES TO TABLE 2
A. Electrically bond faying surfaces. Refer to paragraph 3.2.2.
B. Use bonding type clamp at each terminating point and break, unless the path through equipment
provides the necessary bonding resistance values. When bonding type clamps are required,
electrically bond faying surface of clamps and conduit. Refer to paragraph 3.2.2.
C. Electrically bond jumpers per paragraph 3.2.4.
D. Additional electrical bonding not required unless resistance requirements cannot be met.
E. If resistance requirements cannot be met, electrically bond faying surface. Refer to paragraph 3.2.2.
F. All electrical and electronic equipment mounted to a mounting plate, not mounted by Lockheed
Martin, will be considered to have met bonding requirements of applicable military specifications.
Verification will be required that the applicable military specifications have been met. Maximum
allowable DC resistance between the equipment and its mounting plate is 0.0025 ohms.
G. Must provide current return requirements for all electrical equipment installed on engine.
H. Instruments have no bonding requirements.
I. Electrically bond filter base faying surfaces.
J. Permanent metal to metal joints made by welding, brazing, sweating, or swaging and riveted
connections have at least three rivets driven tightly per joint are normally inherently bonded. They
normally require no additional bonding.
K. Electrically bond one point of faying surface.
L. Bond at point of attachment to nearest basic structure.

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M. Insulating finishes need not to be removed if resistance requirements are met without such removal.
Example: Riveted joints with a minimum of three dry installed rivets are considered inherently bonded.
N. The resistance may be measured from a point on the component or conduit, near the attach point of
the bonding jumper, directly to tank structure (near the jumper terminating point). If this measurement
does not exceed the maximum resistance, no further measurements are necessary. If the
measurement exceeds the maximum resistance, individual measurements of each connection or joint
in the bonding path shall not exceed the maximum resistance. Connections or joints in the bonding
path may include such items as: conduit to bonding clamp, bonding clamp to bonding jumper lug,
bonding jumper lug to jumper terminating bracket clip, housing or structure.
O. Bare metal to metal bond beneath every fourth bolt head, nut and washer. Overcoat bolt head and nut
with Specification MIL-PRF-81733, Type IV fay surface sealing compound.

3. REWORK OF GROUND AND BOND SURFACES

Whenever a bond measurement does not meet the requirements of table 2 the bond surface must
be reworked until the requirements are met. Bonding RESISTANCE VALUES AND METHODS

3.2. Resistance Values

Refer to Table 2 for the maximum allowable resistance between components and basic airplane
structure.

Table 1 – Bonding Methods and Resistance Values – See note M on page 4

ITEM MAXIMUM BONDING METHOD
RESISTANCE
(OHMS)
30. Access Door in Wing 0.00004 J
31. Antenna Bases, External 0.0025 A
32. Conducting Objects Protruding from Surface of Airplane, 1.0 D
Except for Antennas
33. Conduit – Electrical (Rigid and Flexible)
d. General 0.1 B
e. When within three feet of radio or radar equipment or 0.01
antenna open lead-in
f. In fuel tanks and dry bay area’s refer to Item 28
34. Control Cables and Rods to Aileron, Elevator, Rudder, etc. 0.1 C
35. Control Surfaces
e. Aileron 0.005 C
f. Elevator and rudder 0.005 C
g. Flap --- Keep track unpainted
h. Trim Tab 0.01 D
36. Cowls – Removable (Fastener Mounted) 0.01 D, E
37. Doors (Except Wing See Item 1)
c. General 1.0 D
d. Having special bonding requirement due to location 0.01 C

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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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ITEM MAXIMUM BONDING METHOD

RESISTANCE
(OHMS)
38. Electrical Equipment
c. Attached to lines or tubing and mounted to basic 0.0025 A
structure 0.0025 C
d. Attached to lines and tubing and having no other
mounting
39. Electrical Motors
c. When mounted on basic structure 0.0025 A
d. When mount away from structure --- C
Ground return
required
40. Electrical Equipment
c. Base plate to adjacent structure 0.0025 A, G
d. Base plate of equipment to case 0.0025 A, G
41. Engine Support F
c. Engine to Engine Mount 0.0025 A
d. Engine Mount to Structure 0.0025 D
42. Equipment, Rack Joints and Rack to Basic Structure 0.0025 A
43. Fuel Filler Cap
c. Center Screw to Structure 0.1 J
d. Red Lid to Structure 0.1 J
44. Heaters, Radiators, Accumulators, etc. 1.0 D
45. Hood or Canopies 0.001 D
46. Instrument Panels H
c. Nonelectric 1.0 D
d. Electrical 0.01 C
47. Landing Gears 1.0 D
48. Lines and Tubing to Basic Structure Across Fitting 1.0 C
c. Metal fittings in nonmetallic tube under 3 inches in --- No bonding
length requirement
1.0 B
d. Tube assemblies in fuel tanks and dry bay areas
49. Metal Ducts, Air Conditioning 1.0 D
50. Radio Noise Filters 0.001 I
21a.Radomes with Lighting Diverters 0.0025 C
51. Seats 1.0 D
52. Starters, Generators, Alternators 0.0025 A

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ITEM MAXIMUM BONDING METHOD

RESISTANCE
(OHMS)
53. Static Discharge (Base to Structure) 0.01 A
54. Static Ground Receptacles 0.0025 A, C
55. Structural Joint or Breaks
g. Fuselage sections 0.00037 J
h. Empennage to fuselage 0.00037
i. Wing to fuselage 0.00004 O
j. Wing to joints 0.00074
k. Wing to engine mount 0.0004
l. Engine mount to QEC 0.00037
56. Switches, Circuit Breakers, Rheostats, and Similar K
Electrical Equipment
57. Tanks
j. Metallic 1.0 D
k. Metal fittings in nonmetal tanks 1.0
l. Electrical devices when attached to tanks (fuel gauges, 0.005 L
etc.)
m. Fuel filler provisions 0.01 C
Bond at point of
attachment to nearest
basic structure
n. Valves (excluding fuel level valves in auxiliary tanks) N
0.00186
and connecting conduit in fuel tanks, dry bay areas and
RH wheel well
o. Fuel pumps, fuel level valves in auxiliary tanks and N
connecting conduit in fuel tanks, dry bay area and RH 0.00037
wheel well
p. Pump to mount bracket in inboard wing tanks
N
q. Boost pump access door, in center wing, to wing 0.00037
structure N
0.00037
r. External tank access door to wing structure Refer to drawing
---
58. Windows, Hinged or Sliding 1.0 D

3.1. Equipment and Materials

• Stainless Steel Bonding Brush
• Pneumatic Drill Motor
• Abrasive Paper:
o Aluminum Oxide or Silicon Carbide
• Acid Brush
• Commercial Cleaning Solvent
• Colored Conversion Coating

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o (Alodine), Specification MIL-C-81706
• Lacquer Thinner Federal Specification A-A-857
• Safety Solvent, Trichloroethane, Federal Specification ASTM D4126
• Sealant, Synthetic Rubber, Specification AMS-S-8802, Class A.
• Varnish Specification MIL-V-173, Finish Code 5
• Gloves, Industrial Synthetic Rubber

3.2. Surface Preparation

3.2.1. Surfaces in contact with a ground stud assembly must be clean and dry from paints, chemical
protective coating, oil, grease, adhesives, and sealants.

3.2.2. Do not remove cadmium and zinc coatings, which are conductive, from steel. Do not remove
chromidize and alodize coatings, which are conductive, from aluminum.

3.2.3. When bonding of faying surfaces is required, remove nonconductive coatings (anodic films and
paints) from contact area on both surfaces slightly larger than surface to be bonded.

3.2.4. When bonding of faying surfaces at fasteners ONLY is required, remove nonconductive coatings
for about ½ inch around center of fastener holes. Remove nonconductive coating on underside of
top structure and top side of bottom structure.

3.2.5. When stud assembly (bonding strap, jumpers, and ground wires) requires bonding, remove
nonconductive coatings (anodic films and paint) for about 1-1/2 times diameter of washer or lug on
bottom of stackup.

3.3. Removal of Anodic Film and Paint

CAUTION: IF ALODINE IS SPLATTERED ON PAINTED SURFACES, IMMEDIATELY
REMOVE IT BY WIPING WITH CLEAN CLOTHES SATURATED WITH WATER.
CAUTION: DO NOT REDURE PART THICKNESS MORE THAN THICKNESS OF SURFACE
FINISH.

3.3.1. Remove anodic films with bonding brush dipped in alodine. Use bonding brush with pilot to remove
anodic films around fastener holes. Use bonding brush with pilot removed to remove anodic films
in other areas.

CAUTION: DO NOT USE ABRASIVES (EMERY PAPER) WHICH MAY CAUSE CORROSION.

3.3.2. Remove paint with lacquer thinner, abrasive paper, or bonding brush.

3.3.3. If needed, burnish holes with drill to remove anodic films or paint.

3.4. CLEANING

WARNING: WEAR RUBBER GLOVES WHEN APPLYING SOLVENT BY HAND.

WARNING: WHEN PERFORMING SOLVENT CLEANING OPERATIONS, MAINTAIN

ADEQUATE VENTILATION AND AVOID PROLONGED BREATHING OF
VAPORS. AVOID EYE AND SKIN CONTACT. FAILURE TO COMPLY COULD

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RESULT IN INJURY TO PERSONNEL.

3.4.1. Clean surface to be bonded with clean cloth wet with commercial cleaning solvent or safety solvent
(trichloroethane) do not allow solvent to evaporate. Dry surface with clean, dry cloth.

3.5. ALODINE APPLICATION

WARNING: WEAR RUBBER GLOVES WHEN APPLYING ALODINE.

3.5.1. Before installing hardware, apply Alodine to aluminum surfaces, from which finishes have been
removed.

3.6. REFINISHING (TOUCH-UP) EXPOSED AREAS AFTER INSTALLING HARDWARE

3.6.1. Magnesium parts shall be refinished within 24 hours after removal of original surface finish. All
other parts shall be refinished within seven days.

3.6.2. Except for anodic finishes, the original surface finish shall be reapplied. Where anodic finishes
have been removed, apply a thin coat of varnish.

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CHAPTER 3
APS-85 AUTOPILOT SYSTEM

3.1. GENERAL.
The APS-85 Autopilot System is a 3-axis digital autopilot designed for use in high performance
aircraft. It processes the outputs from various aircraft sensors and any pilot initiated commands or
mode selections to provide flight guidance commands for the Attitude Director Indicator (ADI)
command bars and to automatically position the aircraft control surfaces. It maintains the airplane
at a predetermined attitude and heading with minimum pilot effort, automatically coordinates turns,
provides for roll and pitch attitude adjustment, provides for control of the airplane by radio or FMS
guidance, and provides for automatic ILS (instrument landing system) approach control. When
engaged, the autopilot controls the operation of the elevators, ailerons and rudder by means of
three servos and also controls the elevator trim electrical actuator. This chapter provides a
functional description of each unit and an overview of the basic system operation. See Figure 3-1
for the location of the APS-85 Autopilot components. The APS-85 Autopilot system components
are as follows:
• FCC-86H Flight Control Computer (FCC)
• UMT-14B Flight Control Computer Mount
• APP-85 Autopilot Panel
• Two (2) MSP-85 Mode Select Panels (MSP)
• Three (3) SVO-80B Primary Servo Motors
• Three (3) 351B-6B Primary Servo Motor Mounts
• Two (2) SIU-80 Serial Interface Units
• Two (2) SIU-80 Serial Interface Unit Mounts

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TPN0206_01

Figure 3-1. APS-85 System Component Location (Sheet 1 of 6)

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Copilot Upper Circuit Breaker Panel

Figure 3-1. APS-85 System Component Location (Sheet 2 of 6)

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PILOT MSP-85 COPILOT MSP-85

MODE SELECT MODE SELECT PANEL
PANEL

USH USH
TEST TEST
R- R-
A LT A LT

280 VOR2 TO H 89.6NM 29.92 in

106 CRS OM

260
280 3500
240 NORM
10
228 10 3320
220 20 UP
20
200 3 000 UP UP
NOSE
180 258KTS 123 MIN
LEFT RIGHT

BRT STD

UP DN
LOCK
RELEASE

HORN HANDLE
SILENCE LIGHT TEST

AIR AIR
MIX CHES MIX CHES
FEET T FEET T

Figure 3-1. APS-85 System Component Location (Sheet 3 of 6)

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APP-85
AUTOPILOT
CONTROL
PANEL

Figure 3-1. APS-85 System Component Location (Sheet 4 of 6)

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AUTOPILOT SIU No.1

COMPUTER and No.2

STA 245 UNDERDECK LH RACKS

Figure 3-1. APS-85 System Component Location (Sheet 5 of 6)

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Figure 3-1. APS-85 System Component Location (Sheet 6 of 6)

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3.1.1. Autopilot Control Panel.
The Autopilot Panel APP-85 contains AP and yaw damper engage/disengage levers, AP transfer
and turbulence mode select buttons, and the pitch wheel/turn knob command assembly. See
Figure 3-2 and refer to Table 3-1 for an explanation of the controls and indicators on the autopilot
panel.

Figure 3-2. APP-85 Autopilot Panel Controls and Indicators

Table 3-1. APP-85 Autopilot Panel Controls and Indicators

ITEM CONTROL OR INDICATOR FUNCTION

1 TURB Pushbutton switch used to soften autopilot gains, thus providing
increased passenger comfort during Turbulent (TURB) conditions.
TURB Indicator (Green LED) lights when TURB push button
switch is engaged.
2 AP XFR Pushbutton switch used to change the autopilot source of flight
guidance commands from the pilot to the copilot system. AP XFR
Indicator (Green LED) lights when selected to transfer control to the
copilot.
3 AP Engage Switch Engages autopilot system. When the engage levers are raised,
engagement occurs if no failures are detected by the FCC just prior to
the engagement attempt. Automatic disengagement may occur at any
time (if necessary).
4 YD Engage Switch Engages Yaw Damper (YD) system. When the engage levers are
raised, engagement occurs if no failures are detected by the FCC
just prior to the engagement attempt. Automatic disengagement
may occur at any time (if necessary).
5 Pitch Wheel The pitch wheel functions as a vertical reference command knob to
provide pitch, Indicated Air Speed (IAS) and Vertical Speed (VS).
Moving the pitch wheel changes the autopilot mode to PITCH when the
system is in any mode but IAS, VS or Approach with a captured
glideslope.
6 Rate Turn Knob The turn knob provides a take command function in all lateral modes
except Approach (APPR) capture or any localizer capture. Initiates
roll mode and applies a roll rate command proportional to the
amount of displacement.

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3.1.2. MSP-85 Mode Select Panel.
There are two mode select panels; one on the pilot side and one on the copilot side of the main
instrument panel (see Figure 3-1). See Figure 3-3 and refer to Table 3-2 for an explanation of each
control and indicator. All controls/indicators on this panel illuminate when selected.

3.1.2.1. The primary servos position the aircraft control surfaces in response to commands from the FCC.
The trim system is an electrically driven servo motor that offloads forces on the elevator. When the
autopilot is engaged the FCC automatically controls the elevator trim system. When the autopilot is
disengaged the pilot manually operates the elevator trim with the elevator trim switches.

NOTE
Operating the manual pitch trim while the autopilot is engaged or when the autopilot control wheel
steering is activated disengages the autopilot.

Figure 3-3. MSP-85 Mode Select Panel Controls and Indicators

Table 3-2. MSP-85 Mode Select Panel Controls and Indicators

ITEM CONTROL OR INDICATOR FUNCTION

1 HDG Selecting Heading (HDG) mode brings the steering display into
view and commands the aircraft to fly to and maintain the
selected heading by the heading bug on the EHSI.
2 1/2 BANK Half- bank mode reduces the connected bank limit to bank limit
to one-half its normal value.
3 VS When Vertical Speed mode is selected, commands are
generated to fly and maintain the vertical speed existing at the
time of selection. This VS reference and VS command bug are
shown on the PFD. After selection, the VS reference may be
changed by the Air Data Reference Panel VS knob.
4 CLIMB When Climb Mode is selected, commands are computed to fly
and maintain a preprogrammed IAS climb profile. The
referenced IAS displays on the ADI. The IAS reference bug
follows the commanded IAS.
5 ALT The Altitude Hold Mode provides commands to maintain the
pressure altitude at the time the mode is selected.

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Table 3-2. MSP-85 Mode Select Panel Controls and Indicators - Continued

ITEM CONTROL OR INDICATOR FUNCTION

6 IAS The IAS mode is a hold mode that provides commands to
maintain the indicated airspeed present at the times the mode is
selected. After selecting the IAS target reference may be
changed by the Air Data Reference Panel speed knob.

7 DESCEND The Descend Mode provides a smooth transition from the

previously selected vertical mode to a preprogrammed vertical
descent at 2000 fpm.
8 VNAV When Vertical Navigation (VNAV) Mode is selected, the system
generates commands to fly and maintain a VNAV pitch steering
signal from the FMS for VNAV descents, STARS and
approaches. The system flies and the existing lateral and vertical
modes remain until the VNAV path is captured.
9 APPR Selects approach mode operation. When ILS data is selected
and displayed, the system also arms for Glideslope (GS). GS
capture must occur after localizer capture. At glideslope capture,
the vertical mode previously being flown is deselected.
10 NAV When NAV mode is selected the system recognizes the
navigation system selected and displayed, the system also arms
for GS. GS capture must occur after localizer capture. At
glideslope capture, the vertical mode previously being flown is
deselected.

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3.1.3. Autopilot Mode Display.

The autopilot modes are displayed in the top center on the Primary Flight Display (PFD) in 15
different fields (see Figure 3-4 and refer to Table 3-3).

Figure 3-4. Autopilot Modes Display Fields

Table 3-3. Autopilot Modes Display Fields

FIELDS FIELDS FIELDS FIELDS FIELDS

1 4 7 10 13
2 5 8 11 14
3 6 9 12 15
• Field 1 displays AP/L or AP/R (and TEST if system is in test mode). This indicates which pilot has
control of the autopilot. The AP XFR pushbutton on the APS-85 Autopilot Panel controls this
function
• Field 2 displays TURB or YD. Turbulence mode is displayed in green. The TURB pushbutton on
the APS-85 Autopilot Panel controls this function
• Field 3 displays 1/2. The 1/2 is displayed in white. This function is controlled by the 1/2
pushbutton on the MSP-85 Mode Select Panel
• Fields 4, 5, and 6 are not used
• Field 7 displays the lateral capture modes: NAV, APPR, ROLL, GA, and HDG. They are
displayed in green. NAV, APPR, ROLL, and HDG functions are controlled via MSP-85 Mode
Select Panel. GA is selected with the GA pushbutton on the pilot and copilot control wheel
• Field 8 displays both Lateral ARM modes NAV and APPR. The lateral ARM modes are displayed
in white and turn green when captured. The lateral mode is controlled via MSP-85 Mode Select
Panel
• Field 9 is not used on the International C-130 program and is reserved for future growth
• Field 10 displays the vertical capture modes: GS, PIT, ALTS, ALT, CLMB, DESC, VNAV, GA,
IAS, and VS. The vertical capture modes are displayed in green
• Field 11 displays the vertical ARM modes VNAV and GS. The vertical arm modes are displayed
in white and turn green when captured. VNAV is displayed when selected via MSP-85 Mode
Select Panel
• Field 12 displays ALTS. ALTS is armed when the altitude preselector value is changed and the
new altitude has not yet been captured using VNAV or VS mode. ALTS is displayed in white
• Field 13 displays TRIM failure when a trim failure occurs. TRIM is displayed red
• Field 14 displays A, E, R, or SYNC. A, E, R, or SYNC displays in yellow
• Field 15 displays the status of the CAT II criteria. CAT II can display in either green (if all needed
CAT II equipment and conditions are valid) or yellow (if any criteria is not met)

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3.1.4. Autopilot Annunciations.

Refer to Table 3-4 for the Autopilot EADI Annunciation messages descriptions.

Table 3-4. Autopilot EADI Annunciations

PFD
MESSAGE COLOR
ANNUNCIATIONS

NOTE
White annunciation indicates mode selection is Armed. Green annunciation indicates mode selection is
captured.
TRIM Trim system failure Red
R Rudder servo holding torque for a period of time Amber
A Aileron servo holding torque for a period of time Amber
E Elevator servo holding torque for a period of time Amber
YD Yaw damper is disengaged Amber (Flashing)
AP/L or AP/R Autopilot disengaged Amber (Flashing)
GS Aircraft is inside middle marker and radio altitude is not valid Amber
(glide slope extension)
GS After localizer capture and before glide slope beam capture White
GS After localizer capture and after glide slope beam capture Green
NAV Selection of navigation mode and before lateral capture (left side) Green
White NAV Selection of navigation mode and after lateral capture
(left side)
ALTS Altitude preselect mode and before vertical capture White
ALTS Altitude preselect mode and after vertical capture Green
APPR Selection of approach mode and before lateral capture White
APPR Selection of approach mode and after lateral capture Green
ALT Selection of altitude hold mode Green
IAS Selection of IAS mode Green
TEST Selection of diagnostic mode Amber
VS Selection of vertical speed hold mode, basic mode Green
CLMB Selection of climb mode Green
GA Selection of go-around mode, fixed vertical sync Green
GA Selection of go-around mode, held lateral sync Green

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Table 3-4. Autopilot EADI Annunciations - Continued

PFD
MESSAGE COLOR
ANNUNCIATIONS
PITCH Selection of pitch hold mode Green
ROLL Selection of roll hold mode, basic mode if roll attitude greater Green
than five degrees from level
VNAV Selection of vertical navigation mode and before path capture White
VNAV Selection of vertical navigation mode and after path capture Green
HDG Selection of heading mode or navigation arm Green
TURB Selection of autopilot turbulence mode Green
AP/L or AP/R Autopilot coupled to right side or left side flight director Green
1/2 Selection of 1/2 BANK function Green
ESC Selection of descent mode Green
SYNC Selection of vertical synchronization mode Amber

3.2. APS-85 AUTOPILOT SYSTEM DESCRIPTION.

The following paragraphs describe each component of the APS- 85 autopilot system.

3.2.1. FCC-86H Flight Control Computer.

The FCC digitally computes and processes flight guidance commands and yaw damper/turn
coordination commands. Servo amplifiers provide drive to the elevator, aileron, and rudder servos.
The command output controls the ADI command bars and provide precise servo engage/control. A
built-in trim interface automatically controls the aircraft elevator trim system. The computer
receives input from the Attitude Heading Reference System (AHRS) through ARINC 429, Flight
Display System (FDS), and the Air Data System (ADS) through Commercial Standard Data Bus
(CSDB). The computer contains additional processing capability for use in dual flight guidance
installations. Autopilot mode and status data is provided to pilot CDU #1 from autopilot system #1
and copilot CDU #2 from autopilot system #2 on a CSDB bus. Automatic elevator trim is provided
by pulses sent at a 1-per-second repetition rate. Output commands must be provided by both
computer channels before trim occurs. Elevator trim monitoring detects loss of trim and trim
runaway conditions. Discrete annunciator outputs are provided to warn of mistrim, disengage, and
trim fail conditions.

3.2.2. UMT-14B Mounting Base.

The UMT-14B provides mounting provisions for the FCC. The computer is secured by tightening
two knurled knobs that secure over the mounting tabs on the front of the computer. Cooling air is
provided by 28 VDC fans that are built-in to the UMT-14B Mounting Base.

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3.2.3. MSP-85 Mode Select Panel.
The MSP-85 Mode Select Panel selects the system flight guidance modes (see Figure 3-3). The
unit consists of ten pushbuttons with built-in mode annunciation and backlighting. When a mode is
selected, an annunciator in the button lights to indicate that the mode has been accepted and
latched. The buttons are interlocked to ensure that only compatible modes can be selected.

3.2.3.1. CSDB/RS-422 Interfaces.

Each MSP-85 Mode Select Panel uses a CSDB/RS-422 serial data bus to communicate with the
appropriate channel of the flight control computer. This data bus carries the autopilot panel button
status-and-confirm logic and the flight guidance mode select panel button status-and-confirm logic.

3.2.4. APP-85 Autopilot Panel.

The APP-85 autopilot panel (see Figure 3-2) provides control of the APS-85 autopilot system. The
unit contains the autopilot and yaw damper engage/disengage levers. Control circuits determine
whether or not the AP and YD levers remain engaged when moved to the engage position. Manual
inputs are applied by moving the turn knob (roll command) and pitch wheel (pitch command). The
AP XFR button transfers autopilot control to the second flight guidance channel of the FCC. The
TURB button softens the autopilot gain for smoother flight control during turbulent conditions.

3.2.4.1. Engage Levers. Autopilot control signal (AP disconnect switch, Go Around (GA) disengage switch,
manual trim disengage switch, and AP monitor interlock) and yaw damper control signals (YD
disconnect switch and YD monitor interlock) enable the engage relay circuits. When the AP and
YD engage levers are raised, +28 VDC is applied to the hold coils, which magnetically hold the
engage levers up. The engage lever circuits then apply engage logic signals to the FCC and clutch
power to the servos.

3.2.4.2. Pitch Command Knob. Autopilot pitch may be manually adjusted using the pitch wheel. When the
pitch wheel is physically rotated downward, a positive pitch command voltage is applied to the
FCC, causing the nose of the aircraft to pitch up (as indicated by the UP labelling on the APP-85).
When the pitch wheel is physically rotated upward, a negative pitch command voltage is applied to
the FCC causing the nose of the aircraft to pitch down (as indicated by the DN label on the APP-
85).

3.2.4.3. Roll Command Knob. Autopilot roll may be manually adjusted using the turn knob. When the turn
knob is rotated clockwise, a positive roll command voltage is applied to the FCC, causing the
aircraft to roll right. When the turn knob is rotated counterclockwise, a negative roll command
voltage is applied to the FCC computer, causing the aircraft to roll left.

3.2.4.4. Autopilot Transfer. Normally, the pilot system supplies flight guidance commands to the autopilot.
When the AP XFR button is pushed, control is transferred to the copilot flight guidance system.
Transfer logic is applied to both mode select panels. Each panel then transmits this information to
the appropriate channel of the flight guidance computer. A confirm signal is generated by the FCC
computer and applied through the copilot MSP-85 Mode Select Panel to the autopilot panel. This
acknowledges the transfer by lighting the annunciator in the AP XFR button. Push AP XFR button
again to return control to the pilot system.

3.2.4.5. Turbulence Mode. Push the TURB button to reduce gains in the aileron and elevator channels of
the flight control computer for improved passenger comfort during turbulent conditions. Turbulence
logic is applied to both mode select panels. Each panel then transmits this information to the
appropriate channel of the flight guidance computer. A confirm signal is generated by the flight
control computer and applied through both MSP-85s to the autopilot panel, to acknowledge
turbulence mode by lighting the annunciator in the TURB button. Press TURB button again to
return to normal operating mode.

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3.2.4.6. Engage/Disengage Logic. To engage the yaw damper and autopilot, the respective engage levers
are moved to the engaged position. If all conditions for engagement are met, the +28 VDC is
applied to the holding coils of the engagement lever switches to hold the switches in the engaged
position. When engaged, the AP engage switch applies +28 VDC to energize the clutch of the
aileron and elevator servo. The switch also applies +28 VDC to the AP engage-lever-up inputs to
the FCC. When the YD engage lever switch is engaged, it applies +28 VDC to energize the clutch
of the rudder servo. +28 VDC is also applied to the YD engage-lever-up inputs to the FCC. A
number of conditions disengage the autopilot and yaw damper. For manual disengagement push
either the Pilot and Copilot AP disconnect switch, or move the AP and YD engage levers to the
DISENGAGE position. For automatic disengagement, selection of go-around mode, detection of
fault in the servo-loop circuits, loss of altitude system valid, loss of system power, fault in engage
circuits, or loss of yaw damper valid automatically disengages the autopilot system.

3.2.5. SV0-80B Primary Servo.

The servo, with appropriate servo mount, positions an aircraft control surface using a DC torque
motor. A command signal from the FCC energizes the servomotor to correct the aircraft attitude.
When the control surface is properly oriented, feedback from rate generators cancels the
command signal. Voltage to the DC torque motor is then cut off and the aircraft stabilizes until the
system commands an attitude change. The servo consists of a DC motor, rate generator, gear
train, and engage clutch. Engage clutch power is supplied by the APP-85 autopilot panel and
switched by the engage lever circuits. Differential motor drive is supplied by the flight control
computer. Dual servo rate feedback to the flight control computer is monitored to ensure fail-
passive operation.

3.2.6. 351B-6B Servo Mount.

The 351B-6B Servo Mount provides mounting provisions for the SVO-80B Primary Servos. The
mount consists of an override safety slip clutch and a capstan for connecting the servo to the
aircraft control surface.

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3.3. DETAILED FUNCTIONAL DESCRIPTION.
This section provides a functional description of each unit and an overview of the basic system
operation.

3.3.1. Processor.
Each flight guidance channel contains independent computation circuits to ensure that the copilot
flight guidance functions are isolated from the pilot flight guidance functions. Channel A and
channel B computations are identical.

3.3.1.1. The 8-bit Input/Output (I/O) processor handles serial data, analog inputs, logic level inputs, and
annunciator outputs. Asynchronous Communications Interface Adapters (ACIA) provide serial
interface between the FCC and the attitude heading system, FDS system, and mode select panel.
ACIAs also provide serial interface between the FCC and air data system and serial cross-channel
interface between channel A and B I/O processors. Analog inputs include turn knob and pitch
wheel signals from the Autopilot Panel (APP). Additional analog inputs internal to the FCC include
servo command, servo motor, and servo-error feedback signals from the three servo amplifier
circuits. Logic level inputs to the I/O processor include various signals from the engage/disengage
logic along with the AP and YD monitor outputs from the servo amplifiers. The I/O processor
provides AP and YD disengage annunciator outputs. Applying a ground to the annunciator input
provides a lamp test by lighting the corresponding annunciator lamps.

3.3.1.2. The 16-bit main processor performs flight guidance and autopilot computations using various data
that are gathered and processed by the I/O processor. The I/O processor maps I/O data into the
Direct Memory Access (DMA) memory. The DMA memory consists of two blocks of Random
Access Memory (RAM) that are accessible by both processors. When one processor has access
to one block of RAM, the other processor has access to the other block. This shared memory
allows very quick and efficient data update by both processors. A fast data link exchange allows
the two processors to quickly communicate with each other to provide for very efficient use of DMA
memory.

3.3.2. The I/O and main processors both interface with the servo amplifiers. Computed servo commands
from the main processor are latched, digital-to-analog converted, and cycled through Sample and
Hold (S/H) filters to provide the command inputs to the aileron, rudder, and elevator servo
amplifiers. The AP and YD monitor signals to the APP are generated using monitor inputs from the
servo amplifiers and from both processors. The servo-cutoff signals are generated by the I/O
processor.

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3.3.3. Engage/Disengage Logic.
For yaw damper and autopilot engagement the YD monitor and AP monitor outputs from the FCC
must be (+28 VDC when valid). The YD monitor is valid when the servo monitor output from the
rudder servo amplifier is valid and the YD monitor outputs from the I/O processor and main
processor are both valid. The AP monitor is valid when the servo monitor outputs from the aileron
and elevator servo amplifiers are both valid and the AP monitor outputs from the I/O and main
processors are both valid. As long as the YD and AP monitor signals to the APP are valid, +28
VDC is applied to the APP. The relays are energized by transistor switches Q1 through Q4.
Conditions necessary to turn on the transistor switches in the APP are as follows: pilot and copilot
AP disconnect switches closed, go-around switches open, and manual trim disengage inputs to
the APP open. When energized, +28 VDC is applied to the YD and AP engage lever switches in
the APP.

3.3.3.1. The AP engage lever can be interlocked with the YD engage lever or non-interlocked. For
interlocked operation, the AP monitor is connected to pins 25 and 29 of the APP connector. When
the YD engage lever is operated to engage the yaw damper, the +28 AP monitor voltage is applied
through the contact of relays K3 and K4 and through the YD engage lever switch to the coil of
relays K1 and K2 to the APP. This allows the autopilot to be engaged only if the yaw damper is
also engaged. For non-interlocked operation, the +28 volt AP monitor voltage is applied directly to
the coils of relays K1 and K2 by connecting the signal lines to pins 18 and 20 of the APP
connector.

3.3.3.2. To engage the yaw damper and autopilot, the respective engage levers are moved to the engaged
position. If all conditions for engagement are met, then +28 VDC is applied to the holding coils of
the engage lever switches to hold the switches in their engaged position. When engaged, the AP
engage switch applies +28 VDC to energize the clutch of the aileron servo and elevator servo. In
addition, the switch applies +28 VDC to the AP engage-lever-up inputs to the FCC. When the YD
engage lever switch is engaged, it applies +28 VDC to energize the clutch of the rudder servo. +28
VDC is also applied to the YD engage-lever-up inputs to the FCC.

3.3.3.3. A number of conditions disengage the autopilot and yaw damper. Pushing the PILOT AP DISC or
COPILOT AP DISC switch removes +28 VDC from the AP and YD disconnect inputs to the APP.
This removes +28 VDC from the holding coils of the AP and YD engage switches. This causes the
switches to drop out and disengages both the autopilot and yaw damper.

3.3.3.4. Pushing the PILOT GA or COPILOT GA switch disconnects the autopilot by applying +28 VDC to
the A and B GA disconnects inputs to the APP. This causes the autopilot to disengage by applying
+28 VDC to the A or B manual trim disengage input to the APP.

3.3.3.5. The yaw damper disengages if either the A or B YD monitor input to the APP becomes invalid.
Conditions that cause an invalid YD monitor are faults detected in the rudder servo amplifier or a
yaw damper related fault as determined by the I/O processor or main processor. When invalid, the
YD monitor signal goes low and removes +28 VDC to disengage the YD. If interlocked, this also
disengages the autopilot. In the case of the autopilot, if either the A or B monitor input to the APP
becomes invalid, +28 VDC is removed to disengage the autopilot. Conditions that cause an invalid
AP monitor are faults detected in the aileron or elevator servo amplifier or an autopilot related fault
as determined by the I/O processor or main processor.

3.3.3.6. The conditions that do not allow engagement or causes disengagement are summarized as
follows:
a. Manual disengagement:
• Pushing either the Pilot and Copilot AP disconnect switch
• Moving the AP and YD engage levers to the DISENGAGE position

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b. Automatic disengagement:
• Selection of go-around mode
• Detection of a fault in the servo-loop circuits
• Loss of altitude system valids
• Loss of system power
• Occurrence of fault in engage circuit
• Loss of yaw damper valid
• Failure of one or both ADCs
• Failure of one or both AHRS
c. Failure to engage:
• Open AP disengage switch
• Any of the automatic disengagement criteria
• Failure to pass power-up self-test
• Incorrectly configured aircraft
• Incorrectly configured flight control computer
• Failure of one or both ADCs
• Failure of one or both AHRS
• Elevator Tab NORM/EMER switch not in the NORM position

3.3.4. Servo Amplifier.

Operation of the three servo amplifiers is similar so only the aileron servo is discussed in detail
(see Figure 3-5). The digitally encoded aileron servo command from the channel A main processor
is converted to an analog voltage by a Digital to Analog (D/A) converter and then applied to the
aileron servo amplifier through a sample and hold filter. The same occurs for the channel B servo
amplifier. The channel A and B servo commands are equal in value but opposite in polarity.

3.3.4.1. With the exception of signal polarity, both channels of the aileron servo amplifier operate the same.
The aileron servo command is applied to a summing amplifier through a cutout switch. The cutout
switch grounds the servo command, should a fault occur or other situations occur that require the
removal of the servo command. The I/O processor controls the cutout switch.

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3.3.4.2. The summing amplifier compares the aileron servo command signal to the aileron servo position
signal. The servo position signal is derived by integrating the aileron servo rate signal from the
SVO-80B aileron servo. The output from the summing amplifier is the aileron servo error. This
error signal is applied through a voter circuit, then limited and amplified to produce the torque
command signal. The torque command signal is amplified by a power amplifier and applied to the
servo-motor input of the aileron servo. The same circuit action occurs in channel B except
polarities are opposite. The opposite polarity signals, when applied to the power amplifiers, cause
one amplifier to supply current and the other to sink current. The resulting drive current through the
servo motor causes it to position the ailerons to the angular position as specified by the aileron
command from the main processor. When this occurs, the position signal equals the command
signal at the input to the summing amplifier and the servo nulls.

Figure 3-5. SVO-80B Servo Diagram

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3.3.4.3. The aileron servo-error output of the summing amplifier is applied to four circuits. The signal is
applied to the channel A midvalue voter, to the channel B midvalue voter, to the feedback monitor,
and to the analog input of the I/O processor. The signal that is applied to the analog input is aileron
servo-error feedback. The signal that is applied to the feedback monitor is compared to the
channel B aileron servo-error feedback signal for tracking symmetry. The result of the comparison
is OR’d with the torque monitor output to produce the aileron servo monitor signal. The midvalue
voter circuit receives both the channel A and channel B aileron servo-error signal along with a
zero-volt aileron servo-error voltage. The voter selects the middle value input and applies it to the
torque limit circuit. By passing the middle value input, the voter prevents the servo from responding
to failures and eliminates the effects of circuit tolerances in the dual servo-position loops.

3.3.4.4. The voter output is applied through a precision torque limiter to the power amplifier. The initial
torque limiter limits the voltage input to the power amplifier. The torque rate limiters integrate the
voltage to allow it to build up to a precisely controlled rate. A servo-configuration module provides
gain programming to customize the torque limited command output for a specific aircraft.

3.3.4.5. The power amplifier converts the torque-limited torque command to a torque-limited current output
to drive the servo motor. Under normal idling conditions (no aileron torque-command input), the
output of each power amplifier is biased at approximately +14 VDC (half the +28 VDC bus
voltage). Since both motor terminals are at +14 VDC, there is no motor current. When a torque
command is applied, the power amplifier converts the torque command to a specific servomotor
driver current, such as a 0.5 volt torque-command equals a 1-amphere current drive. Because of
the opposite polarity torque command signals, one power amplifier sources current while the other
sinks current. The resulting voltage difference that appears across the servo motor is fed back to
the torque monitor circuit and to the analog input of the I/O processor (aileron servomotor
feedback voltage).

3.3.4.6. The feedback monitor and torque monitor provide fault detection monitoring at two places in the
servo loop. The feedback detects computation errors at the voter inputs by checking for tracking
symmetry at the input of the servo amplifier. The torque monitor detects faults at the power
amplifier output by observing that the two channels always operate equal and opposite from the
14-volt bias. The two monitor outputs are combined to form the aileron servo-monitor signal.

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3.3.5. Elevator Trim.
The FCC contains the elevator trim interface (see Figure 3-6). The channel A I/O processor
supplies a ground to energize trim relay K2. The channel B I/O processor supplies a ground to
energize trim relay K1. When energized, the relays supply elevator trim power to the elevator trim
system. In addition, the relays supply power to the input of the arm and command controlled
switches. Under control of the arm and command output signals from the main processor, the
switches apply arm and command inputs to the trim system. Automatic elevator trim is provided by
pulses sent at 1-per-second repetition rate.

Figure 3-6. Elevator Trim Tab Actuator Diagram

3.3.5.1. Trim commands from both channels are fed back to the logic level input of the I/O processor.
Output commands must be provided by both channels before trim occurs. Elevator trim monitoring
detects the loss of trim and trim runaway conditions. Annunciator outputs from the I/O processor
provide for trim fail and mistrim annunciations.

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3.4. OPERATIONAL CHECKOUT.

3.4.1. Autopilot Diagnostics.

The following steps are for AP diagnostics.
a. On the IMFD main menu, scroll to status then Autopilot Diagnostic.
b. Simultaneously press the HDG, 1/2 BANK and VS buttons for 3 seconds.
c. Verify the following on the pilot IMFD:
• REPAIR code 000000 000000
• AP DIS code 000000 000000
• AP ENG code 000000 000000
d. Simultaneously press HDG, 1/2 BANK and VS buttons for 1 second to exit Autopilot
diagnostics.

3.4.2. Pilot Flight Director Indicator.

The following steps are for pilot flight director indicator.
a. Turn MFD 1 off by opening the appropriate circuit breaker.
b. Verify MFD 2 reverts to PFD format.
c. Turn MFD 1 on by opening the appropriate circuit breaker.
d. Press HDG SYNC button on the pilot CP-255K.
e. Press HDG button on the pilot MSP.
f. Verify the following on the pilot PFD(s):
• Flight director bars appear centered over aircraft symbol
• HDG displays in green
g. Rotate the heading knob 30° left on the pilot CP-255K.
h. Verify flight director bars command a left bank on the pilot PFD(s).
i. Rotate the heading knob 60° right on the pilot CP-255K.
j. Verify flight director bars command a right bank on the pilot PFD(s).
k. Press the HDG SYNC button on the pilot CP-255K.

3.4.3. Copilot Flight Director Indicator.

The following steps are for copilot flight director indicator.
a. Turn MFD 3 off by opening the appropriate circuit breaker.
b. Verify MFD 4 reverts to PFD format.
c. Turn MFD 3 on by closing the appropriate circuit breaker.
d. Press the HDG SYNC button on the copilot CP-255K.
e. Press HDG button on the copilot MSP.
f. Verify the following on the copilot PFD(s):
• Flight director bars appear centered over aircraft symbol
• HDG displays in green
g. Rotate the heading knob 30° left on the copilot CP-255K.
h. Verify flight director bars command a left bank on the copilot PFD(s).
i. Rotate the heading knob 60° right on the copilot CP-255K.
j. Verify flight director bars command a right bank on the copilot PFD(s).
k. Press the HDG SYNC button on the copilot CP-255K.

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3.4.4. Autopilot Engagement.
The following steps are for AP engagement.
a. Engage the autopilot and yaw damper.
b. Verify the autopilot remains engaged.
c. Rotate the roll knob left.
d. Ailerons move to indicate a left roll.
e. Rotate the roll knob right.
f. Ailerons move to indicate a right roll.
g. Rotate the pitch knob up.
h. Elevators move to indicate a pitch up.
i. Rotate the pitch knob down.
j. Elevators move to indicate a pitch down.

3.4.5. Autopilot Control Wheel Sync.

The following steps are for AP Control Wheel Sync (CWS).

NOTE
Hydraulics must be applied to perform this operational checkout. Ensure the hydraulics are on.

a. Activate the pilot autopilot sync switch.

b. Observe that with sync switch pressed the control wheel can be moved in pitch and roll
indicating the Autopilot elevator and aileron servos are disconnected.
c. Verify the following on the pilot PFD: „h SYNC displays in yellow „h TRIM displays in red
d. Activate the AP XFER switch on the APP-85.
e. Observe that with sync switch pressed the control wheel can be moved in pitch and roll
indicating the Autopilot elevator and aileron servos are disconnected.
f. Release the pilot autopilot sync switch.

3.4.6. Autopilot Disconnect.

The following steps are for AP disconnect.
a. Press the pilot autopilot disconnect switch.
b. Autopilot and yaw damper disengage.
c. Autopilot disconnect tone is heard in the pilot headset.
d. Engage the autopilot and yaw damper.
e. Press the copilot autopilot disconnect switch.
f. Autopilot and yaw damper disengage.
g. Autopilot disconnect tone is heard in the copilot headset.

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3.5. TROUBLESHOOTING.

3.5.1. General.

This section describes proper access of the built-in diagnostics to troubleshoot the APS-85
autopilot system. Extensive test diagnostic information is located in the APS-85 Autopilot System
Test and Troubleshooting Guide (523-0774402).

3.5.1.1. The APS-85 diagnostics provide a multiple line display on the FDS to assist in fault isolation. There
are three basic modes of operation:
• Report mode
• Input mode
• Output mode

3.5.1.2. The report mode provides information on the monitoring activity performed by the flight control
computer. The input and output modes allow selected input and output data to be displayed (or
controlled). The input and output modes are for maintenance personnel to use during detailed
troubleshooting.

3.5.1.3. No external test equipment is required to use the diagnostics. The pilot Multifunction Displays
(MFDs) must be installed to display the diagnostic messages. All power required to perform APS-
85 testing and troubleshooting is provided by the aircraft.

3.5.2. Pilot Instructions.

In event of an autopilot failure in flight, the pilot should perform the following:
• If the autopilot disengages during flight, it is important to record the AP DIS CODE and the
YD DIS CODE prior to power shutdown
• If the autopilot cannot be engaged, it is important to record the AP ENG CODE and the YD
ENG CODE prior to power shutdown
• If the FDS "FD" flag is in-view, it is important to record the STEER CODE while the FD flag
is displayed
• If possible, allow maintenance personnel to view diagnostic data prior to power shut-down

3.5.3. Diagnostics Procedures.

Enter diagnostics by the following steps.

NOTE
Autopilot Diagnostics can only be performed on the ground, with Weight On Wheels.

a. On the IMFD main menu, scroll to status then Autopilot Diagnostic.

b. Simultaneously press the HDG, 1/2 BANK and VS buttons for 3 seconds
c. To toggle between modes (REPORT/INPUT/OUTOUT), simultaneously press any two buttons
on the Mode Select Panel to change to the next screen.
d. Press one active mode button on the Mode Select Panel to change cursor position.
e. Use pitch wheel on the APP-85 to slew through different parameters.
f. The FDS should now display REPORT MODE.
g. Record the appropriate AP and YD DIS CODES, AP and YD ENG CODES, or the STEER
CODE. Refer to Paragraph 3.5.3.1 for a mode parameter list. To change codes, increment the
APP pitch wheel in either direction. Hold the pitch wheel out-of- detent to continuously cycle
through the parameter codes.
h. Each parameter code consists of six digits for both left and right side data, as shown in the
following typical screens:

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TYPICAL DISPLAYS IN
REPORT MODE
LEFT RIGHT
>REPAIR CODE = 000000 000000
AP DIS CODE = 000000 000000
STEER CODE = 000000 000000
AP ENG CODE = 000000 000000
ID NUMBER 0413BF 0413BF
REPORT MODE
LEFT RIGHT
>REPAIR CODE = 000000 000000
AP DIS CODE = 000000 000000
AP ENG CODE = 000000 000000
YD DIS CODE = 000000 000000
YD ENG NUMBER 000000 000000

3.5.3.1. Diagnostics Procedures.

Record all six digits (in proper sequence) of both left and right columns of pertinent parameters,
include all zeros. Refer to Table 3-5 for troubleshooting.

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Table 3-5. Autopilot Failure Troubleshooting

NAME DESCRIPTION
REPAIR CODE is an error summary of events that occurred after power-up. If the code is 000000, no faults have
been detected.
AP DIS CODE explains why the autopilot disengaged itself. This code latches to identify the cause of the last AP
disengage. Code is reset when power is recycled.
AP ENG CODE explains why the autopilot does not engage. This code names all conditions currently preventing
AP engage.
YD DIS CODE explains why the yaw damper disengaged itself. This code latches to identify the cause of the last
YD disengage. Code is reset when power is recycled.
YD ENG CODE explains why the yaw damper does not engage. This code names all conditions currently
preventing YD engage.
STEER CODE explains why flight director fail (FD) is displayed. This code names all conditions that are currently
causing the flight director to fail. The code is reset when the FD is no longer displayed.
Table 3-6 lists a "suspect" LRU or system by each entry. This means that the listed LRU is to be suspected of
causing the problem; do not simply pull this LRU without further verification. It is often necessary to go into INPUT
mode and monitor inputs to the FCC (or go into OUTPUT mode and monitor/set FCC outputs) to confidently
pinpoint the source of a problem.
ADS BUSERR Air data serial bus errors
AHRS BUSERR Altitude heading serial bus errors
*AP DIS CODE = Cause of abnormal AP disengage (refer to Table 3-10)
*AP ENG CODE = Reason AP does not engage (refer to Table 3-9)
CMD-P ERRORS Pitch servo command errors
CMD-R ERRORS Roll servo command errors
CROSS BUSERR Cross-channel serial bus errors
CUT-P HARDW Pitch cutout hardware errors
CUT-P OCCUR Pitch cutout occurrences (when engaged)
CUT-R HARDW Roll cutout hardware errors
CUT-R OCCUR Roll cutout occurrences (when engaged)
CUT-Y HARDW Yaw cutout hardware errors
CUT-Y OCCUR Yaw cutout occurrences (when engaged)
DMA ERRORS DMA RAM area errors
EFIS ERRORS EFIS (crt) serial bus errors
EQZN-P EREQZN-R ERRORS Roll equalization errors RORS Pitch equalization errors
EQZN-Y ERRORS Yaw equalization errors

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Table 3-5. Autopilot Failure Troubleshooting - Continued

NAME DESCRIPTION

**ID NUMBER Software identification number

IO RAM ERRORS I/O processor RAM errors
IO ROM ERRORS I/O processor ROM errors
MATH ERRORS Main processor computation errors
PANEL BUSERR Panel serial bus errors
RAM ERRORS RAM area errors
*REPAIR CODE = Diagnostic summary (refer to Table 3-13)
ROM ERRORS ROM area errors
**STEER CODE = Cause of steering flag (refer to Table 3-8)
SVO-AP ERRORS Autopilot servo-amplifier errors
SVO-YD ERRORS Yaw damper servo-amplifier errors
TRIM-P ERRORS Trim system errors, pitch axis
TRIM-X ERRORS Trim system errors, auxiliary axis (was TRIM-Y ERRORS)
TRIM-Y ERRORS Trim system errors, yaw axis (now TRIM-X ERRORS)
WRAP-P ERRORS Pitch wraparound errors
WRAP-R ERRORS Roll wraparound errors
WRAP-Y ERRORS Yaw wraparound errors
*YD DIS CODE = Cause of abnormal YD disengage (refer to Table 3-12)
*YD ENG CODE = Reason YD does not engage (refer to Table 3-11)
6502 RESETS No. of automatic resets of I/O processor
8086 RESETS No. of automatic resets of main processor
*These items are initially displayed in some units.

**These two items are initially displayed in place of YD DIS CODE = and YD ENG CODE= in some
units.

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Table 3-6. Description of Report Monitors

NAME DESCRIPTION

NOTE
"Suspect" LRU is a likely cause of the problem. However, do NOT simply replace this LRU without
further testing and troubleshooting to verify source of problem.
Refer to Table 3-7 thru Table 3-12 for additional information.
ADS The serial bus from the air data system is invalid. Invalid condition is caused if
software cannot synchronize to the bus or if the bus is idle. Suspect ADS or
FCC; further investigation required.
AHRS The serial bus from the AHRS system is invalid. Invalid condition is caused if
software cannot synchronize to the bus or if the bus is idle. Suspect AHRS or
FCC; further investigation required.
AHRTST The AHRS system is in test mode.
ATTMON Basic autopilot attitude (pitch and roll) data is invalid. The invalid condition is
caused if pitch or roll data has not been updated recently enough or if the status
byte on the AHRS bus indicates that the data is invalid. Suspect AHRS.
CMD-AP A servo command error is detected in the pitch or roll axis. The I/O processor
has detected an excessive servo command rate in the pitch and/or roll axis. The
CMD-P ERRORS and CMD-R ERRORS report parameters show how many
errors have been detected in the pitch or roll axis since power-up.
CROSS The serial bus from the other channel of the FCC is invalid. Invalid condition is
caused if software cannot synchronize to the bus or if the bus is idle. Suspect
FCC.
CUT-AH An autopilot cutout hardware error (pitch or roll) is detected. Refer to the
separate CUT-PH and CUT-RH descriptions in this table.
CUT-AO An autopilot cutout occurrence (pitch or roll) is detected. Refer to the separate
CUT-PO and CUT-RO descriptions in this table.
CUT-PH A cutout hardware error in the pitch axis is detected. Suspect FCC.
CUT-PO A cutout occurrence in the pitch axis is detected. This occurs when the pitch
situation is beyond acceptable limits. This code indicates a normal autopilot
occurrence, not a failed unit.
CUT-RH A cutout hardware error in the roll axis is detected. Suspect FCC.
CUT-RO A cutout occurrence in the roll axis is detected. This occurs when the roll
situation is beyond acceptable limits. This code indicates a normal autopilot
occurrence, not a failed unit.
CUT-YH A cutout hardware error in the yaw axis is detected. Suspect FCC.
CUT-YO A cutout occurrence in the yaw axis is detected. This occurs when the yaw
situation is beyond acceptable limits. This code indicates a normal autopilot
occurrence, not a failed unit.

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Table 3-6. Description of Report Monitors - Continued

NAME DESCRIPTION
DISSWI The DISENGAGE switch is in the disengage position.
DMA DMA RAM area errors are detected. Suspect FCC.
EFIS The serial bus from the EFIS system is invalid. Invalid condition is caused if
software cannot synchronize to the bus or if the bus is idle. Suspect EFIS or
FCC; further investigation required.
EQU-AP An autopilot equalization error (pitch or roll) is detected. Refer to the separate
EQU-P and EQU-R descriptions in this table.
EQU-P An equalization error in the pitch axis is detected. This occurs when the pitch
channels are not tracking within acceptable limits. Suspect AHRS or FCC;
further investigation required.
EQU-R An equalization error in the roll axis is detected. This occurs when the roll
channels are not tracking within acceptable limits. Suspect AHRS or FCC;
further investigation required.
EQU-Y An equalization error in the yaw axis is detected. This occurs when the yaw
channels are not tracking within acceptable limits. Suspect AHRS or FCC;
further investigation required.
EQU-YD A yaw damper equalization error is detected. This occurs when the yaw
channels are not tracking within acceptable limits. Suspect AHRS or FCC;
further investigation required.
ID NUM The 6-character software identification numbers of the 2 FCC channels do not
match. The first 4 characters of an ID number are numeric and denote the
identification of the main program. The last 2 characters of the ID number are
alphabetic and denote the identification of the I/O program. If the main and I/O
programs are incompatible, the channel goes dead. Suspect FCC.

MATH ERRORS The number following this report parameter represents the total mathematical
errors that have been detected by the I/O program since power-up (or since
diagnostics was last cleared).
MEMORY FCC memory errors. An error was detected by one or more of the FCC memory
tests. Suspect the FCC. See RAM, ROM, DMA, IO RAM, and IO ROM
descriptions for explanations of the various monitors. The RAM ERRORS, ROM
ERRORS, DMA ERRORS, IO RAM ERRORS, IO ROM ERRORS, and IO DMA
ERRORS may be used to isolate where the memory errors occurred.
IO ATT IO Basic autopilot attitude data (pitch or roll) is invalid or has exceeded
predetermined limits.
RAM IO An I/O processor RAM error is detected. Suspect FCC.
ROM The I/O processor ROM did not add up to the correct checksum. Suspect FCC.

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Table 3-6. Description of Report Monitors - Continued
NAME DESCRIPTION
NORACC Basic autopilot normal acceleration data is invalid. The invalid condition is
caused if the normal acceleration data has not been updated recently enough
or if the status byte on the AHRS bus indicates that the data is invalid. Suspect
AHRS or FCC; further investigation required.
O-DATA The outer loop data monitor is invalid. Invalid condition occurs if data required
to perform current outer-loop computations becomes invalid. For example, in
VNAV mode, an O-DATA error occurs if current and valid VNAV data is not
present. Suspect an external system.
P-DATA Pitch outer loop data monitor is invalid. This means that data required for
current pitch axis computations is invalid. Suspect the external system
supplying pitch (vertical) data in that mode.
PANEL Communication between the FCC and the MSP is invalid. Invalid condition is
caused if the FCC software cannot send and receive a test bit to/from the MSP.
Suspect FCC or MSP; further investigation required.
R-DATA Roll outer loop data monitor is invalid. This means that data required for current
roll axis computations is invalid. Suspect the external system supplying roll
(lateral) data in that mode.
RAM IO Main RAM area errors are detected. Suspect FCC.
RATMO N Basic autopilot attitude (pitch, roll, or yaw) rate data is invalid. The invalid
condition is caused if pitch or roll rates have not been updated recently enough
or if the status byte on the AHRS bus indicates that the data is invalid. Suspect
AHRS.
ROM The main processor ROM did not add up to the correct checksum. Suspect
FCC.
STRP-E Configuration ROM's and external (aircraft) strapping are incompatible. This
occurs if the FCC does not have the correct software version for the aircraft in
which it is installed. Suspect FCC.
STRP-I Configuration ROM's and internal (configuration module) strapping are
incompatible. This occurs if the FCC does not have the correct configuration
modules installed. Suspect FCC.
SVO-AP An autopilot servo-amplifier error is detected. This happens if a failure occurs,
or if the 2 channel inputs to either the pitch or roll servo amplifiers are not alike.
Suspect AHRS, FCC, ELE SVO, or AIL SVO.
SVO-YD A yaw damper servo-amplifier error is detected. This happens if a failure
occurs, or if the two channel inputs to the yaw servo-amplifier are not alike.
Suspect AHRS, FCC, or RUD SVO.

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Table 3-6. Description of Report Monitors – Continued
NAME DESCRIPTION
TRIM-A Trim system failure in the pitch or yaw axis is detected. Suspect FCC, aircraft
pitch TRIM system, or aircraft yaw TRIM system.
TRIM-P The pitch trim fail annunciator lamp test has not passed. Suspect the pitch trim
bulb. An autopilot wraparound error (pitch or roll) is detected. Suspect FCC.

WRP-AP A pitch wraparound error is detected. Suspect FCC.

WRP-P A roll wraparound error is detected. Suspect FCC.
WRP-Y A yaw wraparound error is detected. Suspect FCC.
WRP-YD A yaw damper wraparound error is detected. Suspect FCC.
6502 The 6502 I/O processor has been reset. Suspect FCC.
8086 The 8086 main processor has been reset. Suspect FCC.

Table 3-7. REPAIR Codes

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
0 — — — — — —
1 CUT-YO — CROSS WRP-AP CMD-AP 6502
2 TRIM CUT-YH EFIS WRP-YD 8086 MEMORY
3 CUT-YO — CROSS WRP-AP CMD-AP 6502
TRIM CUT-YH EFIS WRP-YD 8086 MEMORY
4 SVO-AP CUT-AH — AHRS — EQU-YD
5 CUT-YO — CROSS WRP-AP CMD-AP 6502
SVO-AP CUT-AH — AHRS — EQU-YD
6 TRIM CUT-YH EFIS WRP-YD 8086 MEMORY
SVO-AP CUT-AH — AHRS — EQU-YD
7 CUT-YO — CROSS WRP-AP CMD-AP 6502
TRIM CUT-YH EFIS WRP-YD 8086 MEMORY
SVO-AP CUT-AH — AHRS — EQU-YD
8 SVO-YD CUT-AO — ADS EQU-AP PANEL
9 CUT-YO — CROSS WRP-AP CMD-AP 6502
SVO-YD CUT-AO — ADS EQU-AP PANEL

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Table 3-7. REPAIR Codes - Continued
CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6
VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
A TRIM CUT-YH EFIS WRP-YD 8086 MEMORY
SVO-YD CUT-AO — ADS EQU-AP PANEL
B CUT-YO — CROSS WRP-AP CMD-AP 6502
TRIM CUT-YH EFIS WRP-YD 8086 MEMORY
SVO-YD CUT-AO — ADS EQU-AP PANEL
C SVO-AP CUT-AH — AHRS — EQU-YD
SVO-YD CUT-AO — ADS EQU-AP PANEL
D CUT-YO — CROSS WRP-AP CMD-AP 6502
SVO-AP CUT-AH — AHRS — EQU-YD
SVO-YD CUT-AO — ADS EQU-AP PANEL
E TRIM CUT-YH EFIS WRP-YD 8086 MEMORY
SVO-AP CUT-AH — AHRS — EQU-YD
SVO-YD CUT-AO — ADS EQU-AP PANEL
F CUT-YO — CROSS WRP-AP CMD-AP 6502
TRIM CUT-YH EFIS WRP-YD 8086 MEMORY
SVO-AP CUT-AH — AHRS — EQU-YD
SVO-YD CUT-AO — ADS EQU-AP PANEL
Refer to Table 3-6 for description of codes and suspect LRU. Table 3-13 is a binary version of this
chart.
EXAMPLE: 002C00 means EFIS, AHRS, and ADS faults.

Table 3-8. STEER Codes

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
0 — — — — — —
1 — — — P-DATA — ATTMON
2 — 0-DATA EFIS R-DATA — MEMORY
3 — — — P-DATA — ATTMON
— 0-DATA EFIS P-DATA — MEMORY
4 — AHRTST — — — STRP-E
5 — — — P-DATA — ATTMON
— AHRTST — — — STRP-E

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Table 3-8. STEER Codes – Continued
CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6
VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
6 — 0-DATA EFIS R-DATA — MEMORY

— AHRTST — — — STRP-E

7 — — EFIS P-DATA — ATTMON

— 0-DATA — R-DATA — MEMORY

— AHRTST — — — STRP-E

8 — — — — — PANEL

9 — — — P-DATA — ATTMON

— — — — — PANEL

A — 0-DATA EFIS R-DATA — MEMORY

— — — — — PANEL
B — — — P-DATA — ATTMON
— 0-DATA EFIS R-DATA — MEMORY
— — — — — PANEL
C — AHRTST — — — STRP-E
— — — — — PANEL
D — — — P-DATA — ATTMON
— AHRTST — — — STRP-E
— — — — — PANEL
E — 0-DATA EFIS R-DATA — MEMORY
— AHRTST — — — STRP-E
— — — — — PANEL
F — — — P-DATA — ATTMON
— 0-DATA EFIS R-DATA — MEMORY
— AHRTST — — — STRP-E
— — — — — PANEL
Refer to Table 3-6 for description of codes and suspect LRU. Table 3-13 is a binary version of this chart.
EXAMPLE: 002000 means an EFIS fault occurred.

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Table 3-9. AP ENG Codes

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
NOTE
Hydraulic power is required to engage the autopilot system.
0 — — — — — —
1 CUT-YO — CROSS WRP-AP CMD-AP ATTMON
2 RATMON DISSWI CUT-RH TRIM-P STRP-I MEMORY
3 CUT-YO — CROSS WRP-AP CMD-AP ATTMON
RATMON DISSWI CUT-RH TRIM-P STRP-I MEMORY
4 SVO-AP CUT-PO — — IO ATT STRP-E
5 CUT-YO — CROSS WRP-AP CMD-AP ATTMON
SVO-AP CUT-PO — — IO ATT STRP-E
6 RATMON DISSWI CUT-RH TRIM-P STRP-I MEMORY
SVO-AP CUT-PO — — IO ATT STRP-E
7 CUT-YO — CROSS WRP-AP CMD-AP ATTMON
RATMON DISSWI CUT-RH TRIM-P STRP-I MEMORY
SVO-AP CUT-PO — — IO ATT STRP-E
8 CUT-PH CUT-RO — ADS NORACC ID NUM
9 CUT-YO — CROSS WRP-AP CMD-AP ATTMON
CUT-PH CUT-RO — ADS NORACC ID NUM
A RATMON DISSWI CUT-RH TRIM-P STRP-I MEMORY
CUT-PH CUT-RO — ADS NORACC ID NUM
B CUT-YO — CROSS WRP-AP CMD-AP ATTMON
RATMON DISSWI CUT-RH TRIM-P STRP-I MEMORY
CUT-PH CUT-RO — ADS NORACC ID NUM
C SVO-AP CUT-PO — — IO ATT STRP-E
CUT-PH CUT-RO — ADS NORACC ID NUM
D CUT-YO — CROSS WRP-AP CMD-AP ATTMON
SVO-AP CUT-PO — — IO ATT STRP-E
CUT-PH CUT-RO — ADS NORACC ID NUM
E RATMON DISSWI CUT-RH TRIM-P STRP-I MEMORY
SVO-AP CUT-PO — — IO ATT STRP-E
CUT-PH CUT-RO — ADS NORACC ID NUM

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Table 3-9. AP ENG Codes – Continued

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
F CUT-YO — CROSS WRP-AP CMD-AP ATTMON
RATMON DISSWI CUT-RH TRIM-P STRP-I MEMORY
SVO-AP CUT-PO — — IO ATT STRP-E
CUT-PH CUT-RO — ADS NORACC ID NUM
Refer to Table 3-6 for description of codes and suspect LRU. Table 3-13 is a binary version of this
chart.
If AP ENG code = 000000 but the system does not engage, check for possible external
disengage signals wired directly to the APP-85( ).
EXAMPLE: 200081 means RATMON, NORACC, and ATTMON faults.

Table 3-10. AP DIS Codes

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
0 — — — — — —
1 — — CROSS WRP-AP CMD-AP ATTMON
2 RATMON — — — — MEMORY
3 — — CROSS WRP-AP CMD-AP ATTMON
RATMON — — — — MEMORY
4 SVO-AP EQU-P — — IO ATT —
5 — — CROSS WRP-AP CMD-AP ATTMON
SVO-AP EQU-P — — IO ATT —
6 RATMON — — — — MEMORY
SVO-AP EQU-P — — IO ATT —
7 — — CROSS WRP-AP CMD-AP ATTMON
RATMON — — — — MEMORY
SVO-AP EQU-P — — IO ATT —
8 — EQU-R — ADS NORACC —
9 — — CROSS WRP-AP CMD-AP ATTMON
— EQU-R — ADS NORACC —
A RATMON — — — — MEMORY
— EQU-R — ADS NORACC —

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Table 3-10. AP DIS Codes - Continued
CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6
VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
B — — CROSS WRP-AP CMD-AP ATTMON

RATMON — — — — MEMORY

— EQU-R — ADS NORACC —

C SVO-AP EQU-P — — IO ATT —

— EQU-R — ADS NORACC —

D — — CROSS WRP-AP CMD-AP ATTMON

SVO-AP EQU-P — — IO ATT —

— EQU-R — ADS NORACC —

E RATMON — — — — MEMORY

SVO-AP EQU-P — — IO ATT —

— EQU-R — ADS NORACC —

F — — CROSS WRP-AP CMD-AP ATTMON

RATMON — — — — MEMORY
SVO-AP EQU-P — — IO ATT —
— EQU-R — ADS NORACC —
Refer to Table 3-6 for description of codes and suspect LRU. Table 3-13 is a binary version of this chart.
If AP DIS code = 000000 and the system disengages, check for possible external disengage signals
wired directly to the APP-85( ).
EXAMPLE: 000800 means an ADS caused the disengage.

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Table 3-11. YD ENG Codes

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
0 — — — — — —

1 CUT-YO — CROSS — — —

2 RATMON DISSWI — WRP-Y STRP-I MEMORY

3 CUT-YO — CROSS — — —

RATMON DISSWI — WRP-Y STRP-I MEMORY

4 CUT-YH — — — — STRP-E

5 CUT-YO — CROSS — — —

CUT-YH — — — — STRP-E

6 RATMON DISSWI — WRP-Y STRP-I MEMORY

CUT-YH — — — — STRP-E

7 CUT-YO — CROSS — — —

RATMON DISSWI — WRP-Y STRP-I MEMORY

CUT-YH — — — — STRP-E

8 SVO-YD — — ADS — ID NUM

9 CUT-YO — CROSS — — —

SVO-YD — — ADS — ID NUM

A RATMON DISSWI — WRP-Y STRP-I MEMORY

SVO-YD — — ADS — ID NUM

B CUT-YO — CROSS — — —

RATMON DISSWI — WRP-Y STRP-I MEMORY

SVO-YD — — ADS — ID NUM

C CUT-YH — — — — STRP-E

SVO-YD — — ADS — ID NUM

D CUT-YO — CROSS — — —

CUT-YH — — — — STRP-E

SVO-YD — — ADS — ID NUM

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Table 3-11. YD ENG Codes - Continued

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
E RATMON DISSWI — WRP-Y STRP-I MEMORY
CUT-YH — — — — STRP-E
SVO-YD — — ADS — ID NUM
F CUT-YO — CROSS — — —
RATMON DISSWI — WRP-Y STRP-I MEMORY
CUT-YH — — — — STRP-E
SVO-YD — — ADS — ID NUM
Refer to Table 3-6 for description of codes and suspect LRU. Table 3-13 is a binary version of this chart.
If YD ENG code = 000000 but the system does not engage, check for possible external disengage
signals wired directly to the APP-85( ).
EXAMPLE: 000022 means STRP-I and MEMORY faults.

Table 3-12. YD DIS Codes

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
0 — — — — — —
1 EQU-Y — CROSS — — —
2 RATMON — — WRP-Y — MEMORY
3 EQU-Y — CROSS — — —
RATMON — — WRP-Y — MEMORY
4 — — — — — —
5 EQU-Y — CROSS — — —
6 RATMON — — WRP-Y — MEMORY
7 EQU-Y — CROSS — — —
RATMON — — WRP-Y — MEMORY
8 SVO-YD — — ADS — —
9 EQU-Y — CROSS — — —
SVO-YD — — ADS — —
A RATMON — — WRP-Y — MEMORY
SVO-YD — — ADS — —

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Table 3-12. YD DIS Codes - Continued

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
B EQU-Y — CROSS — — —
RATMON — — WRP-Y — MEMORY
SVO-YD — — ADS — —
C SVO-YD — — ADS — —
D EQU-Y — CROSS — — —
SVO-YD — — ADS — —
E RATMON — — WRP-Y — MEMORY
SVO-YD — — ADS — —
F EQU-Y — CROSS — — —
RATMON — — WRP-Y — MEMORY
SVO-YD — — ADS — —
Refer to Table 3-6 for description of codes and suspect LRU. Table 3-13 is a binary version of this
chart.
If YD DIS code = 000000 and the system disengages, check for possible external disengage signals
wired directly to the APP-85( ).
EXAMPLE: 200000 means RATMON caused the disengage.

Table 3-13. Alternate Diagnostics

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
BINARY REPAIR CODE
1 CUT-YO — CROSS WRP-AP CMD-AP 6502
2 TRIM CUT-YH EFIS WRP-YD 8086 MEMORY
4 SVO-AP CUT-AH — AHRS — EQU-YD
8 SVO-YD CUT-AO — ADS EQU-AP PANEL

BINARY AP ENG CODE

1 CUT-YO — CROSS WRP-AP CMD-AP ATTMON
2 RATMON DISSWI CUT-RH TRIM-P STRP-I MEMORY
4 SVO-AP CUT-PO — — IO ATT STRP-E
8 CUT-PH CUT-RO — ADS NORACC ID NUM

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Table 3-13. Alternate Diagnostics – Continued

CODE DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
BINARY AP DIS CODE
1 — — CROSS WRP-AP CMD-AP ATTMON
2 RATMON — — — — MEMORY
4 SVO-AP EQU-P — — IO ATT —
8 — EQU-R — ADS NORACC —

BINARY YD ENG CODE

1 CUT-YO — CROSS — — —
2 RATMON DISSWI — WRP-Y STRP-I MEMORY
4 CUT-YH — — — — STRP-E
8 SVO-YD — — ADS — ID NUM

BINARY YD DIS CODE

1 EQU-Y — CROSS — — —
2 RATMON — — WRP-Y — MEMORY
4 — — — — — —
8 SVO-YD — — ADS — —
BINARY STEER CODE
1 — — — P-DATA — ATTMON
2 — 0-DATA EFIS R-DATA — MEMORY
4 — AHRSTST — — — STRP-E
8 — — — — — PANEL
A = 10 B = 11 C = 12 D = 13 E = 14 F = 15
EXAMPLE: REPAIR CODE = 205C00

2 = TRIM

5 = 4 + 1 = CROSS

C = 12 = 8Exit
3.5.3.2. + 4diagnostics
= ADS andbyAHRS
doing the following:
• Simultaneously press HDG, 1/2 BANK and VS MSP buttons for 1 second. Or press any
three active MSP buttons.

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3.6. REMOVAL AND INSTALLATION.

3.6.1. Flight Control Computer Removal.

The following steps are for FCC removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AUTOPILOT COMP A
• AUTOPILOT CTRL A
• AUTOPILOT PLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT COMP B
• AUTOPILOT CTRL B
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.2
b. On the Copilot Lower Circuit Breaker panel, ensure the following circuit breakers are open:
• RUDDER HIGH BOOST CONTROL

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

c. At the FCC mount in the LH Underdeck Rack, loosen the knurled knobs and remove the shaft
collar assemblies from the forward hard points of the FCC.
d. Slide FCC forward to remove FCC from mounting base.
e. If not immediately replacing FCC, verify electrical connectors and cables are covered and
secured.

3.6.2. Flight Control Computer Installation.

The following steps are for FCC installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AUTOPILOT COMP A
• AUTOPILOT CTRL A
• AUTOPILOT PLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT COMP B
• AUTOPILOT CTRL B
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.2
b. On the Copilot Lower Circuit Breaker panel, ensure the following circuit breakers are open:
• RUDDER HIGH BOOST CONTROL
c. Ensure that nothing impedes the mating of the connectors in the rear of the rack such as bent
contacts or any dust covers before sliding the FCC computer into position.
d. Place the FCC on the mounting base.
e. Slide unit to rear of mount assembly fully engaging alignment pins and connectors of the
mount.
f. Place retainer assemblies over hold down tabs of FCC and tighten retainer assemblies until
unit is securely fastened in position.
g. Close previously opened circuit breakers.
h. Perform operational check in accordance with Paragraph 3.4.

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3.6.3. UMT-14B Flight Control Computer Mount Removal.
The following steps are for FCC Mount Removal.
a. Remove the FCC in accordance with Paragraph 3.6.1.
b. Disconnect wiring harnesses P1, P2, and P3 from the rack.
c. Disconnect the UMT-14B mount fan plug on the rear of the mount.

3.6.4. UMT-14B Flight Control Computer Mount Installation.

The following steps are for FCC mount installation.
a. Slide the mount in place and align the mount screws holes to the mount support assembly.
b. Secure with four screws.
c. Connect the UMT-14B mount fan plug on the rear of the mount.
d. Re-attach wiring harnesses P1, P2, and P3 to the rack.
e. Install the FCC in accordance with Paragraph 3.6.2.

3.6.5. APP-85 Auto Pilot Panel Removal.

The following steps are for APP removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AUTOPILOT COMP A
• AUTOPILOT CTRL A
• AUTOPILOT PLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT COMP B
• AUTOPILOT CTRL B
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.2
b. On the Copilot Lower Circuit Breaker panel, ensure the following circuit breakers are open:
• RUDDER HIGH BOOST CONTROL
c. At the APP, in the AFT Center Pedestal, unfasten two dzus fasteners.
d. Slide the unit out of the panel to access the rear connector.
e. Disconnect cable from connector J1.
f. If not immediately replacing APP, verify electrical connectors and cables are covered and
secured.

3.6.6. APP-85 Auto Pilot Panel Installation.

The following steps are for APP installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AUTOPILOT COMP A
• AUTOPILOT CTRL A
• AUTOPILOT PLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT COMP B
• AUTOPILOT CTRL B
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.2
b. On the Copilot Lower Circuit Breaker panel, ensure the following circuit breakers are open:
• RUDDER HIGH BOOST CONTROL
c. Connect cable to connector J1.
d. Slide the APP unit into the panel and secure in place by fastening two dzus fasteners.
e. Close previously opened circuit breakers.
f. Perform operational check in accordance with Paragraph 3.4.

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3.6.7. MSP-85 Mode Select Panel Removal (Pilot and Copilot Position).
The following steps are for MSP removal (Pilot and Copilot position).
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AUTOPILOT COMP A
• AUTOPILOT CTRL A
• AUTOPILOT PLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT COMP B
• AUTOPILOT CTRL B
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.2
b. On the Copilot Lower Circuit Breaker panel, ensure the following circuit breakers are open:
• RUDDER HIGH BOOST CONTROL
c. At the MSP, in the instrument panel, unfasten two dzus fasteners.
d. Slide the unit out of the panel to access the rear connector.
e. Disconnect cable from connector J1.
f. If not immediately replacing MSP, verify electrical connectors and cables are covered and
secured.

3.6.8. MSP-85 Mode Select Panel Installation (Pilot and Copilot Position).
The following steps are for MSP installation (Pilot and Copilot position).
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AUTOPILOT COMP A
• AUTOPILOT CTRL A
• AUTOPILOT PLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT COMP B
• AUTOPILOT CTRL B
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.2
b. On the Copilot Lower Circuit Breaker panel, ensure the following circuit breakers are open:
• RUDDER HIGH BOOST CONTROL
c. Connect cable to connector J1.
d. Slide the MSP unit into the panel and secure in place by fastening two dzus fasteners.
e. Close previously opened circuit breakers.
f. Perform operational check in accordance with Paragraph 3.4.

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3.6.9. SVO-80B Primary Servo Motor and 351B-6B Servo Mount Assembly Preparation.
The following steps are for servo motor and mount preparation.

NOTE
Lockheed Martin maintenance instructions for this task should be used as the final authority as the
Servo Motor, Servo mount, drum and cable assembly have the same installation tasks as the
existing parts for the AP-105V Autopilot.

The servo motor and drive assembly may be removed from the Servo mount drum and bracket
assembly without disturbing the cable rigging.

a. On the Pilot Side Circuit Breaker panel, open the following circuit breakers and attach warning
tags:
• HYD PUMP AUX SYS PHASE A
• HYD PUMP AUX SYS PHASE B
• HYD PUMP AUX SYS PHASE C
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AUTOPILOT COMP A
• AUTOPILOT CTRL A
• AUTOPILOT COMP B
• AUTOPILOT CTRL B
c. Attach warning tags to pilot and copilot control column.
d. Attach warning tag to utility ground test connection.

NOTE
Perform Step 3.6.9.e thru Step 3.6.9.f only if removing elevator or rudder servo, and/or elevator
rudder drum and bracket assembly.

e. Ensure aft cargo door control handle is in NEUT position and attach warning tag to control
handle and spring.
f. Ensure ramp manual control knob is in 3N or 6N position. g. Install safety down lock(s) around
aft door actuator rod.

3.6.10. Servo Motor and Drive Assembly Removal.

The following steps are for servo motor and drive assembly removal.

NOTE
Lockheed Martin maintenance instructions for this task should be used as the final authority as the
Servo Motor, Servo mount, drum and cable assembly have the same installation tasks as the
existing parts for the AP-105V Autopilot.

a. Perform preparation in accordance with Paragraph 3.6.9.

NOTE
Step 3.6.10.b applies to the aileron servo only and may not need to be performed if mounting
hardware is accessible.

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b. Remove four screws that attach servo motor shield to support and remove shield.
c. Remove elevator, aileron, or rudder servo motor and drive assembly as follows:
1) Disconnect electrical plug.
2) Remove four securing bolts and washers.
3) Carefully disengage servo motor shaft from splines of pulley and remove servo motor.

3.6.11. Drum and Bracket Assembly Removal.

The following steps are for drum and bracket assembly removal.
a. Perform servo motor removal in accordance with Paragraph 3.6.10.

NOTE
Step 3.6.11.b applies to the aileron drum and bracket assembly only and should be performed only
if the shield has not been removed.

b. Remove the four screws that attach servo motor shield to support and remove shield.
c. Remove drum and bracket assembly as follows:
1) If removing rudder drum and bracket assembly only, remove screw, washer and nut, and
remove contour clamp.
2) Disconnect cable control tension nuts from quadrant terminals.
3) Remove the servomotor cables and cable guards from the drum and bracket assembly.

NOTE
Some aileron drum and bracket assemblies have a ground strap attached.

d. Remove four nuts, washers and bolts. If applicable, position ground strap out of the way, then
lift drum and bracket assembly from airplane frame.

3.6.12. SVO-80B Primary Servo and 351B-6B Servo Mount Assembly Installation.
The following steps are for servo and servo mount assembly installation.

NOTE
Lockheed Martin maintenance instructions for this task should be used as the final authority as the
Servo Motor, Servo mount, drum and cable assembly have the same installation tasks as the
existing parts for the AP-105V Autopilot.

a. Loosely install the drum and bracket assembly to the servo mount with four nuts, bolts and
washers.
b. Route the servomotor cables and replace cable guards on the drum and bracket assembly,
then tighten the four nuts, bolts and washers.
c. Reconnect the ground strap if previously removed.
d. Connect the servo motor cables at the quadrant terminals. Alternately adjust terminals to
provide a tension of 50 to 70 pounds on the servo motor cable.
e. Place the servo motor on the servo mount, secure in place with four bolts and washers.
f. Connect the electrical connector to receptacle.
g. Attach the servo motor shield if previously removed.
h. Close previously opened circuit breakers.
i. Perform operational check in accordance with Paragraph 3.4.

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3.6.13. SIU-80 Serial Interface Unit Removal.
The following steps are for Serial Interface Unit (SIU) removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AUTOPILOT COMP A
• AUTOPILOT CTRL A
• AUTOPILOT PLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT COMP B
• AUTOPILOT CTRL B
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.2
b. On the Copilot Lower Circuit Breaker panel, ensure the following circuit breakers are open:
• RUDDER HIGH BOOST CONTROL

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

c. Disconnect cable from connector on front of the unit.

d. At the SIU-80 mount in the LH Underdeck Rack, loosen the locking screw from the mount.
e. Slide the SIU-80 forward to remove the SIU-80 from the mounting base.
f. If not immediately replacing the SIU-80, verify electrical connectors and cables are covered
and secured.

3.6.14. SIU-80 Serial Interface Unit Installation.

The following steps are for SIU installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AUTOPILOT COMP A
• AUTOPILOT CTRL A
• AUTOPILOT PLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT COMP B
• AUTOPILOT CTRL B
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.2
b. On the Copilot Lower Circuit Breaker panel, ensure the following circuit breakers are open:
• RUDDER HIGH BOOST CONTROL
c. Place the SIU-80 on the mounting base.
d. Slide unit to rear of mount assembly.
e. Tighten the base locking screw to secure unit to the mount.
f. Connect cable to connector on front of the unit.
g. Close previously opened circuit breakers.

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3.6.15. SIU-80 Serial Interface Unit Mount Removal.
The following steps are for SIU mount removal
a. Remove the SIU-80in accordance with Paragraph 3.6.13.
b. Remove four screws, washers, lock washers and nuts from shelf pan.
c. Lift mount from shelf.

3.6.16. SIU-80 Serial Interface Unit Mount Installation.

The following steps are for SIU mount installation.
a. Slide the mount in place and align the mount screws holes on the shelf pan.
b. Install and tighten four screws, washers, lock washers and nuts to the shelf pan.
c. Install SIU in accordance with Paragraph 3.6.14.

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CHAPTER 4
HF-9000 RX/TX HF RADIO
4.1. GENERAL.
The HF-9000 Rx/Tx HF radio system provides air-to-air and air-to-ground, two-way voice
communication in the High Frequency (HF) range. See Figure 4-1 for the location of radio
equipment The HF-9000 system components are as follows:
• Two (2) High Frequency Receivers Transmitters (HF-9030)
• Two (2) High Frequency Antenna couplers (HF-9042)
• Two (2) High Frequency Radio Set Control (RSC) (HF-9010)
• Two (2) HF Long Wire antennas
• Two (2) HF transceiver mounts (MT-9030B)
• Two (2) HF couplers mount (MT-9040B)
• Two (2) Interlock Coaxial relays

Figure 4-1. HF System Component Location (Sheet 1 of 8)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 4-1. HF System Component Location (Sheet 2 of 8)

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PILOT UPPER DISTRIBUTION PANEL

Figure 4-1. HF System Component Location (Sheet 3 of 8)

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HF RADIO CONTROL
PANELS

Figure 4-1. HF System Component Location (Sheet 4 of 8)

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HF RECIVER/TRANSMITER
HF9030

Figure 4-1. HF System Component Location (Sheet 5 of 8)

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HF COUPLER NO 1

Figure 4-1. HF System Component Location (Sheet 6 of 8)

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HF COUPLER
NO 2

Figure 4-1. HF System Component Location (Sheet 7 of 8)

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HF ANTENNA

Figure 4-1. HF System Component Location (Sheet 8 of 8)

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4.1.1. HF-9000 HF Communications System.

The HF-9000 High-Frequency Communications System (referred to as the HF-9000 system) is a
lightweight, airborne system providing 280 000 communications channels in the HF band (2.0000
to 29.9999 MHz). Operating modes (either simplex or half duplex) include upper sideband voice
(UV), upper sideband data (UD), lower sideband voice (LV), lower sideband data (LD), amplitude
modulation equivalent (AME), and continuous wave (CW).

The HF-9000 system can store frequency and RF emission mode data for 99 user-programmed
preset channels in nonvolatile memory. Preprogrammed information in nonvolatile memory
includes six emergency channel frequencies, and all 249, half-duplex International
Telecommunication Union (ITU) maritime radiotelephone channel frequencies.

4.1.2. Remote Control Units. (HF-9010)

Two operator-controlled, standalone, HF-9010 remote control units provide radio control functions.
One radio control panel is provided for the pilot. One radio control panel is provided for the copilot.

4.1.2.1. Integration with the CDU is not available. Pushing the COM function key on the CDU displays the
message FUNCTION UNAVAILABLE.

4.1.3. Transceiver. (HF-9030)

Two identical HF Communication system transceivers provide reception and transmission in the
frequency range of 2 to 30 MHz. These transceivers transmit and receive on any one of 28,000
directly selectable frequencies in the single-sideband broadcast mode with selectable RF output
power levels of up to 175 watts peak envelope power (pep), 50 watts average.

4.1.4. Antenna Coupler. (HF-9042)

An antenna coupler is installed for each system antenna. The primary purpose of the coupler is to
automatically tune the antenna to match the impedance of the transceiver. The antenna coupler
also contains automatic keying and switching circuits which work in conjunction with the system
transceiver. The switching circuits are used to prevent simultaneous transmission or reception
between No. 1 and No. 2 systems.

HF Antenna Coupler, HF-9042, has an external element to aid in tuning shunt and long-wire
antennas. The microprocessor in the control module is directed by software to configure the RF
tuner for proper phasing and minimum voltage signal-wave radio (vswr) in response to command
signals from the receiver-transmitter and error signals from the discriminator. Tuning data for
previously tuned frequencies is stored by the microprocessor memory and used to minimize future
tuning times when that frequency is used again.

4.1.5. HF Antenna.
An external wire antenna is installed for each transceiver. The No. 1 antenna is connected
between the vertical stabilizer and the upper-left side of the fuselage. The No. 2 antenna is
connected between the vertical stabilizer and the upper-right side of the fuselage.

Each antenna consists of a forward mast, two lengths of antenna wire and two tension take-up
units. The antenna mast contains an internal lead-in cable, and serves as the forward attaching
point of the antenna. A lightning arrestor is supplied with the antenna mast to prevent damage to
the equipment by lightning. The tension take-up unit is attached to a bracket on the vertical
stabilizer, and furnishes a mechanical termination point for the aft end of the antenna. Construction
of the tension take-up unit permits the antenna wire to be fed through the unit, taking up any slack
in the wire. An internal spring in the unit maintains constant tension of the antenna.

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4.1.6. Interlock Relays.
An interlock relay is connected in each system to prevent transmissions on one system from being
received by the opposite system. Since the antennas of the two systems are approximately parallel
and are relatively close together, reception would otherwise be so excessively strong as to cause
damage to equipment.

An antenna interlock relay is used in the HF systems. The No. 1 relay switches the No. 1 external
antenna on to a dummy load when the No. 2 transceiver is transmitting.. When closed, the relay
completes a circuit from the No. 1 antenna to the dummy load. This prevents reception of
transmissions from the No. 2 transceiver. The No. 2 relay works the same but protects the No. 2
transceiver.

4.1.7. Radio Set Control (HF-9010).

The RCU controls the HF-9000 radio. See Figure 4-2 and refer to Table 4-4 for a description of the
RCU functions.

Figure 4-2. Radio Set Control (HF-9010)

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Table 4-4. Radio Set Control (HF-9010) Functions

ITEM CONTROL-INDICATOR TYPE OF CONTROL/FUNCTION

1 CURSOR The cursor, a segmented line display, is positioned under field to be
changed (OPR, MODE, FREQ/CHAN, or PWR) by rotating CURSOR
control. After cursor is positioned in desired field, change the value
displayed in the field by rotating the appropriate control left or right.
Change the value using either the CHAN or VALUE control to select a
channel, or VALUE control for all other functions.
2 OPR The OPR field uses three alphanumeric characters to display the HF-
9000 system operating mode. The available modes include the
following:
CHN - Channel mode; allows selection of user-programmed channels.
EMR - Emergency mode; allows selection of preprogrammed
emergency channels.
EXT - External mode; selects external system control.
MAN - Manual mode; allows selection of a discreet frequency and
mode.
MAR - Maritime mode; allows selection of built-in maritime channels.
PGM - Program mode; used to program channels.
SBY - Standby mode.
SCN - Scan mode; allows scanning (reception) of user-programmed
channels.
TST - Test mode; selects built-in test (BIT).
The OPR field will display FLT (fault) or WRN (warning) should a fault or
warning occur in the HF-9000 system. The OPR field will momentarily
display VOL (volume) or SQL (squelch) when either the VOL or SQL
control settings are changed. The VOL or SQL levels will be displayed
at the same time in the FREQ/CHAN field.
3 MODE The MODE field uses two alphanumeric characters to display the HF-
9000 system RF emission mode. The emission mode is selected using
the VALUE control. The HF-9000 system makes available the following
RF emission modes:
UV - Upper sideband voice
LV* - Lower sideband voice
UD - Upper sideband data
LD* - Lower sideband data
AM - Amplitude modulation equivalent
CW - Continuous wave
FM - Frequency modulation (option)
If a fault or message occurs in the HF-9000 system, MODE field
characters indicate the HF-9000 system unit in which the fault or
abnormal condition occurred. MODE field displays CU for antenna
coupler, FL for bandpass filter, FO for fiber-optic system, R for radio set
control, RT for receiver-transmitter, and - - (two blanks) for an external
system malfunction.

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Table 4-4. Radio Set Control (HF-9010) Functions - Continued

ITEM CONTROL-INDICATOR TYPE OF CONTROL/FUNCTION

4 FREQ/CHAN Up to six numeric characters display frequency data and channel
number for normal operation of unit, module/circuit card failure during
the TST mode. Frequency is changed (incremented or decremented)
using the VALUE control and is displayed in all six digits plus a
decimal point. Channel selection is accomplished with the CHAN or
VALUE control.
When selecting user-programmed preset channel operation, when the
OPR field displays CHN and the CHAN control is rotated, the channel
number is displayed for 3 seconds. The receive RF emission type and
frequency are then displayed. Key the microphone and press the
FREQ/LD switch to display the transmit RF emission type and
frequency. Press the FREQ/LD switch to cause the channel number
and frequency display cycle to be repeated. When the OPR field
displays EMR or MAR, only the channel number is displayed in the
FREQ/CHAN field. To view the receive frequency, press the FREQ/LD
switch. To view the transmit frequency, key the microphone while
pressing the FREQ/LD switch. The FREQ/CHAN field also displays
volume level (0 thru 7) and squelch level (0 thru 3) when the
respective VOL and SQL control settings are changed.
5 PWR 13-level bar indicator for selectable output power levels (bottom bar for
low power, bottom two bars for medium power, and all three bars for
high Dower). The output power level is selected by the VALUE control.
Bottom two bars - medium power All three bars - high power Use the
VALUE control to select the power level.
6 VALUE The VALUE control changes (increments or decrements) the field
(OPR, MODE, FREQ/CHAN, or PWR) selected by the cursor.
7 CURSOR The CURSOR control moves the cursor left or right to select the field
to be changed.
8 FREQ/LD When in PGM mode, press this switch to load desired receive-transmit
emission type, frequency, and channel data into receiver-transmitter
nonvolatile memory for the 99 user-programmable preset channels for
simplex operation. For half-duplex operation, the FREQ/LD switch and
microphone key must be pressed to load transmit data. By pressing
this switch, the channel and frequency display recycle in CHN mode,
and the emergency (receive and transmit) or maritime (receive)
frequency are displayed when operating in EMR or MAR mode. To
view the maritime transmit frequency; press this switch while keying
the microphone. When in TST mode and if the HF-9000 system has
failed, press this switch to run through a sequence of fault diagnostic
codes.

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Table 4-4. Radio Set Control (HF-9010) Functions - Continued

ITEM CONTROL-INDICATOR TYPE OF CONTROL/FUNCTION

9 CHAN The CHAN control provides selection of all preprogrammed (maritime,
emergency, user-programmed) channels. Rotating CHAN control
sequentially changes (increments or decrements) the current channel
number regardless of cursor position.
10 DSBL Press DSBL switch to disable the squelch circuit. This allows the user
to determine if traffic exists on selected channel or frequency without
adjusting the SQL control.
11 SQL The squelch control is set to squelch (silence) undesired background
noise when voice communication is not present. The proper squelch
setting is made by rotating the SQL control counterclockwise to
disable (SQL 0) and then clockwise one click (SQL 1). The receiver
squelches after a short delay. If intermittent noise persists, advance
the SQL control clockwise one more click (SQL 2). If intermittent noise
persists, advance the SQL control one more click clockwise (SQL 3).
The SQL control has no effect when in TST, PGM, EXT, and SBY
modes. The squelch level is momentarily displayed in the
FREQ/CHAN field after each change of the SQL control.
12 VOL The volume control adjusts the audio level desired by the user. It has
eight levels of attenuation. Fully counterclockwise for maximum
attenuation (minimum volume) and fully clockwise for minimum
attenuation (maximum volume). The volume level is momentarily
displayed in FREQ/CHAN field after each change of VOL control.

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4.2. OPERATIONAL CHECKOUT.

4.2.1. General.
The following operating procedures are divided into the eight HF-9000 system operating modes:
manual mode (paragraph 4.2.2.4); program mode (paragraph 4.2.2.5.); channel mode (paragraph
4.2.2.6); emergency mode (paragraph 4.2.2.7); scan mode (paragraph 4.2.2.8); standby mode
(paragraph 4.2.2.9); maritime mode (paragraph 4.2.2.10); and external mode (paragraph 4.2.2.11).

Prior to preforming any of the operating procedures conduct a self-test, paragraph 4.3.2, found in
the troubleshooting section.

4.2.2. Preliminary Procedures.

The following steps are for HF-9000 operational tests.
a. On the copilot Upper Circuit Breaker Panel, ensure the following circuit breakers are closed
• HF2 R/T
• HF2 CPLR
• HF2 CTL
b. On the copilot Upper Circuit Breaker Panel, ensure the following circuit breakers are closed
• HF1 R/T
• HF1 CPLR
• HF1 CTL

4.2.2.1. Manual Mode.

Manual mode is for simplex operation only (same transmit and receive frequency). The following
paragraphs detail voice, data, and CW communication in manual mode.

WARNING

Be sure all personnel are clear of the HF antenna when performing radio checks. Do not touch the
RF output terminal on the antenna coupler, the antenna lead-in wire, the insulated feedthrough, or
the antenna itself while the microphone is keyed (after the tuning cycle is complete). Serious RF
burns can result from direct contact with the above items when the HF-9000 system is transmitting.

Perform manual mode operation as follows:

a. Use CURSOR control to position cursor in OPR field and then rotate VALUE control until MAN
is displayed.
b. Use CURSOR control to position cursor in MODE field and then rotate VALUE control until
desired mode (W, LV, AM, LD, UD, or CW) is displayed.
c. Use CURSOR control to position cursor in FREQ/CHAN field (under frequency digit to be
changed). Rotate VALUE control to change FREQ/CHAN to desired frequency. Repeat as
necessary for each frequency digit to be changed.
d. Use CURSOR control to position cursor in PWR field. Rotate VALUE control to select desired
output power level (bottom bar for low power, bottom two bars for medium power, and all three
bars for high power).
e. If squelch operation is desired, rotate SQL control counterclockwise to disable (SQL 0) and
then rotate SQL control clockwise one click (SQL 1). Receiver squelches after a short delay. If
intermittent noise persists, advance SQL control clockwise one more click (SQL 2). If
intermittent noise persists, again advance SQL control one more click clockwise (SQL 3).

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NOTE
Setting the squelch control too far clockwise (SQL 3) can result in blocking out weak signals. At
times (depending on prevailing conditions), it may be necessary to leave the squelch control in the
counterclockwise position (SQL 0) to maintain satisfactory reception. To avoid missed
communications, always operate the squelch at the minimum level providing satisfactory
communications under current propagation conditions. There is no sidetone or squelch control in
data mode.

f. Momentarily key the microphone to tune the antenna coupler. The antenna coupler tunes
automatically. A steady 1000-Hz tune tone is heard in the headset or speaker during the tune
cycle. The average tune cycle is approximately 30 milliseconds (ms), provided the frequency is
already tuned and tuning data is already stored in memory. Automatic tuning to a new
frequency takes nominally less than 1 second. At completion of the tune cycle, the steady tune
tone disappears.

NOTE
If a fault occurs during the tune cycle, the steady tune tone changes to a beeping tone and the
radio set control displays FLT CU 3010. Change any field on the radio set control and return it to
the desired setting to clear a fault. Momentarily key the microphone to attempt another tune cycle.
If fault condition persists, refer to fault clearing procedure in paragraph 4.3.3

g. If the preceding steps are completed with no fault indications, communication may begin.

NOTE
The presence of sidetone in the headset or speaker during transmit operation indicates transmitter
output. A lack of sidetone indicates the absence of a transmit signal.

h. Adjust VOL control for desired audio level.

4.2.2.2. Program Mode.

PGM mode is used for loading channel data into one or more of the 99 user-programmable preset
channels available. Program either simplex or half-duplex operation as follows:
a. Use CURSOR control to position cursor in OPR field and then rotate VALUE control until PGM
is displayed.
b. Use CURSOR control to position cursor in MODE field and then rotate VALUE control to
display desired RF emission type (UV, LV, UD, LD, AM, or CW).
c. Use CURSOR control to position cursor in rightmost digits of FREQKHAN field. Rotate VALUE
or CHAN control to display desired channel.

NOTE
User-programmed preset channels 1 through 99 are displayed in the second and third digits from
the right. The CHAN control increments or decrements the channel number by one for each click
without regard to cursor setting. The VALUE control is only effective with the proper cursor setting.
The selected channel number display disappears after 3 seconds, at which time the desired
frequency may be selected.

d. Use CURSOR control to position cursor in FREQ/CHAN field (under frequency digit to be
changed). Rotate VALUE control to display desired frequency. Repeat as required for each
frequency digit to be changed.
e. For simplex operation (same transmit and receive frequencies), press FREQ/LD switch to load
data.
f. For half-duplex operation (different transmit and receive frequencies), press FREQ/LD switch
to load a receive frequency first. Then, while continuously keying microphone, use CURSOR

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and VALUE control to select desired RF emission type and transmit frequency. Finally, press
FREQ/LD switch to load a transmit frequency. Release microphone key.

NOTE
Transmitter does not key and no signal is transmitted when HF-9000 system is in PGM mode.

NOTE
If additional preset channels are to be programmed, repeat steps b through f.

NOTE
To erase a user-programmed preset channel frequency, select PGM in OPR field, select preset
channel to be erased, and press DSBL (squelch disable) switch (refer to paragraph 4.2.3).

4.2.2.3. Channel Mode.

If the selected user-programmed preset channel is already programmed for half-duplex operation
(separate frequency for transmit and receive) or simplex operation (same frequency for transmit
and receive), radio set control MODE displays RF emission type and FREQ/CHAN displays
channel number of selected user-programmed preset channel. M e r approximately 3 seconds,
preset channel number selected disappears and FREQ/CHAN displays preset frequency. Un-
programmed channels are not displayed. Perform user-programmed preset channel operation as
follows:

a. Use CURSOR control to position cursor in OPR field then rotate VALUE control to display
CHN.
b. Use CURSOR control to position cursor in rightmost digits of FREQ/CHAN field (under
channel digit to be changed). Rotate CHAN or VALUE control to display the desired preset
channel.

NOTE
To observe preset transmit frequency for half-duplex operation, press FREQ/LD switch while
keying microphone.

c. Voice, data, and CW communications are as previously discussed for manual operation.

4.2.2.4. Emergency Mode.

International distress frequencies of 2.1820, 4.1250, 6.2150, 8.2910, 12.2900, and 4.4200 MHz
are preprogrammed into receiver-transmitter nonvolatile memory. These six emergency
frequencies are displayed on the radio set control as EMR1 (2182 kHz), EMR2 (4125 kHz), EMR3
(6215 kHz), EMR4 (8291 kHz), EMR5 (12290 kHz), and EMR6 (16420 kHz). Perform emergency
operation as follows:

a. Use CURSOR control to position cursor in OPR field and then rotate VALUE control to display
EMR.
b. Use CURSOR control to position cursor in rightmost digit of FREQ/CHAN field (under digit to
be changed). Rotate CHAN or VALUE control to select desired emergency channel.
c. Use CURSOR control to position cursor in PWR field and then rotate VALUE control to select
maximum output power (all three bars).
d. Transmit emergency communication.

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4.2.2.5. Scan Mode.
Scan mode provides receiver scanning of user-programmed preset channels 1 through 10. Each
of the first 10 channels is scanned for traffic with a dwell time of 0.5 second on each channel. The
FREQ/CHAN displays the channel number being scanned. Perform scan mode operation as
follows:

a. Use CURSOR control to position cursor in OPR field and then rotate VALUE control to display
SCN.
b. Rotate SQL control counterclockwise to disable (SQL 0) and then clockwise one click (SQL 1).
Receiver squelches and starts scanning after a short delay. If intermittent stop-scan operation
occurs, advance SQL control clockwise one more click (SQL 2). If intermittent stop-scan
operation still occurs, again advance SQL control clockwise one more click (SQL 3).

NOTE
Squelch settings control scan operation only if receiver-transmitter connector J1-q (stop scan) is
connected to J1-u (retransmit). Connecting these two pins causes the receiver to stop scanning
when voice communication is detected on the channel.

c. Adjust VOL control for desired audio level.

4.2.2.6. Standby Mode.

To enter standby mode, muting HF-9000 system audio, use the CURSOR control to position the
cursor in the OPR field and then rotate the VALUE control to display SBY.

4.2.2.7. Maritime Mode.

All of the 249 International Telecommunication Union (ITU) public correspondence channels
(receive and transmit frequencies plus RF emission type) in the maritime radiotelephone network
are preprogrammed into receiver-transmitter nonvolatile memory. The 249 ITU channels operate
half duplex in the UV RF emission type. Perform maritime mode operation as follows:

a. Use CURSOR control to position cursor in OPR field and then rotate VALUE control to display
MAR.
b. Refer to Table 4-5, for a listing of preprogrammed ITU maritime radiotelephone channels.
c. Use CURSOR control to position cursor in rightmost digits of FREQ/CHAN field (under
channel digit to be changed). Rotate CHAN or VALUE control to display desired ITU channel.
d. Use CURSOR control to position cursor in PWR field and then rotate VALUE control to select
desired output power level (bottom bar for low power, bottom two bars for medium power, all
three bars for high power).
e. If squelch operation is desired, rotate SQL control counterclockwise to disable (SQL 0) and
then clockwise one click (SQL 1). Receiver squelches after a short delay. If intermittent noise
persists, advance SQL control clockwise one more click (SQL 2). If intermittent noise persists,
again advance SQL control one more click clockwise (SQL 3)
f. Momentarily key microphone to tune antenna coupler. Antenna coupler tunes automatically. A
steady 1000-Hz tune tone is heard in headset or speaker during tune cycle. Average tune
cycle time is approximately 30 ms if channel is already tuned. Automatic tuning of a new
frequency takes nominally less than 1 second. After completion of tune cycle, steady tune tone
disappears.

NOTE
If a fault occurs during the tune cycle, the steady tune tone changes to a beeping tone and the
radio set control displays FLT CU 3010. Change any field on the radio set control and return it to
the desired setting to clear a fault. Momentarily key the microphone to attempt another tune cycle.
If a fault condition persists, refer to fault clearing procedure in paragraph 4.3.3.

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g. If the previous steps are completed with no fault indications, voice transmissions may be made
using the microphone. The presence of sidetone in the headset or speaker during transmit
operation indicates transmitter output. A lack of sidetone indicates the absence of a transmit
signal.

NOTE
In maritime operation, only a selected ITU channel is displayed in radio set control FREQ/CHAN
field. To observe receive frequency, press FREQ/LD switch. To observe transmit frequency, press
FREQ/LD switch while keying microphone. After approximately 3 seconds, frequency disappears
and previously selected ITU channel number reappears in radio set control FREQ/CHAN field.

NOTE
To avoid poor reception or missed calls, always momentarily key the microphone after selecting a
new ITU channel to initiate antenna coupler tune cycle.

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TABLE 4-5 ITU Channels and Frequencies.
Aircraft
Aircraft Aircraft Aircraft
Channel Channel Transmit
Receive (kHz) Transmit (kHz Receive (kHz)
(kHz
401 4357.0 4065.0 811 8749.0 8225.0
402 4360.0 4068.0 812 8752.0 8228.0
403 4363.0 4071.0 813 8755.0 8231.0
404 4366.0 4074.0 814 8758.0 8234.0
405 4369.0 4077.0 815 8761.0 8237.0
406 4372.0 4080.0 816 8764.0 8240.0
407 4375.0 4083.0 817 8767.0 8243.0
408 4378.0 4086.0 818 8770.0 8246.0
409 4381.0 4089.0 819 8773.0 8249.0
410 4384.0 4092.0 820 8776.0 8252.0
411 4387.0 4095.0 821 8779.0 8255.0
412 4390.0 4098.0 822 8782.0 8258.0
413 4393.0 4101.0 823 8785.0 8261.0
414 4396.0 4104.0 824 8788.0 8264.0
415 4399.0 4107.0 825 8791.0 8267.0
416 4402.0 4110.0 826 8794.0 8270.0
417 4405.0 4113.0 827 8797.0 8273.0
418 4408.0 4116.0 828 8800.0 8276.0
419 4411.0 4119.0 829 8803.0 8279.0
420 4414.0 4122.0 830 8806.0 8282.0
421 4417.0 4125.0 831 8809.0 8285.0
422 4420.0 4128.0 832 8812.0 8288.0
423 4423.0 4131.0 833 8291.0 8291.0
424 4426.0 4134.0 834* 8707.0 8707.0
425 4429.0 4137.0 835* 8710.0 8710.0
426 4432.0 4140.0 836* 8713.0 8713.0
427 4435.0 4143.0 837* 8716.0 8716.0
428* 4351.0 4351.0
429* 4354.0 4354.0 1201 13077.0 12230.0
1202 13080.0 12233.0
601 6501.0 6200.0 1203 13083.0 12236.0
602 6504.0 6203.0 1204 13086.0 12239.0
603 6507.0 6206.0 1205 13089.0 12242.0
604 6510.0 6209.0 1206 13092.0 12245.0
605 6513.0 6212.0 1207 13095.0 12248.0
606 6516.0 6215.0 1208 13098.0 12251.0
607 6519.0 6218.0 1209 13101.0 12254.0
608 6522.0 6221.0 1210 13104.0 12257.0
1211 13107.0 12260.0
801 8719.0 8195.0 1212 13110.0 12263.0
802 8722.0 8198.0 1213 13113.0 12266.0
804 8728.0 8204.0 1214 13116.0 12269.0
805 8731.0 8207.0 1215 13119.0 12272.0
806 8734.0 8210.0 1216 13122.0 12275.0
807 8737.0 8213.0 1217 13125.0 12278.0
808 8740.0 8216.0 1218 13128.0 12281.0
809 8743.0 8219.0 1219 13131.0 12284.0
810 8746.0 8222.0 1220 13134.0 12287.0

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TABLE 4-5 ITU Channels and Frequencies - Continued.
Aircraft Aircraft Aircraft Aircraft
Channel Channel
Receive (kHz) Transmit (kHz Receive (kHz) Transmit (kHz
1221 13137.0 12290.0 1618 17293.0 16411.0
1222 13140.0 12293.0 1619 17296.0 16414.0
1223 13143.0 12296.0 1620 17299.0 16417.0
1224 13146.0 12299.0 1621 17302.0 16420.0
1225 13149.0 12302.0 1622 17305.0 16423.0
1226 13152.0 12305.0 1623 17308.0 16426.0
1227 13155.0 12308.0 1624 17311.0 16429.0
1228 13158.0 12311.0 1625 17314.0 16432.0
1229 13161.0 12314.0 1626 17317.0 16435.0
1230 13164.0 12317.0 1627 17320.0 16438.0
1231 13167.0 12320.0 1628 17323.0 16441.0
1232 13170.0 12323.0 1629 17326.0 16444.0
1233 13173.0 12326.0 1630 17329.0 16447.0
1234 13176.0 12329.0 1631 17332.0 16450.0
1235 13179.0 12332.0 1632 17335.0 16453.0
1236 13182.0 12335.0 1633 17338.0 16456.0
1237 13185.0 12338.0 1634 17341.0 16459.0
1238 13188.0 12341.0 1635 17344.0 16462.0
1239 13191.0 12344.0 1636 17347.0 16465.0
1240 13194.0 12347.0 1637 17350.0 16468.0
1241 13197.0 12350.0 1638 17353.0 16471.0
1639 17356.0 16474.0
1601 17242.0 16360.0 1640 17359.0 16477.0
1602 17245.0 16363.0 1641 17362.0 16480.0
1603 17248.0 16366.0 1642 17365.0 16483.0
1604 17251.0 16369.0 1643 17368.0 16486.0
1605 17254.0 16372.0 1644 17371.0 16489.0
1606 17257.0 16375.0 1645 17374.0 16492.0
1607 17260.0 16378.0 1646 17377.0 16495.0
1608 17263.0 16381.0 1647 17380.0 16498.0
1609 17266.0 16384.0 1648 17383.0 16501.0
1610 17269.0 16387.0 1649 17386.0 16504.0
1611 17272.0 16390.0 1650 17389.0 16507.0
1612 17275.0 16393.0 1651 17392.0 16510.0
1613 17278.0 16396.0 1652 17395.0 16513.0
1614 17281.0 16399.0 1653 17398.0 16516.0
1615 17284.0 16402.0 1654 17401.0 16519.0
1616 17287.0 16405.0 1655 17404.0 16522.0
1617 17290.0 16408.0 1656 17407.0 16525.0

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TABLE 4-5 ITU Channels and Frequencies - Continued.
Aircraft Aircraft Aircraft Aircraft
Channel Channel
Receive (kHz) Transmit (kHz Receive (kHz) Transmit (kHz
1801 19755.0 18780.0 2225 22768.0 22072.0
1802 19758.0 18783.0 2226 22771.0 22075.0
1803 19761.0 18786.0 2227 22774.0 22078.0
1804 19764.0 18789.0 2228 22777.0 22081.0
1805 19767.0 18792.0 2229 22780.0 22084.0
1806 19770.0 18795.0 2230 22783.0 22087.0
1807 19773.0 18798.0 2231 22786.0 22090.0
1808 19776.0 18801.0 2232 22789.0 22093.0
1809 19779.0 18804.0 2233 22792.0 22096.0
1810 19782.0 18807.0 2234 22795.0 22099.0
1811 19785.0 18810.0 2235 22798.0 22102.0
1812 19788.0 18813.0 2236 22801.0 22105.0
1813 19791.0 18816.0 2237 22804.0 22108.0
1814 19794.0 18819.0 2238 22807.0 22111.0
1815 19797.0 18822.0 2239 22810.0 22114.0
2240 22813.0 22117.0
2201 22696.0 22000.0 2241 22816.0 22120.0
2202 22699.0 22003.0 2242 22819.0 22123.0
2203 22702.0 22006.0 2243 22822.0 22126.0
2204 22705.0 22009.0 2244 22825.0 22129.0
2205 22708.0 22012.0 2245 22828.0 22132.0
2206 22711.0 22015.0 2246 22831.0 22135.0
2207 22714.0 22018.0 2247 22834.0 22138.0
2208 22717.0 22021.0 2248 22837.0 22141.0
2209 22720.0 22024.0 2249 22840.0 22144.0
2210 22723.0 22027.0 2250 22843.0 22147.0
2211 22726.0 22030.0 2251 22846.0 22150.0
2212 22729.0 22033.0 2252 22849.0 22153.0
2213 22732.0 22036.0 2253 22852.0 22156.0
2214 22735.0 22039.0
2215 22738.0 22042.0 2501 26145.0 25070.0
2216 22741.0 22045.0 2502 26148.0 25073.0
2217 22744.6 22048.0 2503 16151.0 25076.0
2218 22747.0 22051.0 2504 26154.0 25079.0
2219 22750.0 22054.0 2505 26157.0 25082.0
2220 22753.0 22057.0 2506 26160.0 25085.0
2221 22756.0 22060.0 2507 26163.0 25088.0
2222 22759.0 22063.0 2508 26166.0 25091.0
2223 22762.0 22066.0 2509 26169.0 25094.0
2224 22765.0 22069.0 2510 26171.0 25097.0

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4.2.2.8. External Mode.
The external mode of operation is reserved for future HF-9000 system operational configurations.
It is currently not used.

4.2.3. User-Programmed Preset Channel Erase or Change.

User-programmed preset channels are the only preset channels that may be changed or cleared
from receiver-transmitter nonvolatile memory. Erase or change user-programmed preset channels
as follows:

a. Use CURSOR control to position cursor in OPR field and then rotate VALUE control to display
PGM.
b. Use CURSOR control to position cursor in rightmost digits of FREQ/CHAN field and then
rotate CHAN or VALUE control to display desired channel for erasure or change. Proceed to
step c to change preset frequency/frequencies or step f to erase user-programmed preset
channel.
c. After 3 seconds, FREQ/CHAN displays receive and transmit frequency (simplex) or receive
frequency (half duplex).
d. For simplex, use cursor and VALUE control to select new frequency. Press FREQ/LD switch.
e. For half duplex, receive frequency programming is the same as for simplex. For transmit
frequency, press and hold PTT key while using CURSOR and VALUE controls to select new
transmit frequency. Press FREQ/LD switch. Release PTT key.
f. For erasure, after selecting channel to be erased, press DSBL (squelch disable) switch.

4.3. Dual System Operation.

A dual system using has five discrete operating states (Table 4-6). Procedures for operating each
subsystem depend on the then-current operating state of the HF-9000 system. All procedures
described in paragraph 4.2 apply for each half of the dual system. Additional procedures for dual
system management are as follows:

a. To reach XMT from DUAL RCV, key the desired subsystem (1 or 2). The keyed subsystem
has a normal control display. The opposite subsystem is disconnected from its antenna and
has MSG 0090 displayed on the radio set control. If the opposite subsystem is keyed while the
other subsystem is still transmitting, the radio set control display changes to MSG 0080. This
means transmission is not possible until the other subsystem is unkeyed.
b. To reach XMT from RTC (receive through tuned coupler), key the desired subsystem (1 or 2).
HF-9000 system operation is as described in step a.
c. To reach DUAL RCV from XMT or RTC, unkey both subsystems and change either frequency
or emission mode on either radio set control. Both radio set control displays are normal and
both subsystems receive through bypassed antenna couplers
d. To reach RTC from XMT, unkey the transmitting subsystem (1 or 2). This places that
subsystem in the RTC state. The radio set control display is normal. The opposite subsystem
is disconnected from the antenna and the opposite radio set control display shows MSG 0090.

NOTE
Receive audio may be heard from the disconnected receiver if the second transmitter is operating
on a nearby frequency.

NOTE
The RTC state can be reached only from an XMT state. Key the receiving subsystem momentarily
to reach the RTC state. In the dual system configuration, the RTC state provides optimum signal
reception. This is especially useful when weak or noisy signals are being received.

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Table 4-6 Dual System Operating State.

STATE SUBSYSTEM 1 CONTROL 1 SUBSYSTEM 2 CONTROL 2

DUAL RCV Receive Normal Receive Normal
Transmit Normal Disconnected MSG 0090
XMT 1 from the MSG 0080*
Antenna
Receive through Normal Disconnected MSG 0090
RTC 1 tuned Coupler from the
Antenna
Disconnected MSG 0090 Transmit Normal
XMT 2 from the MSG 0080*
Antenna
Disconnected MSG 0090 Receive through Normal
RTC 2 from the tuned Coupler
Antenna
* MSG 0080 indicates opposite subsystem is keyed.

4.4. TROUBLESHOOTING.

4.4.1. General.
The HF-9000 software-driven testing and troubleshooting system features:
• Extensive BIT capabilities
• Fault detection capabilities
• Detection of faulty top-level unit (for example, receiver-transmitter, RSC, digital converter,
and so forth)
• Improper dual system response
• Fault reporting capabilities

4.4.2. Self – Test Mode.

The built-in test (BIT) determines if the system can provide the specified performance. To perform
a self-test, perform the following procedure.

a. Position cursor in OPR field, and then use VALUE control to select TST.
b. If the system passes the test the MODE field will display OK. If the system fails, the OPR field
will display either FLT (fault) or MSG (message). The MODE field will display either failed unit
as follows: FO (fiber optics), CU (antenna coupler), R (control unit), FL (filter), RT (receiver-
transmitter), or _ _ (two blanks) for external system. The FREQ/CHAN field will then identify
the failure to the failed circuit within a circuit card or module. An example is shown in the
following illustration.

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Figure 4-3. Receiver Transmitter failed Test

4.4.2.1. Receive Self-Test

Initiate receive self-tests as follows:

a. Use CURSOR control to position the cursor in OPR field. Use VALUE control to select TST.

NOTE
Self-test cannot be stopped after OPR displays TST for 3 seconds or more. Rotating a control after
self-test has begun may cause a fault to be momentarily displayed but does not affect final self-test
results.

b. After a 3-second delay, MODE displays RT (receiver-transmitter self-test). The receiver-

transmitter test takes approximately 10 seconds.
c. On completion of receiver-transmitter test, MODE displays CU (antenna coupler self-test). The
antenna coupler test takes approximately 3 seconds.
d. On completion of antenna coupler test, MODE displays R (radio set control self-test). The
radio set control test takes approximately 2 seconds.
e. On completion of the radio set control test, the radio set control display reads as follows:
1. If all units pass receive self-test, the OPR field displays TST and MODE field displays OK
Proceed to transmit self-test, paragraph 4.4.2.2.
2. If one or more units fail receive self-test, the OPR field displays either FLT or MSG and
MODE field displays the code for suspected unit (CU for antenna coupler, FL for bandpass
filter, FO for fiber optics, R for radio set control, RT for receiver-transmitter, or - - (two
blanks) for external failure). To determine if the suspected unit has more than one fault, or
if more than one unit has failed, press the FREQ/LD switch to sequence through all
suspected faults. Refer to the maintenance section for fault code definitions. To continue
with transmit self-test, proceed to transmit-only self- test, paragraph 4.4.2.3.

NOTE
During normal operation, the OPR field may display TST and MODE field may display FO (fiber
optic). This is an indication that the fiber-optic control link has failed. Refer paragraph 4.4.5 for
fiber-optic troubleshooting procedures.

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4.4.2.2. Transmit Self-Test.
Transmit self-test of the HF-9000 system tests the transmit path after a successful receive self-test
(TST OK displayed). Initiate transmit self-test as follows:

WARNING

Be sure all personnel are clear of the HF antenna when performing transmit self-test. Do not touch
the RF output terminal on the antenna coupler, the antenna lead-in wire, the insulated
feedthrough, or the antenna itself while the HF-9000 system is in transmit self-test. Serious RF
burns can result from direct contact with the above items when the HF-9000 system is transmitting.

a. Momentarily key the microphone or press the push-to-talk (PTT) key.

b. The OPR field continues to display TST and MODE field displays TX for approximately 1
second.
c. When the antenna coupler test starts, MODE field displays CU. The antenna coupler test
takes approximately 7 seconds.

NOTE
The radio set control is tested during receive self-test and is not retested.

d. On completion of antenna coupler test, the radio set control display reads as follows:
1. If all units pass transmit self-test, the OPR field displays TST and MODE field displays OK
2. If one or more units fail transmit self-test, the OPR field displays either FLT or MSG and
MODE field displays the suspected unit (CU, FL, FO, RT, or - - (two blanks)). To
determine if the suspected unit has more than one fault, or if more than one unit has failed,
press the FREQ/LD switch to sequence through all detected faults. Refer to the
maintenance section for fault code definitions.

4.4.2.3. Transmit Only Self-Test.

Use the transmit-only self-test if a unit fails receive self-test or if it is desired to bypass the receive
self-test. Initiate transmit-only self-test as follows:

a. Use CURSOR control to position the cursor in OPR field. Use VALUE control to select PGM.

WARNING

Be sure all personnel are clear of the HF antenna when performing transmit self-test. Do not touch
the RF output terminal on the antenna coupler, the antenna lead-in wire, the insulated
feedthrough, or the antenna itself while the HF-9000 system is in transmit self-test. Serious RF
burns can result from direct contact with the above items when the HF-9000 system is transmitting.

b. Key microphone or press the PTT key and then rotate VALUE control until OPR field displays
TST.
c. After approximately 2 seconds, MODE displays TX to indicate transmit self-test has been
initiated.
d. After approximately 1 second, MODE displays CU. The antenna coupler test takes
approximately 7 seconds.
e. On completion of antenna coupler test, the radio set control display reads as follows:
1. If all units pass transmit-only self-test, OPR displays TST and MODE displays OK.

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2. If one or more of the units fail transmit-only self-test, OPR displays FLT or MSG and
MODE displays suspected unit (CU, FL, FO, RT, or - - (two blanks)). To determine if the
suspected unit has more than one fault, or if more than one unit has failed, press the
FREQ/LD switch to sequence through all detected faults. Refer to the maintenance
section for fault code definitions.
f. Unkey the HF-9000 system.

4.4.3. Fault Clearing Procedure

To clear the fault, change any field on the radio set control and reset to desired setting.
Momentarily key the microphone to attempt another tune cycle. The steady 1000-Hz tune tone
should again be present and then disappear at the end of the tune cycle. If the beeping tone is
heard, repeat the clearing procedure and then perform a transmit self-test or try operation on a
different frequency.

4.4.4. Annunciations and Messages.

The HF-9000 radio system provides aural and visual annunciations for troubleshooting. Visual
annunciations are displayed on the MODE display of the RSC. Refer to Table 4-7 for a list of Fault
codes. Refer to Table 4-8 for a list of aural annunciations.

Table 4-7. Fault Codes

CODE UNIT DESCRIPTION RESPONSE

0000 System Not determined None
0010 System Operator error None
0020 CU RF stuck on Replace antenna coupler
0030 CU No RF received Replace antenna coupler
0040 CU Interlock error Check antenna coupler
interlock/replace antenna coupler
0040 FL In-band overvoltage advisory Check/replace bandpass filter
0050 FL Out-of-band overcurrent advisory Check/replace bandpass filter
0050 CU RF interlock open Check RF coax/replace antenna
coupler
0055 RT Serial datafill error Check datafill cabling/replace
receiver-transmitter
0060 System RF overvoltage Check antenna
0060 CU Overvoltage Replace antenna coupler
0065 RT Reserved Replace receiver-transmitter
0070 System Improper dual system response None
0070 CU Improper dual system response None
0075 RT Reserved Replace receiver-transmitter
Other system keyed MSG (dual
0080 System system) None

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Table 4-7. Fault Codes - Continued

CODE UNIT DESCRIPTION RESPONSE

0085 RT Reserved Replace receiver-transmitter
0090 System Receive inhibited MSG (dual system) None
0095 RT Reserved Replace receiver-transmitter
1010 CU Power supply fault Replace antenna coupler
1011 R CPU malfunction Replace radio set control
1011 RT CPU malfunction Replace receiver-transmitter
1011 CU Low pressure Replace antenna coupler
1011 FL CPU malfunction Check/replace bandpass filter
1012 R Program checksum error Replace radio set control
1012 RT Program checksum error Replace receiver-transmitter
1012 FL Program checksum error Replace bandpass filter
1013 R Ram test error Replace radio set control
1013 RT Ram test error Replace receiver-transmitter
1013 FL Ram test error Replace bandpass filter
1014 RT Ram test error Replace receiver-transmitter
1015 R Input out of range Replace radio set control
1015 RT Preset memory storage error Replace receiver-transmitter
1015 FL EEPROM fault Replace bandpass filter
1021 RT Interrupt control fault Replace receiver-transmitter
1031 RT Time base fault Replace receiver-transmitter
1032 RT Time fault Replace receiver-transmitter
1033 RT Fiber-optic control fault Replace receiver-transmitter
1034 RT Synthesizer control fault Replace receiver-transmitter
1040 RT Parallel circuit fault Replace receiver-transmitter
1041 RT Loss of lock interrupt enable fault Replace receiver-transmitter
1042 RT Dc control interrupt enable fault Replace receiver-transmitter
1043 RT RF interlock interrupt enable Replace receiver-transmitter
1044 RT Pa fault interrupt enable Replace receiver-transmitter
1045 RT Ps fault interrupt enable Replace receiver-transmitter

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Table 4-7. Fault Codes - Continued
CODE UNIT DESCRIPTION RESPONSE
1046 RT Pa filter 1 control fault Replace receiver-transmitter
1047 RT Pa filter 2 control fault Replace receiver-transmitter
1048 RT Pa filter 3 control fault Replace receiver-transmitter
1049 RT Pa filter control enable fault Replace receiver-transmitter
1050 RT Pa low power control fault Replace receiver-transmitter
1051 RT Pa medium power control fault Replace receiver-transmitter
1052 RT Pa key control fault Replace receiver-transmitter
1053 RT 1553/ARINC 429 control fault Replace receiver-transmitter
1054 RT Audio mute control fault Replace receiver-transmitter
1055 RT Sidetone gate control fault Replace receiver-transmitter
1056 RT Tune tone control fault Replace receiver-transmitter
1057 RT Speech processor control fault Replace receiver-transmitter
1058 RT Voice gate control fault Replace receiver-transmitter
1059 RT Data gate control fault Replace receiver-transmitter
1060 RT CW gate control fault Replace receiver-transmitter
1061 RT CW key control fault Replace receiver-transmitter
1062 RT 6-dB volume control fault Replace receiver-transmitter
1063 RT 12-dB volume control fault Replace receiver-transmitter
1064 RT 24-dB volume control fault Replace receiver-transmitter
1065 RT Squelch 1 control fault Replace receiver-transmitter
1066 RT Squelch 2 control fault Replace receiver-transmitter
1067 RT RF-IF TIP control fault Replace receiver-transmitter
1068 RT RF-IF receive enable control fault Replace receiver-transmitter
1069 RT RF-IF transmit enable control fault Replace receiver-transmitter
1070 RT Reserved Replace receiver-transmitter
1070 FL High insertion loss in filter module Replace receiver-transmitter
1071 RT Reserved Replace receiver-transmitter

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Table 4-7. Fault Codes - Continued

CODE UNIT DESCRIPTION RESPONSE

RF-IF sideband transmit control
1072 RT Replace receiver-transmitter
fault
1073 RT RF-IF RF enable control fault Replace receiver-transmitter
RF-IF AGC time constant control
1074 RT Replace receiver-transmitter
fault
1075 RT RF-IF sideband filter control fault Replace receiver-transmitter
RF-IF sideband audio gate control
1076 RT Replace receiver-transmitter
fault
1077 RT RF-IF AM filter control fault Replace receiver-transmitter
1078 RT RF-IF AM audio gate control fault Replace receiver-transmitter
RF-IF carrier reinsertion control
1079 RT Replace receiver-transmitter
fault
1080 RT RF-IF rechannel control fault Replace receiver-transmitter
1081 RT System key control fault Replace receiver-transmitter
Single sideband tone select 1
1083 RT Replace receiver-transmitter
control fault
Single sideband tone select 2
1084 RT Replace receiver-transmitter
control fault
1085 RT Single sideband gate control fault Replace receiver-transmitter
1090 RT I960 NVM Replace receiver-transmitter
1091 RT I960 Flash Replace receiver-transmitter
1092 RT I960 I/O Replace receiver-transmitter
1093 RT I960 Interrupt Replace receiver-transmitter
1094 RT I960 RS-232 Port Replace receiver-transmitter
1095 RT I960 RAM Replace receiver-transmitter
1096 RT I960 Serial Port Replace receiver-transmitter
1097 RT I960 Timers Replace receiver-transmitter
1098 RT I960 TOD Replace receiver-transmitter
1099 RT I960 Watchdog Replace receiver-transmitter
1100 RT DSP RAM Replace receiver-transmitter
1101 RT DSP Loop Back Replace receiver-transmitter
1102 RT DSP Power Supply Replace receiver-transmitter
1103 RT DSP Processor Replace receiver-transmitter
1104 RT DSP Interrupt Replace receiver-transmitter
1105 RT DSP Dual Port Replace receiver-transmitter

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Table 4-7. Fault Codes - Continued

CODE UNIT DESCRIPTION RESPONSE

1106 RT DSP RF Output Replace receiver-transmitter
1107 RT DSP Comm Fail Replace receiver-transmitter
1108 RT Synthesizer LOL Replace receiver-transmitter
1109 RT Frequency Standard Replace receiver-transmitter
1200 RT RE-DSP Replace receiver-transmitter
1201 RT RE-Exciter Replace receiver-transmitter
1202 RT RE Receive Overload Replace receiver-transmitter
1203 RT RE Translator Replace receiver-transmitter
1553 RT MS1553 Comm Replace receiver-transmitter
2010 RT Input power loss Replace receiver-transmitter
Check antenna coupler or
2010 CU No RF received at discriminator
system coax
2011 FL CPU malfunction Replace bandpass filter
2012 FL EPROM program checksum Replace bandpass filter
2013 FL RAM test fault Replace bandpass filter
2015 FL EEPROM test fault Replace bandpass filter
2020 RT Power supply fault Replace receiver-transmitter
2030 RT Tone oscillator fault Replace receiver-transmitter
2040 RT Speech processor fault Replace receiver-transmitter
2050 RT Squelch fault Replace receiver-transmitter
2060 RT Modem fault Replace receiver-transmitter
Retune system/replace
3010 CU Tune fault
antenna coupler
Limit transmit time/replace
3020 CU Over temperature fault
antenna coupler
3030 CU RF relay fault Replace antenna coupler
3030 FL RF relay fault Replace bandpass filter
Retune system/replace
3040 CU High vswr condition
antenna coupler
3210 RT Transmit test fault Replace receiver-transmitter
3220 RT Receive test fault Replace receiver-transmitter

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Table 4-7. Fault Codes - Continued

CODE UNIT DESCRIPTION RESPONSE

4010 RT 1553 control assembly fault Replace receiver-transmitter
4011 CU CPU malfunction Replace antenna coupler
4012 CU Program checksum error Replace antenna coupler
4013 CU RAM test error Replace antenna coupler
4015 CU Preset memory storage error Replace antenna coupler
Check fiber-optic cables/replace
4016 CU Fiber-optic control fault
antenna coupler
Repressurize/replace bandpass
4016 FL Loss of pressure
filter
4020 RT ARINC-429 control assembly fault Replace receiver-transmitter
4020 FL Temperature fault Replace bandpass filter
5011 RT Dc continuity fault Replace receiver-transmitter
Check input power/limit transmit
5012 RT Input voltage/over temperature
Time/replace receiver-transmitter
Check RF coax/replace receiver-
5013 RT RF interlock open
transmitter
5014 RT Minimum power fault Replace receiver-transmitter
5015 RT Power monitor fault Replace receiver-transmitter
Limit transmit time/replace
5016 RT High temperature fault
receiver-transmitter
6010 RT Front panel fault Replace receiver-transmitter
Microprocessor frequency standard
6020 RT Replace receiver-transmitter
fault
7001 RT Waveform fault Replace receiver-transmitter
Perform new datafill/replace
7002 RT Datafill fault
receiver-transmitter
7003 RT Reserved Replace receiver-transmitter
7004 RT Reserved Replace receiver-transmitter
7005 RT Reserved Replace receiver-transmitter
7006 RT Reserved Replace receiver-transmitter
7007 RT Waveform no response fault None
Perform new datafill/replace
7008 RT Bad parameter in datafill
receiver-transmitter
8001 RT Reserved Replace receiver-transmitter
8010 RT GPS time of day Check GPS connection

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Table 4-7. Fault Codes - Continued

CODE UNIT DESCRIPTION RESPONSE

8011 RT GPS position Check GPS connection
8020 RT Reserved Replace receiver-transmitter
Check fiber-optic cables and
9002 CU Fiber-optic data error
connectors replace antenna coupler
Check fiber-optic cables and
9002 RT Fiber-optic data error connectors/replace receiver-
transmitter
Check fiber-optic cables and
9002 R Fiber-optic data error
connectors/replace radio set control
Check fiber-optic cables and
9002 FL Fiber-optic data error
connectors/replace bandpass filter
Check fiber-optic cables and
9002 FO External fiber-optic cables
connectors. Refer to paragraph 5.3.2.3
Fiber-optic data error count Check fiber-optic cables and
9003 CU
fault Connectors/replace antenna coupler
Fiber-optic data error count Check fiber-optic cables and
9003 R
fault connectors-replace radio set control
Check fiber-optic cables and
Fiber-optic data error count
9003 RT connectors-replace receiver-
fault
transmitter
Fiber-optic data error count Check fiber-optic cables and
9003 FL
fault connectors/replace bandpass filter
Check fiber-optic cables and
9004 System Invalid data received
connectors
Check fiber-optic cables and
9004 RT Invalid data received connectors/replace receiver-
transmitter
Check fiber-optic cables and
9004 R Invalid data received
connectors-replace radio set control
Check fiber-optic cables or other
9004 CU Invalid data received
Units/replace antenna coupler
Check fiber-optic cables and
9004 FL Invalid data received
Connectors/replace bandpass filter
Check fiber-optic cables or other
9005 CU No fiber-optic data received
Units/replace antenna coupler
Check fiber-optic cables and
9005 R No fiber-optic data received
connectors-replace radio set control
Check fiber-optic cables and
9005 RT No fiber-optic data received connectors/replace receiver-
transmitter
Check fiber-optic cables and
9005 FL No fiber-optic data received
Connectors/replace bandpass filter

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Table 4-8. Aural Annunciations

MESSAGE DESCRIPTION RESPONSE

warbling sound (digital RTs) or
Antenna Coupler Tuning No response required.
steady 1000-Hz tone (analog RTs)
Antenna coupler failed to Check radio Set Control for fault
beeping tone
tune / Fault detected code.

4.4.5. Fiber-optic Cable Troubleshooting

This procedure helps isolate a fiber-optic fault (fault code FO 9002) to one of the HF-9000 system
units or to one of the fiber-optic cables.

It must first be determined if the units are connected in a clockwise or counterclockwise configuration.
Refer to figures 4-4 and 4-5. In the clockwise configuration, figure 4-4, the fiber-optic cable is routed
from the radio set control to the antenna coupler, then to the receiver-transmitter, and finally back to
the radio set control. In the counterclockwise configuration, figure 4-5, the fiber-optic cable is routed
from the radio set control to the receiver-transmitter, then to the antenna coupler, and finally back to
the radio set control. Use figures 4-4 and 4-5, as appropriate to your installation, as a guideline when
using these procedures. In each of the fault indications in figures 4-4 and 4-5, the initial fault
indication is FLT FO 9002, indicating a fiber-optic fault. Isolate the fault to a unit or cable as follows:
a. Recycle power to the HF-9000 system. Upon power up, built-in diagnostics ensure all units are
responding.
b. If a fiber-optic fault is still indicated, momentarily press the radio set control FREQLD or CALIAD
switch (as applicable). A second fault code is displayed. Use figure 4-4 or 4-5 as a guide to
identify the failed fiber-optic link. In figures 4-4 and 4-5, the failed link is identified by a dashed
line.
 For example, if the tested HF-9000 system is in clockwise configuration and power is
recycled, pressing the FREQLD switch reveals the fault code RCV FO 9030. As shown in
figure 5-1, section B, the suspected failed fiber-optic link is between the antenna coupler and
receiver-transmitter.
1) If the installation is a dual installation, or if known good spare units are available, exchange
the suspected units one at a time to see if the fault is removed. In the example above, the
suspected units are the antenna coupler and receiver-transmitter.
2) If the fault persists, the most likely fault is the fiber-optic cable between the two units. Refer to
the fiber-optic continuity test procedure in the following paragraph.

When the HF-9000 system units are eliminated as the source of a fiber-optic fault error code, or when
a new fiber-optic cable is terminated, use this fiber-optic continuity procedure. From fiber-optic repair
kit, 752-5993-004, use the light power meter, light source, splice to join two cables together, and a
calibration cable. The light meter measures the power of light in decibels referenced to 1 milliwatt
(dBm). The light source is not calibrated, so a reference must be established. This is accomplished
using a calibration cable.

4.4.6. Calibration Cable Preparation

Prepare a calibration cable as follows:
a. Prepare and carefully terminate two cables 2 ft long.
b. When assembly is completed, test each cable by attaching one end of the cable to the light
source and the other end to the light power meter. Record the results and compare the
readings of the two cables. The readings for the two cables should be within a few tenths of a
dB.

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NOTE
Be sure neither the light source nor the light power meter has a low battery indication.

c. If the readings are not within a few tenths of a dB, carefully prepare another cable and
compare the results. Two of the readings should produce higher (or less negative)
readings on the light power meter than the suspect cable. Choose one of the good
cables and re-measure the power reading. Record this reading and mark the cable at
the light source end with the reading in dBm with a piece of tape. Always use the
same marked end at the light source for subsequent tests. This calibrated cable
becomes part of the cable test kit, and is now referred to as the calibration cable.

Figure 4-4 Fiber-optic Fault Indications, Clockwise Configuration (Radio Set Control to
Antenna Coupler to Receiver-Transmitter)

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Figure 4-5 Fiber-optic Fault Indications, Counterclockwise Configuration (Radio Set Control to
Receiver-Transmitter to Antenna Coupler)

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4.4.7. Fiber-optic Cable Test Procedure

If the cable in the suspected fiber-optic link has a splice or bulkhead fitting, test each section
separately. If this is not possible, allow 1-dBm loss for each splice.

To calculate the loss of the cable under test, take the calibrated reading of the calibration cable and
light source, subtract 1 dB for the splice; then take the algebraic difference of the source/calibration
cable/splice and the result as read on the light meter.

Refer to figure 4-6. To test a new cable, connect a splice or bulkhead connector to the calibration
cable attached to the light source. Connect the cable under test to the other end of the splice and to
the light power meter. The cable should have less than 3-dB loss. A loss of 3 dB indicates a less than
desirable assembly, and one that may fail at some future time. If there is more than 3-dB loss, reverse
the cable under test and repeat the test. The suspect connector is the one at the light source end
when a lower reading is indicated.

To test a cable in an existing installation, look for obvious irregularity of the reading or losses much
greater than 3 dB. Otherwise, the procedure is the same as previously described. A reading of 3.5 dB
does not necessarily indicate a bad cable. For example, a new cable is tested; a calibration cable is
calibrated with a reading of -3.7 dBm. Subtracting 1 dB to allow for loss in the splice gives a starting
reference of -4.7 dBm. The light power meter reads -5.9 dBm. This indicates a cable loss of 1.2 dB (-
3.7 minus 1 = -4.7; minus -5.9 = 1.2). The cable passes the test. Any reading within the range of -4.7
to -7.7 dBm (0 to 3 dB loss) is considered good for a new cable.

Table 4-9 represents the calculations outlined in the previous example.

Table 4-9 Example Test Procedure

TEST SPECTRAN SPECIALTY OPTICS (dBm)

Calibration Cable -3.7
Splice -1.0
Cable Mismatch 0
Total -4.7
Good reading on meter (0 to -3 dB loss) -4.7 to -7.8

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Figure 4-6 Fiber-optic Fault Cable Test Setup Diagram

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4.5. REMOVAL AND INSTALLATION.

4.5.1. Receiver/Transmitter HF-9030 Removal.

The following steps are for HF-9030 removal.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF NO.1 R/T
• HF NO.1 CPLR
• HF NO.1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF NO.2 R/T
• HF NO.2 CPLR
• HF NO.2 CONTROL

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

c. Access the center underdeck.

d. Disconnect the two circular electrical connectors, two fiber-optic connectors, and one RF
connector from the RT. Leave the jumper between J6 and J7 on the RT, as each unit is
supplied with a jumper.
e. Loosen the two thumbscrews on the front of the RT and disconnect the hold-down brackets on
the RT.
f. Remove the HF-9030 RT from the mounting bracket.
g. Place protective covers on plugs J1 and J4 of the RT.
h. If not immediately replacing R/T, verify electrical connectors, fiber-optic connectors, and
antenna coax cables are covered and secured.

4.5.2. Receiver/Transmitter HF-9030 Installation.

The following steps are for HF-9030 installation.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Access the center underdeck.
d. Position the unit on the mounting base and slide forward until the lip on the rear of the RT
engages the hold-down flange on the mount.
e. Secure the HF-9030 RT. Place the two hold-down fasteners over the two hold-down brackets
on the RT and hand-tighten them.
f. Remove protective covers on fiber-optic plugs (J2 and J3) and replace by hand six connectors
to the HF-9030 RT. Connect the two circular electrical connectors, two fiber-optic connectors,
and one RF connector.

g. Observe precautions for handling electrostatic discharge sensitive items. Avoid touching
connector pins with fingers or with any foreign matter.

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h. Place the R/T on mounting adapter and connect rear connectors to the R/T, then slide unit to
rear of mount assembly fully engaging alignment pins of mount.
i. Place shaft collar assemblies over hold down tabs of the R/T and tighten knurled knobs until
unit is securely fastened in position.
j. Close previously open circuit breaker(s).
k. Perform operation check in accordance with Paragraph 4.2.

4.5.3. MT-9030B Mounting Base Removal.

The following steps are for MT-9030B mounting base removal.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Access the center underdeck.
d. Remove Radio Receiver/Transmitter HF-9030 in accordance with Paragraph 4.5.1.
e. Remove the four bolts that secure the MT-9030B mount tray to the isolators. Remove tray from
the isolators.
f. Remove the 16 screws, nuts and washers that secure the four isolators. Remove the isolators
from the equipment rack.

4.5.4. MT-9030B Mounting Base Installation.

The following steps are for MT-9030B mounting base installation.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Access the center underdeck.
d. Remove the four bolts that attach the tray to the isolators on the new MT-9030B mount.
e. To install the MT-9030B mount, align replacement isolators with the mounting holes in the
equipment rack.
f. Secure each of the four MT-9030B isolators with four screws, nuts and washers to the
equipment rack. Ensure that the ground strap is captured between the screw and the base of
the isolator.
g. Align the mount tray over the isolators in the equipment rack.
h. Secure the MT-9030B mount to isolators using the four bolts supplied.
i. Install receiver-transmitter in accordance with Paragraph 4.5.2.
j. Close previously open circuit breaker(s).
k. Perform operation check in accordance with Paragraph 4.2.

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4.5.5. Antenna Coupler HF-9042 Removal.

The following steps are for HF-9042 removal.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

c. Access the cargo bay area.

d. Access the overhead racks.
e. Locate the HF-9042 couplers as follows;
1. The HF-9042 No. 1 coupler is located in the LH overhead equipment rack.
2. The HF-9042 No. 2 coupler is located in the RH overhead equipment rack.
f. Disconnect the circular electrical connector, two fiber-optic connectors, and two RF connectors
from the coupler.
g. Loosen the two thumbscrews on the front of the RT and disconnect the hold-down brackets on
the RT.
h. Remove the HF-9042 coupler from the mounting bracket.
i. Place protective covers on plugs J1 of the coupler.
j. If not immediately replacing the coupler, verify electrical connector, fiber-optic connectors, and
antenna coax cables are covered and secured.

4.5.6. Antenna Coupler HF-9042 Installation.

The following steps are for HF-9042 installation.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Access the cargo bay area.
d. Access the overhead racks.
e. Locate the HF-9042 couplers as follows;
1. The HF-9042 No. 1 coupler is located in the LH overhead equipment rack.
2. The HF-9042 No. 2 coupler is located in the RH overhead equipment rack.
f. Position the unit on the mounting base and slide forward until the lip on the rear of the RT
engages the hold-down flange on the mount.
g. Secure the HF-9042 coupler. Place the two hold-down fasteners over the two hold-down
brackets on the coupler and hand-tighten them.
h. Remove protective covers on fiber-optic plugs (J2 and J3) and replace by hand five
connectors to the HF-9042 coupler. Connect the circular electrical connector, two fiber-optic
connectors, and two RF connectors.

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Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

i. Close previously open circuit breaker(s).

j. Perform operation check in accordance with Paragraph 4.2.

4.5.7. MT-9040B Mounting Base Removal.

The following steps are for MT-9040B mounting base removal.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Access the cargo bay area.
d. Access the overhead racks.
e. Locate the HF-9042 couplers as follows;
1. The HF-9042 No. 1 coupler is located in the LH overhead equipment rack.
2. The HF-9042 No. 2 coupler is located in the RH overhead equipment rack.
f. Remove HF-9042 coupler in accordance with Paragraph 4.5.1.
g. Remove the four bolts that secure the MT-9040B mount tray to the isolators. Remove tray from
the isolators.
h. Remove the 16 screws, nuts and washers that secure the four isolators. Remove the isolators
from the equipment rack.

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4.5.8. MT-9040B Mounting Base Installation.
The following steps are for MT-9040B mounting base installation.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Access the cargo bay area.
d. Access the overhead racks.
e. Locate the HF-9042 couplers as follows;
1. The HF-9042 No. 1 coupler is located in the LH overhead equipment rack.
2. The HF-9042 No. 2 coupler is located in the RH overhead equipment rack.
f. Remove the four bolts that attach the tray to the isolators on the new MT-9040B mount.
g. To install the MT-9040B mount, align replacement isolators with the mounting holes in the
equipment rack.
h. Secure each of the four MT-9040B isolators with four screws, nuts and washers to the
equipment rack. Ensure that the ground strap is captured between the screw and the base of
the isolator.
i. Align the mount tray over the isolators in the equipment rack.
j. Secure the MT-9040B mount to isolators using the four bolts supplied.
k. Install coupler in accordance with Paragraph 4.5.6.
l. Close previously open circuit breaker(s).
m. Perform operation check in accordance with Paragraph 4.2.

4.5.9. Interlock Relay Removal.

The following steps are for the interlock relay removal.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

c. Access the cargo bay area.

d. Access the overhead racks.
e. Locate the interlock relays as follows;
1. The No. 1 interlock relay is located in the LH overhead equipment rack.
2. The No. 2 interlock relay is located in the RH overhead equipment rack.
f. Disconnect the circular electrical connector, and three RF connectors from the relay.
g. Remove the 2 screws, nuts and washers that secure the relay.

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h. Remove the relay from the equipment rack.
i. Place protective cover on plug J1 of the relay.
j. If not immediately replacing the relay, verify the electrical connector, and coax cables are
covered and secured.

4.5.10. Interlock relay Installation.

The following steps are for the interlock relay installation.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Access the cargo bay area.
d. Access the overhead racks.
e. Locate the interlock relays as follows;
1. The No. 1 interlock relay is located in the LH overhead equipment rack.
2. The No. 2 interlock relay is located in the RH overhead equipment rack.
f. Position the unit on the equipment rack.
g. Secure the interlock relay with two screws, nuts and washers to the equipment rack.
h. Remove protective covers on the electrical connector, and coax cables and replace by hand
four connectors to the interlock relay. Connect the circular electrical connector, and three RF
connectors.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

i. Close previously open circuit breaker(s).

j. Perform operation check in accordance with Paragraph 4.2.

4.5.11. Dummy Load Removal.

The following steps are for the dummy load removal.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

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c. Access the cargo bay area.
d. Access the overhead racks.
e. Locate the dummy loads as follows;
1. The No. 1 dummy load is located in the LH overhead equipment rack.
2. The No. 2 dummy load is located in the RH overhead equipment rack.
f. Disconnect the RF connector from the dummy load.
g. Remove the 2 screws, and washers that secure the dummy load.
h. Remove the dummy load from the equipment rack.
i. Place protective cover on plug J1 of the dummy load.
j. If not immediately replacing the dummy load, verify the coax cable is covered and secured.

4.5.12. Dummy Load Installation.

The following steps are for the dummy load installation.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Access the cargo bay area.
d. Access the overhead racks.
e. Locate the dummy loads as follows;
1. The No. 1 dummy load is located in the LH overhead equipment rack.
2. The No. 2 dummy load is located in the RH overhead equipment rack.
f. Position the unit on the equipment rack.
g. Secure the dummy load with two screws, and washers to the equipment rack.
h. Remove protective cover on the coax cable and replace by hand the connector to the dummy
load. Connect the RF connector.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

i. Close previously open circuit breaker(s).

j. Perform operation check in accordance with Paragraph 4.2.

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4.5.13. Radio Set Control HF-9010 Removal.
The following steps are for radio control panel HF-9010 removal.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. On the RSC, unfasten four dzus fasteners and remove it from the pedestal.
d. Disconnect the electrical connector, and two fiber-optic connectors from the rear of the RSC.
e. If not immediately replacing the RSC, verify connectors are covered and secured.

4.5.14. Radio Set Control HF-9010 Installation.

The following steps are for radio control panel HF-9010 installation.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Connect the rear electrical connector, and two fiber-optic connectors, to the receptacles on the
back of the RSC.
d. Secure RSC in place by fastening four dzus fasteners.
e. Close previously opened circuit breakers.
f. Perform operation check in accordance with Paragraph 4.2.

4.5.15. External Wire Antenna Removal and Installation.

The antenna wire connection to the antenna mast and to the tension take-up unit is made by
inserting the wire in a chuck within each of the termination units. These chucks have locking jaws
which automatically close over the wire and hold it in place. The chucks permit quick removal and
installation of the antenna wire without splicing. To release the wire, it is only necessary to push
against the chuck with a special tool to force the jaws back and open. It is not necessary to replace
the antenna fittings each time a wire is replaced; however, it is much easier to replace these
fittings while an antenna wire is already down. If it is necessary to replace either antenna wire,
examine the fittings, particularly the mast, of that antenna. Examine for cracks, checks, crazing,
rain erosion, or other defects which will be cause for replacement in the near future. If any such
defects are found, replace the fittings before starting on the antenna wire installation.

Use the procedure given in paragraph 4.5.15.1 to remove either of the antenna wires. Use the
procedure given in paragraph 4.5.15.2 to install a new antenna wire. Use the procedure given in
paragraph 4.5.15.3 and 4.5.15.4 to remove and install, respectively, either of the antenna masts.

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4.5.15.1. Antenna Wire Removal.
The following steps are for antenna wire removal.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Apply pressure on the antenna cable until a hole in the shaft is in view, put a piece of wire or a
screwdriver through the hole to hold it in position, reducing tension on the antenna cable.
d. Disconnect the tension take-up unit at the aft end of the antenna from the clevis on the vertical
stabilizer by lifting the rear of the tension take-up unit upwards and pulling aft.
e. Lower the rear antenna assembly to the ground.
f. At the forward end of the damaged antenna, cut the antenna wire at the point about 6 inches
aft of the antenna support sleeve of the antenna mast.
g. Unscrew the antenna support sleeve and slide it off the antenna wire.
h. Remove the two plastic washers, rubber washer and brass washer from inside the antenna
mast and slide it off the antenna wire.
i. Unscrew the chuck from the antenna mast.
j. Remove the antenna wire with the attached chuck from the antenna mast.
k. Remove the insulation from the portion of the antenna wire remaining in the chuck.
l. Slide the release tool (MS25119-1) down the short section of the wire until the tool touches the
chuck jaws.
m. Press the release tool firmly against the chuck until the jaws open. Pull the section of wire out
of the chuck.
n. Cut the antenna wire at a point about 6 inches forward of the tension take-up unit.
o. Unscrew the end cap from the forward end of the tension take-up unit. Slide the cap and
washers off the antenna wire.
p. Strip the insulation from the portion of the antenna wire remaining in the forward end of the
tension take-up unit.
q. Slide the release tool (MS25119-1) down the short section of the wire until the tool touches the
chuck jaws in the tension take-up unit.
r. Press the release tool firmly against the tension take-up unit chuck until the jaws open; pull the
short section of wire out of the chuck.

4.5.15.2. Antenna wire Installation.

The following steps are for antenna wire installation.

a. Cut a length of antenna wire 75 feet (22.86m) long.

b. Strip the insulation from one end of the wire, using the release tool (MS25119-1) to expose
approximately 7/16 inches (11 mm) of bare wire. Use care to avoid nicking or bending the wire,
and trim the insulation neatly and squarely.
c. Lightly coat the leading 2 inches of the wire insulation with MIL-S-8660 silicone grease.
d. Insert the bare wire into the gripping jaws of the tension take-up unit. Give a slight pull on the
wire to ensure it is held tightly by the jaws.
e. To measure the exact length of antenna wire, hold the forward end of the wire to the antenna
mast and estimate where the wire should be cut. Allow for about 3 inches of wire to extend into
the mast. A slight overestimate in the correct length is tolerable due to the adjustment in the
tension take-up unit at the aft end of the antenna. If any doubt exists as to where to cut the
wire, it is better to be certain the wire is cut long enough. Then, if necessary, cut more off the

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end of the wire. It is not practical to remove the wire from the tension take-up unit to gain more
slack once the wire has been inserted into the gripping jaws of the unit.
f. Cut the wire at the point that indicates a taut fit will be obtained.
g. Remove the tension take-up unit from the mounting clevis on the vertical stabilizer and lower it
to the fuselage skin. Secure it with tape.
h. Slide all antenna mast attaching parts except the gripping chuck onto the new antenna wire in
the reverse order in which they were removed.
i. When all parts are on the wire, strip the insulation from the end of the wire, using the release
tool (MS25119-1) to expose approximately 7/16 inches (11 mm) of bare wire. Use care to
avoid nicking or bending the wire, and trim the insulation neatly and squarely.
j. Insert the bare wire into the gripping jaws of the mast chuck. Give a slight pull on the wire to
ensure it is held tightly by the jaws.
k. Slide the mast chuck with attached wire into the mast and tighten the chuck.
l. Slide the washers forward into the mast.
m. Put a light coating of MIL-S-8660 silicone grease on the wire and the threads of the antenna
support sleeve.
n. Slide the antenna support sleeve up to the mast. Screw it into the mast until it is finger-tight.
o. Secure the tension take-up with the attached antenna to the clevis on the vertical stabilizer.
p. Release the tension take-up unit at the aft end of the antenna.
q. Examine the tension take-up unit and mast for any indication of wire slippage.
r. Close previously opened circuit breakers.
s. Perform operation check in accordance with Paragraph 4.2.

4.5.15.3. Antenna Mast Removal.

The following steps are for antenna mast removal.

a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 1 R/T
• HF 1 CPLR
• HF 1 CONTROL
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• HF 2 R/T
• HF 2 CPLR
• HF 2 CONTROL
c. Remove the external wire antenna; paragraph 4.5.15.1.
d. Disconnect the antenna lead-in cable from the appropriate antenna coupler.
e. Remove four screws from the lightning arrestor.
f. Remove the insulation blankets from the inside of the fuselage in the area of the antenna
mast.
g. Inside the fuselage, loosen the six bolts securing the two halves of the holding clamp around
the sleeve of the antenna mast lightning arrestor.
h. Slide the antenna mast lightning arrestor and attached lead-in cable down and off the antenna
mast.
i. Remove the eight screws around the base flange of the antenna mast from the outside of the
fuselage. During this step, have an assistant hold the nut ring, located adjacent to the inside
surface of the fuselage skin, that holds the anchor nuts for the eight base flange screws. When
the last screw is removed, the assistant should remove the nut ring.
j. Lift the antenna mast out of the fuselage; remove the rubber gasket beneath the flange.

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4.5.15.4. Antenna Mast Installation.
The following steps are for antenna mast installation.

a. Ensure that the fuselage mating surface is clean and free of corrosion. Place the new rubber
gasket, which is part of the new mast assembly, around the cut-out in the top of the fuselage.
b. Place the new antenna mast into its proper mounting position on top of the fuselage; the
portion of the mast below the mounting flange will extend through the cut-out of the fuselage.
c. Secure the antenna mast to the fuselage with eight base flange screws while an assistant
holds the mounting nut ring inside the fuselage. Lay a bead of MIL-S-81733 sealing compound
around the base of the antenna mast.
d. Remove the rubber washer in the envelope attached to the antenna mast. Place the washer
over the split terminal on the end of the new lead-in cable supplied with the mast.

NOTE
Do not smear the silicone grease on the top portion of the split terminal where it makes contact
with the mast or poor electrical contact will result. If any grease is accidentally smeared on the top
portion of the split terminal, clean the terminal with a clean cloth moistened with MIL-C-81302
cleaning solvent.

e. Apply a fillet of MIL-S-8660 silicone grease (DC-4) around the washer and the split terminal of
the lead-in cable.

NOTE
If any difficulty is encountered sliding the split terminal into the antenna mast, remove the terminal
and inspect the flexible lead-in cable just below the terminal to see if it is bent. If it is bent,
straighten the cable and again slide the terminal into the mast. The split terminal shall slip into its
socket in the mast to ensure electrical continuity.

f. Slide the split terminal of the antenna lead-in cable into the antenna mast until the bottom of
the sleeve fits flush against the bottom of the mast.
g. Slide the shield assembly onto the antenna lead-in cable and attach to the lightning arrestor
with four screws.
h. Connect the free end of the antenna lead-in cable to the antenna tuner/coupler.
i. Tighten the six bolts that secure the two halves of the holding clamp around the lightning
arrestor sleeve.
j. Replace the insulation blankets in the area of the antenna mast.
k. Install the external wire antenna into the antenna mast; paragraph 4.5.15.2.
l. Close previously opened circuit breakers.
m. Perform operation check in accordance with Paragraph 4.2.

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5 CHAPTER 5
TALON V/UHF RADIO
5.1. GENERAL.
The TALON V/UHF radio system provides air-to-air and air-to-ground, two-way voice
communication in both the Very High Frequency (VHF) and Ultra-High frequency (UHF) ranges.
See Figure 5-1 for the location of radio equipment The TALON system components are as follows:
• Two (2) Talon Very High Frequency/Ultra High Frequency standalone radios (RT-8200)
• Two (2) Very High Frequency/Ultra High Frequency Remote Control Panels (RCU) (RCU-
8150A)
• Two (2) V/UHF antennas (A143K)
• Two (2) V/UHF transceiver mounts (MT-6567)
• Two (2) V/UHF data fill connectors

Figure 5-1. V/UHF System Component Location (Sheet 1 of 8)

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PILOT UPPER DISTRIBUTION PANEL

Figure 5-1. V/UHF System Component Location (Sheet 2 of 8)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 5-1. V/UHF System Component Location (Sheet 3 of 8)

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Figure 5-1. V/UHF System Component Location (Sheet 4 of 8)

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VUHF RADIO
NO 1 & 2

STA 245 UNDERDECK LH RACKS

Figure 5-1. V/UHF System Component Location (Sheet 5 of 8)

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VUHF No.2 VUHF No.1

Antenna Antenna

Figure 5-1. V/UHF System Component Location (Sheet 6 of 8)

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V/UHF RADIO
CONTROL
PANEL
(RCU-8150A)

Figure 5-1. V/UHF System Component Location (Sheet 7 of 8)

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VUHF
HANDHELD
DATAFILL
DEVICE
INTERFACE
PANEL

Figure 5-1. V/UHF System Component Location (Sheet 8of 8)

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5.1.1. Talon VHF/UHF Communications System.

The Talon VHF/UHF Communications System, referred to as Talon, provides normal and secure
two-way voice and data communications over the 30- to 400-MHz frequency range. Interoperability
in both single channel and antijam modes has been formally demonstrated against other products
of lesser total communications flexibility. In both design and performance, the Talon meets the
heightened design including a number of automated functions to provide expanded capabilities
with little or no workload impact on users. Key operating features of the Talon include:
• 245 simplex channels (non-Electronic Counter-Countermeasures (ECCM))
• 5 half-duplex channels (non-ECCM)
• 250 ECCM channels (up to 250 with Have Quick waveforms)
• 57 maritime channels
• 3 Link-11 channels (requires use of Link-11 smart mount)
• 4 scan channels
• Preset channels (except Maritime channels) can be loaded/modified using a MIL-STD-
1553B multiplexed data bus, a remote control unit, or a dedicated fill port.
• Preset channels (except Maritime channels) and ECCM parameters can be
loaded/modified using the RS-232 or DS-101 fill in- terface. Equipment contained in the
Rockwell Collins DL-8171 data fill package can be used to data fill the radio
• Tuning increments of 25, 8.33 (8.33 kHz available in Air Traffic Control (ATC) band only)
and 5 kHz
• Emergency guard operation (121.500 and 243.000 MHz AM)
• Encryption device compatible
• RS-232 single point data fill interface enables transfer of preset channel and ECCM
information
• Retransmit function for automatic relay applications
• Automatic Direction Finder (ADF) receiver capability
• Built-In Test (BIT) for constant monitoring of the most critical functions and operator
initiated BIT, for less critical functions
• Compatible with passive and tunable antennas (tunable antennas require the use of a
digital converter between the receiver- transmitter and the antenna)
• Have Quick and Have Quick II ECCM waveforms in the Ultra High Frequency (UHF) range

5.1.2. Remote Control Units.

Two operator-controlled, standalone, RCU-8150A remote control units provide radio control
functions. One radio control panel is provided for the pilot. One radio control panel is provided for
the copilot.

5.1.2.1. Integration with the CDU is not available. Pushing the COM function key on the CDU displays the
message FUNCTION UNAVAILABLE.

5.1.2.2. Refer to Table 5-1 for frequency ranges, features, and applications of the Talon using RCU.

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Table 5-1. Frequency Range, Features, and Applications Using the RCU

FREQUENCY BAND MODE APPLICATION

30 to 87.975 MHz FM • Normal/secure voice/data Tactical/close air support
• 150-Hz squelch tone transmission

108 to 117.975 MHz AM Receive only Navigation

118 to 136.995 MHz AM • Normal/secure voice/data Air traffic control
• 1020-Hz tone transmission 121.5-MHz guard channel
• Automatic direction finder
• 8.33-kHz channel spacing

137 to 155.975 MHz AM/FM • Normal/secure voice/data Land mobile

• Automatic direction finder
• 1020-Hz tone transmission

156 to 173.975 MHz FM • Normal/secure voice/data Maritime

• Automatic direction finder
• 1020-Hz tone transmission

225 to 399.975 MHz AM/FM • Normal/secure voice/data Military/NATO

• 1020-Hz tone transmission 243-MHz guard channel
• Automatic direction finder
• Have Quick
• Have Quick II

5.1.3. Maritime Operation.

The operator can directly select any of the 57 preset Maritime channels permanently stored in
Talon receiver-transmitter memory. Refer to Table 5-2 for the Maritime channels available while
the receiver-transmitter is in Maritime mode.

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Table 5-2. Maritime Channel Assignments and Transmit Frequencies

CHANNEL FREQUENCY (MHz) CHANNEL FREQUENCY (MHz)

SHIP SHORE SHIP SHORE
STATION STATION STATION STATION
1 156.050 160.650 60 156.025 160.625
2 156.100 160.700 61 156.075 160.675
3 156.150 160.750 62 156.125 160.725
4 156.200 160.800 63 156.175 160.775
5 156.250 160.850 64 156.225 160.825
6 156.300 * 65 156.275 160.875
7 156.350 160.950 66 156.325 160.925
8 156.400 * 67 156.375 156.375
9 156.450 156.450 68 156.425 156.425
10 156.500 156.500 69 156.475 156.475
11 156.550 156.550 70 156.525 156.525
12 156.600 156.600 71 156.575 156.575
13 156.650 156.650 72 156.625 *
14 156.700 156.700 73 156.675 156.675
15 156.750 156.750 74 156.725 156.725
16** 156.800 156.800 75 156.775 156.775
17 156.850 156.850 76 156.825 156.825
18 156.900 161.500 77 156.875 *
19 156.950 161.550 78 156.925 161.525
20 157.000 161.600 79 156.975 161.575
21 157.050 161.650 80 157.025 161.625
22 157.100 161.700 81 157.075 161.675
23 157.150 161.750 82 157.125 161.725
24 157.200 161.800 83 157.175 161.775
25 157.250 161.850 84 157.225 161.825
26 157.300 161.900 85 157.275 161.875
27 157.350 161.950 86 157.325 161.925
28 157.400 162.00 87 157.375 161.975
88 157.425 162.025
* Not defined as shore (coast) station. These are ship-to-shore or ship-to-ship channels.
** Maritime Guard Channel

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5.1.4. V/UHF Antenna.
The two VHF/UHF antennas are fixed omnidirectional antennas.

5.1.5. Air Traffic Control 8.33-kHZ Channel Spacing.

The 8.33-kHz channel spacing was conceived as a solution to help alleviate the Air Traffic Control
(ATC) band congestion in Europe. Knowing that new radios would have to also work with the 25-
kHz spacing, a channel naming scheme that is compliant with either 8.33- or 25-kHz channel
spacing was developed by the International Civil Aviation Organization (ICAO).

5.1.5.1. The channel name not only indicates the frequency assignment, but also determines which
bandwidth is selected by the Talon receiver-transmitter. Refer to Table 5-3 for the channel name
assignment and the frequency for channels between 118.000 and 136.975 MHz.

Table 5-3. ICAO Channel Name and Frequency Translation

CHANNEL (MHz) BANDWIDTH (kHz) RECEIVER-TRANSMITTER

(USER ENTERED) INTERPRETED FREQUENCY (MHz)

118.000 25 118.0000
118.005 8.33 118.0000
118.010 8.33 118.0083
118.015 8.33 118.0167
118.020 25 118.0250
118.025 25 118.0250
118.030 8.33 118.0250
118.035 8.33 118.0333
118.040 8.33 118.0417
118.045 25 118.0450
118.050 25 118.0500
118.045 25 118.0450
118.050 25 118.0500
118.055 8.33 118.0500
118.060 8.33 118.0583
118.065 8.33 118.0667
118.070 25 118.0750
118.075 25 118.0750
118.080 8.33 118.0750
118.085 8.33 118.0833
118.090 8.33 118.0917
118.095 25 118.0950
Sequence repeats

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5.1.6. Remote Control Unit (RCU-8150A).
The RCU controls the TALON radio. See Figure 5-2 and refer to Table 5-4 for a description of the
RCU functions.

Figure 5-2. Remote Control Unit (RCU-8150A)

Table 5-4. Remote Control Unit (RCU-8150A) Functions

ITEM CONTROL-INDICATOR TYPE OF CONTROL/FUNCTION

1 VOL VOL knob adjusts audio output level.
SQ OFF (PULL) Switch disables main receiver squelch in the "out" position, and
enables main receiver squelch in the "in" position.
2 CHAN FREQ/NET/TIME Displays channel, frequency, net, time, mode, or built-in test (BIT)
results.
3 CHAN/FREQ CRSR Each time the button is pushed, the cursor position changes.
(PUSH) Rotating the knob changes CHAN or FREQ value, depending upon
mode selected and cursor position.
4 LOAD/OFST When pushed, enables the loading of various data and operating
frequencies, depending upon the mode selected.
5 (Frequency Mode Selects between the frequency modes, which include:
Selector) • VHF Guard (121)
• UHF Guard (243)
• Manual Mode (MAN)
• Preset Mode (PRST)
• Maritime Mode (MAR)
• Antijam Mode (AJ)
• AJ/M mode
6 (Menu Pointer) Used in conjunction with the Menu Cursor pushbutton switch
for menu navigation.

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Table 5-4. Remote Control Unit (RCU-8150A) Functions - Continued

ITEM CONTROL-INDICATOR TYPE OF CONTROL/FUNCTION

7 (Menu Cursor) Positions the cursor under SETUP or WAVEFORM on display for
use in setting up available functions. Also used to move up one
level.
8 (Operational Mode Selects between the operational modes:
Selector) • Zeroize Mode (ZRO)
• OFF Mode
• TEST Mode
• Main Receiver Transmitter plus Guard Mode (TR+G)
• Main Receiver Transmitter Mode (TR)
• ADF Mode
• Change Presets Mode (CHNG PRST)

5.1.7. COM FREQ DATA Page.

To access the COM FREQ DATA page (see Figure 5-3) press the DATA button on the CDU. The
COM FREQ DATA page provides access to a list of current frequencies. Unlimited pages are
available to display all available frequencies.

5.1.7.1. The COM FREQ DATA page line select keys provide control of the following:
• L2 thru L5 display FREQ (Frequency), frequency TYPE and frequency SECTOR
• L6 accesses the AIRPORT DATA page

TPN1608_01

Figure 5-3. COM FREQ DATA Page

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5.2. OPERATIONAL CHECKOUT.

5.2.1. Preparation for Testing.

The following steps are for preparation for testing.
a. Connect external power to the airplane.
b. On the Pilot Upper Circuit Breaker panel, ensure the UVHF DF circuit breaker is closed.
c. On the Pilot Side Circuit Breaker panel, ensure the following circuit breakers are closed.
• VUHF No.1 R/T
• VUHF No.1 RCU
d. On the Copilot Upper Circuit Breaker panel, ensure the UVHF 2 R/T circuit breaker is closed.
e. On the RCU, set the Operational Mode selector to OFF.
f. On the RCU, set the Frequency Mode selector to MAN.
g. Ensure that the VOL/SQ OFF (PULL) switch on the RCU is pushed in and set to midrange.

5.2.2. RCU Operational Test.

The following steps are for RCU operational test.
a. Perform preparation for test in accordance with Paragraph 5.2.1.
b. On the RCU, set the Frequency Mode selector to PRST.
c. Simultaneously push and hold the Menu Cursor and Menu Pointer pushbuttons, then set the
Operational Mode selector to TR+G. Release the pushbuttons when the RCU displays the
RCU Switch Test screen (see Figure 5-4).

Figure 5-4. RCU Switch Test

NOTE
The 984-1689-XXX in the illustration is the RCU software part number. The XXX in the illustration
represents the RCU software release number, which is 005 in this application. The ON shown after
SQ indicates the position of the VOL/SQ OFF (PULL) switch (ON for in or OFF for out).

d. Pull VOL/SQ OFF (PULL) switch out.

• SQ OFF displays in the appropriate display field
e. Push VOL/SQ OFF (PULL) switch in.
• SQ ON displays
f. Refer to Table 5-5, Table 5-6, and Table 5-7 for each RCU control setting. Verify associated
CHAN FREQ/NET/TIME display indication, called out in the previous illustration, is correctly
displayed in the appropriate display field.

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Table 5-5. Channel Frequency for Operational Test

CONTROL SETTING DISPLAY INDICATION

CHAN/FREQ CRSR (PUSH) pushed CHANNEL KNOB
CHAN/FREQ CRSR (PUSH) rotated clockwise CHANNEL UP*
CHAN/FREQ CRSR (PUSH) rotated CHANNEL DOWN*
counterclockwise
LOAD/OFST pushed LOAD/OFST
Menu Cursor pushed MENU CURSOR
Menu Pointer pushed MENU POINTER
* This display indication is momentarily displayed in the display field upon operation of the
control.

Table 5-6. Mode for Operational Test

CONTROL SETTING DISPLAY INDICATION

CHNG PRST CHNG PRST
ADF ADF
TR TR
TR+G TR+G
TEST TEST
OFF* OFF*
ZRO (PULL) ZRO
* SYSTEM switch (if available) on test set or platform must be ON before selecting/passing
through this position for display.

Table 5-7. Function for Operational Test

CONTROL SETTING DISPLAY INDICATION

AJ/M (PULL) AJ/M
AJ AJ
MAR MAR
PRST PRST
MAN MAN
243 243
121 (PULL) 121

g. Set Operational Mode selector to TR+ G.

h. Push and hold menu pointer pushbutton, then rotate CHAN/FREQ CRSR (PUSH) switch.
• All display pixels turn off for approximately 2 seconds, then all pixels turn on for
approximately 2 seconds

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i. Rotate CHAN/FREQ CRSR (PUSH) switch.
• All display pixels turn on
j. Rotate CHAN/FREQ CRSR (PUSH) switch, again, to return to SWITCH TEST screen.
k. Set SYSTEM switch (if available) on test set or platform to OFF, if necessary.
l. Exit RCU switch test by setting Operational Mode selector to OFF.

5.2.3. System Operational Test.

The following steps are for system operational test.
a. Perform preparation for test in accordance with Paragraph 5.2.1.
b. Set Operational Mode selector to TR. RCU may momentarily display the screens (see Figure
5-5).
c. After 10 seconds, proceed to the Step 5.2.3.d.

Figure 5-5. V/UHF Radio System Operational Test Examples

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NOTE
Review the tests and maintenance documentation if radio operation is abnormal during the
performance of this checklist.

The 1 and 2 shown in the 1\2 designation in the illustration is the receiver-transmitter number.
Either 1 or 2 are displayed on the screen.

d. Set Operational Mode selector to TEST. RCU IBIT TEST, then IBIT IN PROGRESS, is
displayed while operator-initiated BIT (IBIT) is in progress. IBIT isolates system faults. See the
following illustration for typical screens.

NOTE
The XXX-XXXX-XXX fields in the illustration are the receiver-transmitter (RT) and RCU software
part number fields. The RT software part number in this application is 984-8105- XXX, where XXX
represents the RT soft- ware release number. The RCU software part number in this application is
984-1689-005, where 005 is the RCU software release number.

IBIT fault code (0, 0, 0) indicates no faults detected.

e. Set Operational Mode selector to TR.

f. Use CHAN/FREQ CRSR (PUSH) switch to tune receiver-transmitter to 30.100 MHz.
1. Push CHAN/FREQ CRSR (PUSH) switch to select the lower frequency display digit(s) to
change.
2. Rotate CHAN/FREQ CRSR (PUSH) switch to select desired digit(s).
3. Repeat Step 5.2.3.f.(1) and Step 5.2.3.f.(2), as necessary, until desired frequency is
displayed in the lower frequency display location.
g. Push LOAD/OFST switch to tune radio to 30.100 MHz
• The upper frequency display location displays 30.100 FM
h. Operate CHAN/FREQ CRSR (PUSH) and LOAD/OFST switches as described above to obtain
frequency Indications in the ranges of 30 through 87.975 MHz, 108 through 173.975 MHz, and
225 through 399.975 MHz.

NOTE
Selection of frequencies outside the ranges shown above is unauthorized and results in automatic
rejection of the selection as indicated by INVALID being momentarily displayed when the
LOAD/OFST switch is pushed. The receiver-transmitter remains tuned to the last valid frequency
displayed before being commanded to the invalid frequency.

i. Key the transmitter to establish two-way communications with another station. Adjust VOL/SQ
OFF (PULL) control for a comfortable level of receive audio. Undistorted audio should be
heard in the headset. Sidetone audio should be heard when transmitting.
j. Set Operational Mode selector to TR+G.
k. Request that another station transmit on guard frequency of the selected operating band.
Guard receiver audio should be heard clearly through the headset. Monitor guard audio while
switching the Operational Mode selector to TR. Guard audio should no longer be heard.
l. Set Frequency Mode selector to 243. CHAN FREQ/NET/TIME display indicates 243.000 AM.
• Front panel control settings, except ZRO (PULL), Menu Pointer, and VOL/SQ OFF
(PULL), should be disabled
m. Set Frequency Mode selector to 121 (PULL). CHAN FREQ/NET/TIME display indicates
121.500 AM.

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•Front panel control settings, except ZRO (PULL), OFF, TEST, Menu Pointer, and VOL/SQ
OFF (PULL), should be disabled
n. Set Frequency Mode selector to PRST.
o. Rotate CHAN/FREQ CRSR (PUSH) switch to obtain channel 1 indication on CHAN
FREQ/NET/TIME display.
• CHAN FREQ/NET/TIME display displays correct preset frequency for channel
p. Rotate CHAN/FREQ CRSR (PUSH) switch clockwise for progressive channel indications of
channels 2 through 250.
• The correct preset frequency should be displayed for each channel selected

NOTE
Half-duplex preset channels 26 through 30 contain both receive frequencies (RX FREQ) and
transmit frequencies (TX FREQ). The receive frequency (RX FREQ) is displayed by default for
half-duplex preset channels 26 through 30. Pushing LOAD/OFST toggles the display between RX
FREQ and TX FREQ. SCAN is displayed when channel 32 is selected.

q. Set Frequency Mode selector to MAN.

r. Tune receiver-transmitter to a station frequency or local radio beacon, and then have other
station continuously transmit.
s. Set Operational Mode selector to ADF. The ADF indicator should display relative bearing to
the radio beacon/transmitting station (assumes ADF system is installed).
t. Set Operational Mode selector to TR, and then tune receiver-transmitter to an unused
channel.
u. Monitor headset audio, then pull VOL/SQ OFF (PULL) switch out to disable squelch.
• Noise is heard in headset
v. Push VOL/SQ OFF (PULL) switch in.
• Noise stops

NOTE
The following assumes that the Talon contains time, ECCM parameters, and a day is loaded. Prior
to AJ operation, the ECCM data is transferred from a Data Fill Device (DFD) to the receiver-
transmitter input port on the aircraft.

w. Set Frequency Mode selector to AJ. The RCU displays an HQI, HQII, HQII-NATO, or a NO AJ
screen.
x. Set CHAN/FREQ CRSR (PUSH) switch to a channel containing an authorized operating
ECCM net.
y. Establish two-way communications with another receiver-transmitter on the ECCM net to verify
proper operation.

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5.2.4. Menu Screen Operational Test.
The following steps are for menu screen operational test.
a. Perform preparation for test in accordance with Paragraph 5.2.1.
b. Push Menu Cursor pushbutton to underline the word SETUP or WAVEFORM on the screen.
Available lower level menus are underlined.

NOTE
Manual mode is used as an example in the illustration.

Once the radio is displaying a lower-level menu screen, the Menu Pointer pushbutton can be used
to move up one level in the menu.

The Operational Mode selector must be in the CHNG PRST position to change some parameters
while the Frequency Mode selector is in the PRST, AJ, or AJ/M (PULL) position.

c. Rotate CHAN/FREQ CRSR (PUSH) switch to view additional menu screens that are available.
d. Push CHAN/FREQ CRSR (PUSH) switch to select desired menu item.
e. Rotate CHAN/FREQ CRSR (PUSH) switch to view parameters or functions that can be
changed.
f. Push CHAN/FREQ CRSR (PUSH) switch to select desired parameter/function to change.
g. Rotate CHAN/FREQ CRSR (PUSH) switch to view parameter/function options.
h. Push LOAD/OFST pushbutton to select desired option.

NOTE
The parameter momentarily blinks to indicate the radio has accepted the selection.

i. Push Menu Pointer pushbutton to return to the top menu level.

5.2.5. Continuous Built-In Test Status Test.

The following steps are for Continuous Built-In Test (CBIT) status test. CBIT runs automatically
while the Talon is operating. CBIT status indications can be viewed by the operator to verify that
the system is operating within acceptable performance limits or to view fault indications.
a. Perform preparation for test in accordance with Paragraph 5.2.1.
b. Push Menu Pointer pushbutton to access the CBIT status indication (see Figure 5-6).
c. Follow instructions displayed on each CBIT screen to view CBIT status indications.

Figure 5-6. V/UHF Radio System CBIT Status Test

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5.3. TROUBLESHOOTING.

5.3.1. General.
The Talon software-driven testing and troubleshooting system features:
• Extensive BIT capabilities
• Fault detection capabilities
• Detection of faulty top-level unit (for example, receiver-transmitter, RCU, digital converter,
and so forth)
• Detection of a possible faulty receiver-transmitter module
• Fault reporting capabilities

5.3.1.1. All tests are performed using the IBIT capabilities of the Talon radio system. The IBIT establishes
the minimum performance criteria for the system. Refer to Paragraph 5.2.3.

5.3.2. Annunciations and Messages.

The Talon radio system provides aural and visual annunciations for troubleshooting. Visual
annunciations are displayed on the CHAN FREQ/NET/TIME display of the RCU. Refer to Table 5-
8 for a list of Visual messages. Refer to Table 5-9 for a list of aural annunciations.

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Table 5-8. Visual Messages

MESSAGE DESCRIPTION RESPONSE

CPU FAIL RCU IBIT CPU Fail Message. RCU 1. Replace failing RT-8200.
fault detected by Initiated Built-In Test 2. Replace RCU.
(IBIT). 3. Troubleshoot and repair wiring.
CPU PASS RCU passed IBIT Central Processing.
Unit (CPU) test with no faults detected. No response required.

CRC FAIL RCU IBIT Cyclic Redundancy 1. Replace failing RT-8200.

Checksum (CRC) Fail Message. RCU 2. Replace RCU.
fault detected by IBIT. 3. Troubleshoot and repair wiring.
CRC PASS RCU IBIT CPU Pass Message. RCU
passed IBIT CRC test with no faults No response required.
detected.
CT ERROR Cipher Text (CT) Error Message. The
operational encryption configuration in
the radio is not valid. Displayed when Enter valid encryption key.
AJ mode is selected.

DFLT ID Default TALON CUID Message. Radio

is using the Default (DFLT) TALON
No response required.
Country-Unique Identifier (CUID).

DWELL Scanned Channel Dwell Message. A To communicate with other

signal has been detected on a station, perform one of the
scanned channel and scanning has following:
ceased. • Key radio within 3 seconds to transmit
on the receive frequency
• Double key (or single key after 3
seconds) to transmit on the command
channel
FILL IN PROGRESS Data Fill In-Progress Message. Data fill
No response required.
function is in progress
HAILING Data Fill In-Progress Message Switch radio from AJ mode to a
predefined non-AJ channel for a
Plaintext conversation
IN PROGRESS IBIT In-progress Message. IBIT is in
No response required.
progress.
INVALID Unauthorized Frequency Message. A
frequency outside of the allowable
frequency range has been entered by Enter frequency within allowable range.
the operator. The radio has
automatically rejected the frequency.

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Table 5-8. Visual Messages - Continued

MESSAGE DESCRIPTION RESPONSE

NO AJ No AJ Preset Message No
Electronic Counter-
Countermeasures (ECCM) preset
Load radio with ECCM presets.
is loaded into the channel.
Displayed when AJ mode is
selected.
NO CUID No TALON CUID Message. A Load valid TALON CUID into radio.
valid TALON CUID is not loaded
into the radio.
NO DAY No Operational Day Message. No Load operational day into radio.
operational day is loaded into the
NO FILL radio.
No Fill Data Message. No ECCM Load radio with ECCM parameters.
parameters are loaded into the
radio. Message is displayed when
AJ mode is selected.
NO FMT No FMT Message. No Load FMT frequencies.
Frequency Management
Training (FMT) frequencies are
NO FREQ loaded.
No Frequency Message. Valid Load valid frequencies into radio.
frequencies are not loaded into the
radio.
NO ID No Net ID Message. No net Load radio with valid net ID number.
Identifier (ID) is loaded for the
selected channel. Message is
displayed when AJ mode is
NO KEYS selected.
No Keys Message. No encryption Load encryption keys into radio.
keys are loaded into the radio.
NO MWOD No MWOD Message. No Multiple Load an MWOD.
Word Of Day (MWOD) is loaded for
the selected day.
NO TIME Time Initialization Message. Radio Initialize the radio internal clock.
internal clock has not been
initialized. Message is displayed
when AJ mode is selected.
NO TSK No TSK Message. No TSK is loaded Load TSK.
for the selected day.
NO WOD No WOD Message. No Word Of Load a WOD.
Day (WOD) is loaded for the
selected day.
RAM FAIL RCU IBIT RAM Fail Message. RCU 1. Replace RCU.
Random Access Memory (RAM)
fault detected by IBIT. 2. Troubleshoot and repair wiring.

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Table 5-8. Visual Messages - Continued

MESSAGE DESCRIPTION RESPONSE

RAM PASS RCU IBIT RAM Pass Message. No response required.
RCU passed IBIT RAM test with no
faults detected.
RT FAIL BIT Fail Message. Receiver-
1. Verify fuse on fail RT, replace if
transmitter fault detected by BIT. required.
2. Replace failing RT-8200.
3. Replace RCU.
4. Troubleshoot and repair wiring.
RT PASS BIT Pass Message. Receiver- No response required.
transmitter passed BIT with no faults
SEARCHING FOR detected.
Radio Search Message. System 1. Verify fuse on fail RT, replace if
RADIO 1/2 communication between the RCU required.
and either receiver-transmitter (1 or
2) is not established. 2. Replace RCU.
3. Troubleshoot and repair wiring.
4. Replace failing RT-8200.
ZEROIZE Zeroize Completed Message. Fill No response required.
COMPLETED data has been erased from the radio
memory.
ZEROIZE IN Zeroize In-Progress Message. No response required.
PROGRESS Zeroize function is in progress.

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Table 5-9. Aural Annunciations

MESSAGE DESCRIPTION RESPONSE

Parameter/Function Update Parameter/Function Update Signal. No response required.
Beep Short beep occurs when the radio
updates/verifies the following lower
level menu parameters/functions
selected by the radio operator.
• Operational day loaded
• Transmission Security Key
(TSK) verified

TALON Hailing Alert Beep TALON Hailing Alert. The hailing Switch radio from Antijam
alert (two short beeps), when (AJ) mode to a predefined
enabled, occurs when the radio non-AJ channel for a
receives a call on the hailing Plaintext conversation.
frequency.
WOD/MWOD Update Beeps WOD/MWOD Update Signal. Two No response required.
short beeps occur when the radio
successfully loads the WOD or
MWOD selected by the radio
operator.

5.4. REMOVAL AND INSTALLATION.

5.4.1. Radio Receiver/Transmitter RT-8200 Removal.

The following steps are for RT-8200 removal.
a. On the Pilot Upper Circuit Breaker panel, ensure the VUHF NO.1 RT and VUHF NO.1 RCU
circuit breakers are open.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• VUHF NO.2 RT
• VUHF NO.2 RCU

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

c. Disconnect cable from applicable connectors J1, J2, J3, J5, and J6.
d. Loosen the knurled knobs and remove the shaft collar assemblies from the hold down
tabs of the R/T.
e. Slide R/T forward to gain access to rear electrical connectors and disconnect from R/T.
f. Remove R/T from mounting adapter.
g. If not immediately replacing R/T, verify electrical connectors and antenna coax cables
are covered and secured.

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5.4.2. Radio Receiver/Transmitter RT-8200 Installation.
The following steps are for R/T installation.
a. On the Pilot Upper Circuit Breaker panel, ensure the VUHF NO.1 RT and VUHF NO.1 RCU
circuit breakers are open.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• VUHF NO.2 RT
• VUHF NO.2 RCU

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

c. Place the R/T on mounting adapter and connect rear connectors to the R/T, then slide
unit to rear of mount assembly fully engaging alignment pins of mount.
d. Place shaft collar assemblies over hold down tabs of the R/T and tighten knurled knobs
until unit is securely fastened in position.
e. Connect electrical connectors to front of R/T.
f. Close previously open circuit breaker(s).
g. Perform operation check in accordance with Paragraph 5.2.

5.4.3. MT-6567 Mounting Base Removal.

The following steps are for MT-6567 mounting base removal.
a. On the Pilot Upper Circuit Breaker panel, ensure the VUHF NO.1 RT and VUHF NO.1 RCU
circuit breaker is open.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• VUHF NO.2 RT
• VUHF NO.2 RCU
c. Remove Radio Receiver/Transmitter RT-8200 in accordance with Paragraph 5.4.1.
d. Remove four screws from MT-6567 mounting adapter, and remove from flight deck underbunk
rack.

5.4.4. MT-6567 Mounting Base Installation.

The following steps are for MT-6567 mounting base installation.
a. On the Pilot Upper Circuit Breaker panel, ensure the VUHF NO.1 RT and VUHF NO.1 RCU
circuit breaker is open.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• VUHF NO.2 RT
• VUHF NO.2 RCU
c. Install MT-6567 adapter on flight deck underbunk rack and secure with four screws.
d. Install receiver-transmitter in accordance with Paragraph 5.4.2.
e. Perform operation check in accordance with Paragraph 5.2.

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5.4.5. Radio Control Panel RCU-8150A Removal.

The following steps are for radio control panel RCU-8150A removal.
a. On the Pilot Upper Circuit Breaker panel, ensure the VUHF NO.1 RT and VUHF NO.1 RCU
circuit breaker is open.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• VUHF NO.2 RT
• VUHF NO.2 RCU
c. On the RCU, unfasten four dzus fasteners.
d. Remove electrical connector from rear of RCU.
e. If not immediately replacing the RCU, verify connectors are covered and secured.

5.4.6. Radio Control Panel RCU-8150A Installation.

The following steps are for radio control panel RCU-8150A installation.
a. On the Pilot Upper Circuit Breaker panel, ensure the VUHF NO.1 RT and VUHF NO.1 RCU
circuit breaker is open.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• VUHF NO.2 RT
• VUHF NO.2 RCU
c. Connect the rear electrical connector to the receptacle on the back of the RCU.
d. Secure RCU in place by fastening four dzus fasteners. f. Close previously opened circuit
breakers.
e. Perform operation check in accordance with Paragraph 5.2.

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CHAPTER 6
BECKER AUDIO MANAGEMENT SYSTEM

2.1. DESCRIPTION & OPERATION

2.1.1. Introduction
The intercom system is designed and fabricated by Becker Avionics International (Becker) and
configured and installed by Cascade Aerospace for the FAM tail numbers 3616 and 3617.

The intercom system consists of 7 Audio Control Units (ACUs), a Junction Box, 2 Remote
Electronic Units (REUs), 2 Configuration Modules, and 2 AA34 Radio Interfacing Units.

2.1.2. Location

Figure 6-1 below shows the locations of all the Line Replacement Units (LRUs) that make up the
intercom system. There are 5 ACUs in the cockpit for the pilot, co-pilot, flight engineer, flight
instructor, and navigator. Two more ACUs are located at the loadmaster and jumpmaster
positions. The 2 REUs and the Intercom Junction Box are located in the center underdeck. The
two AA34 Radio Interface Units are located in the LH underdeck, underneath each of the V/UHF
radios.

Figure 6-1 – Location of Intercom LRUs and Junction Box

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2.1.3. Audio Control Units
The Audio Control Unit serves for the control of REU6100 Remote Electronic Unit. Maximum six
Audio Control Units can be connected to the Remote Electronic Unit at the same time. Figure 6-2
and Table 6-1 below show the front panel and describe the function of all the lights, switches, and
dials on the ACUs.

Figure 6-2 - Front panel of the Audio Control Unit with generic button-inscription

Table 6-1 – Description of Audio Control Units

Item Control / Indicator Description Function
A TX1 to TX8 controls 8 potentiometer On/Off switch for every TX channels and individual
with push-push volume adjust for audio monitoring
switches
B TX indicators 1 to 8 8 LED (green) Indication of individual TX channel status
LED on = channel is preselected for transmission
LED blinking = transmission is active
LED blinking = Selective “CALL” is active fast
C Transmitter selector Rotary switch Position 1 to 8 preselection of TX channel for
switch with 10 lock transmission
positions Position D selection of 2 predefined TX channels for
dual trans- mission mode
Position D selection of multi transmit mode, if
configured
Position IC Intercom PTT mode
D IC volume control Potentiometer Volume adjustment for intercom
E “SPKR” indicator LED (green) LED on = Speaker is on
LED off = Speaker is off
F “SPKR” button Push-button On/Off switch for audio monitoring via the speaker

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Table 6-3 – Description of Audio Control Units – Continued
G “ISOL/ CALL” LED (green) LED on = cockpit and cabin intercom circuits are
indicator isolated
LED off = cockpit and cabin intercom circuits are
connected
LED blinking = intercom request “CALL” is active
H “ISOL/ CALL” button Push-button Cockpit connect or truncate the cockpit and cabin
intercom circuits
Cabin initiates an intercom request “CALL” if the
intercom circuits are truncate
I Volume control Potentiometer, Main volume control
J RX1 to RX8 controls 8 potentiometer On/Off switch for every RX channels and individual
with push-push volume adjust for audio monitoring
switches
K PTT switch optional Momentary Switch pressed = selected transmitter is keyed
PTT/IC switch switch with 2 key Switch released = selected channels are monitored
positions Option IC-Switch = Activation IC operation

or MASK/MIC switch External relay control for MASK / MIC switch over
Toggle switch
with two locking
positions
L BACK-UP switch Toggle switch Position BACK-UP = emergency operation Position
with 3 locking NORM = normal operation Position SLAVED = slave
positions operation
or Position EMER = emergency operation
Toggle switch Position NORM = normal operation Position
with 2 locking
positions
M VOX level adjustment Potentiometer VOX sensitivity selection
VOX ON/OFF switch with push-push ON/OFF switch for VOX activation
switch
N “VOICE” button Push-button On/Off switch for VOICE filter (for configured -RX
channels)
O “VOICE” indicator LED (green) LED on = voice filter is active
LED off = voice filter is not active
P “TEST” button Push-button Activation of IBIT (test function)

or “MKR / MUTE” button Activation of Maker mute function

Q “TEST” indicator LED (yellow) LED on = internal self-test is running
LED blinking = the internal self-test detected an
failure

2.1.4. Remote Electronic Units

Together with the ACU6100 Audio Control Unit, the REU6100 Remote Electronic Unit comprises
the intercom system of the aircraft. A maximum of six Audio Control Units can be connected to the
Remote Electronic Unit. The two REUs are located in the center underdeck with the intercom
junction box.

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Figure 6-3 – Remote Electronic Unit (REU)

The Remote Electronic Unit does not have any operator accessible controls. The user interface for
the Remote Electronic Unit is the ACU6100. For operation instructions of the ACU6100, refer to
23-01-00 Section 3.

All Audio Control Units are connected via CAN BUS interface with the Remote Electronic Unit. The
individual operator settings for control, specified from the operation requirements, can be
configured by the Configuration Software CSW6100. The Configuration Software CSW6100 is
stored in the EM6100 Configuration Module, which is connected to the Remote Electronic Unit.

2.1.5. Intercom Junction Box

The Intercom Junction Box is located in the center underdeck next to the REUs and Configuration
Modules. Refer to Figure 6-4 below for a graphical representation of the Intercom Junction Box.

Figure 6-4 – Intercom Junction Box

2.1.6. AA34 Universal Radio Interface Unit
The AA34 Universal Radio Interface handles the interface and switching requirements of the
intercom system. There are one of these units installed under each of the two V/UHF radios
located in the LH underdeck. They are required for connecting the intercom system to the V/UHF
radios. The AA34 Universal Radio Interface does not have any operator accessible controls.

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2.1.7. Configuration Modules
The Configuration Module is a small device connected to the Remote Electronic Unit and stores all
system configuration parameters (CSW6100). It allows a quick field replacement of the Remote
Electronic Unit without reconfiguration of the REU on the bench.

2.1.8. References
Additional technical information and part numbers for the Intercom System can be found in the
following sections of the Illustrated Parts Catalogue and Wiring Manual Supplement.
• IPB-4484-53370 for ACU No. 3
• IPB-4484-53430 for ACU No. 4
• IPB-4484-53460 for ACU No. 6
• IPB-4484-53480 for ACU No. 1
• IPB-4484-53490 for ACU No. 2
• IPB-4484-53660 for AA34 Universal Radio Interface Units
• IPB-4484-53700 for Intercom Junction Box, REUs, and Configuration Modules
• IPB-4484-53950 for ACU No. 5
• IPB-4484-53960 for ACU No. 7
• WMS-4484-23017ID for wiring configuration

2.2. REMOVAL/INSTALLATION

2.2.1. Removal Procedures

This section provides step-by-step information for removing the various components of the
Intercom System.

2.2.2. Audio Control Units

Note: The following steps apply to all 7 ACUs on the aircraft.
a. Ensure the following INTERPHONE circuit breakers on the co-pilot upper distribution panel are
disengaged:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INSTSTRUCTOR ACU
• LOADMASTER ACU
• JUMPMASTER ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP
b. Gain access to the desired Audio Control Unit. Refer to 23-01-00 Section 2 for locations.
c. Remove the 4 DZUS Fasteners and retain for re-installation.
d. Slide the ACU out of the tray.
e. Remove the two connectors on the back of the ACU.

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2.2.3. Remote Electronic Units
Note: The following steps apply to both REUs on the aircraft.
a. Ensure the following INTERPHONE circuit breakers on the co-pilot upper distribution panel are
disengaged:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INSTSTRUCTOR ACU
• LOADMASTER ACU
• JUMPMASTER ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP
b. Gain access to the REU.
c. Remove all connectors from the REU, except the configuration module.
d. Remove the Configuration Module from the REU and leave it in the aircraft for re-installation.
The Configuration Module should not be removed from the aircraft.
e. Remove the REU from the mounting tray. Retain any mounting hardware for re-installation.

2.2.4. Intercom Junction Box

a. Ensure the following INTERPHONE circuit breakers on the co-pilot upper distribution panel are
disengaged:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INSTSTRUCTOR ACU
• LOADMASTER ACU
• JUMPMASTER ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP
b. Gain access to the Intercom Junction Box.
c. Remove all connectors from the Intercom Junction Box.
d. Remove the Intercom Junction Box from the mounting tray. Retain any mounting hardware for
re-installation.

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2.2.5. AA34 Universal Radio Interface Units

Note: The following steps apply to both AA34 Universal Radio Interface Units on the aircraft.
a. Ensure the following INTERPHONE circuit breakers on the co-pilot’s upper distribution panel
are disengaged:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INSTSTRUCTOR ACU
• LOADMASTER ACU
• JUMPMASTER ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP
b. Ensure the following V/UHF No. 1 circuit breakers on the pilot’s upper distribution panel are
disengaged:
• RT
• RCU
c. Ensure the following V/UHF No. 2 circuit breakers on the co-pilot’s upper distribution panel are
disengaged:
• RT
• RCU
d. Gain access to the AA34 Universal Radio Interface Unit.
e. Remove the connectors from the AA34 Universal Radio Interface Unit.
f. Remove the 4 screws, 4 nuts, and 8 washers connecting the AA34 Universal Radio Interface
Unit to the rack and retain all mounting hardware for re-installation.
g. Remove the AA34 Universal Radio Interface Unit from the rack.

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2.3. INSTALLATION PROCEDURES

This section provides step-by-step information for installing the various components of the
Intercom System.

2.3.1. Audio Control Units

Note: The following steps apply to all 7 ACUs on the aircraft.
a. Ensure the following INTERPHONE circuit breakers on the co-pilot upper distribution panel are
disengaged:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INSTSTRUCTOR ACU
• LOADMASTER ACU
• JUMPMASTER ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP
b. Gain access to the desired ACU tray. Refer to 23-01-00 Section 2 for locations.
c. Connect the two connectors to P1 and P2 on the back of the ACU.
d. Slide the ACU into the mounting tray.
e. Secure the 4 DZUS fasteners to the 4 corners of the ACU.
f. Return aircraft to flight configuration.

2.3.2. Remote Electronic Units

Note: The following steps apply to both REUs on the aircraft.
a. Ensure the following INTERPHONE circuit breakers on the co-pilot upper distribution panel are
disengaged:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INSTSTRUCTOR ACU
• LOADMASTER ACU
• JUMPMASTER ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP
b. Gain access to the REU tray. Refer to 23-01-00 Section 2 for locations.
c. Place the REU on the mounting tray and secure with fastener.
d. Connect the Configuration Module and all other connectors to the REU in accordance with
WMS-4484-23017ID.
e. Return aircraft to flight configuration.

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2.3.3. Intercom Junction Box

a. Ensure the following INTERPHONE circuit breakers on the co-pilot upper distribution panel are
disengaged:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INSTSTRUCTOR ACU
• LOADMASTER ACU
• JUMPMASTER ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP
b. Gain access to the desired Intercom Junction Box tray. Refer to 23-01-00 Section 2 for
locations.
c. Place the Intercom Junction Box on the mounting tray and secure with fasteners.
d. Connect all connectors to the Intercom Junction Box in accordance with WMS-4484-23017ID.
e. Return aircraft to flight configuration.

2.3.4. AA34 Universal Radio Interface Units

a. Ensure the following INTERPHONE circuit breakers on the co-pilot upper distribution panel are
disengaged:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INSTSTRUCTOR ACU
• LOADMASTER ACU
• JUMPMASTER ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP
b. Ensure the following V/UHF No. 1 circuit breakers on the pilot’s upper distribution panel are
disengaged:
• RT
• RCU
c. Ensure the following V/UHF No. 2 circuit breakers on the co-pilot’s upper distribution panel are
disengaged:
• RT
• RCU
d. Gain access to the AA34 Universal Radio Interface Unit rack for mounting.
e. Secure the AA34 Universal Radio Interface Unit under the applicable V/UHF radio with the 4
screws, 4 nuts, and 8 washers.
f. Connect the connector to the AA34 Universal Radio Interface Unit IAW WMS-4484-23017ID.
g. Return aircraft to flight configuration.

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2.4. CONFIGURATION PROCEDURES

2.4.1. Tools and Equipment

• Maintenance Computer
• Configuration software dongle with CSW6100-2 (version 1.92 or later)
Note - Configuration software comes pre-installed on a ‘CodeMeter’ USB stick(dongle)
• Software Manual DV 64492.01 ISSUE 8 NOVEMBER 2012 (or later)
• PCAN-USB-Adapter (comes with CSW6100-2)

2.4.2. Instructions
a. Connect external DC power to the aircraft in accordance with SMP 581 chapter 24. Ensure the
Isolated DC bus is energized.
b. Ensure the following circuit breakers on the Copilot Upper Circuit Breaker Panel are engaged:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INST ACU
• LOADMASTER ACU
• JUMPMASTER ACU
• REU NO.1 DC1
• REU NO.1 DC2
• REU NO.1 BKUP
• REU NO.2 DC1
• REU NO.2 DC2
• REU NO.2 BKUP
c. Connect PCAN-USB Adapter to the computer and connect the other end to the REU No.1
dataport at the navigator station.
d. Connect the CodeMeter USB stick to the computer.
e. Install drivers on the computer if required by following the steps in section 3.1 (page 7) of the
DV 64492.01 manual and start the software.
Note: You will be pushing a pre-configured data file (and stored on the CodeMeter USB
stick) to the REU. Refer to section 11.2 (page 35) in the DV 64492.01 manual.
f. Load the predefined configuration data sets select “>File >Open Data File” in the menu line
(ref chapter 5.1 of DV 64492.01). In the “Open file” dialog select the “Mexican C-130 REU 1”
and click the “Open” button. The selected configuration data set will appear on screen.
g. Press “Connect” in the button bar (see chapter 6.1 of DV 64492.01) to create a data link with
the connected REU. After a moment the “Bus Status” display (ref chapter 7.1 of DV 64492.01)
shows a green bar (flashing with yellow color) for a correct data link.
h. Select the “General Settings” tab on the Data screen (see chapter 8 of DV 64492.01).
i. Under the “Device Addresses block, set the No. of ACUs to 5, this will eliminate the ACU 6
button under the ACU settings. Set the individual ACU addresses as follows:
• ACU 1 address = 0
• ACU 2 address = 1
• ACU 3 address = 2
• ACU 4 address = 3
• ACU 5 address = 4
j. Send the complete configuration data set to the REU by using “Send configuration to REU and
EM” in the “Options” menu (see chapter 5.2 of DV 64492.01). While data transfers a small
dialog shows the progress of the data exchange.
k. When the data exchange is complete, press “Disconnect” in the button bar (see chapter 6.1 of
DV 64492.01).
l. Press “Exit” in the button bar and select “Save”.

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m. Connect PCAN-USB Adapter to the REU No.2 dataport at the navigator station.
n. Restart the software.
o. Load the predefined configuration data sets select “>File >Open Data File” in the menu line
(ref chapter 5.1 of DV 64492.01). In the “Open file” dialog select the “Mexican C-130 REU 2”
data file, and click the “Open” button. The selected configuration data set will appear on
screen.
p. Press “Connect” in the button bar (see chapter 6.1 of DV 64492.01) to create a data link with
the connected REU. After a moment the “Bus Status” display (ref chapter 7.1 of DV 64492.01)
shows a green bar (flashing with yellow color) for a correct data link.
q. Select the “General Settings” tab on the Data screen (see chapter 8 of DV 64492.01).
r. Under the “Device Addresses block, set the No. of ACUs to 3, this will eliminate the ACU 4, 5,
and 6 buttons under the ACU settings. Set the individual ACU addresses as follows:
• ACU 1 address = 5
• ACU 2 address = 6
• ACU 3 address = 7
s. Send the complete configuration data set to the REU by using “Send configuration to REU and
EM” in the “Options” menu (see chapter 5.2 of DV 64492.01). While data transfers a small
dialog shows the progress of the data exchange.
t. When the data exchange is complete, press “Disconnect” in the button bar (see chapter 6.1 of
DV 64492.01).
u. Press “Exit” in the button bar and select “Save”.
v. Disconnect PCAN-USB Adapter from the computer and the other end at the REU No.2
dataport at the navigator station.
w. Pull (Open) the circuit breakers listed in Task 6.2.2 and remove the external DC power.

2.5. TESTING

2.5.1. Purpose
This section is intended to provide instructions for verifying the integration of the Intercom System.

2.5.2. Required Personnel

• 1 person at the pilot’s position
• 1 person at the co-pilot’s position
• 1 person to move between various aircraft positions

2.5.3. Special Tools & Test Equipment

• 3 headsets with drop cords

2.5.4. Testing Procedures

2.5.4.1. Preliminary Tasks

a. Ensure electrical power has been applied to the aircraft and all FAM specified safety measures
have been complied with.
b. Ensure the following INTERPHONE circuit breakers on the pilot’s and copilot’s upper
distribution panel have been engaged:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INSTRUCTOR ACU
• LOADMASTER ACU
• JUMPMASTER ACU

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• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP

2.5.4.2. Intercom Power-Up Test

NOTE: When the Audio Control Unit is powered, the device starts an internal self-test procedure.
All the microprocessors and memories are tested as well as data transfer between Audio Control
Units and Remote Electronic Unit. While test is running, the LED above the “TEST” push button
illuminates. The test needs about 4 seconds.

a. Initiate the power on self-test on the pilot’s ACU by pulling and resetting its circuit breaker.
b. After the test is completed ensure the yellow LED is off.
c. Initiate the power on self-test on the copilot’s ACU by pulling and resetting its circuit breaker.
d. After the test is completed ensure the yellow LED is off.
e. Initiate the power on self-test on the navigator’s ACU by pulling and resetting its circuit
breaker.
f. After the test is completed ensure the yellow LED is off.
g. Initiate the power on self-test on the flight instructor’s ACU by pulling and resetting its circuit
breaker.
h. After the test is completed ensure the yellow LED is off.
i. Initiate the power on self-test on the loadmaster’s ACU by pulling and resetting its circuit
breaker.
j. After the test is completed ensure the yellow LED is off.
k. Initiate the power on self-test on the flight engineer’s ACU by pulling and resetting its circuit
breaker.
l. After the test is completed ensure the yellow LED is off.
m. Initiate the power on self-test on the jump master’s ACU by pulling and resetting its circuit
breaker.
n. After the test is completed ensure the yellow LED is off.

2.5.4.3. Voice Controlled Intercom Functionality

a. On the pilot's ACU, ensure the “VOX” knob is released and set to mid volume.
b. On the copilot's ACU, ensure the “VOX” knob is released and set to mid volume.
c. On the navigator's ACU, ensure the “VOX” knob is released and set to mid volume.
d. On the flight engineer's ACU, ensure the “VOX” knob is released and set to mid volume.
e. On the instructor's ACU, ensure the “VOX” knob is released and set to mid volume.
f. On the loadmaster's ACU, ensure the “VOX” knob is released and set to mid volume.
g. On the jump master's ACU, ensure the “VOX” knob is released and set to mid volume.
h. Talk into the pilot's headset microphone.
i. Verify pilot's communication to the copilot, and the copilot to the pilot by talking back to the
pilot.
j. Verify pilot's communication to the navigator and the navigator to the pilot by talking back to
the pilot.
k. Verify pilot's communication to the flight engineer and the flight engineer to the pilot by talking
to the pilot.
l. Verify pilot's communication to the instructor and the instructor to the pilot by talking back to
the pilot.
m. Verify pilot's communication to the loadmaster and the loadmaster to the pilot by talking back
to the pilot.

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n. Verify pilot's communication to the jump master and the jump master to the pilot by talking
back to the pilot.
o. On the pilot's ACU, depress the “VOX” knob.
p. Talk on the pilot's headset microphone.
q. Verify that all positions are NOT receiving the pilot's communication.

2.5.4.4. External Switch Controlled Intercom Functionality

a. On the copilot's ACU, ensure the “VOX” knob is depressed.
b. On the navigator's ACU, ensure the “VOX” knob is depressed.
c. On the flight engineer's ACU, ensure the “VOX” knob is depressed.
d. On the instructor's ACU, ensure the “VOX” knob is depressed.
e. On the loadmaster's ACU, ensure the “VOX” knob is depressed.
f. On the jump master's ACU, ensure the “VOX” knob is depressed.
g. Select PTT switch on Pilot’s yoke to INPH position and talk on the pilot's headset microphone.
h. Talk into the pilot's headset microphone. Verify pilot's communication to the copilot, and copilot
to the pilot by selecting PTT switch on Copilot’s yoke to INPH position and talk back to the
pilot.
i. Verify pilot's and copilot’s communications are heard at the remaining stations.

2.5.4.5. PTT Controlled Intercom Functionality

a. On the pilot's ACU, rotate the “TX” selector to “IC”.
b. On the copilot's ACU, rotate the “TX” selector to “IC”.
c. On the navigator's ACU, rotate the “TX” selector to “IC”.
d. On the flight engineer's ACU, rotate the “TX” selector to “IC”.
e. On the instructor's ACU, rotate the “TX” selector to “IC”.
f. On the loadmaster's ACU, rotate the “TX” selector to “IC”.
g. On the jump master's ACU, rotate the “TX” selector to “IC”.
h. Select PTT switch on Pilot’s yoke to PTT position and talk on the pilot's headset microphone.
On the pilot’s ACU, verify the PTT LED is on when the PTT switch is selected.
i. Verify pilot's communication to the copilot, and copilot to the pilot by selecting PTT switch on
copilot’s yoke to PTT position and talk back to the pilot. On the copilot’s ACU, verify the PTT
LED is on when the PTT switch is selected.
j. Verify pilot's communication to the navigator and the navigator to the pilot by pressing the PTT
on navigator’s headset lead talk back to the pilot. On the navigator’s ACU, verify the PTT LED
is on when the PTT switch is selected.
k. Verify pilot's communication to the flight engineer and the flight engineer to the pilot by
pressing the PTT on the flight engineer’s headset lead and talk to the pilot. On the flight
engineer’s ACU, verify the PTT LED is on when the PTT switch is selected.
l. Verify pilot's communication to the instructor and the instructor to the pilot by pressing the PTT
on flight instructor’s headset lead and talk back to the pilot. On the flight instructors ACU, verify
the PTT LED is on when the PTT switch is selected.
m. Verify pilot's communication to the load master. Communicate back to pilot by pressing the
PTT on the load master’s headset lead. On the loadmaster’s ACU, verify the PTT LED is on
when the PTT switch is selected.
n. Verify pilot's communication to the jump master. Communicate back to pilot by pressing the
PTT on the jump master’s headset lead. On the jump master’s ACU, verify the PTT LED is on
when the PTT switch is selected.
o. On the pilot's ACU, ensure the “VOX” knob is released.
p. On the copilot's ACU, ensure the “VOX” knob is released.
q. On the navigator's ACU, ensure the “VOX” knob is released.
r. On the flight engineer's ACU, ensure the “VOX” knob is released.
s. On the instructor's ACU, ensure the “VOX” knob is released.
t. On the loadmaster's ACU, ensure the “VOX” knob is released.

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u. On the jump master's ACU, ensure the “VOX” knob is released.

2.5.4.6. Maintenance Headset Functionality

a. Talk into the pilot's headset microphone.
b. Verify pilot's communication to the ground man and the ground man to the pilot by pressing
the PTT on ground man’s headset lead and talk back to the pilot.
c. Repeat this test for all other ACU’s.

2.5.4.7. Pilot/Co-pilot Slave/Backup Mode Functionality (Failure Modes)

a. On the pilot's ACU, select “Slaved” on the emergency toggle switch.
b. Talk into the pilot's headset microphone.
c. Verify pilot's communication to the copilot, and the copilot to the pilot by talking back to the
pilot.
d. On the pilot’s ACU, verify that buttons, knobs, or TX selector switch have no effect.
e. On the pilot's ACU, select “Norm” on the emergency toggle switch.
f. On the copilot's ACU, select “Slaved” on the emergency toggle switch.
g. Talk into the copilot's headset microphone.
h. Verify copilot's communication to the pilot, and the pilot to the copilot by talking back to the
copilot.
i. On the copilot’s ACU, verify that buttons, knobs, or TX selector switch have no effect.
j. On the copilot's ACU, select “Norm” on the emergency toggle switch.
k. On the pilot's ACU, select “Back-Up” on the emergency toggle switch.
l. Talk into the pilot's headset microphone.
m. Verify pilot's communication to the copilot, and the copilot to the pilot by talking back to the
pilot, but at a reduced volume level.
n. On the pilot’s ACU, verify that no buttons, knobs, or TX selector switch have no effect.
o. On the pilot's ACU, select “Norm” on the emergency toggle switch.
p. Pull the “PILOT ACU” circuit breaker.
q. Talk into the pilot's headset microphone.
r. Verify pilot's communication to the copilot, and the copilot to the pilot by talking back to the
pilot, but at a reduced volume level.
s. On the pilot’s ACU, verify that buttons, knobs, or TX selector switch have no effect.
t. Reset the “PILOT ACU” circuit breaker.
u. On the copilot's ACU, select “Back-Up” on the emergency toggle switch.
v. Talk into the copilot's headset microphone.
w. Verify copilot's communication to the pilot, and the pilot to the copilot by talking back to the
copilot, but at a reduced volume level.
x. On the copilot’s ACU, verify that no buttons, knobs, or TX selector switch have no effect.
y. On the copilot's ACU, select “Norm” on the emergency toggle switch.
z. Pull the “COPILOT ACU” circuit breaker.
aa. Talk into the copilot's headset microphone.
bb. Verify copilot's communication to the pilot, and the pilot to the copilot by talking back to the
copilot, but at a reduced volume level.
cc. On the copilot’s ACU, verify that no buttons, knobs, or TX selector switch have no effect.
dd. Reset the “COPILOT ACU” circuit breaker.

2.5.4.8. Audio Volume Check

NOTE: These checks are to be performed with engines running.
a. On the pilot's ACU, ensure the “VOX” knob is released and set to mid volume.
b. On the copilot's ACU, ensure the “VOX” knob is released and set to mid volume.
c. On the navigator's ACU, ensure the “VOX” knob is released and set to mid volume.
d. On the flight engineer's ACU, ensure the “VOX” knob is released and set to mid volume.
e. On the instructor's ACU, ensure the “VOX” knob is released and set to mid volume.

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f. On the loadmaster's ACU, ensure the “VOX” knob is released and set to mid volume.
g. On the jump master's ACU, ensure the “VOX” knob is released and set to mid volume.
h. Talk into the pilot's headset microphone.
i. Verify pilot's communication to the copilot, and the copilot to the pilot by talking back to the
pilot. Verify the volume is adequate in both headsets, adjust if necessary.
j. Verify pilot's communication to the navigator and the navigator to the pilot by talking back to
the pilot. Verify the volume is adequate in both headsets, adjust if necessary.
k. Verify pilot's communication to the flight engineer and the flight engineer to the pilot by talking
to the pilot. Verify the volume is adequate in both headsets, adjust if necessary.
l. Verify pilot's communication to the instructor and the instructor to the pilot by talking back to
the pilot. Verify the volume is adequate in both headsets, adjust if necessary.
m. Verify pilot's communication to the loadmaster and the loadmaster to the pilot by talking back
to the pilot. Verify the volume is adequate in both headsets, adjust if necessary.
n. Verify pilot's communication to the jump master and the jump master to the pilot by talking
back to the pilot. Verify the volume is adequate in both headsets, adjust if necessary.
o. Open both paratroop doors and repeat steps 6.4.8.8, 6.4.8.13, and 6.4.8.14.
p. Open the rear ramp and repeat steps 6.4.8.8, 6.4.8.13, and 6.4.8.14.
q. Close the paratroop doors and repeat steps 6.4.8.8, 6.4.8.13, and 6.4.8.14.
r. Close the rear ramp.

2.6. TROUBLESHOOTING

2.6.1. Disengage, wait 15 seconds, and re-engage the following circuit breakers:
• PILOT ACU
• COPILOT ACU
• FE ACU
• NAV ACU
• FLT INSTRUCTOR ACU
• LOADMASTER ACU
• JUMPMASTER ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP

2.6.2. Test the Intercom System as per the “TESTING” section, 23-03-03.

2.6.3. If testing fails, verify that any disturbed wiring is configured in accordance with WMS-4484-
23017ID then attempt steps 6.6.1 and 6.6.2 again.

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CHAPTER 7
DIGITAL FUEL QUANTITY INDICATING SYSTEM
7.1. DESCRIPTION & OPERATION

7.1.1. General
The Digital Fuel Quantity Indicating System (DFQIS) measures the weight of usable fuel on-board
the aircraft. The cockpit indicators are night vision imaging system (NVIS) compatible. All displays
are Liquid Crystal technology.

The tank unit probes in each of the fuel tanks are capacitors which vary in capacitance as the level
of fuel changes. An increase in fuel level causes an increase in capacitance. This change in
capacitance is measured by the mass gauging circuit. The DFQIS independently measures each
group of probes and performs volume and mass computations in the computer. The results are
displayed on the solid-state readouts.

The DFQIS installed in aircraft 3616 and 3617 consists of capacitor-type fuel quantity probes, fuel
density compensator probes, fuel quantity indicators, a fuel quantity totalizer and three multiple-
contact relays. The fuel quantity indicators, one for each tank, and the total fuel quantity indicator
are located on the flight deck overhead fuel control panel. Eight additional fuel quantity indicators
are incorporated into the Engine Instrument Display System (EIDS).

7.1.2. Locations
The locations of the components associated with the DFQIS are shown in Figure 7-1, Figure 7-2,
and Figure 7-Figure 7-3.

NOTE:
The fuel gauge indicators, fuel system control panel and single point refueling control panel may
look different to what is shown in Figure 7-2 and Figure 7-Figure 7-3.

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Figure 7-1 – DFQIS Component Locations (1 of 3)

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Figure 7-2 – DFQIS Component Locations (2 of 3)

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Figure 7-3 – DFQIS Component Locations (3 of 3)

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7.1.3. Operation
The fuel quantity indicating system is designed as an electrically inert capacitance system,
specifically intended to eliminate the possibility of arcing from electrically charged components
within the aircraft's fuel system. The indicators require 115V, 400 Hz power for proper operation.
Given a certain sequence of failures, the fuel probes and associated wiring can act as a vehicle for
the introduction of high voltage power into the fuel tank system. ·The fuel quantity indicator,
electrical connectors, fuel probes and associated wiring must be serviceable before ·the aircraft is
released for flight;. If any of these components are unserviceable, or have been rendered
inoperative by incomplete maintenance action, pull the fuel quantity indicator circuit breaker for the
associated tank and fit an inoperative ring to the circuit breaker. In flight, failure or malfunction of
any fuel quantity indicator is indicative of a possible failure which could, given a certain sequence
of events, allow the introduction of high voltage electrical power into the associated tank. If a fuel
quantity indicator goes blank, pull the associated fuel quantity indicator circuit breaker and fit an
inoperative ring.

The DFQIS consists of the following three major components: the primary indicator, the fuel
quantity compensator (FQ Comp), and the tank units.
The primary indicator measures both the tank units and the FQ Comp. The measurement from the
tank units is proportional to the change in the height and dielectric constant of the fuel; the
measurement from the FQ Comp is proportional to the change in the dielectric constant of the fuel.
The displays are filtered to prevent rapid and distracting changes of the digits during movement of
the aircraft.

The two measurements are used by the computer within the primary indicator. The operation of
the digital fuel quantity gauging system is contained within, and controlled from, the primary
indicator. The computer provides the basic AC excitation signal directly to the tank units and
measures the return signal on the Hi-Z line. The tank unit excitation is then turned off and the
compensator is excited in a similar fashion. The computer measures the compensator return signal
on the same Hi-Z line as the tank units. After measuring the tank units and the compensator, the
primary indicator derives K-1 and density and computes fuel volume and fuel mass.

The other system components, such as the repeater indicator (EIDS) and totalizer indicator,
receive the same serial data signal from the primary indicator.

7.1.4. References
• AP101B-0701/3-1F Manual
• WMS-4484-28002ID
• IPB-4484-28210
• IPB-4484-28220
• IPB-4484-28230
• IPB-4484-28240

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7.2. REMOVAL/INSTALLATION

7.2.1. Warnings
• Observe all safety precautions described in Sections IV, VI and VII of the AP101B-0701/3-
1F manual before entering fuel tanks.
• Extreme care must be observed during any repair and during reinstallation of the fuel
quantity indicator harness connectors. If extreme care is not observed during repair or
reinstallation of the connectors, misalignment of the pins/wires could cause the wire
shielding to contact the 115V AC pin and route this power to the fuel tank. Under certain
conditions this could result in a fuel tank explosion.
• Care must be exercised at all times to protect the fuel system against possible
contamination and to prevent the entry of foreign matter into the tanks, lines and operating
components of the fuel system. It is particularly important to prevent the entry of chemical
substances which result in failure of system components and injury to personnel.
• The use of mercury thermometers and mercury manometers in testing or servicing the fuel
system is prohibited. Entry of mercury into the fuel system as might be caused by
inadvertent breakage of an instrument or by excessive suction of a manometer can
produce serious contamination and result in dangerous corrosion of components.
• Ties or splices are not permitted in electrical wiring inside a conduit. Wiring must be
continuous from the terminal board to the fuel system component. Failure to comply could
result in a fuel tank explosion.
• When tank entry is required. Observe safety precautions and ensure that the tank is
depuddled, purged and ventilated before entry in accordance with Section VI of the
AP101B-0701/3-1F manual.
• If fuel spill occurs or if fuel lines are open in a wing dry bay or enclosed area. The dry bay
area must be treated as a wetted fuel tank by observing the following precautions:
o Ground the aircraft in accordance with instructions in AP101B- 0701/3-1A.
o Ensure neither the engines nor the GTC/APU are operating.
o Close all appropriate fuel valves to prevent excessive drainage.
o Place the battery switch on the overhead electrical control panel in the off position.
o Disconnect electrical power from the aircraft in accordance with instructions in
AP101B-0701/3-1H.
o Open and danger tag the circuit breaker controlling power to the equipment being
worked on.
o Disconnect and tag the battery with a danger tag.
o If a container is to be used for draining fluid use an approved container and
ground it to the aircraft.
o Use a drain hose of sufficient length to prevent spillage.
o If ground maintenance stands or ladders are used they must be grounded to the
same point which is used to ground the aircraft.
o Personnel must statically ground themselves by touching a static discharge plate
prior to entering a fuel wetted or vapour area.

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NOTE
The mounting hardware required for tank unit probe and probe compensator unit attachment
varies from unit to unit depending on installation location and adjacent aircraft structure. Care must
be taken in removing each tank unit to ensure that all mounting hardware is retained for
reinstallation at the location from which it is removed. In addition, careful note must be made of
exact quantities and arrangements of clamps, spacers and clamp screws, including orientation of
parts and direction of clamp screw installation.

7.2.2. Removal of Primary Fuel Quantity Indicator

a. Ensure the appropriate circuit breakers are open and tagged.
b. Remove the attaching screw, and remove the indicator from the panel.
c. Remove the electrical plug from the back of the indicator.

7.2.3. Installation of Primary Fuel Quantity Indicator

To install the primary fuel quantity indicator, reverse the removal procedure and carry out the
relevant operational checkout.

7.2.4. Removal of Totalizer Fuel Quantity Indicator

a. Ensure the appropriate circuit breakers are open and tagged.
b. Remove the attaching screw, and remove the indicator from the panel.
c. Remove the electrical plug from the back of the indicator.

7.2.5. Installation of Totalizer Fuel Quantity Indicator

To install the totalizer fuel quantity indicator, reverse the removal procedure and carry out the
relevant operational checkout.

7.2.6. Removal of Repeat Fuel Quantity Indicator (Single Point Refueling Control Panel)
a. Ensure the appropriate circuit breakers are open and tagged.
b. Remove the attaching screw, and remove the indicator from the panel.
c. Remove the electrical plug from the back of the indicator.

7.2.7. Installation of Repeat Fuel Quantity Indicator (Single Point Refueling Control Panel)
To install the repeat fuel quantity indicator, reverse the removal procedure and carry out the
relevant operational checkout.

7.2.8. Removal of Tank Unit (Probe), Auxiliary Tank

a. Defuel and air-purge the affected tank, observing all precautions described in Sect IV, VI and
VII of the AP101B-0701/3-1F manual. Remove all fuel system power.
b. Enter the tank through the access door in the lower wing surface. Observe the precautions for
general examination and repair of bladder cells as described in Sect VII of the AP101B-
0701/3-1F manual.
c. Enter the cell containing the affected tank unit.

CAUTION
Ensure that no attaching items are dropped in the tank.

d. Disconnect the electrical leads from the tank unit.

e. Remove the clamp screws from the clamps. Remove the unit.

7.2.9. Installation of Tank Unit (Probe), Auxiliary Tank

To install the tank unit, reverse the removal procedure and carry out the relevant operational
checkout.

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7.2.10. Removal of Tank Unit (Probe), from Outboard Main Tank, Outboard Compartments
a. Defuel and air-purge the affected tank, observing all precautions described in Sect IV, VI and
VII of the AP101B-0701/3-1F manual. Remove all fuel system power.
b. Remove access panels in the upper wing surface as required to reach the affected tank units.
c. Enter the compartment containing the affected tank unit.

CAUTION
Ensure that no attaching items are dropped in the tank.

d. Disconnect electrical leads from the tank unit.

e. Remove the clamp screws from the clamps. Remove the tank unit.

7.2.11. Installation of Tank Unit (Probe), into Outboard Main Tank, Outboard Compartments
To install the tank unit, reverse the removal procedure and carry out the relevant operational
checkout.

7.2.12. Removal of Tank Unit (Probe), from Outboard Main Tank, Inboard Compartments
a. Defuel and air-purge the affected tank, observing all precautions described in Sect IV, VI and
VII of the AP101B-0701/3-1F manual. Remove all fuel system power.
b. Enter the outboard dry bay, and remove the tank access door.

CAUTION
Ensure that no attaching items are dropped in the tank.

a. Disconnect the electrical leads from the tank unit.

b. Remove the clamp screws from the clamps. Remove the tank unit.

7.2.13. Installation of Tank Unit (Probe), into Outboard Main Tank, Inboard Compartments
To install the tank unit, reverse the removal procedure and carry out the relevant operational
checkout.

7.2.14. Removal of Tank Unit (Probe), from Inboard Main Tank

a. Defuel and air-purge the affected tank, observing all precautions given in Sect IV, VI and VII of
the AP101B-0701/3-1F manual. Remove all fuel system power.
b. Enter the inboard dry bay and remove the tank access door.

CAUTION
Ensure that no attaching items are dropped in the tank.

c. Disconnect the electrical leads from the tank unit.

d. Remove the clamp screws from the clamps. Remove the tank unit.

7.2.15. Installation of Tank Unit (Probe), into Inboard Main Tank

To install the tank unit, reverse the removal procedure and carry out the relevant operational
checkout.

7.2.16. Removal of Tank Unit (Probe and Compensator), External Tank

a. Defuel and air-purge the affected tank as directed in Sect VI and VIII of the AP101B-0701/3-1F
manual, observing all precautions prescribed in Sect IV in paragraphs on defueling and static
grounding of the aircraft. Remove all fuel system power.

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b. Remove either the aft section or the forward section of the tank, in accordance with the
instructions in Sect VIII of the AP101B-0701/3-1F manual.
c. Enter the center compartment by removing the bulkhead. Obtain access to the compensator in
the surge box by removing the booster pumps (refer to Sect V of the AP101B-0701/3-1F
manual).

CAUTION
Ensure that no attaching items are dropped in the tank.

d. Disconnect the electrical leads from the desired unit.

e. For removal of a probe, remove the clamp screws from the clamps, and remove the unit.
f. For removal of the compensator, remove the screws which fasten it to the surge box, and lift
out.

7.2.17. Installation of Tank Unit (Probe and Compensator), External Tank

To install the tank unit, reverse the removal procedure and carry out the relevant operational
checkout.

CAUTION
Maintain a clearance of 0.30 inches to 0.50 inches between the tank and base of probe
assembly.

7.2.18. Removal and Installation of Compensator Units, Internal Tanks

For the removal and installation of compensators in wing internal tanks, follow the same procedure
as for the tank units in those tanks.

CAUTION
Ensure 0.50 inch spacers are used on outer wing compensator probes to prevent probe to
aircraft contact.

7.2.19. Removal of Auxiliary Fuel Tank Magnetic Sight Gauges

CAUTION
THE MAGNETIC SIGHT GAUGE IS MOUNTED ON THE AUXILIARY FUEL TANK ACCESS
DOOR. IN ORDER TO PROTECT THE SIGHT GAUGE FROM DAMAGE, IT MUST ALWAYS BE
REMOVED BEFORE THE ACCESS DOOR IS REMOVED. THIS IS NECESSARY BECAUSE
THE ACCESS DOOR REQUIRES A CONSIDERABLE AMOUNT OF MANIPULATION IN
ORDER TO REMOVE IT, AND THE SIGHT GAUGE COULD EASILY BE DAMAGED DURING
THIS MANIPULATION, IF NOT PREVIOUSLY REMOVED. ALSO, WHEN THE ACCESS DOOR
IS OFF THE AIRCRAFT, THE MAGNETIC SIGHT GAUGE MUST NOT BE INSTALLED UNTIL
AFTER THE ACCESS DOOR HAS BEEN RE-INSTALLED ON THE AIRCRAFT.

For removal of the auxiliary fuel tank magnetic sight gauge, refer to the procedure given in Fig 5-
22, Sheet 1 of the AP101B-0701/3-1F manual.

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7.2.20. Installation of Auxiliary Fuel Tank Magnetic Sight Gauges

7.2.20.1.

CAUTION
The magnetic sight gauge is mounted on the auxiliary fuel tank access door. In order to
protect the sight gauge from damage, it must always be removed before the access door is
removed. This is necessary because the access door requires a considerable amount of
manipulation in order to remove it, and the sight gauge could easily be damaged during
this manipulation, if not previously removed. Also, when the access door is off the aircraft,
the magnetic sight gauge must not be installed until after the access door has been re-
installed on the aircraft.

For installation of the auxiliary fuel tank magnetic sight gauge refer to the procedure given in Fig 5-
22, Sheet 6 of the AP101B-0701/3-1F manual.

7.2.20.2. Primary Indicator Calibration

a. Empty tanks of all USABLE fuel.
b. Withdraw No.1 Primary indicator (Refer to Removal of Primary Indicator) but do not electrically
disconnect.
c. Adjust Primary indicator empty fuel adjust potentiometer (located on Primary indicator back
plate assembly) until digital fuel reading is 0 ± 20 lbs.
d. Adjust Primary indicator empty fuel adjust potentiometer so that digital fuel reading goes below
0.0 lbs.
e. Slowly adjust Primary indicator empty fuel adjust potentiometer back towards 0.0 lbs until
digital fuel reading is 0 ± 20 lbs.
f. Install No. 1 Primary indicator.
g. Repeat steps 7.2.20.2.a to 7.2.20.2.f inclusive for each Primary indicator in turn.

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7.3. TESTING

7.3.1. Built-In Test (BIT)

Built-in test (BIT) is designed to check the entire system for faults, and in some cases to take
corrective action. The built-in test functions are continually in process during normal system
operation. Additional test functions are performed at power up. The results of the built- in test are
displayed on the indicator display. When a fault is detected, the error symbol and a numerical code
appear on the display. Table 7- is a summary of error codes.

Table 7-1 – Built-In Test Capability Summary

7.3.2. Press-To-Test Functions
When a primary (cockpit) indicator press-to-test switch is pressed, the primary indicator counts
downscale. When the press-to-test switch is released, the primary indicator initiates a display test,
lighting all display segments and then turning all display segments off. If stored errors are present,
they are displayed in descending numerical order before the primary indicator returns to a normal
fuel quantity reading.

At the same time as a primary (cockpit) indicator is tested, the associated repeater indicator (single
point refueling panel or EIDS) or the totalizer (cockpit) indicator is tested. The selection between
the repeater indicator and the totalizer indicator is determined by the position of the master
refueling switch (single point refueling panel).

NOTE
There can be a three second delay between activation of the primary indicator and
activation of the repeater or totalizer indicators.

Depressing a press-to-test switch causes the totalizer indicator to count downscale. When the
press-to-test switch is released, the totalizer initiates a display test, lighting all display segments
and then turning all display segments off. If stored errors are present, they are displayed in
descending numerical order before the indicator returns to a normal fuel quantity reading.

The repeater indicator press-to-test sequence is the same as the totalizer indicator press-to-test
sequence, except that no stored BIT error codes are displayed.

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It can be seen from the previous paragraphs that when any cockpit primary indicator press-to-test
switch is pressed and released, the primary indicator, totalizer indicator, and associated repeater
indicator cycle through the display test functions. The display test format is the same for each
indicator and is as follows:

a. All segments are turned on for approximately four seconds.

b. All segments are turned off for approximately four seconds.
c. All stored error codes are displayed in descending numerical order for approximately four
seconds each (primary indicator only).
d. Display returns to fuel quantity readings.

NOTE
Repeater indicators and totalizer indicators are self-calibrating and require no on-aircraft
adjustments. However, 'empty fuel' on-aircraft calibration is provided by a potentiometer
located on each primary indicator end-bell assembly. The on-aircraft calibration procedure
is given in 28-01-02 Section 21.

7.4. OPERATIONAL CHECKOUT

7.4.1. Required Personnel

• 2 persons in the cockpit.
• 1 person at various positions in the aircraft

7.4.2. Special Tools & Equipment

PSD90-1C AC/DC Universal Capacitance Systems Tester, and the PSDAF-105 Test Set Adaptor
and Breakout Box.

7.4.3. Preliminary Tasks

a. Ensure electrical power has been applied to the aircraft and all FAM specified safety measures
have been complied with.
b. Ensure the following circuit breakers on the Pilot’s Lower Distribution Panel have been
engaged:
• TANK NO.1
• TANK NO.2
• TANK NO.3
• TANK NO.4
• L/H AUX TANK
• R/H AUX TANK
• TOTALIZER
• L/H EXT TANK
• R/H EXT TANK
c. Ensure the following circuit breakers on the Copilot’s Upper Distribution Panel have been
engaged:
• EIDS SYNC REF CH A
• EIDS SYNC REF CH B
• EIDS BOT EID FAN
• EIDS TOP EID FAN
• EIDS EID TOP
• EIDS DCU CH A
• EIDS EID BOT
• EIDS DCUCH A

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d. Ensure the ‘LIGHT 5V’ circuit breaker on the Overhead 5v Lighting control panel has been
engaged.
e. Ensure the EIDS is in DUAL DISPLAY mode.

7.4.4. Testing Procedures

WARNING
The PSD90-1C test set is the only test sets authorized for live-tank calibration and
maintenance troubleshooting. A live tank is one that contains, or has contained fuel and
has not been purged to 20 per cent or less of the lower explosive limit (LEL). Use of any
other test sets for live-tank calibration may result in a fuel tank explosion.

a. Statically ground the aircraft.

b. Ensure the master switch on the SPR panel is in the OFF position.
c. On the overhead electrical control panel ensure that the AC INST & ENG FUEL CONT switch
is in the OFF position.
d. Apply external electrical power.

WARNING
Both the PSD90-1C test set and PSDAF-105 breakout box shall be grounded to the aircraft
earth ground point and to each other during calibration, adjustment and component testing.
Failure to properly ground equipment may result in injury to personnel and damage to
equipment.

Do not power the PSD90-1C from any source other than 100-230 VAC, 45-440 Hz. This tester
is not intended to be powered by 28 VDC. Failure to comply will pose a serious hazard to
the safety of the aircraft and to personnel.

Ground wire must not be connected behind circuit breaker panels or near any exposed
power termination.

e. Place the PSD90-1C AC/DC universal capacitance system tester in the cockpit within 6 feet
of the fuel quantity indicators.
f. Connect the ground wire between the tester CHASSIS jack and a clean, bare airframe
ground. A bare seat rail is a good airframe ground.
g. Connect the P-2 power cord to the J-2 receptacle on the tester if the tester is to be used
continuously for more than 8 hours. Plug the power cord into any GROUNDED 100-230 VAC,
45-440 Hz power source. For brief test procedures, the tester can be powered by the
rechargeable internal battery.
h. Rotate the POWER/TYPE SELECT knob on the tester to the AC CAP position. All segments
of the tester LCD screen will illuminate for approximately two seconds. The BATT % charge
will be displayed on the LCD screen after approximately 20 seconds. The tester completes its
self-test in approximately 30 seconds and briefly displays the word “PASS”.

NOTE
Allow the tester to remain ON for 3 minutes before any tests are conducted.

i. Select the PSDAF-C130D (interface) cable when testing a digital indicator.

j. ALIGN the adaptor block of the interface cable to the tester by aligning it with the SIMULATE
TO INDICATOR and MEASURE TANKS terminals.

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k. Ensure the test cables (P2 and J2) are facing toward the handle of the tester and carefully
press down on the adaptor block of the interface, fully engaging the tester BNC terminals.
l. Noting keyway and pin arrangement, carefully, align the J-2 connector with the P-2 connector.
Connect the J-2 cable to the P-2 cable.
m. Place the COMP IN/OUT switch on the tester to the COMP IN position. Rotate the tester
FUNCTION SELECT knob to the MEAS EXT - TU position. The cable stray capacitance
should be less than 0.10 pf. If it exceeds 0.10 pf, repair or replace cable.
n. Rotate the tester FUNCTION SELECT knob to the MEAS EXT - COMP position. The cable
stray capacitance should be less than 0.10 pf. If it exceeds 0.10 pf, repair or replace cable.
o. Rotate the POWER/TYPE SELECT switch on the tester to the OFF position.

WARNING
If any circuit breaker opens due to overload, the system must be troubleshot before
resetting the breaker.

Do not use any fuel quantity tester other than the PSD90-1C with this procedure.

CAUTION
Never connect a fuel indicator to an electrically live connector. Digital indicators, in
particular, can be seriously damaged by contacting the wrong pins while engaging a live
circuit.

Do not touch or tap the LCD of any digital indicator when it is powered. Physical shock may
damage the LCD.

p. Disconnect the J-2 cable from the P-2 cable.

NOTE
External power will be required to power the indicators when they are calibrated. Power is not
required on the aircraft while the empty tanks are being measured. The PSD90-1C tester operates
from either internal, rechargeable batteries or external AC power.

Do not open the fuel totalizer circuit breaker.

q. Prepare the aircraft, tester, and test cables in accordance with paragraph 7.4.4a to 7.4.4p.
r. Open ‘TANK NO.1’ circuit breaker on the pilot lower circuit breaker panel.
s. Remove the ‘TANK NO.1’ fuel quantity indicator from the flight deck fuel control panel and
disconnect the aircraft wiring from the indicator.
t. Connect the J-2 cable to the aircraft wiring connector removed from the indicator.
u. Rotate the POWER/TYPE SELECT knob on the tester to the AC CAP position. All segments
of the tester LCD screen will illuminate for approximately two seconds. The BATT % charge
will be displayed on the LCD screen after approximately 20 seconds. The tester completes its
self-test in approximately 30 seconds and briefly displays the word “PASS”.

NOTE
Allow the tester to remain ON for 3 minutes before any tests are conducted.

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v. Rotate the tester FUNCTION SELECT knob to the MEAS EXT - COMP position. The LCD
screen will give a capacitance reading for the compensator the tester is connected to. Table
7-2 Compensator Capacitance, provides the empty compensator capacitance range
allowable. Record the measured values below.

NO.1 Tank Compensator Capacitance

NO.2 Tank Compensator Capacitance
NO.3 Tank Compensator Capacitance
NO.4 Tank Compensator Capacitance
L/H Aux Tank Compensator Capacitance
L/H Ext Tank Compensator Capacitance
R/H Aux Tank Compensator Capacitance

R/H Ext Tank

Compensator
Capacitance
CAP in pf ± 1.0 pf

TANK
Outboard 30.80
Inboard 30.80
External 30.80
Auxiliary 30.80
Table 7-2 – Compensator Capacitance

NOTE
If the compensator capacitance is more than listed on the maximum capacity, Table 7- 7-2,
Compensator Capacitance, verify that the tank is completely drained. If drained, troubleshoot
system.

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w. Rotate the FUNCTION SELECT knob to the MEAS EXT - TU position. The LCD screen will
give a capacitance reading for the empty tank the tester is connected to. Table 7-3, Empty
Tank Capacitance, provides the empty tank capacitance range allowable.

NO.1 Tank Capacitance

NO.2 Tank Capacitance
NO.3 Tank Capacitance
NO.4 Tank Capacitance
L/H Aux Tank Capacitance
L/H Ext Tank Capacitance
R/H Aux Tank Capacitance
R/H Ext Tank Capacitance

Tank Min pf Normal pf MAX pf

Outboard 209.00 213.50 218.00
Inboard 251.30 253.40 261.50
External 324.00 330.70 337.50
Auxiliary 166.30 169.80 173.30
Table 7-3 – Empty Tank Capacitance

NOTE
If the compensator capacitance reading is more than listed on the empty tank capacitance chart,
verify the tank is completely drained.

x. Place the POWER/TYPE SELECT knob to the OFF position. Disconnect J-2 of the test cable
from aircraft wiring.

Repeat steps 7.4.4q to 7.4.4x. for Tank No.2.

Repeat steps 7.4.4q to 7.4.4x.for Tank No.3.

Repeat steps 7.4.4q to 7.4.4x.for Tank No.4.

Repeat steps 7.4.4q to 7.4.4x.for L/H AUX Tank.

Repeat steps 7.4.4q to 7.4.4x.for L/H EXT Tank.

Repeat steps 7.4.4q to 7.4.4x.for R/H AUX Tank.

Repeat steps 7.4.4q to 7.4.4x.for R/H EXT Tank.

y. Prepare the aircraft, tester, and test cables in accordance with 7.4.4a to 7.4.4p.
z. Place the COMP IN/OUT switch on the tester to the COMP IN position.
aa. Connect the digital indicator to be tested to the tester P-2 cable.
bb. Rotate the POWER TYPE SELECT knob on the tester to the AC CAP position. All segments
of the tester LCD screen will illuminate for approximately two seconds. The BATT % charge
will be displayed on the LCD screen after approximately 20 seconds. The tester completes its
self-test in approximately 30 seconds and briefly displays the word “PASS”.

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NOTE
Allow the tester to remain ON for 3 minutes before any tests are conducted.

cc. Close ‘TANK NO.1’ circuit breaker.

dd. Rotate the AC INST & ENG FUEL CONT knob to the ESS AC BUS (horizontal) position.

CAUTION
Ensure that the appropriate lighting rheostat that controls the lighting for the fuel quantity
indicators is turned to the fully counter clockwise position when removing and reinstalling
the indicators. Damage to the indicator may result due to voltage being present on the
connector.

ee. Rotate FUNCTION SELECT knob to SIMULATE.

ff. Rotate MEG MODE - SIMULATE SELECT knob to A/C ONLY position.
gg. The digital indicator identifies which tank it is connected to by the display below the fuel
quantity readout.
hh. Press and hold the IND TEST switch beside the indicator being tested. Indicator should count
down.

NOTE
Observe digital readout while pressing and holding IND TEST switch.

ii. Release the IND TEST switch. All segments should illuminate for two seconds and any stored
fault codes will be displayed in the order they were detected. The indicator will then return to
its original reading.

NOTE
If the indicator displays a reading other than 0.00 lb, proceed to step 37 If the indicator displays a
reading of 0.00 lb, proceed to step 7.4.4v.

jj. Slowly adjust the EMPTY trimmer on the back of the digital indicator until the digital indication
is -.00 lb and LCD segment for 0 to 2 per cent goes off. Slowly adjust the EMPTY trimmer on
the back of the digital indicator until digital indication is 0.00 and LCD segment for 0 to 2 per
cent comes on.
kk. Observe the digital indicator at the SPR as follows:
ll. Rotate the MASTER SWITCH on the SPR panel to the PRE-CHK-SEC position. The indicator
on the SPR panel should read 0.00 lb.
mm. Rotate the MASTER SWITCH on the SPR panel to the OFF position.

NOTE
There are no adjustments made to the digital indicators at the SPR panel. The indicator checked in
step a must be the same as the indicator being tested in the cockpit.

nn. Place the COMP IN/OUT switch in the COMP IN position.

oo. Rotate the FUNCTION SELECT knob to the MEASURE INT position. The letters “TU” should
appear on the tester LCD screen above the digital readout. If the letters “TU” do not appear,
press and release the SIMULATOR COARSE - PUSH TO SELECT knob until the letters “TU”
appear.

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Rotate the SIMULATOR TU Fine IND Full set point

COARSE - PUSH TO
SELECT knob to read the
digits given under “SET” in
Error! Reference source
not found., Added
Capacitance, for the tank Set
being calibrated. A few
seconds after the coarse
setting has been made, the
tester will change over to
read the exact capacitance
of the simulator.Tank
Outboard (Tanks 1 & 4) 240 241.60 9400 lb
Inboard (Tanks 2 & 3) 290 291.20 8800 lb
External 390 391.30 9800 lb
Auxiliary 180 188.00 6600 lb
Table 7-4 – Added Capacitance

CAUTION
The TU FINE knob is a 30-turn capacitor with stops at both ends. Do not turn hard against
the stops.

pp. Adjust the TU FINE knob to make the tester LCD screen read the added capacitance listed
under “TU FINE” in Table 7-4, Added Capacitance.
qq. Press and release the SIMULATOR COARSE - PUSH TO SELECT knob one time. The letters
“COMP” should appear above the digital readout on the LCD screen.
rr. Rotate the SIMULATOR COARSE - PUSH TO SELECT knob until the LCD screen reads
30.00 pf.
ss. Rotate FUNCTION SELECT knob to SIMULATE.
tt. Wait five seconds; adjust the COMP FINE knob to read exactly 31.70 pf on the LCD screen.
uu. Rotate MEG MODE - SIMULATE SELECT knob on tester to A/C TU & (COMP) position. The
indicator will indicate within applicable full limits in Table 7-5, Full Indication Range.

NO.1 Tank Indicator

NO.2 Tank Indicator
NO.3 Tank Indicator
NO.4 Tank Indicator
L/H Aux Tank Indicator
L/H Ext Tank Indicator
R/H Aux Tank Indicator
R/H Ext Tank Indicator

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Tank Tank Full ± 100 lb

Outboard (Tanks 1 & 4) 9400 lb
Inboard (Tanks 2 & 3) 8800 lb
External 9800 lb
Auxiliary 6600 lb
Table 7-5 – Full Indication Range

vv. Verify added capacitance readings for the digital indicator at the SPR panel as follows:
ww. Rotate the MASTER SWITCH on the SPR panel to the PRE-CHK-SEC position. The indicator
on the SPR panel should read as listed in Table 7-, Full Indication Range.
xx. Rotate the MASTER SWITCH on the SPR panel to the OFF position.

NOTE
There are no adjustments made to the digital indicators at the SPR panel. The indicator checked in
step 7.4.4vv must be the same tank as the indicator being tested in the cockpit.

Repeat steps 7.4.4y. to 7.4.4xx. for Tank No.2.

Repeat steps 7.4.4y. to 7.4.4xx. for Tank No.3.

Repeat steps 7.4.4y. to 7.4.4xx. for Tank No.4.

Repeat steps 7.4.4y. to 7.4.4xx. for L/H AUX Tank.

Repeat steps 7.4.4y. to 7.4.4xx. for L/H EXT Tank.

Repeat steps 7.4.4y. to 7.4.4xx. for R/H AUX Tank.

Repeat steps 7.4.4y. to 7.4.4xx. for R/H EXT Tank.

yy. Disconnect indicator from tester in cockpit as follows:

zz. Turn POWER/TYPE SELECT knob on tester to POWER OFF position.
aaa. Rotate AC INST & ENG FUEL CONT switch to the OFF position.
bbb. Open applicable circuit breaker for indicator being calibrated.
ccc.Disconnect digital indicator from P-2 cable.
ddd. Disconnect J-2 cable from aircraft wiring.
eee. Reconnect as follows:
fff. Reconnect the aircraft wiring to the digital indicator and install indicator in the flight deck fuel
control panel.
ggg. Restore the aircraft to its normal configuration.
hhh. The EIDS should show the same fuel quantity indication as the indicators in the Fuel Quantity
panel.

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7.5. TROUBLESHOOTING

7.5.1. General

Warnings
• Observe all safety precautions prescribed in sections IV, VI and VII of the AP101B-
0701/0703-1F manual before entering fuel tanks.
• Fuel quantity indicators must not be removed or interchanged during flight. Only
qualified personnel are to service the fuel quantity indicating system.
• For continuity testing of cables in explosive atmospheres. The only test set permitted
in this application is the TF-20-1A.
• Ties or splices are not permitted in electrical wiring inside a conduit.
• A tank system with a reported blank display must be rendered inoperative by pulling
the relevant circuit breaker. The circuit breaker must not be reset until authorized
repairs have been accomplished.

The following basic points should be borne in mind while troubleshooting:

• Intermittent in-flight faults which cannot be reproduced on the ground can often be located by
gently flexing the wiring and connectors while monitoring with a tester. A change in
capacitance during flexing indicates the faulty component.
• Inadequate sealing of the left and right-hand auxiliary tank bay bulkheads at CWS61.625 and
178.78 can lead to erroneous auxiliary fuel tank quantity indications.
• Table 7-6, Table 7-7, and Table 7-8 summarize the system's built-in test capabilities. The built-
in test functions are continually in process during normal system operation. Additional test
functions are performed at power up. When the primary indicator powers up, it does an
internal self-check. If the check fails, the primary indicator displays E8, or is blank.
• If the primary indicator is functional, it attempts to identify which tank it is gauging (connected
to). Failure to identify which tank it is connected to results in a display of MEAO and no error
code. Failure of tank identification indicates a need to check the identity jumpers, the primary
indicator, or a compensator Lo-Z short to ground. The Lo-Z short is indicated by a display of
E3.
• During normal operation, the results of the primary indicator built-in test are displayed on the
primary indicator, with additional error displays on the repeater and totalizer indicators. When
only one of the eight primary indicators has an error, the display on the totalizer appears as
follows:
o M (main) and Tank digit; A (auxiliary) and Tank digit; or E (external) and Tank digit,
indicate which primary indicator has an error.
o E and a 0 indicate a data error or no data from the primary indicator. E alone
indicates a primary indicator error. Check primary indicator for error code.
o If there is an error in more than one primary indicator, the errors are displayed
sequentially in descending order. After all errors have been displayed, the first is
again displayed.

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o If the totalizer is at fault, an E8 or blank display is shown. The repeater indicator error
code display is the same as the totalizer except that only the appropriate tank
identification for the repeater indicator appears.

7.5.2. Primary Indicator Error Codes

Refer to Table 7-6.
• E0 - Open/Missing Tank Unit Assembly. The capacitance value of the parallel connected tank
units is known to have a specific value when the tank is empty. If one tank unit or a group of
tank units is disconnected from the group, the measured tank unit total capacitance is less
than the expected value. This error condition is indicative of an in-tank wiring problem and the
recommended maintenance action is to verify the continuity of the in-tank wiring.
• E1 - Tank Unit Leakage. Excessive leakage in the tank units can be caused by water, fuel
additives, or microbial growth. Excessive leakage is identified when the RC time constant of
the tank units becomes less than approximately 28 microseconds, causing an additional
gauging error of 0.5% at empty. If the leakage causes gauging error of greater than 2% at
empty, then the fuel quantity is set to zero, otherwise fuel quantity continues to be displayed.
This error condition is indicative of an in-tank condition, and the recommended maintenance
action is to drain the tank and check the condition of each tank unit.
• E2 - Tank Unit Leakage. All tank units and the compensator share a common Hi-Z signal line.
If an in-range signal is not detected on the Hi-Z signal line after normally exciting both the
tank units and the compensator, the Hi-Z signal line is either open or shorted to ground.
During this condition the fuel quantity display goes to zero. This error condition is normally
indicative of a wiring problem with the coaxial wire and connectors in the aircraft wiring
harness between the primary indicator and the tank. The recommended maintenance action
is to check the Hi-Z signal wire and shielded cable from the primary indicator to the tank for
opens or shorts to airframe or shield.
• E3 - Compensator Lo-Z Open or Shorted. Since the computer independently excites the
compensator and measures both the excitation and the return signal, it is possible to identify
specific wiring problems with the compensator Lo-Z wiring. If the Lo-Z signal line is open, a
return signal is not detected. If the Lo-Z signal line is shorted to ground; the excitation signal
detected is zero. During these conditions, fuel quantity continues to be displayed and the
computer uses a nominal stored value for (K-1) in place of the measured compensator value.
The maximum gauging error with a substituted (K-1) is ± 2.9%. This condition is indicative of
wiring problems, and the recommended maintenance action is to check the wiring harness
from the primary indicator to the tank (specifically, the compensator Lo-Z signal wire) and to
verify the continuity and isolation from ground.
• E4 - Tank Unit Lo-Z Open or Shorted. The computer also independently excites the parallel
connected tank units and can detect opens or shorts in the tank unit excitation line similar to
E3. During this condition, the fuel quantity display goes to zero. This condition is indicative of
an open or short on the Lo-Z signal line to the tank units. The recommended maintenance
action for this line is to verify continuity and isolation from ground. The normal action of the
cockpit test switch is to short the tank unit Lo-Z signal line to ground (E4), therefore removal
of E4 initiates a display test. After an E4 condition has been detected and subsequently
cleared, all display segments are turned on for approximately four seconds and then turned
off for approximately four seconds. After the display test, all error codes which have been
detected since power on are each successively displayed for two seconds per error code by
the error display. The stored error display provides storage for recent faults to assist with
maintenance and troubleshooting. The stored error display also provides a method of

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capturing intermittent system faults that might otherwise be missed. After the stored error
code display, indicator full scale mass is displayed for two seconds, and then normal gauging
is resumed.
• E5 - Compensator Fault. If the compensator signal exceeds the linear range of the signal
conditioning, it is indicative of excessive contamination or a short circuit of the compensator.
E5 indicates extreme compensator malfunction resulting from contamination or a metallic
short circuit. During this condition, fuel quantity continues to be displayed and the computer
uses a nominal stored value for (K-1). The maximum gauging error with a substituted (K-1) is
2.9%. The recommended maintenance action is to check the condition of the compensator.
• E6 - Tank Unit Fault. The parallel connected tank units are designed to a specific capacitance
range. If one or more tank units short from the inner tube to the outer tube, the design
capacitance range is exceeded. During this condition the fuel quantity display goes to zero.
This condition is indicative of a tank unit failure. The recommended maintenance action is to
check the condition of individual tank units by Test Set or inspection.
• E7 - Compensator Leakage. The computer can measure the exact extent of resistive
contamination in the compensator by periodically using a different excitation frequency and
comparing the result with measurement made at the normal excitation frequency. Excessive
compensator leakage is identified when the resistive component is small enough to cause an
additional 0.5% gauging error at tank full. E7 is displayed to indicate a developing problem
with the compensator. During an E7 condition, fuel quantity continues to be displayed. If the
resistive component continues degrading such that the gauging error exceeds 2.9%, the
computer then uses a nominal stored value for (K-1) in place of the measured compensator
value with a maximum error of 2.9%. E7 is indicative of water or other impurities building up in
the sump area where the compensator is located. The recommended maintenance action is
to drain the sump, and, if possible, check the condition of the compensator. This action can
be scheduled whenever convenient because normal fuel quantity continues to be displayed.
In addition to checking the compensator for leakage, the computed value of (K-1) is range
checked. The value for (K-1) must be between 1.00 and 1.27. If the (K-1) range is exceeded, then
1.1365 is substituted for (K-1). The range check is primarily aimed at preventing water
contamination from causing fuel tankering or over-gross takeoff weights. Conductivity resulting
from water contamination does not affect the system because of high frequency excitation. Water,
however, has a dielectric constant of 80.37 (at 20° C) versus 2.121 (nominal) for fuel. The
dielectric constant of the water changes the capacitance of the compensator, just as the dielectric
constant of the fuel does. Because the dielectric constant of water is so large compared to that of
fuel, a small amount of water causes a large error in the fuel quantity measured. The error
resulting from water contamination in the compensator always causes the indicator to show less
fuel than is actually present in the tank. Thus, aircraft with water contamination tend to be
overloaded, thereby carrying significant amounts of tankered fuel. Because the indicator works
properly in a conventional system, there is no indication to the operator that there is any problem,
but the system may have a significant undetected gauging error.

Water contamination in the compensator has a limited error impact on the indicator. If there is
more than 0.19% water in the compensator, the measured dielectric constant exceeds 1.27, and
the (K-1) range check fails, and the measured .(K-1·) is replaced with a nominal (K-1) of 1.1365.
The maximum tankered fuel with the indicator is 3.4% of indicated fuel load versus as much as 15
to 20% or more for an indicator without a (K-1) range check. E7 is not displayed if the tank is within
± 1% of empty even if the (K-1) is ·out of range due to an uncovered compensator. E7 is not
displayed at empty to allow calibration at empty without an error code display that is meaningless
with an uncovered compensator.

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• E8 - Indicator Fault (RAM/EPROMIA/1). In addition to the detection of system type faults, the
primary indicator also checks its own internal functional elements. During power application or
initiated self-test, the CPU memory, analogue-to-digital converter, and power supply are tested,
E8 is valid in both primary and repeater modes. This condition is indicative of a primary indicator
failure. The recommended maintenance action is to replace the primary indicator.
• E9 - Calibration Fault. The self-calibration circuitry is continuously checked. If a fault occurs which
causes a non-linearity in the signal processing circuitry, a failure of the system reference
elements or if the system is unable to properly calibrate itself, E9 is displayed. This condition is
indicative of a primary indicator failure. The recommended maintenance action is to replace the
primary indicator.
• Blank Display - Computer Fault. If the computer fails, the circuit is designed so that the display is
blanked. This condition is indicative of a primary indicator failure. The recommended maintenance
action is to replace the primary indicator.

7.5.3. Repeater Indicator Error Codes

Refer to Table 7-7.
• E0 - Open/Missing Digital Signal from Primary Indicator. The code E0 is displayed whenever
the digital signal from the primary indicators is absent or if the data received, fails internal
data validity checks. This condition is indicative of a primary indicator failure or wiring
problems from the primary indicator to the repeater indicator. The recommended
maintenance action is to check the wiring from the primary indicator to the repeater indicator,
or replace the primary indicator.
• E8 - Indicator Fault. In addition to the detection of system type faults, the repeater indicator
also checks its own internal functional elements. During power application or initiated self-
test, the CPU, memory, and power supply are tested. If the repeater indicator is not
completely operational, E8 is displayed. This condition is indicative of a repeater indicator
failure. The recommended maintenance is to replace the repeater indicator.
• EF - Primary Indicator. The code EF is displayed only by the repeater indicator and indicates
that the primary indicator has detected an error. The repeater indicator continues to display
fuel quantity as presented on the primary indicator. This condition is indicative of a primary
indicator failure. The recommended maintenance action is to replace the primary indicator.
• Blank Display - Computer Fault. If the computer fails, the circuit is designed so that the
display is blanked. This condition is indicative of· a repeater indicator failure. The
recommended maintenance action is to replace the repeater indicator.

7.5.4. Totalizer Indicator Error Codes

Refer to Table 7-8.
• E0 - Open/Missing Digital Signal from Primary Indicator. The code E0 is displayed
whenever the digital signal from one of the primary indicators is absent. This error
condition is indicative of a primary indicator failure, or an open in one or more of the eight
jumper wires from the primary indicators to the totalizer indicator. The recommended
maintenance action is to check the jumper wires from the primary indicator to the totalizer
indicator, or replace the faulty primary indicator.
• EB - Totalizer Indicator. In addition to the detection of system type faults, the totalizer
indicator also checks its own internal functional elements. During power application or
initiated self-test, the CPU memory, analogue-to-digital converter, and power supply are
tested. If the totalizer indicator is not completely operational, E8 is displayed. This

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condition is indicative of a totalizer indicator failure. The recommended maintenance action

is to replace the totalizer indicator.
• Blank Display - Computer Fault. If the computer fails, the circuit is designed so that the
display is blanked. This condition is indicative of a totalizer indicator failure. The
recommended maintenance action is to replace the totalizer indicator.

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Table 7-6 – Primary Indicator Built-In Test Summary

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Table 7-7 – Repeater Indicator Built-In Test Summary

Table 7-8 – Totalizer Indicator Built-In Test Summary

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CHAPTER 8
COCKPIT VOICE RECORDER
8.1. DESCRIPTION & OPERATION

8.1.1. Functional Description

The Cockpit Voice Recorder (CVR) System consists of the Recorder Unit, a Control Unit, an Area
Microphone, and a Mounting Tray. Interconnection between the recorder and control unit is
accomplished using aircraft wiring. The CVR is manufactured by L-3 Communications.

The CVR consists of a chassis and front panel, three Printed Wiring Assemblies (Aircraft Interface
PWA, Audio Compressor PWA, and Acquisition Processor PWA), and the Crash Survivable
Memory Unit (CSMU). The CSMU contains the flash memory used as the recording medium. An
Underwater Locator Device (ULD), also referred to as an underwater acoustic beacon, is mounted
horizontally on the front of the CSMU and is also used as the recorder's carrying handle. The ULD
is equipped with a battery that has an expected life of six years. Contact the manufacturer of the
ULD when the battery needs replacing. The Ground Support Equipment (GSE) connector is
located on the front of the CVR. This connector provides the interface from the recorder to GSE for
checkout of the recorder, or to transfer data to a readout device. The CVR is connected to aircraft
wiring via a 57‐pin, DPXB‐style connector.

Figure 8-1 – Model FA2100CVDR Cockpit Voice Recorder

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The Cockpit Voice Recorder (CVR) function simultaneously records four separate channels of
cockpit audio, converts the audio to a digital format, and stores the data in a memory. The CVR is
available in two basic voice recording configurations: 30‐minute and 120‐minute. Both
configurations record a minimum of 30 minutes and 120 minutes of high quality audio from the
following four cockpit audio inputs:

Channel 1: Cockpit Spare Audio Input (3rd Crew Member, Public Address System)

Channel 2: Co‐Pilot's Audio, Boom, Mask, and Hand‐Held Microphone Input

Channel 3: Pilot's Audio, Boom, Mask and Hand‐Held Microphone Input

Channel 4: Cockpit Area Microphone (CAM) Input

The standard 120‐minute configurations record a fifth internal audio stream for a minimum of 120
minutes. This fifth internal audio stream is a standard quality recording of the combination of the
Pilot, Co‐Pilot, and Public Address or Third Crew Member audio inputs. The standard 120‐minute
configurations also record a sixth audio stream, a standard quality recording of the Cockpit Area
Microphone (CAM) audio input, for a minimum of 120 minutes. The FA2100CVDR (P/Ns: 2100-
3083/4-00) records a minimum of 2-hours of all audio channels (1- 4) in four separate High Quality
data streams. Table 8-1 illustrates the recording specifications for the cockpit audio input and
channels. The audio inputs are conditioned, amplified, and equalized. The resulting signals are
converted to digital pulse code modulation (PCM) data.

The CVR can record Greenwich Mean Time (GMT) Time via the ARINC 429 GMT input and rotor
speed data via the Rotor Speed input. In ARINC 757 installations, the CVR Fault Line provides
continuous status of CVR operation. It may be connected to an annunciator or to an aircraft central
maintenance computer.

The Flight Data Recorder (FDR) function receives flight data from an ARINC 573/717/747 FDAU at
64 or 128 words‐per‐second (wps); 64, 128, or 256 wps; or 64, 128, 256, or 512 wps; depending
on configuration. The FDAU data is received, buffered, and returned to the FDAU as part of the
CVR's Built‐in‐Test (BIT) function. The flight data is stored in flash memory segregated from the
cockpit voice data. The CVR is capable of storing a minimum 25 hours of flight data. Flight data
stored can be downloaded in less than five minutes. FA2100CVDR, p/n: 21003084-95, provides
data storage in a non-compressed format that allows standard non-proprietary data downloads.

The flight data pin assignments are in accordance with ARINC Characteristic 757. In ARINC 757
installations, the FDR Fault Line provides continuous status of FDR operation. It may be
connected to an annunciator or to an aircraft central maintenance computer. The ARINC
Characteristic 757‐required FDR Fault signal can be connected to the FDAU in place of the ARINC
Characteristic 717 Maintenance flag.
The flight data word rate control is implemented in the ARINC 757 CVR by using spare pins 29
and 38. Refer to the figures contained in Appendix A for pin assignments.

At startup, the CVR initiates a built‐in‐test (BIT) function and then continuously monitors itself for
fault conditions.

Previously recorded voice information cannot be read from the CVR while it is installed in the
aircraft. However, the flight data may be monitored in real time or copied out to the Ground Station
Equipment.

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Table 8-1 – CVR Audio Recording Specifications

8.1.2. Location
The CVR is mounted in the aft fuselage (tail) of the aircraft, on the RH side, next to the Flight Data
Recorder (FDR). The control unit is located in the overhead panel of the cockpit and has the CAM
built in.

8.1.3. CVR Readout

Previously recorded voice information cannot be read or downloaded from the Model
FA2100CVDR while it is installed in the aircraft. This requirement is noted in ARINC Characteristic
757 and EUROCAE ED–56A, and is a security feature to protect the privacy rights of pilots and
other crew members. The CVR must be removed from the aircraft, connected to an AC or DC
source as appropriate, and connected to a Portable Interface (PI); Part Number 17TES0043, to
playback previously recorded voice data. However, flight data can be monitored and downloaded
from the CVR while it is installed in the aircraft.

The following items are needed for a CVR voice readout: PI, Part Number 17TES0043; Portable
Interface Operator's Manual, Part Number 165E1630–00; Cockpit Voice Recorder System Test
Panel, Part Number 9300A860; Cable Assembly, Part Number 024E1122–00; and Component
Maintenance Manual, Cockpit Voice and Data Recorder, Model FA2100CVDR, ATA 23–70–07.
Instead of the 9300A860 Test Panel, the PI and a customer‐fabricated cable to provide appropriate
power to the CVR's main (rear) connector can be used to play back previously recorded data.

The Portable Interface Operator's Manual, Part Number 165E1630–00, contains the procedures
for using the PI to play back previously recorded CVR data.

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8.1.4. Operating Instructions

The Model FA2100CVDR has no controls or switches and its operation is completely automatic
upon power‐up. When the recorder is installed and wired in accordance with section 3.0 of this
document, the recorder is ready for operation. The CVR continuously records and retains flight
data as it is presented to it, thus meeting the requirements of FAR 121.344.

Upon application of aircraft power, the Recorder Fault light should turn on. Next, engage the circuit
breaker to apply the proper aircraft power to the recorder. The Recorder Fault light should turn off
in approximately five seconds. The recorder receives digital data from an ARINC 573/717/747
FDAU and records the information in memory. The recorder will operate automatically until power
is removed. Should the recorder Fault Light come on after five seconds, the recorder may not be
functioning properly or the input data stream from the FDAU is incorrect or is not being received.

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8.2. REMOVAL/INSTALLATION

8.2.1. Removal Procedures

The following circuit breakers should be disengaged before removing the CVR or the Control Unit:
• CVR
• CPLT CDU
• NAV NO.2
• PILOT ACU
• COPILOT ACU
• FE ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP

8.2.2. CVR
a. Ensure all previously listed circuit breakers are disengaged.
b. Gain access to the CVR in the RH aft fuselage.
c. Remove electrical connector, P2000RXA, from J1 on the CVR and cover the connector with
an anti-static bag.
d. Remove CVR from mounting tray and retain any hardware for re-installation.

8.2.3. Control Unit

a. Ensure all previously listed circuit breakers are disengaged.
b. Gain access to the Control Unit, located in the cockpit on the Flight Engineer’s Overhead
Panel.
c. Remove the 4 DZUS fasteners from the 4 corners of the Control Unit.
d. Slide the Control Unit out of the rail.
e. Remove the electrical connector, P2001RXA, from the receptacle on the back of the Control
Unit and cover the connector with an anti-static bag.

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8.2.4. Installation Procedures
The following circuit breakers should be disengaged before installing the CVR or the Control Unit:
• CVR
• CPLT CDU
• NAV NO.2
• PILOT ACU
• COPILOT ACU
• FE ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP

8.2.5. CVR
a. Ensure all previously listed circuit breakers are disengaged.
b. Gain access to the CVR mounting tray in the RH aft fuselage.
c. Fit the CVR into the mounting tray.
d. Connect the electrical connector, P2000RXA, into J1 on the CVR.
e. Return aircraft to flight configuration.

8.2.6. Control Unit

a. Ensure all previously listed circuit breakers are disengaged.
b. Gain access to the Flight Engineer’s Overhead Panel in the cockpit.
c. Connect the electrical connector, P2001RXA, into the receptacle on the back of the Control
Unit.
d. Slide the Control Unit into the DZUS rail.
e. Fasten the Control Unit to the rail with the 4 DZUS fasteners.
f. Return the aircraft to flight configuration.

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8.3. TESTING

8.3.1. Purpose
This section is intended to provide instructions for verifying Cockpit Voice recorder interface to
aircraft systems.

8.3.2. Required Personnel

• 1 person at the flight engineer’s position.
• 1 person to move between various aircraft positions.

8.3.3. Special Tools & Test Equipment

• 2 headsets, one with drop cord.

8.3.4. Testing Procedures

a. Ensure electrical power has been applied to the aircraft and all FAM specified safety measures
have been complied with.
b. Ensure the following circuit breakers on the copilot’s upper distribution panel have been
engaged:
• CVR
• CPLT CDU
• NAV NO.2
• PILOT ACU
• COPILOT ACU
• FE ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP
c. Activate self-test, press and hold the green TEST button for a minimum of five seconds.
d. Verify the cockpit-mounted TEST lamp illuminates when the CVR has passed its test. (The
TEST lamp stays on as long as the TEST button is pressed.)
e. Connect a 600Ω headset to the CVR control panel located on the overhead console at the
flight engineers station.
f. Speak in a normal voice 6 inches away from the Control Unit microphone while listening in the
headset. Note that you can hear what you say without any delay or significant distortion. This
test ensures that the microphone is operating.
g. While one person monitors the audio through the CVR control panel, the other person will sit
at the pilot’s position and speak in a normal voice.
h. Verify that the area microphone has detected the voice and is heard in the monitoring headset.
Note there may be a slight delay from when the person speaks to when it is heard in the
headset.
i. The person in the pilot’s position moves to the copilot’s position and speaks in a normal voice.
j. Verify that the area microphone has detected the voice and is heard in the monitoring headset.
Note there may be a slight delay from when the person speaks to when it is heard in the
headset.
k. The person in the copilot’s position moves to the navigator’s position and speaks in a normal
voice.
l. Verify that the area microphone has detected the voice and is heard in the monitoring headset.
Note there may be a slight delay from when the person speaks to when it is heard in the
headset.

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m. The person in the navigator’s position moves to the flight instructor’s position and speaks in a
normal voice.
n. Verify that the area microphone has detected the voice and is heard in the monitoring headset.
Note there may be a slight delay from when the person speaks to when it is heard in the
headset.
o. The person in the flight instructor’s position moves to the pilot’s position and connects a
headset to the interphone system. The person monitoring the audio at the CVR control panel
covers the area microphone with their hand.
p. The person at the pilot’s position will speak into the headset microphone.
q. Verify that the voice is heard in the monitoring headset. Note there may be a slight delay from
when the person speaks to when it is heard in the headset.
r. The person in the pilot’s position moves to the copilot’s position, connects the headset to the
interphone system, and speaks in a normal voice.
s. Verify that the voice is heard in the monitoring headset. Note there may be a slight delay from
when the person speaks to when it is heard in the headset.
t. The person in the copilot’s position moves to the flight engineer’s position and connects the
headset to the interphone system, and speaks in a normal voice.
u. Verify that the voice is heard in the monitoring headset. Note there may be a slight delay from
when the person speaks to when it is heard in the headset.
v. The person in the flight engineers position moves to the copilot’s position and connects the
headset to the interphone system.
w. On the copilot’s ACU select the ADF 2 to monitor the #2 ADF
x. On CDU 2, access the ADF2 Control page. (ADF2)
y. On CDU 2, type "344.0" and press RLS1.
z. Verify that the ADF ident can be heard in the copilot’s headset.
aa. Verify that the ADF ident is heard in the headset connected to the CVR control panel.
bb. The person in the copilot’s position moves to the flight engineers position and connects the
headset to the interphone system.
cc. On the flight engineers ACU select the ADF 2 to monitor the #2 ADF
dd. Verify that the ADF ident can be heard in the flight engineers headset.
ee. Verify that the ADF ident is heard in the headset connected to the CVR control panel.

8.4. TROUBLESHOOTING
a. Disengage, wait 15 seconds, and re-engage the following circuit breakers:
• CVR
• CPLT CDU
• NAV NO.2
• PILOT ACU
• COPILOT ACU
• FE ACU
• REU 1 DC1
• REU 1 DC2
• REU 1 BKUP
• REU 2 DC1
• REU 2 DC2
• REU 2 BKUP
b. Test CVR as per “TESTING” section, 31-01-03.
c. If test fails, verify that any disturbed wiring is in accordance with WMS-4484-31001ID then
attempt steps 1 and 2 again.

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CHAPTER 9
FLIGHT DATA RECORDER
9.1. DESCRIPTION & OPERATION

9.1.1. Functional Description

The Flight Data Recorder (FDR) consists of a chassis and front panel, two Printed Wiring
Assemblies (Aircraft Interface PWA and Acquisition Processor PWA), and the Crash Survivable
Memory Unit (CSMU). The CSMU contains the solid state flash memory used as the recording
medium. An Underwater Locator Device (ULD), also referred to as an underwater acoustic
beacon, is mounted horizontally on the front of the CSMU and is also used as a carrying handle for
the recorder. The ULD is equipped with a battery that has an expected life of six years. Contact the
manufacturer of the ULD when the battery needs replacing. The Ground Support Equipment
(GSE) connector is located on the front of the FDR. This connector provides the interface from the
FDR to GSE for checkout of the FDR, or to transfer data to a readout or analysis device.

Figure 9-1 – Model FA2100FDR Flight Data Recorder

9.1.2. Location
The FDR is mounted in the RH aft fuselage (tail) beside the Cockpit Voice Recorder (CVR).

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9.1.3. Operating Instructions
The FDR has no controls or switches and its operation is completely automatic upon power‐up.
The FDR continuously records and retains flight data as it is presented to it, thus meeting the
requirements of FAR 121.344.

Upon application of aircraft power, the Recorder Fault light should turn on. Next, engage the circuit
breaker to apply the proper aircraft power to the recorder. The Recorder Fault Light should turn off
in approximately five seconds. The recorder receives digital data from an ARINC 573/717/747
FDAU and records the information in memory. The recorder will operate automatically until power
is removed. Should the recorder Fault Light come on after five seconds, the recorder may not be
functioning properly or the input data stream from the FDAU is incorrect or is not being received.

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9.2. REMOVAL/INSTALLATION

9.2.1. Removal Procedures

a. Ensure the following circuit breakers on the Pilot’s Upper Distribution Panel are disengaged:
• PLT CDU
• GPS NO.1
• DME NO.1
• NAV NO.1
• ENET SW NO.1
• ADS NO.1 ADC
• AHRS NO.1 AHC
• PFD
• PFD FAN
• MFD
• MFD FAN
• DCP
• DISP REV
b. Ensure the following circuit breakers on the Copilot’s Upper Distribution Panel are disengaged:
• FDR
• DAU
• GPS NO.2
• DME NO.2
• NAV NO.2
• ETHERNET SW NO.2
• ADC NO.2
• AHRS NO.2
• DTU
• ATC
• TCAS
• RADAR R/T
• PFD
• PFD FAN
• MFD
• MFD FAN
• DCP
• DISP REV
• CPLT CDU GPS NO.1
c. Gain access to the FDR in the RH aft fuselage.
d. Remove electrical connector, P2002TYA, from J1A on the FDR and cover the connector with
an anti-static bag.
e. Remove FDR from mounting tray and retain any hardware for re-installation.

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9.2.2. Installation Procedures
a. Ensure the following circuit breakers on the Pilot’s Upper Distribution Panel are disengaged:
• PLT CDU
• GPS NO.1
• DME NO.1
• NAV NO.1
• ENET SW NO.1
• ADS NO.1 ADC
• AHRS NO.1 AHC
• PFD
• PFD FAN
• MFD
• MFD FAN
• DCP
• DISP REV
b. Ensure the following circuit breakers on the Copilot’s Upper Distribution Panel are disengaged:
• FDR
• DAU
• GPS NO.2
• DME NO.2
• NAV NO.2
• ETHERNET SW NO.2
• ADC NO.2
• AHRS NO.2
• DTU
• ATC
• TCAS
• RADAR R/T
• PFD
• PFD FAN
• MFD
• MFD FAN
• DCP
• DISP REV
• CPLT CDU GPS NO.1
c. Gain access to the FDR in the RH aft fuselage.
d. Fit the FDR into mounting tray.
e. Connect electrical connector, P2002TYA, into J1A on the FDR.
f. Return aircraft to flight configuration.

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9.3. TESTING

9.3.1. Purpose
This section is intended to provide instructions for verifying the Flight Data Recorder and data
Acquisition Unit interface to aircraft systems.

9.3.2. Required Personnel

• 1 person at the flight engineer’s position.
• 1 person to move between various aircraft positions.

9.3.3. Special Tools & Test Equipment

• Portable Interface. Part Number FDS400-301 and interface cable.

9.3.4. Testing Procedures

a. Ensure electrical power has been applied to the aircraft and all FAM specified safety measures
have been complied with.
b. Ensure the following circuit breakers on the Pilot’s Upper Distribution panel have been
engaged:
• PLT CDU
• GPS NO.1
• DME NO.1
• NAV NO.1
• ENET SW NO.1
• ADS NO.1 ADC
• AHRS NO.1 AHC
• PFD
• PFD FAN
• MFD
• MFD FAN
• DCP
• DISP REV CPLT CDU
c. Ensure the following circuit breakers on the Copilot’s Upper Distribution panel have been
engaged:
• FDR
• DAU
• GPS NO.2
• DME NO.2
• NAV NO.2
• ETHERNET SW NO.2
• ADC NO.2
• AHRS NO.2
• DTU
• ATC
• TCAS
• RADAR R/T
• PFD
• PFD FAN
• MFD
• MFD FAN
• DCP
• DISP REV
• CPLT CDU

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d. After applying power to the flight recorder, the “FDR” indicator light at the flight engineers
station should go out within 5 seconds and remain out. Observe for this condition for at least
60 seconds. During this time, the built‐in‐test (BIT) circuitry checks the recorder thoroughly and
analyzes the data being received from the Data Acquisition Unit (DAU). If the light comes on
within 60 seconds, this means that the internal built‐in‐test circuitry has found a possible defect
within the recorder.
e. Pull the DAU circuit breaker for 10 seconds and verify the “FDR” fault light comes on.
f. Reset the DAU circuit breaker and verify the “FDR” fault light goes out within 60 seconds.
g. Connect the PI to the FA2100FDR's GSE connector found on the front of the FDR.
h. Using the PI's SELECT button, activate the Word Monitor Menu. (The FA2100FDR must be
locked onto a stream of input flight data. The Status/Control Menu can be used to start and
stop recording and show the phases of the data locking process.)
i. The Word Monitor Menu screen contains four rows for displaying the selected 12‐bit word
contained in Subframe 1 through Subframe 4. Each subframe can be displayed in either OCT
(Octal), DEC (Decimal), HEX (Hexadecimal), or turned OFF by setting the Mode Tag at the
right side of each Subframe's display row. Each row that is not in the OFF Mode displays the
raw data form of the selected word contained in Subframe 1 through Subframe 4 of the flight
data. Displayed flight data is updated in 4‐second increments.
j. Verify the word label 21 (Discrete) is present.
k. Verify the word label 30 (Pressure Altitude) is present.
l. Verify the word label 41 (Magnetic Heading) is present.
m. Verify the word label 213 (UTC) is present.
n. Verify the word label 55 (No.1 Engine RPM) is present.
o. Verify the word label 49 (No.1 Engine Torque) is present.
p. Verify the word label 89 (No.2 Engine RPM) is present.
q. Verify the word label 59 (No.2 Engine Torque) is present.
r. Verify the word label 107 (No.3 Engine RPM) is present.
s. Verify the word label 93 (No.3 Engine Torque) is present.
t. Verify the word label 121 (No.4 Engine RPM) is present.
u. Verify the word label 111 (No.4 Engine Torque) is present.
v. Verify the word label 22 (Elevator Trim Tab Position) is present.
w. Verify the word label 24 (Aileron Trim Tab position) is present.
x. Verify the word label 125 (Rudder trim Tab Position) is present.
y. Verify the word label 127 (Flap Position) is present.
z. Verify the word label 30 (Altitude, Pressure) is present.
aa. Verify the word label 32 (Altitude, Baro-Corrected) is present.
bb. Verify the word label 37 (Indicated Airspeed) is present.
cc. Verify the word label 39 (Altitude Rate) is present.
dd. Verify the word label 41 (Magnetic Heading) is present.
ee. Verify the word label 5 (Pitch Angle) is present.
ff. Verify the word label 7 (Roll Angle) is present.
gg. Verify the word label 9 (Vertical Acceleration) is present.
hh. Verify the word label 11 (Longitudinal Acceleration) is present.
ii. Verify the word label 213 (UTC) is present.
jj. Move the elevator to the full nose up position. Verify that the FDR is recording the elevator
position. Verify the word label 18 (Elevator Position) changes value.
kk. Move the elevator to the full nose down position. Verify that the FDR is recording the elevator
position. Verify the word label 18 (Elevator Position) changes value.
ll. Move the elevator to the neutral up position. Verify that the FDR is recording the elevator
position. Verify the word label 18 (Elevator Position) changes value.
mm. Disconnect the PI to the FA2100FDR's GSE connector found on the front of the FDR.

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9.3.5. Troubleshooting
a. Disengage the following circuit breakers on the Pilot’s Upper Distribution Panel:
• PLT CDU
• GPS NO.1
• DME NO.1
• NAV NO.1
• ENET SW NO.1
• ADS NO.1 ADC
• AHRS NO.1 AHC
• PFD
• PFD FAN
• MFD
• MFD FAN
• DCP
• DISP REV CPLT CDU
b. Disengage the following circuit breakers on the Copilot’s Upper Distribution Panel:
• FDR
• DAU
• GPS NO.2
• DME NO.2
• NAV NO.2
• ETHERNET SW NO.2
• ADC NO.2
• AHRS NO.2
• DTU
• ATC
• TCAS
• RADAR R/T
• PFD
• PFD FAN
• MFD
• MFD FAN
• DCP
• DISP REV
• CPLT CDU
c. Wait 15 seconds and then re-engage the circuit breakers listed in steps a and b.
d. Test FDR and DAU as per “TESTING” section, 31-01-03.
e. If test fails, verify that any disturbed wiring is in accordance with WMS-4484-31003ID then
attempt steps a to d again

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9.4. DATA ACQUISITION UNIT – DESCRIPTION & OPERATION

9.4.1. Functional Description

The Data Acquisition Unit (DAU) is a miniature and standalone line-replaceable unit (LRU) which
filters and processes flight parameters, providing an ARINC 717 stream to crash protected FDRs
in order to meet regulatory requirements, specifically EUROCAE ED-112.

The acquisition stage supports multiple input types including ARINC 429, ARINC 717, discrete
inputs, and analog AC (synchro) or DC. The main data stream output types include ARINC 429
and ARINC 717. These parameters are adjustable on an aircraft by aircraft basis, with each install
configuration controlled from factory.

Figure 9-2 – Data Acquisition Unit

9.4.2. Location
The DAU is located in the center underdeck, beside the tone generator. The DAU is mounted to
the rack with 4 screws and 4 washers. Refer to 31-03-02 for removal and installation procedures.

9.4.3. Operating instructions

The DAU has no controls or switches and its operation is completely automatic upon power-up.
The DAU will continue transmitting data until power is removed.

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9.5. REMOVAL/INSTALLATION

9.5.1. Removal Procedures

a. Ensure the FDAU, as well as any other applicable circuit breakers are disengaged.
b. Disconnect connector P2003TYA from the DAU.
c. Remove the 4 screws and 4 washers mounting the DAU, and retain the hardware for
reinstallation.
d. Remove the DAU.

9.5.2. Installation Procedures

a. Ensure the FDAU, as well as any other applicable circuit breakers are disengaged.
b. Align the DAU to the 4 holes on the rack, beside the tone generator, in the center underdeck.
c. Secure the DAU with the 4 washers and 4 screws.
d. Connect connector P2003TYA to the DAU.
e. Return aircraft to flight configuration.

9.6. TESTING
Refer to 31-02-03 for testing of the DAU and FDR.

9.7. TROUBLESHOOTING
Refer to 31-02-04 for troubleshooting information for the DAU and FDR.

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CHAPTER 10
ENGINE INSTRUMENT DISPLAY SYSTEM

10.1. GENERAL.
The Engine Instrument Display System (EIDS) is a dual-format display at the center of the main
instrument panel. EIDS displays across two centrally located and horizontally mounted displays.
The EIDS displays engine instruments, hydraulics, control surfaces, and warning annunciations.
See Figure 10-1 for the location of EIDS equipment. The EIDS system components are as follows:
• Two (2) Multi-Function Displays (MFD) (MFD-268C2)
• One (1) Data Concentrator Unit (DCU)
• Two (2) Display Control Panels (DCP) (DCP-4005)

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USH USH
TEST TEST
R- R-
A LT A LT

280 VOR2 TO H 89.6NM 29.92 in

106 CRS OM

260
280 3500
240 NORM
10
228 10 3320
220 20 UP
20
200 3 000 UP UP
NOSE
180 258 KTS 123 MIN
LEFT RIGHT

BRT STD

UP DN
LOCK
RELEASE

HORN HANDLE
SILENCE LIGHT TEST

AIR AIR
MIX CHES MIX CHES
FEET T FEET T

Figure 10-1. EIDS System Component Location (Sheet 1 of 4)

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COPILOT UPPER DISTRIBUTION PANEL

Figure 10-1. EIDS System Component Location (Sheet 2 of 4)

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E
N
G
I
N
E
D
A
T
A
C
O
N
C
E
N
T
R
A
T
O
R
U
N
IT

IFF RACK
VIEW LOOKING INBOARD RH SIDE
Figure 10-1. EIDS System Component Location (Sheet 3 of 4)

EIDS CONTROL PANEL

Figure 10-1. EIDS System Component Location (Sheet 4 of 4)

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10.1.1. Data Concentrator Unit.
The aircraft engines interface with the DCU where the data is converted into ARINC 429 type data
and then sent to both the top and bottom displays. Each channel (A and B) is independent of the
other but with each also serving as a failsafe backup for the other. The primary source of data for
the top Engine Instrument Display (EID) is channel A while the primary source of data for the
bottom EID is channel B. Engine specific annunciators are reported by the DCU and displayed on
the EID. Refer to Paragraph 10.1.19 for a list of annunciations.

10.1.2. Data Concentrator Unit.

The Display Control Panel (DCP) controls PFD and IMFD brightness, contrast, and luminance.
The DCPs also control the brightness for the PFDs. For complete information the DCPs, refer to
Chapter 2.

10.1.3. Electronic Engine Instrument Displays.

The electronic engine instrument displays contain the following system displays and controls:
• Engine instrument displays
• Trim control surfaces parameters
• Hydraulic indications
• Warning annunciations

10.1.4. Dual Display and Condensed Display.

The EIDS can operate in dual display (see Figure 10-2) or condensed display mode (see Figure
10-3). In dual display mode, information is presented on both the top and bottom EID. In
condensed display mode, information is condensed onto one EID. The top EID displays primary
engine instrumentation information. The bottom EID displays additional engine instrumentation,
trim tab/positioning information, flap positions, and hydraulic information. The condensed EID
displays important engine information, oil system information, hydraulics information, and control
surface information.

10.1.4.1. To compress all the information onto the top EID display the EID CONTROL switch in the EID
Control Panel located in the aft pedestal must be switched from NORMAL to TOP. To compress all
the information onto the bottom EID display the EID CONTROL switch must be switched from
NORMAL to BOTTOM

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Figure 10-2. Dual Display Mode

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Figure 10-3. Condensed Display Mode

10.1.5. Reversion.
During normal operating conditions; engine instruments, hydraulics, control surface indications,
and warning annunciations are shown on both EIDs in a dual format mode. If the loss of one EID
occurs due to a fault, use the EID CONTROL switch on the center pedestal to revert the remaining
EID to a single EID compressed mode. The EID displays have three possible configurations (see
Figure 10-4).

Figure 10-4. EID Configurations

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10.1.6. EIDS Systems Monitored.
EIDS monitors the following engine parameters:
• Engine Torque (TQ)
o Negative Torque System (NTS)
• Revolutions per minute (RPM)
o Low Speed Ground Idle (LSGI)
• Turbine Inlet Temperature (TIT)
o 30 Minute Thrust Timer
o 5 Minute Military Timer
• Fuel Flow (FF)
o Electronic Fuel Correction
• Fuel Quantity
o Fuel Balance
• Engine Oil Temperature (EOT)
o Engine Oil Temperature Warning Timer
• Engine Oil Pressure (EOP)
o Engine Low Oil Pressure annunciation
• Gear Box Oil Pressure (GBOP)
• Oil Quantity (QTY)
o Engine Low Oil Quantity Warning Annunciation
o Propeller Low Oil Quantity Warning Annunciation
• Oil Cooler Flap Position (FLAP)

10.1.7. Engine Torque.

The TQ indicators show engine torque for each of the four engines (refer to Table 10-1). The
indicated torque is detected at the extension shaft between the engine power section and the
reduction gear assembly. Torque displays in inch-pounds (IN LBS). Numerical torque values can
be positive or negative numbers. The Engine TQ is displayed on the top EID in dual display mode
(see Figure 10-5).

Table 10-1. Operating Ranges for Engine Torque

OPERATING RANGES ENGINE TORQUE

Indicator Range (Range for the Gauge) -4,000 to 25,000 IN LBS

Normal Range ≥ 0 IN LBS to ≤ 19,600 IN LBS

Caution Range < 0 IN LBS
Warning Range > 19,600 IN LBS

Figure 10-5. Engine Torque

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10.1.7.1. Negative Torque System.
A negative torque warning annunciation occurs when the engine NTS plunger actuates a linkage
which closes the NTS switch.

10.1.8. Engine Tachometer.

The EID Tachometer Revolutions Per Minute (RPM) display displays Engine Percent RPM data for
each of the four engines (refer to Table 10-2). Each of the four gauges indicates engine speed in
percent of normal engine RPM. The tachometer system has a separate engine accessory driven
tachometer generator mounted on each engine. The Engine RPM displayed on the top EID in dual
display mode (see Figure 10-6).

NOTE
Engine RPM indications are disabled for a few seconds during start.

Table 10-2. Engine RPM (Tachometer) Operating Ranges

Phase Normal Range (%) Warning Range (%)

In Flight ≥ 98.0% and ≤ 102.0% < 98.0% or > 102.0%

Start-up/Warm-up, Weight On
≥ 94.5% and ≤ 102.0% < 94.5% or > 102.0%
Wheels (WOW)
Low Speed Ground Idle
≥ 69.0% and ≤ 75.5% < 69.0% or > 75.5%
Condition active

Figure 10-6. Engine Tachometer / RPM

10.1.9. Low Speed Ground Idle.

The low-speed ground idle annunciation comes on when the LSGI switch is closed and when the
throttle is between 9° and 30º. Pressing the Low Speed Ground Idle button causes the engine to
operate at low speed (see Figure 10-7).

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Figure 10-7. Low Speed Ground Idle button

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10.1.10. Turbine Inlet Temperature.

The TIT is an indicating system is installed on each engine. TIT measures the temperature of the
gas entering the turbine. Each of these indicating systems consists of 18 thermocouples and an
associated indicator.

10.1.10.1. During engine operation, the thermocouples are heated by the gas entering the turbine, which
causes the thermocouples to generate a small voltage that is proportional to the temperature of the
incoming gas. This voltage is routed to the indicator, where it is compared to a reference voltage
representing the present pointer indication. Refer to Table 10-3 for operating ranges for the TIT.
The Engine TIT displayed on the top EID in dual display mode (see Figure 10-8).

Table 10-3. Operating Ranges for Engine Turbine Inlet Temperature

RANGE TEMPERATURE
Gauge Input Temperature -40 °C to 1200 °C
Idle < 200 °C
Normal ≥ 200 °C and ≤ 1083 °C
Warning > 1083 °C

Figure 10-8. Turbine Inlet Temperature

10.1.10.2. 30 Minute Thrust Timer.

The 30 minute thrust timer starts in the upper temperatures (1010°C) of the Normal range and
remains in yellow until 30 minute in total (in one continuous period), if you go over 30 minute on
the 30 minute timer, the 30 minute timer limit is the new warning limit (see Figure 10-9). The timer
resets itself to zero the moment you go below the 1010°C. The occurrences of exceeding the timer
are recorded and can be downloaded for analyses after the flight.

10.1.10.3. 5 Minute Military Timer.

Timer starts in the upper temperatures (1067°C) of the Normal range and remains in yellow until 5
min in total (in one continuous period), if you go over 5 min on the 5 min timer, the 5 min timer limit
is the new warning limit. The timer resets itself to zero the moment you go below the 1067°C. The
occurrences of exceeding the timer are recorded and can be downloaded for analyses after the
flight.

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Figure 10-9. Turbine Inlet Temperature Timers

10.1.11. Fuel Flow.

The FF display provides the Fuel Flow data for each of the four engines (see Figure 10-10). Each
of the four fuel flow displays indicates flow in pounds per hour. Flow is measured at the point
where it enters the manifold on the engine. Gauge range is 0 lbs/hr to 12000 lbs/hr.

Figure 10-10. Fuel Flow

10.1.11.1. Electronic Fuel Correction.

The Electronic Fuel Correction annunciation in the EIDS system (see Figure 10-11) indicates an
overtemperature condition has occurred in the engine and the temperature datum valve has
actuated to keep the turbine temperature within limits. There are two conditions/parameters that
will cause this.
• The temperature datum control valve switch is not placed in the LOCKED/LKD
position before moving the throttle below a minimum setting of 66°.
• The temperature datum control valve switch is placed in the LOCKED/LKD position
before moving the throttle below a minimum setting of 66°, and an overtemperature
condition has occurred.

Figure 10-11. Electronic Fuel Correction

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10.1.12. Fuel Quantity
The BF Goodrich system provides an ARINC 429 output, from the totalizer containing all the fuel
quantity information, directly to the EIDS (see figure 10-12). In normal mode, each of the 8 tanks
and the Total Fuel displays, indicate fuel quantity in pounds. If the input data cannot be computed
(NCD) the readout will show 3 white dashes for the affected display (see figure 10-13). If a failure
is detected then the affected display will be replaced with a Fail Flag (see figure 10-14).

Table 10-4: OPERATING RANGE FOR FUEL QUANTITY

Fuel Quantity Tanks 1,2,3,4 Auxiliary, and External 0 lbs - 9,999 lbs (displays 0 lbs – 9.9 lbs x 1000)

Fuel Quantity Totalizer 0 lbs - 99,999 lbs (displays 0 lbs – 99.9 lbs x 1000)

Figure 10-12: Fuel Tanks and Fuel Totalizer in Normal Mode

Figure 10-13: Fuel Tanks and Fuel Totalizer in NCD Failure Mode

Figure 10-14: Fuel Tanks and Fuel Totalizer in Failed or Stale Mode

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10.1.12.1. FUEL QUANTITY IN CONDENSED FORMAT

Figure 10-15 represents the format and location of the Fuel Quantity indicators in condensed mode.

Figure 10-15: Fuel Quantity as displayed in condensed format

10.1.12.2. FUEL QUANTITY – SUB FEATURES

10.1.12.2.1. Fuel Balance

The fuel balancing system compares fuel quantity values of both individual tanks and sums of tanks
(left and right) to ensure proper aircraft loading. The balance annunciation (“BAL”) indicates an
imbalance condition exists. For example, Figure 10-16 indicates several different unbalanced
conditions.

Between tanks 1 and 2 and also tanks 3 and 4.

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Between left wing and right wing.

Between External tanks, tanks 1 and 4, and tanks 3 and 4

Figure 10-16: Fuel balance warning annunciations

NOTE
If the external tanks are not installed, the LT EXT and RT EXT will not be displayed.

See the following table for required parameters to cause the Balance (“BAL”) Annunciation to
appear.

Table 10-5: FUEL BALANCE CONDITIONS

Tanks “BAL” Annunciator ON Condition

Tank 1 is less than or equal to Tank 2

1&2 Tank 1 is greater than Tank 2 by less than 500 lbs
Tank 1 is greater than Tank 2 by more than 1000 lbs
Tank 4 is less than or equal to Tank 3
3&4 Tank 4 is greater than Tank 3 by less than 500 lbs
Tank 4 is greater than Tank 3 by more than 1000 lbs

1&4
2&3
Tanks differ by 1000 lbs or more
Ext L & Ext R
AUX L & AUX R

Left Total & Right Total * Sum of Tanks differ by 1500 lbs or more

* Left side of fuel tanks = Sum of 1 + 2 + Left External + Aux Left

Right side of fuel tanks = Sum of 3 + 4 + Right External+ Aux Right

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10.1.13. Engine Oil Temperature.
The Engine Oil Temperature (EOT) display provides the EOT data for each of the four engines.
The four EOT displays indicate oil temperature in the oil inlet lines on each of the four engines.
Refer to Table 10-6 for operating ranges of the EOT. The EOT displayed on the top EID in dual
display mode (see Figure 10-17).

Table 10-6. Operating Ranges and Readout for Engine Oil Temperature

ENGINE OIL TEMPERATURE RANGE READOUT

Normal ≥ 60 °C and ≤ 85 °C Readout and box are white.
> 40 °C and < 60 °C or > 85 °C
Caution Readout is white; box is yellow.
and < 100 °C
Warning ≤ 40 °C or ≥ 100 °C Readout is white; box is red.

Figure 10-17. Oil Temperature

10.1.13.1. Warning Timer.

The Engine Oil Temperature Warning Timer is activated and controlled by the DCU. It supplies the
pilots and flight engineer additional information from which to control and monitor the engine oil
temperature (see Figure 10-18 and refer to Table 10-7).

Figure 10-18. Engine Oil Temperature Warning Timer

Table 10-7. Engine Oil Temperature Warning Timer

AIRCRAFT POSITION TIMER RESPONSE

On Ground Timer starts when the temperature is greater than 85 °C.
Once timer reaches 30 minutes the readout box color changes from
yellow (caution range) to red (warning range).
Timer runs up to 60 minutes and then roll over to begin back at zero.

In Air Timer starts when the temperature is greater than 85 °C.

Once timer reaches 5 minutes the readout box color changes from
yellow (caution range) to red (warning range).
Timer runs up to 60 minutes and then roll over to begin back at zero.

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10.1.14. Engine Oil Pressure and Gearbox Oil Pressure.
Oil pressure for the engine and the gearbox are displayed on the EID with the EOP on the left side
of gauge and the GBOP on the right side of gauge. The gauge range is 0 psi to 125 psi. Refer to
Table 10-8 and Table 10-9 for the operating ranges of the EOP and GBOP. The EOP and GBOP
displayed on the top EID in dual display mode (see Figure 10-19).

Table 10-8. Operating Ranges for Engine Oil Pressure

AIRCRAFT POSITION TIMER RESPONSE

On Ground, WOW Normal: ≥ 50 psi and ≤ 60 psi
Caution: > 1 psi or < 50 psi and > 60 psi or < 100 psi
Warning: ≤ 40 psi or ≥ 100 psi
In Air Normal: ≥ 50 psi and ≤ 60 psi
Caution: > 40 psi or < 50 psi and > 60 psi or < 100 psi
Warning: ≤ 40 psi or ≥ 70 psi

Table 10-9. Operating Ranges for Gearbox Oil Pressure

AIRCRAFT POSITION TIMER RESPONSE

LSGI Active Normal: ≥ 50 psi and ≤ 250 psi
Caution: None
Warning: < 50 psi or > 250 psi
LSGI Not Active / WOW = Ground Normal: ≥ 130 psi and ≤ 250 psi
Caution: None
Warning: < 130 psi or > 250 psi
LSGI Not Active / WOW = Air Normal: ≥ 150 psi and ≤ 250 psi
Caution: < 150 psi and > 130 psi
Warning: ≤ 130 psi or > 250 psi

Figure 10-19. Engine Oil Pressure and Gearbox Oil Pressure

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10.1.15. Engine Oil Quality.

The Engine Oil Quality (EOQ) display provides the EOQ data for each of the four engines. Refer to
Table 10-10 for operating ranges of the EOQ. The EOT is displayed on the top EID in dual display
mode (see Figure 10-20). The gauge range is 0 to 19 gallons.

Table 10-10. Operating Ranges for Engine Oil Quality

ENGINE OIL QUALITY RANGE

Normal > 4.0 and ≤ 19.0 gallons
Warning ≤ 4.0 gallons

Figure 10-20. Engine Oil Quality

10.1.15.1. Engine Low Oil Quantity Warning Annunciation.
The Engine Low Oil Quantity warning annunciation is an engine specific annunciation that is
activated when the low level limit switch located in each of the four tanks is lower than 4.0 gallons
(see Figure 10-21).

Figure 10-21. Engine Low Oil Quantity Warning Annunciation

10.1.15.2. Prop Low Oil Quantity Warning Annunciation.

The Propeller Low Oil Quantity warning annunciation is an engine specific annunciation that is
activated when the Oil Quantity within a propeller system is lower than 2.0 quarts (see Figure 10-
22).

Figure 10-22. Prop Low Oil Quantity Warning Annunciation

10.1.16. Engine Oil Cooler Flap Position.

The Engine Oil Cooler Flap Position (EOCF) display provides the Engine Oil Cooler Flap Position
data for each of the four engines. The gauges indicate the percentage of opening of each
individual cooler flap door. EOCF is displayed on the bottom EID, fourth row, in dual display mode
(see Figure 10-23).

Figure 10-23. Engine Oil Cooler Flap Position

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10.1.17. Control Surfaces.
The Control Surfaces section of the display is made up of the Rudder, Aileron, Elevator, and Flaps
gauges. Control Surface Parameters: EIDS monitors the following control surface parameters:
• Rudder Trim Tab Position
• Aileron Trim Tab Position
• Elevator Trim Tab Position
• Flap position

10.1.17.1. Rudder.
Signals to the rudder position indicator come from a position transmitter, which is part of the rudder
trim actuator which is located in the vertical stabilizer. The gauge reflects the full rudder movement
of -25° to 25°.

10.1.17.1.1. The rudder and aileron trim systems use a similar trim actuator. One end of the trim actuator
is mounted to the forward beam of the rudder. The other end is attached to a trim tab fitting near
the right surface of the trim tab. The trim actuator provides linear motion to move the tab. The trim
actuator is driven by a reversible AC motor. Extend and retract travel is controlled by limit switches
in the actuator. These switches kill power to the motor when the trim tab moves to either limit. The
drive motor is equipped with a brake to prevent overrunning. The position transmitter, which
senses actuator shaft travel, is mounted on the trim actuator housing and is connected directly to
the trim actuator drive gears. The position transmitter then sends a tab position signal to the
position indicator.

10.1.17.2. Aileron.
Signals to the aileron position indicator come from a position transmitter, which is part of the
aileron trim actuator. One end of the trim actuator is mounted to the forward beam of the left
aileron. The other end is attached to a trim tab fitting near the lower surface of the left trim tab. The
trim actuator provides linear motion to move the tab and is driven by a reversible AC motor. The
indicator displays the aileron trim tab angular deflection in degrees on the instrument dial. The left
and right halves of the dial are calibrated from 0° to 20° up and 0° to 20° down. Both ends of the
pointer rest on 0° when the trim tab is faired

10.1.17.3. Elevator.
The trim tab actuator is mounted on the aft face of a horizontal stabilizer beam. It includes an AC
motor and DC motor which operate a common gear train and output shaft. The position transmitter
is mounted on the trim actuator housing and is geared to the actuator output shaft. The transmitter
senses actuator shaft travel and tab position, and sends these inputs to the elevator position
indicator in the EIDS system.

10.1.17.4. Flaps.
The flap position transmitter is mounted on the flap drive control unit. It is geared directly to the flap
drive gearbox. The transmitter senses flap drive gearbox travel flap position, which is sent to the
EIDS flap position indicator.

10.1.17.5. Control Surfaces show on the bottom EID, lower right hand and lower left hand corners (see
Figure 10-24)

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Figure 10-24. Control Surfaces

10.1.18. Hydraulics.
Seven hydraulic pressure gauges are provided within the EIDS bottom display (when in normal
format) (see Figure 10-25). These new gauges offer both dial and numeric readouts to offer an
improved and more accurate display. The gauges also offer colored annunciations to assist with
instant system warnings and understanding.

Figure 10-25. Hydraulics, Dual Display, Bottom EID

10.1.18.1. Refer to Table 10-12 thru Table 10-16 for a list of operating ranges for hydraulic systems.

NOTE
Hydraulic pressure indication will display 0 until the pressure increases to above 25 psi.

Table 10-12. Operating Ranges for Normal Hydraulic Brakes

RANGE PRESSURE
Operating Range (ideal) ≥ 2900 psi and ≤ 3200 psi
Caution Range < 2250 psi
Warning Range > 3500 psi

Note: Green Box appears around “NORM” when normal hydraulic pressure is in use.

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Table 10-13. Operating Ranges for Emergency Hydraulic Brakes

RANGE PRESSURE
Operating Range (ideal) ≥ 2900 psi and ≤ 3200 psi
Caution Range < 2900 psi
Warning Range > 3500 psi
Note: Green Box appears around “EMER” when emergency hydraulic pressure
is in use.

Table 10-14. Operating Ranges for Auxiliary Hydraulics

RANGE PRESSURE
Normal ≥ 0 psi and ≤ 3500 psi
Operating Range (ideal) ≥ 2900 psi and ≤ 3300
Warning Range > 3500 psi

Table 10-15. Operating Ranges for System Utility and Booster Hydraulics

RANGE ENGINE PUMP PRESSURE

Normal ≥0 psi and ≤ 3500 psi
Operating Range (ideal) ≥ 2900 psi and ≤ 3300 psi
Warning Range > 3500 psi

Table 10-16. Operating Ranges for Rudder Utility and Booster Hydraulics

FLAP POSITION RANGE RUDDER PRESSURE

Normal ≥0 psi and ≤ 1400 psi *
Operating Range (ideal) ≥ 1100 psi and ≤ 1400
0% to 15%
Caution Range > 1400 psi and < 1600* **
Warning Range ≥ 1600 psi * ***
Normal ≥ 0 psi and ≤ 3500 psi*
> 15% Operating Range (ideal) ≥ 2900 psi and ≤ 3200
Warning Range ≥ 3500 psi* ***
* Boost dial is white with a cyan indicator.
** Drag line and readout box are yellow.
*** Drag line and readout box are red.

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10.1.19. Engine and System Annunciators.
At the bottom of the EID (on dual display mode), four rows are dedicated to system-specific
warning annunciations and six rows are dedicated to engine-specific warning annunciations (see
Figure 10-26).

SYSTEM SPECIFIC ANNUNCIATORS ENGINE SPECIFIC ANNUNCIATORS

Figure 10-26. Engine and System Annunciators, Bottom EID Display

10.1.19.1. Engine-specific annunciators are displayed when reported by the DCU. The number(s) which
appear following the annunciator correspond to the particular engine number that triggered the
alert. Refer to Table 10-17 for a list of engine-specific annunciators.

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Table 10-17. Engine-Specific Annunciators

ANNUNCIATION TEXT SYSTEM TRIGGER CONDITION

NTS - 1 Engine Negative Torque System GND = NTS Active
NTS - 2 (Negative Torque System Active) Open = NTS Not Active
NTS -3
NTS - 4
ENG - 1 Oil Quantity Indicator GND = ENG. Active
ENG - 2 (Engine Oil Low Quantity Active) Open = ENG. Not Active
ENG - 3
ENG - 4
PRP - 1 Propeller Low-Oil Level Indicator GND = PRP Active
PRP - 2 (Propeller Oil Low Quantity) Open = PRP Not Active
PRP - 3
PRP - 4
HYD PUMP - 1 Engine Driven Hydraulic Pumps GND = HYD PUMP Active
HYD PUMP - 2 Low Pressure Warning Open = HYD PUMP Not
HYD PUMP - 3
HYD PUMP - 4
LSGI - 1 Engine Low Speed Ground Idle 28V = LSGI Active
LSGI - 2 (Low Speed Ground Idle Active) Open = LSGI Not Active
LSGI - 3
LSGI - 4
EFC - 1 Engine Regulated Fuel System 28V = EFC Active
EFC - 2 Control Open = EFC Not Active
EFC - 3 (Electronic Fuel Correction Active)
EFC - 4
PROP DE-ICE – 1 Propeller Ice Control 28V = PROP DE-ICE Active
PROP DE-ICE - 2 (Propeller De-Ice Active)
PROP DE-ICE - 3
PROP DE-ICE - 4
PWR LVL IDLE - 1 Engine Low Speed Ground Idle 28V = PWR LVL IDLE Active
PWR LVL IDLE - 1 (Power Level Idle)
PWR LVL IDLE - 1
PWR LVL IDLE - 1

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10.1.19.2. System-specific annunciators are displayed when reported by the DCU. Refer to Table 10-19 for a
list of system-specific annunciators.

Table 10-19. System-Specific Annunciators

ANNUNCIATION TEXT SYSTEM TRIGGER CONDITION

SUC BOOST U Suction Boost Pump Pressure GND = SUC BOOST U Active
Off (Utility) Open = SUC BOOST U Inactive

SUC BOOST B Suction Boost Pump Pressure GND = SUC BOOST B Active
Off (Boost) Open = SUC BOOST B Inactive

ANTI-SKID INOP ANTI-SKID INOPERATIVE GND = ANTI-SKID INOP Active

Open = ANTI-SKID INOP inactive

CHANNEL FAIL A DCU Channel A Fail Software controlled.

Activates if any Channel A engine
parameter SSM bit indicates a failure

CHANNEL FAIL B DCU Channel B Fail Software controlled.

Activates if any Channel B engine
parameter SSM bit indicates a failure

DCU FAIL DCU FAIL Software controlled.

Activates if both Channel A and B
indicates a failure

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10.2. OPERATIONAL CHECKOUT.

10.2.1. Displays Subsystem.

The Displays Subsystem provides status for the following Line Replaceable Units (LRU) of the
Displays Subsystem:
• Top EID
• Bottom EID
• DCU

10.2.2. Display Status Mode.

Display Status Mode provides internal BIT status, aircraft systems (I/O) monitoring, and other
display test formats. The status page formats appear in the following sequence:
• CHANNEL A SENSOR
• CHANNEL B SENSOR
• DCU DISCRETE
• DCU STATUS WORD
• DISPLAY STATUS
• DCU STATUS
• ENGINE STATUS
• TEST PATTERNS
o WHITE
o BLACK
o RED
o BLUE
o GREEN
o CHECKER
o COLOR BAR
o GRAY
NOTE
The status mode can only be accessed when the aircraft is on the ground (WOW active) and when
engines are below 16% RPM.

10.2.2.1. To enter Display Status mode, hold the Status/Mode switch in the Active position for approximately
3 seconds and then release (see Figure 10-27 and Figure 10-28). Once in Display Mode status
screen, move between screens in the sequence listed in Paragraph 10.2.2 by flicking the
Status/Mode switch temporarily to active.

Figure 10-27. EIDS Switches

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Figure 10-28. Display Status Mode

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10.2.3. Channel A Sensor Status.
DCU Channel A sensor signals are monitored to determine if the state of the individual sensors is
TRUE (asserted) or FALSE (not asserted). If the state is FALSE, the system must be investigated
to determine the cause of the system error (see Figure 10-29).

NOTE
Not all sensors should read as TRUE as individual EIDS installations have different requirements.
Upon system sign-off, keep a copy of the accepted DCU CHAN A SENSOR STATUS page for
reference.

Figure 10-29. DCU CHAN A SENSOR STATUS Page

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10.2.4. Channel B Sensor Status.
DCU Channel B sensor signals are monitored to determine if the state of the individual sensors is
TRUE (asserted) or FALSE (not asserted). If the state is FALSE, the system must be investigated
to determine the cause of the system error (see Figure 10-30).

NOTE
Not all sensors should read as TRUE as individual EIDS installations have different requirements.
On system sign-off a copy of the accepted CHAN B SENSOR STATUS page should be kept for
reference.

Figure 10-30. DCU CHAN B SENSOR STATUS Page

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10.2.5. DCU Discrete Status.
DCU discrete signals are monitored on both Channel A and B to determine if the state of the
individual discretes is TRUE (asserted) or FALSE (not asserted). If the state is FALSE, the discrete
must be investigated to determine the cause of the signal error (see Figure 10-31).

NOTE
Not all discretes should read as TRUE because individual EIDS installations have different
requirements. On system sign-off a copy of the accepted DCU DISCRETE STATUS page should
be kept for reference.

Figure 10-31. DCU DISCRETE STATUS Page

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10.2.6. DCU Status Word.
DCU Status Word discrete signals are monitored on both Channel A and B to determine if the
state of the individual discretes is TRUE (asserted) or FALSE (not asserted). If the state is FALSE,
the discrete must be investigated to determine the cause of the signal error (see Figure 10-32).

NOTE
Not all discretes should read as TRUE because individual EIDS installations have different
requirements. On system sign-off, keep a copy of the accepted DCU WORD STATUS page for
reference.

Figure 10-32. DCU WORD STATUS Page

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10.2.7. Display Status Page.
The DISPLAY STATUS Page displays current display BIT monitoring data, ARINC 429 Inputs,
Discrete Inputs and software part numbers and elapsed time indication (see Figure 10-33).

10.2.7.1. Each column in the Display Status Table contains entries indicating status of a particular category
of display hardware. Within each category there are fault status annunciations that define the BIT
status of each element that comprises that hardware category. The status categories are as
follows.
• Core Processing Resource (CPR) - provides current health of the processor and memory
• Graphics Module - provides current health of those hardware elements required to
generate and maintain the display (e.g. graphics processor/memory, hardware graphics
channels (video, WXR, and so forth), and graphics (merge)
• Input/output Module - provides current status of the interfacing Input/output (I/O) hardware
elements
• Display Head - provides current status of the display elements contained in the Display
Head Module (DHM) including the Liquid Crystal Display (LCD) and the backlight

10.2.7.2. The fault status annunciations color indicates the state of the status parameter. White means
normal condition or no fault is detected. Red means a fault is detected for that parameter (no faults
are displayed in Figure 10-34). If the status of a parameter is unavailable the fault status
annunciation is removed from the display.

10.2.7.3. The software part numbers are displayed to indicate the current software loaded into the display.
The Elapsed Time Indication (ETI) displays the total time, in hours, that power has been applied to
the display.

10.2.7.4. The I/O Monitoring formats include presentations of ARINC 429 inputs and discrete inputs and
input statuses. This section defines display and control requirements unique to the I/O Monitoring
formats.

10.2.7.5. The BUS column displays the name of the bus being monitored and the STATE column displays
the associated state for each monitored bus. The state is displayed as ACTIVE when the bus
being monitored is communication. The state is displayed as INACTIVE when the bus being
monitored is not communicating.

10.2.7.6. On the Discrete Input Monitor page, each data entry includes a signal name and its associated
state. The SIGNAL column provides a descriptive signal name for the discrete being monitored
and the STATE column displays the state of the signal being monitored as either TRUE (asserted)
or FALSE (not asserted).

NOTE
The CPR loadset and NODE loadset need to be recorded upon sign off of the installation.

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Figure 10-33. DISPLAY STATUS Page

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10.2.8. DCU Status Page.
The DCU STATUS page provides current display BIT monitoring data, ARINC 429 Inputs, Discrete
Inputs and software part numbers and elapsed time indication (see Figure 10-34).

NOTE
The SW P/N and PWR Count should be recorded upon sign off of the installation.

Figure 10-34. DCU STATUS Page

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10.2.9. Engine Status Page.
The ENGINE STATUS page displays the channel providing the displayed signal (see Figure 10-
35).

Figure 10-35. ENGINE STATUS Page

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10.2.10. Test Patterns.
A set of color pages and test patterns (see Figure 10-36) are provided to allow for detection of
LCD faults (i.e. stuck pixels) and to assess graphics performance.

10.2.10.1. The test pattern choices consist of full page color pages (White, Black, Red, Blue and Green), a
Checkerboard page, a Color Bar page and a Gray Shade Bar page. The Test Pattern page
defaults to the White full page pattern each time the Test Pattern display mode is entered.

10.2.10.2. When the selected test pattern is a full page color display (White, Black, Red, Blue or Green), a
pattern consisting of the selected color is displayed covering the entire active display area.

10.2.10.3. When the selected test pattern is Checkerboard, a pattern consisting of alternating black and white
squares are displayed.

10.2.10.4. When the selected test pattern is Color Bar, the following colors are displayed as a set of
rectangular filled regions: Black, Red, Brown, Amber, Green, Yellow, Purple, Sky Blue, Blue,
Magenta, Cyan and White.

10.2.10.5. When the selected test pattern is Gray Shade, a set of 16 rectangular regions, each representing a
shade of gray, are displayed.

Figure 10-36. TEST PATTERN Page, Color Bar Example

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10.2.11. Data Concentrator Unit Software Load Procedures.
Refer to Vendor manual P/N 10904 C-130 Data Concentrator Unit Maintenance and Data
Download Operation Manual from AMETEK Aerospace.

10.2.12. Torque Calibration and Trend Data Software Procedure.

Refer to Vendor manual P/N 10904 C-130 Data Concentrator Unit Maintenance and Data
Download Operation Manual from AMETEK Aerospace.

10.3. REMOVAL AND INSTALLATION.

Prior to removal or installation of any EID or DCU, power must be removed to prevent inadvertent
activation of the equipment that could cause injury.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter. When replacing static-sensitive components.

Always install ESD protective caps (or use static protective packaging, as applicable) as soon as
possible after removal of components.

The following paragraphs provide instructions for removing and installing all components of the
flight display system. Post installation checkout procedures of each component are contained in
the installation procedure for that component. Prior to installing any new component in the
following procedures, ensure mounting spaces are cleaned of any debris and are in good
condition. Inspect all electrical connectors prior to making connections. Ensure there are no
damaged pins, sockets, or connector shells. Ensure cable clamps and connector shells are intact
and tight. Observe precautions for handling electrostatic discharge sensitive items. Avoid touching
connector pins with fingers or with any foreign matter. When replacing static-sensitive
components, always install ESD protective caps or use static protective packaging as applicable,
as soon as possible after removal of components.

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10.3.1. EID Display Removal.

The following steps are for EID display removal.

Ensure electrical power is not applied to the aircraft during this procedure. This prevents shock to
personnel working behind the instrument panel.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• EIDS EID TOP (ESS DC)
• EIDS TOP EID FAN (ESS AC)
• EIDS EID BOT (MAIN DC)
• EIDS BOT EID FAN (ESS AC)
• EIDS DCU CH A
• EIDS DCU CH B
b. Remove four screws to loosen the EID from the mount.
c. Carefully slide the EID out from the mount to expose the cable assemblies.
d. Disconnect cable connectors from J1, J2, and J3 at the rear of the top or bottom EID.

10.3.2. EIDS Display Installation.

The following steps are for EID display installation

Ensure electrical power is not applied to the aircraft during this procedure. This prevents shock to
personnel working behind the instrument panel.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• EIDS EID TOP (ESS DC)
• EIDS TOP EID FAN (ESS AC)
• EIDS EID BOT (MAIN DC)
• EIDS BOT EID FAN (ESS AC)
• EIDS DCU CH A
• EIDS DCU CH B
b. Connect cable connectors J1, J2, and J3 at rear of the EID.
c. Carefully slide the EID into position.
d. Secure EID with four screws.
e. Close all previously opened circuit breakers.
f. Perform operational check procedures in accordance with Paragraph 10.2.

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10.3.3. DCU Removal.

The following steps are for DCU removal.

Ensure electrical power is not applied to the aircraft during this procedure. This prevents shock to
personnel working behind the instrument panel.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• EIDS EID TOP (ESS DC)
• EIDS TOP EID FAN (ESS AC)
• EIDS EID BOT (MAIN DC)
• EIDS BOT EID FAN (ESS AC)
• EIDS DCU CH A
• EIDS DCU CH B
b. Disconnect cable connectors from J1, J2, and J3 from the DCU.
c. Remove hardware securing DCU.
d. Carefully slide the DCU out from the mount.

10.3.4. DCU Installation.

The following steps are for DCU installation.

Ensure electrical power is not applied to the aircraft during this procedure. This prevents shock to
personnel working behind the instrument panel.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• EIDS EID TOP (ESS DC)
• EIDS TOP EID FAN (ESS AC)
• EIDS EID BOT (MAIN DC)
• EIDS BOT EID FAN (ESS AC)
• EIDS DCU CH A
• EIDS DCU CH B
b. Carefully slide the DCU into position.
c. Secure DCU with hardware removed in Step 10.3.3.c.
d. Connect cable connectors J1, J2, and J3 to the DCU.
e. Close all previously opened circuit breakers.
f. Perform torque calibration in accordance with Vendor manual P/N 10904 C-130 Data
Concentrator Unit Maintenance and Data Download Operation Manual from AMETEK
Aerospace.
g. Perform operational check procedures in accordance with Paragraph 10.2.

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CHAPTER 11
ADS-86 AIR DATA SYSTEM

11.1. GENERAL.
The ADS-86 Air Data System senses, computes, and displays parameters associated with the air
mass (altitude, airspeed, and air temperature). This system receives pressure inputs from the
aircraft pitot and static systems. These pressures are converted by internal sensors into electrical
signals for computation. Other inputs are from a temperature sensor. Computed results from these
inputs are converted into digital data words for display and output to flight control and navigation
purposes. See Figure 11-1 for system component locations. The ADS-86 system components are
as follows:
• Two (2) ADC-86A Air Data Computer (ADC)
• Two (2) Mount (UMT-13)
• Two (2) ARP-851 Air Data Reference Panel (ARP)
• Tone Generator (NAT-630)
• Temperature Probe (Rosemount)
• Two (2) XSIDE ADC Selector Switches
• Two (2) OVSP Test Switches

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Figure 11-1. ADS-86 System Component Location (Sheet 1 of 8)

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COPILOT UPPER CIRCUIT BREAKER PANEL

Figure 11-1. ADS-86 System Component Location (Sheet 2 of 8)

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PILOT UPPER CIRCUIT BREAKER PANEL

Figure 11-1. ADS-86 System Component Location (Sheet 3 of 8)

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Pilot Copilot
ARP-810 ARP-810

USH USH
TEST TEST
R- R-
A LT A LT

280 VOR2 TO H 89.6NM 29.92 in

106 CRS OM

260
280 3500
240 NORM
10
228 10 3320
220 20 UP
20
200 3 000 UP UP
NOSE
180 258KTS 123 MIN
LEFT RIGHT

BRT STD

UP DN
LOCK
RELEASE

HORN HANDLE
SILENCE LIGHT TEST

AIR AIR
MIX CHES MIX CHES
FEET T FEET T

MAIN INSTRUMENT PANEL

Aux. Test
Panel

AFT PEDESTAL
Figure 11-1. ADS-86 System Component Location (Sheet 4 of8)

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ADC-86A
#1 & 2

STA 245 UNDERDECK LH RACKS INSTALLATION

Figure 11-1. ADS-86 System Component Location (Sheet 5 of 8)

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TONE GENERATOR
NAT-630

Figure 11-1. ADS-86 System Component Location (Sheet 6 of 8)

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TAS
PROBE
HEATER
SWITCH

Figure 11-1. ADS-86 System Component Location (Sheet 7 of 8)

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Figure 11-1. ADS-86 System Component Location (Sheet 8 of 8)

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11.1.1. Air Data Computer ADC-86A.

See Figure 11-2 for front panel view of the Air Data Computer ADC-86A. Refer to Table 11-1 for a
list of controls and indicators.

Figure 11-2. Air Data Computer ADC-86A

Table 11-1. Air Data Computer Controls and Indicators

ITEM CONTROL-INDICATOR FUNCTION

1 Test Switch Used to exercise internal self-test circuits for maintenance
verification/pilot confidence check.
2 VALID (green) Lamp Indicates if the self-test circuits were successfully tested.
3 FAULT (amber) Lamp Indicates when self-test is in progress. Remains on if test
fails.

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11.1.2. Air Reference Panel ARP-851.

See Figure 11-3 for view of the Air Reference Panel. Refer to Table 11-2 for a list of controls and
indicators.

Figure 11-3. Air Reference Panel ARP-8510

Table 11-2. Air Reference Panel Functions

ITEM CONTROL-INDICATOR FUNCTION

1 Indicated Airspeed (IAS) Turn the inner IAS knob to change the indicated airspeed (or
V1, VR, or V2) reference value.
Vertical Speed (VS) When a VS reference displays in the FCS mode window of
the PFD, turning the outer VS knob changes the VS
reference value.
Push ON/OFF Push the center PUSH ON/OFF switch to alternately enable or
disable display of the selected IAS, V1, VR, or V2 airspeed bug
of the PFD.
2 Barometric (BARO) Format Turn the skirted BARO switch to select the barometric
Switch (in HG/HPA) correction format as inches of mercury (in. HG) or
hectoPascals (hPa). Note: hPa = millibars (mb)
Barometric (BARO) Correction Turn the BARO knob to change the barometric pressure
Knob correction. Clockwise (CW) increases altimeter setting Counter
Clockwise (CCW) decreases altimeter setting.
Barometric Correction Switch Push the center PUSH STD switch to select standard
barometric pressure correction (29.92 in HG or 1,013
hPa).
3 Altitude Preselect Knob Turn the ALT SEL knob to change the preselect altitude,
CW to increase altitude, CCW to decrease altitude.
Altitude Alert Cancel Switch Push the center PUSH CANCEL switch to cancel altitude
alerts (flashing displays).

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Table 11-2. Air Reference Panel Functions - Continued

ITEM CONTROL-INDICATOR FUNCTION

4 Airspeed Bug Select Button Push the VSPDS button to alternately select one of the four
adjustable airspeed references (IAS, V1, VR, or V2). Power
up default is IAS. Reference airspeed bugs and indices are
displayed in the speed reference fields on the PFD.
5 Temperature Select Button Toggles MFD temperature display between Total Air
Temperature (TAT) and Static Air Temperature (SAT).

11.1.3. UMT-13 Mounting Base.

The UMT-13 Mounting Base provides provisions for mounting the ADC-86A air data computer.
The ADC-86A is secured by two knurled knobs that are tightened to engage the hold-down hooks
securing the ADC-86A to the mount. Safety wire provisions are provided.

11.1.4. Rosemount Temperature Sensor and Heat Control.

The Rosemount temperature probe/sensor is located on the left hand side of the fuselage above
the crew entrance door (see Figure 11-1). It provides a resistance input to ADC 1 and 2 from the
two separate resistance elements located in the body of the sensor. A heater is incorporated into
the sensor to prevent ice buildup on the body. The heater is controlled by a switch located on the
Pilot Side Panel marked TAS PROBE HEATER ON/OFF.

11.1.5. Tone Generator.

The Tone (aural) Generator is located in the LH Underdeck Rack (see Figure 11-1). It provides
aural warning outputs to the ICS system when the following occur:
• Altitude Alert within 1,000ft of pre-selected altitude
• Overspeed Warning
• Autopilot disconnect

11.1.5.1. Each Tone Generator warning has its own specific tone and duration/interval. In addition to the
specific warning outputs as above the EGPWS and TCAS audio inputs from the respective LRUs
are amplified and outputted to the ICS system.

11.1.6. Description.
The ADC-86A air data computer senses, computes, and displays parameters associated with the
air mass (pressure altitude, barometric corrected altitude, vertical speed, indicated airspeed,
maximum airspeed, true airspeed, total air temperature, static air temperature, pre-selected
altitude, vertical speed reference, indicated airspeed reference, indicated airspeed reference
markers, and indicated airspeed reference ranges). The air data parameters are converted to
digital data words for display on the Primary Flight Display (PFD) (see Figure 11-4). Air data
parameters are also displayed on the Electronic Attitude Direction Indicator (EADI) and the
navigation systems.

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11.1.6.1. The ADC-86A receives pressure inputs from the aircraft pitot and static systems. These pressures
are converted by internal sensors into electrical signals for computation. Other inputs are from a
temperature probe/sensor, and strut switch interlock. Computed results from these inputs are
converted into digital data words for display and output to other systems. The following inputs are
used by the ADC-86A air data computer:
• Pneumatic Sources
• Temperature Probe/Sensor
• ARP-851 Air Data Reference Panel
• Strut Switch Interlock
• Aircraft Configuration Identification Code
• Discrete Inputs

Figure 11-4. Airspeed Indicator, PFD

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11.1.6.2. Pneumatic Sources.

Air pressure changes from the aircraft static and pitot system are converted by front-end sensors
into Pulse-Width Modulated (PWM) signals. The PWM signals are digitally processed and used in
the computation of air data parameters.

11.1.6.3. Temperature Probe/Sensor.

Air temperature changes are converted into impedance levels by the aircraft temperature probe.
The temperature probe has two standard 500 ohm platinum resistance elements - one for each
ADC unit. The temperature inputs to the ADC enable TAS calculations and TAT indications. The
probe impedance is converted to a temperature that is digitally processed and used in the
computation of other air data parameters.

11.1.6.4. ARP-851 Air Data Reference Panel.

The ARP-851 provides the controls to set the airspeed, vertical speed and altitude reference
values, and barometer correction to altimeter. The switch data is processed by the air data
computer and displayed on the PFD.

11.1.6.5. Strut Switch Interlock.

These switches enable the push-to-test feature of the ADC-86A while on the ground, allowing the
self-test circuits to perform additional tests that are not feasible or desirable while airborne. The
overspeed warning test can be performed on the ground and also in flight. The switches are
mounted one on each main landing gear. The switches are also referred to as the Weight On
Wheels (WOW) switches.

11.1.6.6. Aircraft Configuration Identification Code.

Jumper wires in the aircraft identify the aircraft and the required configuration of the ADC-86A
computer. Verification is automatic and continuous. Non-verification results in a warning.

11.1.6.7. Discrete Inputs.

Discrete inputs are logic level inputs. For most inputs, an open is logic 1 and ground is logic 0.

11.1.6.8. Warning Functions.

The following warning functions are provided by the air data computer:
• ADC Valid
• Overspeed Warning

11.1.6.9. ADC Valid.

An isolated set of relay contacts provides a warning function for external aircraft warning systems.
Any detected failure is a cause for a warning. The associated relay is energized when valid and
de-energized for failure’s

11.1.6.10. Overspeed Warning.

A set of relay contacts is provided for the external warning system. The normally closed contacts
are energized (open) below the programmed speed. The relay is deenergized (contacts closed)
when at or above the programmed speed and when power is off.

11.1.7. Pitot-Static System.

The pitot-static system accommodates the aircraft systems installed (see Figure 11-5).

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Figure 11-5. Pitot-Static System

11.1.8. ARP-851 IAS Reference Knob.

The ARP-851 Indicated Air Speed (IAS) reference knob allows the pilot to cycle through the
airspeed reference markers. The number of reference markers and the display sequence are
programmed into the air data module. Possible marker selections are IAS reference marker, V1,
VR, or V2. Push the ARP-851 IAS reference knob pushbutton to select the first marker on the
menu (see Figure 11-3). A cyan half-box with the marker shape and status appears at the top of
the airspeed scale. The autopilot IAS reference marker is always the first marker on the menu. The
autopilot IAS reference marker color in the half-box and on the scale is cyan and does not change
color.

11.1.8.1. Push the ARP-851 IAS reference knob again to select a V-reference marker on the menu. A yellow
marker shape and status appears in the cyan half-box. If the marker is turned off, a yellow status
OFF is annunciated in the half-box and the marker symbol is not displayed on the airspeed scale.
If the marker is turned on, the marker airspeed setting is digitally displayed in the half-box and the
marker symbol color on the airspeed scale changes to yellow. The SELECT V menu has a 10-
second time out. If no operator action is taken for 10 seconds the selected marker shape and
status in the half-box are removed from view. If the marker is turned on, the marker symbol on the
scale changes from yellow to cyan when the half-box menu times out.
• Vertical Speed (VS) reference is set by the ARP-851 VS Reference knob
• Altimeter is compensated for by the ARP-851 Barometric Correction knob
• Altitude preset is set by the ARP-851 Altitude Preset knob

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11.1.9. Airspeed Display on PFD EADI.
The ADS-86 air data system outputs airspeed data for display on the PFD EADI (see Figure 11-6).
The system has stationery airspeed readout with a moving tape scale. Indicated airspeed is shown
digitally at the left center of the EADI in green digits surrounded by a green T shaped box with a
pointer on the right edge. Approximately two-thirds of the next higher and lower unit digits are
displayed and the unit digits appear to roll smoothly through the box. The tens and hundreds digits
also appear to roll smoothly through the box. At airspeeds below 40 knots, the readout is replaced
by three green dashes. A white airspeed scale from 30 to 540 knots moves smoothly behind the
indicated airspeed box. The scale has airspeed marks every five knots and digits every 20 knots.
The Vmo profile displays as a red cross-hatched band at the top of the airspeed scale. If at the
present acceleration, Vmo would be exceeded in 10 seconds or less, or if Vmo is exceeded, and at
present acceleration remains exceeded in 10 seconds or less, the IAS readout changes to yellow
and the box changes to yellow and flashes. If Vmo +2 knots speed is exceeded, then the IAS
readout changes to red and the box changes to red and flashes at twice the rate of the Vmo
warning. The low speed cue displays as a red cross-hatched band at the bottom of the airspeed
scale. The low speed cue represents the stall speed of the aircraft.

11.1.9.1. If a failure of the air data system is detected, the airspeed digital readout and scale are blanked
and a red box with the red letters IAS inscribed appear flashing for 10 seconds before becoming
steady. Cross-side air data selection is annunciated by a vertical boxed ADCX in yellow to the right
of the fast/slow scale.

11.1.9.2. The system has moving airspeed readout with stationary low-IAS and high-IAS scales. The
determination of which scale displays is based on actual airspeed. The low-IAS scale covers the
range from 0 to 200 knots and has airspeed marks every five knots and digits every 20 knots. The
high-IAS scale covers the range from 200 to 400 knots and has airspeed marks every 10 knots
and digits every 100 knots.

11.1.9.3. The Vmo profile displays as two parallel red lines at the top of the airspeed scale. If Vmo is
exceeded, then the IAS readout changes to red and the marker changes to red.

Figure 11-6. Barometric Pressure Setting Screen

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11.1.10. Barometric Display.
Barometric display pressure correction is a green readout in the middle, right side of the PFD (see
Figure 11-7). The ARP-851 front-panel IN HG/HPA switch selects either inHg or mb as the
pressure parameter. The BARO knob is used to adjust the barometric setting.

Figure 11-7. Barometric Pressure Setting Screen

11.1.11. Baro Correction.

Baro Correction is added to the computations and baro corrected altitude (in feet) displays. Baro
Correction range is 22.00 to 32.00 inHg (745 to 1083 mb) with a resolution of 0.01 inHg (1 mb).
This extended adjust range allows QFE (Q Field Elevation, a method of setting the altimeter to
compensate for changes in barometric pressure and runway elevation) settings so altimeter reads
zero at field elevation. Barosetting is stored indefinitely during power-off conditions and restored to
the last setting upon return to power. Standard pressure 29.92126 inHg or 1013.25 mb can be
selected by pushing the PUSH STD button on the BARO knobs

11.1.12. Preselected Altitude Display.

Preselected altitude displays digitally in Magenta above the altitude tape (RH side of EADI) and
FMS selected altitude displays digitally in Magenta above the Vertical Speed Tape (far right of
EADI) next to the preselected altitude. The ALT SEL knob increments the altitude select display,
the range of preselected altitude is 0 to 55,000 feet, Resolution is 100 feet. The following actions
are controlled by the air data computer. A change in preselected altitude on either side of a dual
installation causes the preselected altitude displays on both the pilot and copilot display to change.
If both ALT SEL knobs are being turned at the same time, the knob that was turned first controls
both altitude preselect displays. Either (ALT SEL) Altitude Alert Cancel pushbutton cancels an
altitude alert on either or both sides. The preselector aural alert can be tested by pushing the
PUSH CANCEL button on the ALT SEL knob when an altitude alert is not present.

11.1.12.1. In the event the ADC-86A does not receive cross-side preselected altitude or a mismatch of
preselected altitude values exists, the digits on the side requesting the ALT SEL change,
momentarily turn magenta. When the value of the pilot and copilot preselected altitude are set
equal for a period of more than 0.5 seconds and the cross-side preselected altitude is valid, the
ability to set the cross-side preselect altitude is reestablished.

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11.1.13. Vertical Speed Display.

Vertical speed displays as a green pointer against a white vertical scale (see Figure 11-8). Vertical
speed is digitally filtered with a 2.5-second time delay to reduce air perturbation movement. The
scale is nonlinear to permit more precise readability of lower vertical speeds. Zero vertical speed is
to the left and full scale is ±6,000 feet per minute (ft/min). There are short scale marks at 500 and
1,500 ft/min and long scale marks every 1,000 ft/min. Single digits are shown at 1,000, 2,000, and
4,000 ft/min. The vertical speed arc is in the upper portion of the scale for climbs and in the lower
half for descents. The extended vertical scale of 2,000 to6,000 (-2,000 to -6,000) ft/min displays
only when the vertical speed or vertical speed reference exceeds 1,500 (-1,500) ft/min and is
removed when vertical speed or vertical speed reference becomes less than 1,200 (-1,200) ft/min.
The extended VS scale appears only on the appropriate upper or lower segment half. Maximum
analog arc/pointer range is limited to ±6,000 ft/min. When vertical speed exceeds ±6,000 ft/min a
magenta digital display appears at the appropriate end of the VS scale. VS is digitally displayed in
thousands of feet per minute at the top of the VS display, and has a resolution of 100 feet per
minute below 10,000 feet per minute VS and 1,000 ft/min resolution above 10,000 feet per minute
VS. Maximum VS digital display range is limited to ±20,000 ft/min. The VS digits are automatically
removed when vertical speed is less than ±6,000 ft/min.

Figure 11-8. Vertical Speed Readout

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11.1.13.1. Preselected Target Air Speeds and Take-off V-Speeds.
Four airspeed preselect bugs are provided for takeoff and landing airspeed reference. The VSPD
button on the Air Reference Panel allows selection of the airspeed preselect bugs on the display
during bug setting for IAS, V1, VR, V2; and are used for airspeed references, airspeed capture and
alerting. The display provides on-ground display of V1, V2, and VR reference settings. IAS is the
power-up default and is also the 5 second time-out default after selecting V1, VR, and V2. The IAS
preselected target airspeed (see Figure 11-9) displays in a Magenta Color as a digital readout
above the Airspeed tape and graphically on the Airspeed tape.

11.1.13.2. The preselected V1, VR, and V2 preselects show as a green digital readout under the airspeed
tape with the actual tape number represented by a blocked out area denoting the minimum,
normal, and maximum preset speed (see Figure 11-10).

Figure 11-9. IAS Preselected Airspeed

Figure 11-10. V-Speeds

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11.2. OPERATIONAL CHECKOUT.

11.2.1. Objective.
The objective of the operational checkout is to verify/confirm the proper operation of each
component of ADS System NO 1 and NO 2 and their function. Units tested are the two air data
computers, one temperature probe, and two ARP- 851 controls. Refer to Table 11-3 for required
test equipment.

Table 11-3. Test Equipment Required

ITEM NOMENCLATURE USE AND APPLICATION
127-1M-2 Pitot-Static Test Set w/Adapters Check A/C Pitot-Static and ADS System
Equivalent equipment is acceptable

11.2.2. Preparation for Testing.

The following steps are for preparation for testing.
a. All PFD and IMFD displays must be operational.
b. Pilot and copilot CDUs, the tone generator, and pilot and copilot ARP-851s are used
during the check out.
c. All pitot-static systems must be operational and leak free with pitot static leak tests
carried out in accordance with the LM Maintenance Manual.
d. Confirm that the power and ground checks, according to the procedures, have been
accomplished and signed off.
e. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are
closed:
• CPLT CDU
• COPILOT DCP
• ADS NO.2
• TONE GEN
• COPILOT DISPLAY PFD
• COPILOT DISPLAY MFD
• COPILOT DISPLAY PFD FAN
• COPILOT DISPLAY MFD FAN
• RAD ALT NO.2
f. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are
closed:
• AUTOPILOT COMP A
• AUTOPILOT CTRL A
• AUTOPILOT PLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT COMP B
• AUTOPILOT CTRL B
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.2
• PILOT DISPLAY PFD FAN
• PILOT DISPLAY MFD FAN
• RAD ALT NO.1
• PILOT DISPLAY PFD
• PILOT DISPLAY MFD
• PLT CDU
• PILOT DCP
• ADS NO.1 ADC

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11.2.3. Display Setup.
Switch the pilot and copilot inboard displays on first by means of the circuit breakers of each
display. If necessary pull the pilot and copilot PFD and IMFD circuit breakers and then energize
the Inboard Displays Circuit Breakers first to allow all the displays to function as PFDs (see Figure
11-11).

Figure 11-11. ADC Source Selection Annunciator

a. Toggle the pilot ADC XSIDE switch to select ADC 1 as the pilot air data source.

NOTE
When ADC 1 is selected for the pilot PFD and pilot IMFD, the display is either blank or reads
ADC1 in the upper left corner of the display (when ADC 2 is selected for these displays, "ADC2"
displays in yellow with a yellow box around it).

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b. Toggle the copilot ADC XSIDE switch to select ADC 2 as the copilot air data source.

NOTE
When ADC 2 is selected for the copilot PFD and copilot IMFD, the display is either blank or reads
ADC2 in the upper left corner of the display (when ADC 1 is selected for these displays, "ADC1"
displays with a yellow box around it).

11.2.4. ADC Status Check.

The following steps are for ADC status check.
a. On the pilot CDU, press STAT.
b. On the pilot CDU, press line select key L2 to access the NAV STATUS 1/2 page.
c. On the pilot CDU, verify the status for ADC1 is GO.
d. On the pilot CDU, verify the status for ADC2 is GO.

11.2.5. ADC Test In-Air Not Allowed.

The following steps are for ADC test in-air not allowed.
a. Set the aircraft WOW to invalid (In Air). This can be accomplished by opening the
TOUCHDOWN RELAY circuit breaker on the Pilot Side Circuit Breaker panel.
b. On the pilot CDU, press IDX.
c. Press the Next scroll key to display the INDEX 2/2 page.
d. Press line select key R2 to access the MODEL AIRCRAFT page.
e. If GROUND ONLY flashes in the scratchpad, then WOW is set to AIR, which is correct
for the following test. If the model page is accessed, then WOW is set to GROUND,
which is incorrect for the following test and needs to be corrected before continuing.
f. On the pilot CDU, press CLR.

11.2.6. ADC 1 Test In-Air Not Allowed.

The following steps are for ADC 1 test in air not allowed.
a. Record the current values displayed on the pilot PFD for Indicated Air Speed (IAS),
Altitude (ALT) , and Vertical Speed (VS) in the following box.
• ADC 1 Initial Readings

IAS: ALT: VS:

NOTE
IAS fluctuates as air moves around the aircraft. IAS is considered to have not changed with these
small fluctuations.

b. Press and hold the ADC 1 TEST switch on the center pedestal, and verify the following:
• The amber light on the front of ADC 1 does NOT stay lit
• The IAS on the pilot PFD has not changed from the previously recorded value
• The ALT on the pilot PFD has not changed from the previously recorded value
• The VS on the pilot PFD has not changed from the previously recorded value

11.2.7. ADC 2 Test In-Air Not Allowed.

The following steps are for ADC 2 test in air not allowed.
a. Record the current values displayed on the pilot PFD for IAS, ALT, and VS in the following
box.
• ADC 2 Initial Readings

IAS: ALT: VS:

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NOTE
IAS fluctuates as air moves around the aircraft. IAS is considered to have not changed with these
small fluctuations.

b. Press and hold the ADC 2 TEST switch on the center pedestal, and verify the following:
• The amber light on the front of ADC 2 does NOT stay lit
• The IAS on the pilot PFD has not changed from the previously recorded value
• The ALT on the pilot PFD has not changed from the previously recorded value
• The VS on the pilot PFD has not changed from the previously recorded value

11.2.8. ADC 1 Test On-Ground Allowed.

The following steps are for ADC 1 test on-ground allowed.
a. Set the aircraft WOW to valid (on ground). This can be accomplished by closing
TOUCHDOWN RELAY circuit breaker on the Pilot Side Circuit Breaker panel.
b. On the pilot CDU, press IDX.
c. Press the Next scroll key to display the INDEX 2/2 page.
d. Press line select key R2 to access the MODEL AIRCRAFT page.
e. If the model aircraft page is accessed, then WOW is set to GROUND which is correct
for this test. If GROUND ONLY flashes in the scratch pad, then WOW is set to AIR
which is incorrect for this test and needs to be corrected before continuing.
f. Press and hold the ADC 1 TEST switch on the center pedestal.
g. Verify the following on the pilot PFD display:
• Altitude = 10000 feet
• Vertical Speed = -3000 ft/min
• Indicated Airspeed = 135 kts

NOTE
IAS fluctuates as air moves around the aircraft. IAS is considered to have not changed with these
small fluctuations.

h. Verify the following values on the copilot PFD have not changed from the ADC 2 initial
readings recorded above:
• IAS
• ALT
• VS

11.2.9. Overspeed Aural Alert.

The following steps are for overspeed aural alert.
a. Press the ADC 1 OVSP TEST switch on the center pedestal.
b. Using the pilot headset, verify the overspeed warning tone is heard.

11.2.10. ADC 2 Test On-Ground Allowed.

The following steps are for ADC 2 test on-ground allowed.
a. On the copilot instrument panel, toggle the ADC XSIDE switch to select ADC 1 as the
copilot air data source.
b. On the pilot instrument panel, toggle the ADC XSIDE switch to select ADC 2 as the pilot air
data source.
c. Press and hold the ADC 2 TEST switch on the center pedestal.
d. Verify the following values on the copilot PFD:
• Altitude = 10000 feet
• Vertical Speed = -3000 ft/min
• Indicated Airspeed = 135 kts

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NOTE
IAS fluctuates as air moves around the aircraft. IAS is considered to have not changed with these
small fluctuations.

e. Verify the following values on the pilot PFD have not changed from the ADC 2 initial
readings recorded earlier:
• IAS
• ALT
• VS

11.2.11. ADC Cross-side Data.

The following steps are for ADC cross-side data.
a. Toggle the copilot ADC XSIDE switch to select ADC 1 as the copilot air data source.
b. Verify the copilot has ADC 1 selected.
c. Turn the MFD 1 off by opening the appropriate circuit breaker.
d. On the pilot ARP-851, increase the baroset.
e. On the copilot PFD display, verify that the baroset increases.
f. On the pilot ARP-851 set the baroset to 30.00.

11.2.12. Pilot PFD Display Cross-talk.

The following steps are for pilot PFD display cross-talk.
a. Open the ADS NO.1 circuit breaker.
b. Turn the MFD 1 on by closing the appropriate circuit breaker.
c. Turn the MFD 2 off by opening the appropriate circuit breaker.
d. On the pilot CDU, press STAT.
e. On the pilot CDU, then press line select key (L3) to access the DISP STATUS page.
f. Verify the MFD1 status is GO.
g. Verify the MFD2 status is NGO.
h. Toggle the pilot ADC XSIDE switch to select ADC 1 (if necessary).
i. Toggle the copilot ADC XSIDE switch to select ADC 1 (if necessary).
j. Record the baroset displayed on the pilot PFD in the following space.

Pilot PFD Baroset:

k. Add 0.25 to the baroset recorded above and record it in the following box.

l. Using the pilot ARP-851, set the baroset to the value computed in the previous step.
m. Verify the baroset on the copilot PFD is the same as the computed baroset in the box in Step
4.2.12.k.
n. Open the ADC 1 circuit breaker.

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11.2.13. Copilot PFD Display Cross-talk.
The following steps are for copilot PFD display cross-talk.
a. Close the ADS NO.2 circuit breaker.
b. Toggle the pilot ADC XSIDE switch to select ADC 2 as the pilot air data source.
c. Toggle the copilot ADC XSIDE switch to select ADC 2 as the copilot air data source.
d. Record the baroset displayed on the copilot PFD in the space below.

Copilot PFD Baroset:

e. Add 0.25 to the baroset recorded in the previous step and record in the space below.

f. Using the pilot ARP-851, set the baroset to the value computed in the previous step.
g. Verify the baroset on the pilot PFD is the same as the computed baroset in the box above.
h. Open the ADS NO.2 circuit breaker.

11.2.14. Pilot IMFD Display Cross-talk.

The following steps are for pilot IMFD display cross-talk.
a. Close the ADS NO.1 circuit breaker.
b. Turn the MFD 2 on by closing the appropriate circuit breaker.
c. Turn the MFD 1 off by opening the appropriate circuit breaker.
d. Turn the MFD 4 off by opening the appropriate circuit breaker.
e. On the CDU, press STAT.
f. On the CDU, then line select key (L3) to access the DISP STATUS page.
g. On the CDU, verify that the MFD1 status is NGO.
h. On the CDU, verify that the MFD2 status is GO.
i. Toggle the pilot ADC XSIDE switch to select ADC 1 as the pilot air data source.
j. Toggle the copilot ADC XSIDE switch to select ADC 1 as the copilot air data source.
k. Record the baroset displayed on the pilot INBOARD DISPLAY in the space below.

MFD 2 Baroset:

l. Subtract 0.15 from the value recorded in the previous step and record in the box below.

m. Change the baroset on the pilot ARP-851 to the computed value in the previous step.
n. Verify the baroset on the copilot INBOARD DISPLAY is the same as the computed value in the
box above.

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11.2.15. Display Cross-talk.
The following steps are for display cross-talk.
a. Close the ADS NO.2 circuit breaker.
b. Open the ADS NO.1 circuit breaker.
c. Toggle the pilot ADC XSIDE switch to select ADC 2 as the pilot air data source.
d. Toggle the copilot ADC XSIDE switch to select ADC 2 as the copilot air data source.
e. Add 0.15 from the value recorded in the previous step and record in the box below.

f. On the copilot ARP-851, change the baroset to the value computed in the previous step.
g. On the MFD 2 verify the displayed baroset is the same as the computed value in the previous
box.
h. Toggle the pilot ADC XSIDE switch to select ADC 1 as the pilot air data source.
i. Toggle the copilot ADC XSIDE switch to select ADC 2 as the copilot air data source (if
necessary).
j. Record the IAS, ALT, and VS values displayed on the pilot PFD/IMFD in the box below.

IAS: ALT: VS:

11.2.16. Copilot Overspeed Aural Alert.

The following steps are for copilot overspeed aural alert.
a. Press the copilot ADC #2 OVSP TEST switch.
b. Using the copilot headset, verify that the overspeed tone is heard.
c. Close the ADS NO.1 circuit breaker.

11.2.17. Pitot-Static Test.

The following steps are for pitot-static test.
a. Connect the pitot-static test set to the air data system. Refer to applicable aircraft
maintenance manual to perform connections and test.
b. Pump the pitot pressure up until the tester airspeed indicator reads 175 kts.
c. Verify that the pilot indicated airspeed reads 175 kts.
d. Increase the static until the test set altimeter reads 10000 feet.
e. Verify that the pilot altitude reads 10000 feet.
f. Disconnect the adapters and reconnect to the right hand (#2) pitot source and static port #15.
g. Pump the pitot pressure up until the tester airspeed indicator reads 175 kts.
h. Verify that the copilot PFD reads 175 kts.
i. Increase static until test set altimeter reads 10000 feet.
j. Verify that the copilot altimeter reads 10000 feet.
k. Disconnect the test set, power, and restore the plane to normal.

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11.3. TROUBLESHOOTING.

11.3.1. Overall Subsystem Status.

Overall subsystem status is determined on the status of each individual LRU within the subsystem
in the following order:
• TST: One or more LRUs are in a TEST status
• OFF: One or more LRUs are in an OFF status
• NGO: One or more LRUs are in a NOGO status
• One or more LRUs are in an UNKNOWN status
• DGR: One or more LRUs are in a DEGRADED status
• GO: One or more LRUs are in a GO status

11.3.2. ADC STATUS Page.

The ADC1 line select key R3 or ADC2 line select key R4 on the NAV STATUS 1/2 page access
the ADC1 STATUS or ADC2 STATUS page (see Figure 11-12). Both of the ADC Status pages
have the same structure and perform identical functions.
• L1 toggles the CHK STATUS annunciation alert between ON and OFF. If the ADC Status
alert is set to ON then a failure to the ADC cause the CHK STATUS annunciation and sets
the CDU MSG Alert. If the ADC Status alert is set to OFF, then a failure to the ADC
inhibits the display of the CHK STATUS annunciation and the CDU MSG Alert. If the ADC
Status Alert is set to OFF the failure history continues to be recorded
• L2 displays the ADC ARINC Bus (ARINC) Status as GO, NGO, or ---- (unknown)
• L3 displays the ADC Manchester Bus (MNCHSTR) Status as GO, NGO, or ---- (unknown)
• L4 displays the ADC Static Pressure Status as GO, NGO, or ---- (unknown)
• L5 displays the ADC Impact Pressure Status as GO, NGO, or ---- (unknown)
• L6 accesses the Fault History Page for the associated ADC
• R1 displays the ADC Acronym Configuration XXX (CFG/ST) Status as GO, NGO, or ----
(unknown)
• R2 displays the ADC Temperature Probe (TEMP) Status as GO, NGO, or----. Displays the
ADC ADM Validity (ADM) Status as GO, NGO, or ---- (unknown)
• R3 displays the ADC Altitude (ALT) Status as GO, NGO, or ----. Displays the ADC
Coefficient Data Status as GO, NGO, or ---- (unknown)
• R4 displays the ADC Airspeed (IAS) Status as GO, NGO, or ----. Displays the ADC First-In
First Out (FIFO) Status as GO, NGO, or ---- (unknown)
• R5 displays the ADC Vertical Speed (VS) Status as GO, NGO, or ----.Displays the ADC
Common Source Database (CSDB) Status as GO, NGO, or --- (unknown)
• R6 returns to the status page from which the LRU status page was accessed
• Page Title Line: The Air Data Computer (ADC) Status displays NGO if any of the testable
functions of that ADC are NGO. The ADC Status displays GO if all testable functions of
that ADC are GO. The ADC Status displays TST if a test is currently in progress on that
ADC. The ADC Status displays DGR if the ADC is currently reporting a degraded status.
The ADC Status is dashed if the status of that ADC cannot be determined

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TPN0222_01

Figure 11-12. ADC STATUS Page

11.3.3. ADC Self-Test from the Air Data Computers Front Panel (ADC 1 and ADC 2).
The following steps are for ADC self-test of ADCs from front panel (ADC1 and ADC2).
a. Ensure aircraft is operational for ground testing.
b. Press and hold the front panel ADC TEST switch.
c. On ADC-86A front panel, amber lamp (FAULT) is momentarily on followed by green
(VALID) lamp steady on.
d. Release the front panel TEST switch, ensure:
• All lamps that were turned on during the test are extinguished

11.3.4. ADC 1 Self-Test at Pilot Station.

The following steps are for ADC 1 self-test at pilot station.
a. Toggle the pilot ADC XSIDE switch to select ADC 1 as the pilot air data source.
b. Press and hold the ADC 1 TEST switch on the center pedestal.
c. On ADC-86A # 1 front panel, amber lamp (FAULT) is momentarily on followed by green
(VALID) lamp steady on.
d. Data to displays is inhibited and the air data instrument flags come into view.
e. Verify the following values on the pilot PFD:
• Altitude = 10000 Feet
• Vertical Speed = -3000 ft/min
• Indicated Airspeed = 135 kts
f. Release the ADC 1 TEST switch on the center pedestal, ensure:
• All lamps that were turned on during the test are extinguished
• Data transmissions to displays are restored
• Air data instrument flags retract and pointers return to actual values

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11.3.5. ADC 2 Self-Test at Copilot Station.
The following steps are for ADC 2 self-test at copilot station.
a. Toggle the copilot ADC XSIDE switch to select ADC 2 as the copilot air data source.
b. Press and hold the ADC 1 TEST switch on the center pedestal.
c. On ADC-86A # 2 front panel, amber lamp (FAULT) is momentarily on followed by green
(VALID) lamp steady on.
d. Data to displays is inhibited and the air data instrument flags come into view.
e. Verify the following values on the copilot PFD:
• Altitude = 10000 Feet
• Vertical Speed = -3000 ft/min
• Indicated Airspeed = 135 kts
f. Release the ADC 2 TEST switch on the center pedestal, ensure:
• All lamps that were turned on during the test are extinguished
• Data transmissions to displays are restored
• Air data instrument flags retract and pointers return to actual values

11.3.6. CDU Go/No Go Test.

The following steps are for CDU Go/No Go test.
a. Toggle the pilot ADC XSIDE switch to select ADC 1 as the pilot air data source.
b. Toggle the copilot ADC XSIDE switch to select ADC 2 as the copilot air data source.
c. On the pilot CDU, press STAT.
d. On the pilot CDU, then line select key (L2) to access the NAV STATUS 1/2 page.
e. On the pilot CDU, verify the status for ADC1 is GO.
f. On the pilot CDU, verify the status for ADC2 is GO.

11.3.6.1. If a failure of the air data system is detected, the airspeed digital readout and scale are blanked
and a red box with the red letters IAS inscribed appear flashing for 10 seconds before becoming
steady.

11.4. REMOVAL AND INSTALLATION.

11.4.1. ADC-86A Air Data Computer Removal.

The following steps are for ADC removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• ADS NO.2
• TONE GEN
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• ADS NO.1 ADC
c. Remove protective cover from front of the air data computer mounting rack (ADC 2 only).
d. Remove pitot and static lines from front of the air data computer.
e. Place protective caps on end of pitot and static lines and on pitot and static connections on
front of air data computer.
f. Loosen two knurled knobs on front of air data computer mount and slide locking retainers off of
locking clips on front of air data computer.
g. Slide air data computer forward to disengage rear connector and lift from mount.

11.4.2. ADC-86A Air Data Computer Installation.

The following steps are for ADC installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• ADS NO.2
• TONE GEN
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• ADS NO.1 ADC

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c. Ensure all dust caps are removed from connectors on the ADC and the rack. Check for any
bent contacts or foreign objects that could impede the mating of the connectors, before sliding
the ADC into the rack.
d. Position air data computer in mount and firmly slide to rear to seat connector.
e. Place locking retainers over locking clips on front of air data computer and tighten two knurled
knobs to secure air data computer to mount.
f. Remove protective caps from pitot and static lines and on pitot and static connection on front
of computer.
g. Connect pitot and static lines to front of air data computer and tighten.
h. Perform pitot and static check to verify integrity of pitot and static system.
i. Close previously opened circuit breakers.
j. Perform operational check in accordance with Paragraph 11.2.
k. Replace protective cover on front of air data computer mounting shelf (ADC 2 only).

11.4.3. UMT-13 Air Data Computers Mount Removal.

The following steps are for ADC mount removal.
a. Remove air data computer in accordance with Paragraph 11.4.1.
b. Detach wiring harnesses P1, P2 and P3 from the rack.
c. Remove four screws and washers holding mount to mounting support assembly.
d. Lift mount from mount support assembly.

11.4.4. UMT-13 Air Data Computers Mount Installation.

The following steps are for ADC mount installation.
a. Slide mount in place and align the mount screw holes to mount support assembly.
b. Secure mounting support assembly with four securing screws and washers.
c. Attach wiring harnesses P1, P2 and P3 to the rack.
d. Install the air data computer in accordance with Paragraph 11.4.2.

11.4.5. Air Reference Panel (ARP-851) Removal (Pilot and Copilot Position).
The following steps are for ARP removal (Pilot and Copilot).
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• ADS NO.2
• TONE GEN
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• ADS NO.1 ADC

c. Observe precautions for handling electrostatic discharge sensitive items. Avoid touching
connector pins with fingers or with any foreign matter.

d. At ARP-851, in instrument panel, loosen four screws.

e. Slide unit out of the instrument panel to access rear connector.
f. Disconnect cable at connector J1.
g. If not immediately replacing air reference panel, verify electrical connectors and cables are
covered and secured.

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11.4.6. Air Reference Panel (ARP-851) Installation (Pilot and Copilot Position).
The following steps are for ARP installation (Pilot and Copilot position).
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• ADS NO.2
• TONE GEN
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• ADS NO.1 ADC
c. At ARP-851, in instrument panel, connect cable at connector J1.
d. Slide unit into the instrument panel and secure in place by tightening four dzus fasteners.
e. Close previously opened circuit breakers.
f. Perform operational check in accordance with Paragraph 11.2

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CHAPTER 12
AHS-3000A ATTITUDE HEADING REFERENCE SYSTEM
12.1. GENERAL.
The AHS-3000A is a solid-state strap-down Attitude Heading Reference System (AHRS) that uses
a quartz-based inertial sensing technology. The system provides aircraft pitch, roll, and yaw; Euler
angles, body rates, Euler rates, and linear accelerations to the cockpit displays, flight control and
management systems, and other avionics equipment. See Figure 12-1 for the location of AHRS
System components. The AHRS components are as follows:
• Two (2) Attitude Heading Computers (AHC-3000A)
• Two (2) External Compensation Units (ECU-3000)
• Two (2) Flux Detector Units (FDU-3000)
• Two (2) Mounts (MMT-3010)
• One (1) Test switch panel assembly
• Two (2) O/S X/S AHRS Selector Switches

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FLUX DETECTOR
UNIT (FDU-
3000)

USH USH
TEST TEST
R- R-
A LT A LT

280 VOR2 TO H 89.6NM 29.92 in

106 CRS OM

260
280 3500
240 NORM
10
228 10 3320
220 20 UP
20
200 3 000 UP UP
NOSE
180 258KTS 123 MIN
LEFT RIGHT

BRT STD

UP DN
LOCK
RELEASE

HORN HANDLE
SILENCE LIGHT TEST

AIR AIR
MIX CHES MIX CHES
FEET T FEET T

Figure 12-1. AHS-3000A System Component Location (Sheet 1 of 5)

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PILOT UPPER DISTRIBUTION PANEL

Figure 12-1. AHS-3000A System Component Location (Sheet 2 of 5)

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PILOT UPPER DISTRIBUTION PANEL

Figure 12-1. AHS-3000A System Component Location (Sheet 3 of 5)

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Figure 12-1. AHS-3000A System Component Location (Sheet 4 of 5)

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AHRS
AHS 3000A
NO 1 & 2

Figure 12-1. AHS-3000A System Component Location (Sheet 5 of 5)

12.1.1. Attitude Heading Computer. .

The AHC-3000A uses quartz-based inertial sensors to measure angular rates and linear
accelerations about the body axis of the aircraft. Discrete strap inputs set the specific system
configuration. The AHC-3000A digitally processes the sensor information to obtain three-axis
angle, rate, and acceleration data. This data is output from the AHC-3000A to other avionics
systems via four high- speed ARINC 429 data buses. The AHC-3000A provides pitch, roll, and
heading synchro outputs and analog rate and acceleration outputs in addition to the four ARINC
429 buses. The AHC-3000A provides an interface to a 6-wire synchro-type flux detector unit. All
processing within the AHS-3000A system is performed by the AHC-3000A computer.

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12.1.2. External Compensation Unit.
The ECU-3000 is used to store aircraft specific compensation and configuration data. The ECU is
mounted on the rear of the AHC-3000A mount.

12.1.3. Flux Detector Unit.

The FDU-3000 is a gimbaled two-axis magnetic sensor that detects the horizontal component of
the earth magnetic field. The FDU is an analog device and does not contain any memory or
processing capability. The AHC-3000A outputs an excitation signal to the FDU. The FDU outputs a
magnetic flux measurement back to the AHC-3000A proportional to the sine and cosine of the
magnetic heading angle. The AHC-3000A converts the sine and cosine measurement to an aircraft
heading angle.

12.2. THEORY.
The AHC-3000A performs the core attitude/heading and reference functions in the AHRS mode of
operation. The Inertial Measurement Unit (IMU) of the AHC-3000A provides the processor with
three-axis body angular rates of pitch, roll and yaw, and three-axis body longitudinal, lateral and
normal accelerations.

12.2.1. Inertial Measurement Unit.

The IMU uses three quartz rate sensors and three vibrating quartz accelerometers to mimic the
actions of directional and vertical gyros. Rotation sensors measure rotation rates in X, Y, and Z
axes and apply them to the processor where a Direction Cosine Matrix is developed to retain the
attitude/heading information. The inertial rates alone are acceptable only during a short interval.
Without compensation, the attitude/heading error which is an integration of the inertial rate error
grows unbounded over time. The AHC-3000A uses True Air Speed (TAS) and vertical air speed is
provided from the air data computer to derive a long term attitude reference to bind the attitude
error. This is referred to as the attitude leveling function. The magnetic heading information
obtained from the flux detector performs a similar function for the long term heading reference.
This is referred to as the heading slaving function. The AHC-3000A performs the proper attitude
and heading slaving functions including feedback gains and cutouts under various flight patterns to
meet the attitude and heading requirements for the general aviation and commuter market.

12.2.2. Attitude Modes of Operation.

The AHC-3000A provides two modes of attitude function operation: Normal mode and Basic
(Reversionary) mode. In the Normal mode valid air data is provided and is used to aid the
measured inertial accelerations to establish a long term attitude reference. The attitude leveling
function is uninterrupted during maneuvers when in the Normal mode. When the air data is not
available (because of failure or non-availability of an air data computer) the attitude leveling loops
are disabled during maneuvers, similar to the operation of a conventional vertical gyro erection
system. In this Basic mode the measured inertial accelerations alone are used to establish the
long-term attitude reference. The slaving to the long-term attitude reference is cut out adequately
to avoid the error caused by the aircraft maneuvering. In this Basic mode, increased errors are
expected due to erroneous leveling when operating just under cutout points or due to gyro drift
rates when operating above cutout points.

12.2.2.1. The AHC-3000A may be configured through ECU data to perform the air data leveling monitor
function. Under this configuration, if received air data parameters are valid and in range, the air
data leveling effect is monitored to determine if the unit should continue Normal mode operation.
The AHC-3000A reverts to Basic mode operation if excessive air data leveling effect is detected.
After the AHC-3000A reverts to Basic mode operation, the air data leveling monitor parameters still

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are computed. If their magnitudes are within acceptable ranges, the AHC-3000A transitions back
to Normal mode operation.

12.2.3. Heading Modes.

The AHC-3000A provides two modes of heading function operation: Slaved mode and Direct Gyro
(DG) or Free Gyro mode. If the DG mode discrete input is open, the Line Replaceable Unit (LRU)
transitions into the Slaved mode. If 28 VDC is applied to the DG Mode discrete, the LRU
transitions to the DG Mode.

12.2.3.1. The Magnetic heading mode is the primary heading mode during normal operation. Magnetic
heading data is obtained from the flux detector unit to slave the computed heading angle. The
AHC- 3000A provides a 3000 Hz triangle excitation signal to the primary windings of the SINE
(SIN) and COSINE (COS) coils in the FDU-3000 through the SIN and COS excitation pins. This
excitation signal, alternately, drives the SIN and COS coil core material into saturation in opposite
directions. Secondary windings of each coil sense the transition into saturation and in conjunction
with external magnetic fields develop a different waveform in the secondary winding. The AHC-
3000A processes the signal received from the FDU SIN and COS signal output to estimate the
magnetic field sensed by the windings. The AHC-3000A monitors the magnitude of the sensed
magnetic fields when the roll angle is between ±5 degrees. When the Magnetic Heading mode is
selected from the DG mode, the slaved heading is immediately stepped into agreement with the
FDU heading. In installations without the DG mode it may be desirable to immediately correct
heading errors through a fast slave control. This can be provided by connecting the DG/Slave
mode line to a momentary switch in the cockpit.

12.2.3.2. The DG mode may be selected manually in areas where the magnetic field measurements are
inconsistent, noisy, etc. While in the DG mode the AHC-3000A does not slave the heading to the
FDU, but instead performs like a directional gyro.

12.2.3.3. Heading Slew Function.

NOTE
The AHC-3000A is intended to operate in slaved mode only in regions where other slaved
magnetic compass systems operate. The DG Mode is available for brief operation near magnetic
anomalies. DG Mode is not intended for use as a long-term heading reference.

A Heading Slew function allows the pilot to rotate the heading at predetermined rates. Control
Display Unit (CDU) slew switches L5 for left and R5 for right when asserted (asserted = 28 VDC)
causes the AHC-3000A to decrease or increase the heading. The heading changes at 1°/sec
±0.5/sec for the first 2 seconds. If the switch remains engaged for longer than 2 seconds, the
heading change rate increases to 5°/sec ±1/sec.

12.2.4. Interfaces.
The program supplied to the processor integrates the inputs from the IMU, FDU, Air Data unit, the
discrete straps and controls, and the compensation data of the ECU to develop the necessary data
for the attitude and heading display systems, and other aircraft systems requiring these inputs.
Outputs to supported avionics systems are conveyed through four ARINC 429 serial data links.

12.2.5. AHRS Displays.

The outputs of the AHRS are displayed on the Primary Flight Display (PFD) (see Figure 12-2).
Reversion switches (see Figure 12-3) on pilot side and copilot side of the main instrument panel
enable the pilot and copilot to select the opposite side AHRS and have it supply information on
their respective display.

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Figure 12-2. Attitude and Heading Reference System Display (Sheet 1 of 2)

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Figure 12-2. Attitude and Heading Reference System Display (Sheet 2 of 2)

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USH USH
TEST TEST
R- R-
A LT A LT

280 VOR2 TO H 89.6NM 29.92 in

106 CRS OM

260
280 3500
240 NORM
10
228 10 3320
220 20 UP
20
200 3 000 UP UP
NOSE
180 258KTS 123 MIN
LEFT RIGHT

BRT STD

UP DN
LOCK
RELEASE

HORN HANDLE
SILENCE LIGHT TEST

AIR AIR
MIX CHES MIX CHES
FEET T FEET T

Figure 12-3. AHRS Reversion Switches

12.2.6. AHRS CDU Pages.

The AHRS is controlled using the CDU AHRS1 CONTROL (see Figure 12-4) and AHRS2
CONTROL page (see Figure 12-5). There are two modes of operation: Direct Gyro or SLAVED
mode.

TPN1446_01

Figure 12-4. AHRS1 CONTROL Page

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TPN1447_01

Figure 12-5. AHRS2 CONTROL Page

12.3. OPERATIONAL CHECKOUT.

12.3.1. General.
The objective of the operational checkout is to verify and confirm the proper operation of the AHC-
3000A Computer, ECU-3000 External Compensation Unit and FDU-3000 Flux Detector Unit. Refer
to Table 12-1 for required test equipment.

Table 12-1. Test Equipment Required or Equivalent

PART NO. NAME USE

Compass Rose FDU Compensation Mode
Stop Watch Timing

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12.3.2. Preparation for Testing.
The following steps are for preparation for testing.
a. Connect external power to the aircraft.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed.
• CPLT CDU
• COPILOT DCP
• COPILOT DISPLAY MFD
• AHRS NO.2
• COPILOT DISPLAY PFD
• COPILOT DISPLAY MFD FAN
• COPILOT DISPLAY PFD FAN
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed.
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• AHRS NO.1 NAV REF
• PLT PFD
• PILOT DISPLAY MFD
• PLT CDU
• PILOT DCP
• PILOT DISPLAY PFD FAN
• PILOT DISPLAY MFD FAN
d. Ensure the on side AHRS is selected on the pilot and copilot displays through the XSIDE
AHRS X/S AHRS annunciator switches located on the side panels.

12.3.3. Initialization.
The following steps are for initialization.
a. Perform preparation for testing in accordance with Paragraph 12.3.2.
b. On CDU, press IDX function key.
• INDEX 1/2 page displays
c. On CDU, press NEXT.
• INDEX 2/2 page displays
d. On CDU, press AHRS CTRL line select key R3.
• AHRS1 CONTROL page displays
e. Verify HDG MODE is SLAVED and OP MODE is NORMAL, if not toggle setting as required.
f. On CDU, press AHRS 2 line select key R6.
• AHRS2 CONTROL page displays
g. Verify HDG MODE is SLAVED and OP MODE is BASIC.

NOTE
When AHRS is valid, AHRS displays in the upper left hand corner of the Electronic Attitude
Direction Indicator (EADI) on the pilot PFD or copilot PFD.

h. On the pilot instrument panel, push the O/S AHRS switch to select AHRS 1 as the pilot attitude
and heading source.
1) Verify that the HDG Flag is not displayed on the pilot PFD.
2) Verify that the ATT Flag is not displayed on the pilot PFD.
i. On the copilot instrument panel, push the XSIDE AHRS switch to select AHRS 2 as the pilot
attitude and heading source.
1) Verify that the HDG Flag is not displayed on the copilot PFD.
2) Verify that the ATT Flag is not displayed on the copilot PFD.

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12.3.4. Pilot AHC Rotation.
The following steps are for pilot AHC rotation.
a. Perform preparation for testing in accordance with Paragraph 12.3.2.
b. With the AHC connector still connected; gently remove the No. 1 AHC-3000A from its mount
and tilt to simulate a right bank.
• The pilot PFD horizon rotates Clockwise (CW)
c. Rotate the No. 1 AHC-3000A tilt to simulate a left bank.
• The pilot PFD horizon rotates Counter Clockwise (CCW)
d. Return No 1 AHC-3000A computer to level.
e. Lift the rear of the No. 1 AHC-3000A to simulate a pitch down attitude.
• The pilot PFD horizon moves up
f. Lift the front of the No. 1 AHC-3000A to simulate a pitch up attitude.
• The pilot PFD horizon moves down
g. Return No. 1 AHC-3000A computer to level. h. Rotate the No. 1 AHC-3000A CW.
• The heading on the pilot PFD increases
h. Rotate the No. 1 AHC-3000A CCW.
• The heading on the pilot PFD decreases
i. Secure the No. 1 AHC-3000A to the mount.

12.3.5. Copilot AHC Rotation.

The following steps are for copilot AHC rotation.
a. Perform preparation for testing in accordance with Paragraph 12.3.2.
b. With the AHC connector still connected; gently remove the No. 2 AHC-3000A from its mount
and tilt to simulate a right bank.
• The copilot PFD horizon rotates CW
c. Rotate the No. 2 AHC-3000A tilt to simulate a left bank.
• The copilot PFD horizon rotates CCW
d. Return No. 2 AHC-3000A computer to level.
e. Lift the rear of the No. 2 AHC-3000A to simulate a pitch down attitude.
• The copilot PFD horizon moves up
f. Lift the front of the No. 2 AHC-3000A to simulate a pitch up attitude.
• The copilot PFD horizon moves down
g. Return No. 2 AHC-3000A computer to level.
h. Rotate the No. 2 AHC-3000A CW.
• The heading on the copilot PFD increases
i. h. Rotate the No. 2 AHC-3000A CCW.
• The heading on the copilot PFD decreases
j. Secure the No. 2 AHC-3000A to the mount.

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12.3.6. Free DG Operation.
The following steps are for free DG operation.
a. Perform preparation for testing in accordance with Paragraph 12.3.2.
b. On CDU, press IDX function key.
• INDEX 1/2 page displays
c. On CDU, press NEXT.
• INDEX 2/2 page displays
d. On CDU, press AHRS CTRL line select key L6.
• AHRS1 CONTROL page displays
e. On CDU, press HDG MODE line select key L1 to toggle setting to DG.
f. On CDU, press DECREASE line select key R5.
1) On the pilot PFD, verify that the compass card rotates CW.
2) The displayed HDG on CDU decreases.
3) On the pilot PFD, verify the heading decreases.
g. On CDU, press HDG MODE line select key L1 to toggle setting to SLAVED.
• The compass card rotates back to the original heading
h. On CDU, press HDG MODE line select key L1 to toggle setting to DG.
i. On CDU, press INCREASE line select key L5.
1) On the pilot PFD, verify that the compass card rotates CCW.
2) The displayed HDG on CDU increases.
3) On the pilot PFD, verify the heading increases.
j. On CDU, press HDG MODE line select key L1 to toggle setting to SLAVED.
• The compass card rotates back to the original heading
k. On CDU, press AHRS 2 line select key R6.
• AHRS2 CONTROL page displays
l. On CDU, press HDG MODE line select key L1 to toggle setting to DG.
m. On CDU, press DECREASE line select key R5.
1) On the copilot PFD, verify that the compass card rotates CW.
2) The displayed HDG on CDU decreases.
3) On the copilot PFD, verify the heading decreases.
n. On CDU, press HDG MODE line select key L1 to toggle setting to SLAVED.
• The compass card rotates back to the original heading
o. On CDU, press HDG MODE line select key L1 to toggle setting to DG.
p. On CDU, press INCREASE line select key L5.
1) On the copilot PFD, verify that the compass card rotates CCW.
2) The displayed HDG on CDU increases.
3) On the copilot PFD, verify the heading increases.
q. On CDU, press HDG MODE line select key L1 to toggle setting to SLAVED.
• The compass card rotates back to the original heading

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12.4. TROUBLESHOOTING.

12.4.1. Continuous Built-In Test Results.

The AHRS status pages display Continuous Built-In Test (CBIT) results for the AHRS system.
Overall subsystem status is determined on the status of each individual LRU within the subsystem
in the following order:
• TST: One or more LRUs are in a TEST status
• OFF: One or more LRUs are in an OFF status
• NGO: One or more LRUs are in a NOGO status
• ---: One or more LRUs are in an UNKNOWN status
• DGR: One or more LRUs are in a DEGRADED status
• GO: One or more LRUs are in a GO status

12.4.2. AHRS Status Page.

To access the AHRS STATUS page (see Figure 12-6), select AHRS1 or AHRS2 from the NAV
STATUS 1/2 page. The AHRS STATUS page displays the following:
• L1 enables/disables system alert. Also displays current status of heading circuits under the
HDG heading
• L2 displays current status of the ARINC bus circuits. Also displays current status of the
attitude circuits under ATT heading
• L3 displays current status of the high rate of change circuits
• L4 displays current status of air data system input
• L5 Displays current status of box orientation circuits
• L6 accesses the FAULT HISTORY page
• R1 displays the current status of the flux detector circuits
• R2 displays the current status of the IMU1 circuits
• R3 displays the current status of the IMU2 circuits
• R4 displays overall status of the AHRS hardware
• R5 displays current status of the AHRS software that is loaded
• R6 returns to the NAV STATUS page

TPN0223_01

Figure 12-6. AHRS Status Page

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12.4.3. Built-In Test.
The AHC-3000A has continuous self-test (in-line monitoring) which provides an indication of the
health of the unit. A variety of monitors are employed to obtain a very high coverage of failure
conditions. Detected faults are annunciated through the maintenance words. The maintenance
words are output on the general purpose ARINC 429 data bus and direct the indication of the front
panel status indicator. During initialization, the indicator flashes in color sequence: red, amber,
and green. After initialization, the Light Emitting Diode (LED) annunciates the following status
indications:
• Critical fault = RED
• No critical faults = OFF

12.4.3.1. While in the AHRS mode, the AHC-3000A continuously performs in-line monitoring functions. The
AHC-3000A monitors for excessive aircraft maneuvers and data received from the FDU and air
data source. The unit annunciates detected faults through the maintenance words output on the
general purpose ARINC 429 data bus. The AHC also provides indications of the system status on
the front panel LED refer to Table 12-2. If there are no critical faults, the LED is off.

Table 12-2. Front Panel Failure Troubleshooting

INDICATION CORRECTIVE ACTION

AHC-3000A LED is red 1. Replace AHC-3000A computer.
2. Troubleshoot power.
3. Troubleshoot wiring.
AHC-3000A LED is amber 1. Replace FDU-3000.
2. Replace ECU-3000.
3. Replace AHC-3000A computer.
4. Troubleshoot power.
5. Troubleshoot wiring.

12.4.4. Built-In Test Failures.

Any Built-In Test (BIT) failures are reported on the AHRS Status page. Refer to Table 12-3 for
corrective actions.

Table 12-3. Built-In Test Failure Troubleshooting

INDICATION CORRECTIVE ACTION

HDG NGO 1. Replace AHC-3000A computer.
2. Replace ECU-3000.
3. Troubleshoot power.
4. Troubleshoot wiring.
FLUX NGO 1. Replace AHC-3000A computer.
2. Replace FDU-3000.
3. Replace ECU-3000.
4. Troubleshoot power.
5. Troubleshoot wiring.
ARINC NGO 1. Replace AHC-3000A computer.
2. Troubleshoot power.
3. Troubleshoot wiring.

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Table 12-3. Built-In Test Failure Troubleshooting - Continued

INDICATION CORRECTIVE ACTION

ATT NGO 1. Replace AHC-3000A computer.
2. Troubleshoot power.
3. Troubleshoot wiring.
IMU1 NGO 1. Replace AHC-3000A computer.
2. Troubleshoot power.
3. Troubleshoot wiring.
HIGH RATE NGO 1. Replace AHC-3000A computer.
2. Troubleshoot power.
3. Troubleshoot wiring.
IMU2 NGO 1. Replace AHC-3000A computer.
2. Troubleshoot power.
3. Troubleshoot wiring.
ADC INPUT NGO 1. Verify operation of on-side Digital Air
Data Computer (DADC).
2. Replace AHC-3000A computer.
3. Troubleshoot power.
4. Troubleshoot wiring.
HARDWARE NGO 1. Replace AHC-3000A computer.
2. Troubleshoot power.
3. Troubleshoot wiring.
BOX ORIENT NGO 1. Replace AHC-3000A computer.
2. Troubleshoot power.
3. Troubleshoot wiring.
CHECKSUM NGO 1. Replace AHC-3000A computer.
2. Troubleshoot power.
3. Troubleshoot wiring.

12.5. REMOVAL AND INSTALLATION.

12.5.1. AHC-3000A Computer Removal.

The following steps are for AHC-3000A computer removal.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• AHRS NO.1 NAV REF
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.2

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

c. Remove connector from J1 on the AHC front panel.

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d. Loosen the two knurled knobs on front of AHC mount until hold-down clamp can be slipped off
lug on front of unit.
e. Slide the AHC straight out of mount.
f. If not immediately replacing AHC, verify connector is covered and secured.

12.5.2. AHC-3000A Computer Installation.

The following steps are for AHC-3000A computer installation.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• AHRS NO.1 NAV REF
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.2
c. Slide unit into mount until fully engaged.
d. Position the two knurled knobs on front of mount to engage unit mounting lugs and tighten
knurled knobs.
e. Install connector to J1 on front of unit.
f. Close previously opened circuit breakers.
g. Perform alignment.
h. Perform operational checkout in accordance with Paragraph 12.3.

12.5.3. FDU-3000 Removal.

The following steps are for FDU-3000 removal.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• AHRS NO.1 NAV REF
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.2

Ensure the mounting hardware is of a nonferrous (non-magnetic) construction so as to not

affect the accuracy of the Flux Detector Unit.

c. Remove the wing tip FDU cover plate.

d. Remove FDU connector.
e. Remove FDU from its mounting plate.
f. If not immediately replacing the unit, verify electrical connector is covered and secured.

12.5.4. FDU-3000 Installation.

The following steps are for FDU-3000 installation.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• AHRS NO.1 NAV REF
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.2
c. Position in place and tighten two securing screws and lock washers holding the FDU in place.
d. Connect cable to connector J1

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Ensure the mounting hardware is of a nonferrous (non-magnetic) construction so as to not affect

the accuracy of the Flux Detector Unit.

e. Refit the wing tip FDU cover plate.

f. Close previously open circuit breakers.
g. Perform operational checkout in accordance with Paragraph 12.3.

12.5.5. ECU-3000 Removal.

The following steps are for ECU-3000 removal.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• AHRS NO.1 NAV REF
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.2
c. Disconnect cable from connector J1.
d. Remove two securing screws and lock washers holding the unit.
e. If not immediately replacing ECU, verify electrical connector is covered and secured.

12.5.6. ECU-3000 Installation.

The following steps are for ECU-3000 installation.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• AHRS NO.1 NAV REF
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.2
c. Position in place and tighten two securing screws and lock washers.
d. Connect cable to connector J1.
e. Close previously open circuit breakers.
f. Perform operational checkout in accordance with Paragraph 12.3.

NOTE
Replacement of the ECU-3000 with a new unit requires that a compass swing be carried out.

12.5.7. MMT-3010 Removal.

The following steps are for MMT-3010 removal.
a. At the flight station underbunk rack, remove the AHC-3000A computer in accordance with
Paragraph 12.5.1.
b. Remove four screws holding the mount to the mounting support assembly.
c. Lift mount from the mount support assembly.

12.5.8. MMT-3010 Installation.

The following steps are for MMT-3010 installation.
a. At the flight station underbunk rack, slide the mount in place and align the mount screw holes
to the mount support assembly.
b. If alignment is required, follow trouble shooting procedures on shimming the mount.
c. Position in place and secure to the mounting support assembly with four securing screws.
d. Install the AHC-3000A computer in accordance with Paragraph 12.5.2.

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12.5.9. AHC-3000A FDU Compensation Mode Procedures.
The following steps are for FDU compensation mode procedures. Refer to Table 12-4 for required
test equipment.

Table 12-4. Special Tools and Test Equipment

PART NO. NAME USE

Leveling Fixture Leveling the MMT-3010
653-2927-001 Shim Kit Leveling the MMT-3010
Generator External Power
Compass Rose FDU Compensation Mode
Stop Watch Timing

12.5.9.1. Preparation for Testing.

The following steps are for preparation for testing
a. Perform operational checkout in accordance with Paragraph 12.3.
b. Ensure that all equipment, cover panels, and hardware near the flux detectors are secured in
their normal flight positions.
c. Remove all non-flight equipment from the aircraft.
d. Do not use external flight control locks.
e. Remove all magnetic items from personnel involved with alignment of the systems.
f. Verify the wind is less than 15 knots at the compass rose.
g. Verify the compass rose has the following cardinal directions accurately notated: N, NE, E, SE,
S, SW, W, and NW.

NOTE
If the compass rose is not accurately notated then use a land compass as well as properly aligned
sighting bars on the aircraft to carry out the compass swing. Ensure that there are no large ferrous
objects near the compass rose that could interfere with the compass components during the
compass compensation procedure.

h. Tow the aircraft to the compass rose, ensuring enough daylight remains for the alignment.
i. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• AHRS NO.1 NAV REF
• PLT PFD
• PILOT DISPLAY MFD
• PILOT DISPLAY PFD FAN
• PILOT DISPLAY MFD FAN
• PLT CDU
• PILOT DCP
j. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• AHRS NO.2
• COPILOT DISPLAY MFD FAN
• COPILOT DISPLAY PFD FAN
• COPILOT DISPLAY MFD
• COPILOT DISPLAY PFD
• CPLT CDU
• COPILOT DCP

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12.5.9.2. Compass Compensation Procedure.
The following steps are for compass compensation procedure.
a. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• AHRS NO.1 NAV REF
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.2
c. On the pilot instrument panel, push the XSIDE AHRS switch to select AHRS 1 as the pilot
attitude and heading source.

NOTE
When AHRS is selected, "AHRS" displays in the upper left corner of the ADI on the Pilot PFD.

d. On the pilot PFD, verify that the ATT and HDG flags are displayed.
e. On the copilot instrument panel, push the XSIDE AHRS switch to select AHRS 2 as the copilot
attitude and heading source.
f. On the copilot PFD, verify that the ATT and HDG flags are displayed.
g. Position the aircraft with a heading of 360 +/- 2 degrees.
h. Set the "FDU1 COMP" switch located at the navigator station to ON.
i. Set the "FDU2 COMP" switch located at the navigator station to ON.
j. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• AHRS NO.1 NAV REF
k. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• AHRS NO.2
l. After power-up test is complete, the AHC-3000A enters FDU Compensation mode.
m. On the Pilot PFD, verify the ATT flag is displayed, and the HDG flag is not displayed.
n. On CDU, press IDX function key.
• INDEX 1/2 page displays
o. On CDU, press NEXT.
• INDEX 2/2 page displays
p. On CDU, press AHRS CTRL line select key L6.
q. The AHRS1 CONTROL page displays (see Figure 12-7).

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TPN1446_01

Figure 12-7. AHRS1 Control Page

r. On the pilot CDU, toggle line select key L1 to switch from SLAVED to DG and then back to
SLAVED.
s. On the pilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than 35
seconds.
t. On the copilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than
35 seconds.
u. Reposition the aircraft in a clockwise direction to a heading of 45 degrees (+/- 2 deg) according
to the compass rose.
v. On the pilot CDU, toggle line select key L1 to switch from SLAVED to DG and then back to
SLAVED.
w. On the pilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than 35
seconds.
x. On the copilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than
35 seconds.
y. Reposition the aircraft in a clockwise direction to a heading of 90 degrees (+/- 2 deg) according
to the compass rose.
z. On the pilot CDU, toggle line select key L1 to switch from SLAVED to DG and then back to
SLAVED.
aa. On the pilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than 35
seconds. On the copilot PFD, verify the HDG flag is displayed for at least 25 seconds but not
more than 35 seconds.
bb. Reposition the aircraft in a clockwise direction to a heading of 135 degrees (+/- 2 deg)
according to the compass rose.
cc. On the pilot CDU, toggle line select key L1 to switch from SLAVED to DG and then back to
SLAVED.
dd. On the pilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than 35
seconds.
ee. On the copilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than
35 seconds.
ff. Reposition the aircraft in a clockwise direction to 180 degrees (+/- 2 deg.) according to the
compass rose.

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gg. On the pilot CDU, toggle line select key L1 to switch from SLAVED to DG and then back to
SLAVED.
hh. On the pilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than 35
seconds.
ii. On the copilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than
35 seconds.
jj. Reposition the aircraft in a clockwise direction to 225 degrees (+/- 2 deg.) according to the
compass rose.
kk. On the pilot CDU, toggle line select key L1 to switch from SLAVED to DG and then back to
SLAVED.
• On the pilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more
than 35 seconds
• On the copilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more
than 35 seconds
ll. Reposition the aircraft in a clockwise direction to 270 degrees (+/- 2 deg.) according to the
compass rose.
mm. On the pilot CDU, toggle line select key L1to switch from SLAVED to DG and then back to
SLAVED.
nn. On the pilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than 35
seconds.
oo. On the copilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more than
35 seconds.
pp. Reposition the aircraft in a clockwise direction to 315 degrees (+/- 2 deg.) according to the
compass rose.
qq. On the pilot CDU, toggle line select key L1 to switch from SLAVED to DG and then back to
SLAVED.
• On the pilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more
than 35 seconds
• On the copilot PFD, verify the HDG flag is displayed for at least 25 seconds but not more
than 35 seconds

NOTE
After the last test at 315 degrees, a sine/cosine compensation calculation is performed
automatically by the system using the information collected at each step. Stop at this heading until
the compensation is complete and until Step 12.5.9.2.ar is complete.

rr. With the FDU Compensation Mode switch still in the ON position, the HDG becomes valid,
verifying the compensation is within correctable limits.
ss. On the pilot PFD, verify the HDG flag is not displayed.

NOTE
If the Heading Flag is in view indicating out of tolerance, the cause of the out of tolerance condition
must be corrected and the Compass compensation procedure repeated.

tt. On the copilot PFD, verify the HDG flag is not displayed.

NOTE
If the Heading Flag is in view indicating out of tolerance, the cause of the out of tolerance condition
must be corrected and the Compass compensation procedure repeated.

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12.5.9.3. Enable A/P Diagnostic Mode.
The following steps are for enabling A/P diagnostic mode.
a. Ensure the pilot MFD is in IMFD mode.
b. On the IMFD main menu, scroll to status then Autopilot Diagnostic.
c. Simultaneously press the pilot MSP-85 HDG, 1/2 BANK and VS buttons for 3 seconds until
AFCC diagnostics data is displayed on the pilot IMFD.
d. On the pilot MSP-85, press and hold the VNAV, DESCEND, and IAS buttons for 3 seconds
until AFCC diagnostics data is displayed on the Pilot IMFD.
e. On the Pilot MSP-85, press the VS and CLIMB buttons at the same time.
f. INPUT MODE displays on the pilot IMFD under AFCC DIAGNOSTICS

12.5.9.4. Display Actual AHRS HDG in 0.1 Degree increments.

The following steps are for display actual AHRS HDG in 0.1 degree increments
a. Using the APP-85 manual pitch knob, scroll through the list of parameters until HDGM:A is
displayed in white.

NOTE
A heading of 315 degrees is displayed as -45 degrees on the AFCC diagnostics page.

b. Verify the difference in the value displayed for Left and Right adjacent to HDGM:A is less than
0.5 difference to the actual aircraft heading as measured on the compass rose or with the
landing compass.

NOTE
If the difference is greater than 0.5 use the heading slew switches, as detailed in the procedures
below (left or right CDU arrows) to slew the heading left or right until the displayed heading agrees
with the actual aircraft heading as measured on the compass rose or with the landing compass.
Note the AHRS units can be slaved to within 0.2 to 0.5 of the actual aircraft heading as measured
on the compass rose or with the landing compass. An accuracy of 0.1 degree can be read on the
AFCC diagnostic display.

12.5.9.5. AHRS Slewing.

The following steps are for AHRS slewing.
a. On CDU, press IDX function key.
• INDEX 1/2 page displays
b. On CDU, press NEXT.
• INDEX 2/2 page displays
c. On CDU, press AHRS CTRL line select key L6.
• AHRS1 CONTROL page displays
d. On the pilot CDU, toggle line select key L1 to switch from SLAVED to DG.

NOTE
On initial selection of the left or right CDU arrow keys, the relevant HDG becomes invalid for
approx. 30 secs. When the display returns, the slew arrow keys can be used and the indicated
heading changes. During slewing refer to the Autopilot diagnostics page for accurate slewing of
both AHRS to agree exactly (+/- 0.5 degrees) with the actual aircraft heading as measured on the
compass rose or with the landing compass.

e. AHRS 1 slewing: On the AHRS2 CONTROL page, toggle line select key L6.
• AHRS 1 CONTROL page displays
• Use the left and right CDU arrow keys to slew the heading as required

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f. AHRS 2 slewing: On the AHRS1 CONTROL page, press line select key R6.
• AHRS 2 CONTROL page displays
• Use the left and right CDU arrow keys to slew the heading up or down as required

g. Once the correct heading is obtained, on the pilot CDU, toggle line select key L1 to switch from
DG to SLAVED to DG and then back to SLAVED to store the index correction.

12.5.9.6. Exit FDU Compensation Mode.

The following steps are for exiting FDU compensation mode. This procedure exits the AHRS
Compensation mode and restarts the normal AHRS operation.
a. Set the FDU1 COMP and FDU2 COMP switches to OFF.

NOTE
After exiting FDU Compensation Mode, wait 35 seconds for AHRS 1 and AHRS 2 to complete
initializing.

b. Verify that the AHRS 1 heading on the Pilot PFD matches the heading on the actual aircraft
heading as measured on the compass rose or with the landing compass by +/- 2 degree.
c. Verify that the AHRS 2 heading on the copilot PFD matches the heading on the actual aircraft
heading as measured on the compass rose or with the landing compass by +/- 2 degree.
d. Verify the heading flag is NOT displayed on the Pilot PFD.
e. Verify the heading flag is NOT displayed on the copilot PFD.
f. Verify heading accuracy by performing an 8 point check compass swing. (At the headings,
Fast Slave can be achieved by toggling line select key L1 from SLAVED to DG and then back
to SLAVED.
g. Verify the heading deviation between the displayed heading and the actual aircraft heading as
measured on the compass rose or with the landing compass does not exceed +/- 2 degrees on
any heading, and the difference between AHRS 1 and AHRS 2 systems should not exceed +/-
3 degrees on any heading.

12.5.9.7. Exit A/P Diagnostic Mode.

The following steps are for exiting A/P diagnostic mode.
a. On the pilot MSP-85, press and hold the VS, DESCEND, and IAS buttons until the "AP XFR"
switch stops blinking.
b. On the pilot center pedestal, press the "A/P DIA" switch.

12.5.10. Leveling Mode.

The following steps are for leveling mode.

NOTE
The AHC-3000A mounts must be aligned to within 1/2 degree of aircraft center line.

a. Using a Plumb Bob at FS 630 LBL 63, jack and level the aircraft to within 0.1 degrees of level.
b. On CDU, press IDX function key.
• INDEX 1/2 page displays
c. On CDU, press NEXT.
• INDEX 2/2 page displays
d. Press MODEL line select key R2.
• If the MODEL AIRCRAFT page is accessed, the WOW is set to GROUND
• If GROUND ONLY flashes in the pilot CDU scratchpad, then WOW is set to AIR. Place the
aircraft in GROUND Mode before continuing
e. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:

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• AHRS NO.2
f. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• AHRS NO.1 AHC BATT
• AHRS NO.1 AHC
• AHRS NO.1 NAV REF

12.5.10.1. Enable Leveling Mode.

The following steps are for enable leveling mode.
a. Set the MMT1 LEVEL and MMT2 LEVEL Mode switches to the ON position.

NOTE
Switches are located on the navigator station.

b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• AHRS NO.2
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• AHRS NO.1 AHC BATT
• AHRS NO.1 AHC
• AHRS NO.1 NAV REF
d. On the pilot PFD, verify the ATT and HDG flags alternate.
e. On the pilot PFD, verify the displayed Heading (when not invalid) decreases.
f. On the copilot PFD, verify the HDG and ATT flags alternate.
g. On the copilot PFD, verify the displayed Heading (when not invalid) decreases.

12.5.10.2. Leveling is Within Limits.

The following steps are for leveling is within limits.
a. After the displayed heading has gone to 0, verify that the ATT flag is displayed and the HDG
flag is not displayed.
• INDEX 1/2 page displays
b. On CDU, press NEXT.
• INDEX 2/2 page displays
c. On CDU, press AHRS CTRL line select key L6.
• AHRS1 CONTROL page displays
d. On the pilot CDU, toggle line select key L1 from SLAVED to DG and then back to SLAVED to
save the parameters.
e. On the pilot PFD and copilot PFD, verify the HDG flags are displayed.

NOTE
If the ATT and HDG flags continue to alternate between valid and invalid, an out of limit condition
exists. Repeat the Leveling Mode Procedure in accordance with Paragraph 12.5.10.1.

f. After successfully completing the leveling procedure, switch the MMT1 LEVEL and the
MMT2 LEVEL mode switches to OFF.

12.5.10.3. Enable A/P Diagnostic Mode.

The following steps are for enabling A/P diagnostic mode.
a. Ensure the pilot MFD is in IMFD mode.
b. On the IMFD main menu, scroll to status then Autopilot Diagnostic.
c. Simultaneously press the pilot MSP-85 HDG, 1/2 BANK and VS buttons for 3 seconds
until AFCC diagnostics data is displayed on the pilot IMFD.
d. On the pilot MSP-85, press and hold the VNAV, DESCEND, and IAS buttons for 3
seconds until AFCC diagnostics data is displayed on the Pilot IMFD.
e. On the Pilot MSP-85, press the VS and CLIMB buttons at the same time.

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• INPUT MODE displays on the pilot IMFD under AFCC DIAGNOSTICS

12.5.10.4. Display Actual AHRS HDG in 0.1 Degree increments.

The following steps are for display actual AHRS HDG in 0.1 degree increments
a. Using the APP-85 manual pitch knob, scroll through the list of parameters until HDGM:A is
displayed in white.

NOTE
A heading of 315 degrees is displayed as -45 degrees on the AFCC diagnostics page.

b. Verify the difference in the value displayed for Left and Right adjacent to HDGM:A is
less than 0.5 difference to the actual aircraft heading as measured on the compass
rose or with the landing compass.

NOTE
If the difference is greater than 0.5 use the heading slew switches, as detailed in the procedures
below (left or right CDU arrows) to slew the heading left or right until the displayed heading agrees
with the actual aircraft heading as measured on the compass rose or with the landing compass.
Note the AHRS units can be slaved to within 0.2 to 0.5 of the actual aircraft heading as measured
on the compass rose or with the landing compass. An accuracy of 0.1 degree can be read on the
AFCC diagnostic display.

12.5.10.5. Exit A/P Diagnostic Mode.

The following steps are for exiting A/P diagnostic mode.
a. On the pilot MSP-85, press and hold the VS, DESCEND, and IAS buttons until the "AP XFR"
switch stops blinking.
b. On the pilot center pedestal, press the "A/P DIA" switch.

12.5.10.6. Mounting Surface Alignment.

A precise alignment of the AHC-3000 mounting surface is required for the AHS-3000 to provide
accurate attitude information. It can be achieved by shimming the MMT-3010 to a tight tolerance
with respect to the aircraft level surface.

12.5.10.7. Mount Leveling Using the Leveling Fixture.

The leveling fixture consists of a rigid, precision-machined block with engagement surfaces
corresponding to an AHC-3000. It is inserted into the mount prior to the alignment procedure. The
fixture contains two perpendicular bubble levels and longitudinal/lateral milled vertical surfaces for
line-of-flight calibration. Clearance holes have been provided in the fixture to allow tightening of the
MMT-3010 mounting screws with the leveling fixture in place in order to monitor any changes in
leveling during the tightening process.
a. Use Shim Kit, CPN 653-2927-001, to shim the mount. The shim kit consists of 13 shims of
various thicknesses. Refer to Table 12-5 for shim sizes and corresponding part numbers.

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Table 12-5. Shim Kit Parts List

DESCRIPTION COLLINS PART NUMBER QUANTITY

Shim, .001 thick 653-2928-001 5
Shim, .003 thick 653-2928-002 2
Shim, .005 thick 653-2928-003 2
Shim, .010 thick 653-2928-004 2
Shim, .015 thick 653-2928-005 2

NOTE
It is important to make sure that after shimming the mount (prior to tightening screws) that there is
no slack be- tween the mount and surface in all corners. No rocking motion that could lead to
distortion of the mount upon tightening the MMT-3010 mounting screws should exist on either axis.

b. Observe the fixture bubbles while tightening the screws. Any large change of bubble
centering could indicate a possible mount distortion during the tightening procedure.

NOTE
This procedure is not required as the system is wired for electronic leveling provided that the AHC-
3000A is within 5 degrees of level.

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CHAPTER 13
STANDBY INSTRUMENT
13.1. FUNCTIONAL DESCRIPTION
The GH-3900.2 Standby Instrument System provides backup information for attitude, altitude, and
airspeed, meeting the requirements for Part 25 fixed wing. The system includes an indicator and a
configuration module.

Figure 13-1 – Standby Instrument

13.1.1. Location
The Standby Instrument is located in the cockpit, on the main instrument panel. It can be found on
the pilot’s side of the instrument panel, slightly up and right of the pilot’s main displays. The
configuration module for the Standby Instrument is attached to the back of the Standby Instrument
and is secured to the aircraft’s wiring harness.

13.1.2. Configuration Module

The GH-3900.2 is configured at installation via a configuration module often referred to as the Data
Configuration Module (DCM). An Electrically Erasable Programmable Read-Only Memory
(EEPROM), the configuration module contains sufficient memory to retain information specific to
the hardware and software configuration for each installation, such as navigation interface, aircraft
heading calibration, display colors and features, and menu options.

The DCM found in the FAM C-130K Tail No. 3616 and 3617 is pre-configured for only Pitot-Static
and internal attitude data. Instructions for re-obtaining this configuration are provided in Section
13.4, Configuration Procedures.

The configuration module is permanently attached to the aircraft’s wiring harness, eliminating the
need to re-configure a replaced GH- 3900.2 Line Replaceable Unit (LRU).

13.1.3. Operating Instructions

This section describes GH-3900.2 basic operational procedures. An explanation of menu options,
menu controls, adjustment knob, brightness adjustment buttons (model specific) and button
functions are also included.

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13.1.4. Power On
There is no power on/off switch on the GH-3900.2. The Standby Instrument will be powered as
long as either of the STBY INST PRI or STBY INST SEC circuit breakers are close/engaged Once
on, the unit cycles through the following sequence:
• Self-Test
• Splash Screen with system identification
• Sensor Alignment
• Normal Operating Mode

NOTE: If the unit is powered on in-air, the unit transitions directly to sensor alignment, showing
attitude data (blue sky over brown ground).

13.1.5. Self-Test
Application of power begins the unit’s diagnostic of sensors, memory, and circuitry. The self-test
lasts for approximately 7 seconds, and during this time the display remains blank. Once the self-
test is complete, the display transitions to the system identification splash screen.

13.1.6. Splash Screen

The system identification splash screen (Figure 13-2) shows the following information:
• System Name and L-3 Logo
• Aircraft Type
• Software Version
• Firmware Version
•
If an error is detected during the initial power on self-test, the system identification splash screen
shows one of the following error messages (Figure 13-2):
• DCM Read Error
• DCM Compatibility Error
• DCM Configuration Error
• Configuration Validation Error

These errors halt the start-up process until the problem is corrected, and the unit does not
transition to normal operating mode. Refer to paragraph 13.6.3 for more information.

Figure 13-2 – Standby Instrument System Identification Splash Screen Error Message

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13.1.7. Alignment
The unit transitions from the system identification splash screen and begins aligning if no system
failures are detected. When aligning, an “ATT ALIGNING” message shows above the aircraft
reference symbol and a status bar tracks alignment progress. If on ground, the display also shows
a “DO NOT TAXI” message (Figure 13-3).

During alignment, navigational data is removed from the display. The menu can still be accessed
while the unit is aligning.

To manually align the GH-3900.2, select “ALIGN MODE” on the menu.

CAUTION:
In-air alignment should only be performed during straight and level flight without acceleration.

Figure 13-3 – Standby Instrument Alignment

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NOTE:
Alignment accuracy depends on current flight conditions and the ability to maintain straight and
level flight throughout the alignment process. During abnormal conditions, such as high turbulence,
the unit may not be able to align. The status bar may show negative progress and/or hold at zero
progress until conditions improve.

When the unit is on ground and stationary, attitude aligns to +/- 1° of vertical pitch and roll.

13.1.8. Normal Operating Mode

Once aligning is complete, the GH-3900.2 transitions to normal operating mode with display
features configured at installation (Figure 13-4).

Failure invalidities show when source sensor data loss is detected. See 34-01-04, for more
information.

Figure 13-4 – Standby Instrument Normal Operating Mode

NOTE:
The FAM C-130K Tail No. 3616 and 3617 do not show the heading tape at the bottom of the
indicator, because the indicator is not configured for heading.

13.1.9. Menu Description

The GH-3900.2 offers crew members the ability to toggle, adjust, and initiate functions through the
menu using a combination of the menu button and adjustment knob control (Figure 13-5).

Selected menu items are indicated by cyan text, preceded by an open, right-facing arrow.
Unselected menu items are indicated by white text. In certain navigation modes, menu items may
show as gray text and are not selectable. Solid, right-facing triangles after a menu item indicate an
additional page (Figure 13-6).

Menu toggles show options in both white and cyan text. White text indicates the option is off. Cyan
text indicates the option is on.

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Figure 13-5 – Standby Instrument Menu

Figure 13-6 – Standby Instrument Menu Arrows

13.1.9.1. Configuration Options

• Menu items can show in all caps or in mixed case.
• Menu access can terminate automatically after 3, 8, or 15 seconds of inactivity or the
menu may require a manual exit.
• Knob Function Label available for Release 1.3 or greater.

13.1.10. Menu Operation

Use the following instructions to navigate the menu. Changes made to menu items are applied
immediately after selection.
13.1.10.1. Activate Menu
• Press the menu button to activate the menu.

13.1.10.2. Move Up/Down

• Rotate the knob to move through the list of menu items.

13.1.10.3. Select/Toggle/Initiate Menu Items

After navigating to the desired menu item, press the knob to:
• Toggle menu items
• Select and simultaneously initiate a menu function
• Access an additional menu page

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13.1.10.4. Adjust Values
Menu items with adjustable values are indicated by a knob icon. Navigate to the desired line, press
the knob, and then rotate the knob to adjust the selected menu item’s value.

13.1.10.5. Exit Menu

Press the menu button to manually exit the menu. Certain menu functions such as ALIGN MODE
and CRS DIRECT TO automatically terminate the menu when selected.

13.1.10.6. Return to Menu

To return to the menu from SYS STATUS or SYS ID pages, press the menu button or press the
knob.

13.1.11. Default Menu Settings

The GH-3900.2 saves some user-selected settings. At the next power cycle, the unit reverts to the
last saved menu options for the following menu items:
• NAV MODE
• SET CRS
• BACKCOURSE
• NAV DATA
• BARO REF
• METRIC ALT
• SET BRT TRIM
•
If no selections were made for these menu items before last power down, the unit reverts to the
default menu settings shown in Table 13-1.

NOTE:
Saved user-selected settings and defaults may or may not apply depending on GH-3900.2 model,
aircraft configuration options chosen at installation, and the last selected menu options chosen
before power down.

SAVED MENU SETTING DEFAULT MENU SETTING

NAV MODE Off
SET CRS 360°
BACKCOURSE Off
NAV DATA Off
BARO REF Inches of Mercury
METRIC ALT On
ADC SRC or ADS SRC Primary or Auto
ATT/HDG SRC Internal
SET BRT TRIM 80
Table 13-1 – Default Standby Instrument Menu Settings

13.1.12. Display Brightness

• To quickly increase display brightness, press and hold the menu button.
• Display brightness can also be adjusted using the SET BRT TRIM option on the menu.
• To access the SET BRT TRIM menu option:
• Press the menu button to access the menu.
• Rotate the knob to navigate to SET BRT TRIM until the menu item is highlighted.
• Press the knob.
• Rotate the knob to adjust the value.

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• Brightness is adjusted in increments of 1.0 from 000 (lowest brightness level) to 100
(highest brightness level).

13.2. REMOVAL/INSTALLATION

13.2.1. Removal Procedures

13.2.2. GH-3900.2 Electronic Standby Indicator

a. Ensure the following circuit breakers are disengaged:
• STBY INST PRI
• STBY INST SEC
b. Disconnect Pitot and Static lines (Pt & Ps).
c. Loosen (2) 3-ATI Clamp corner screws holding the GH-3900.2.
d. Remove mating connector P1 from GH-3900.2.
e. Pull GH-3900.2 from instrument panel. Ensure the configuration module remains with aircraft
unless it needs replacing. Refer to 13.2.3 for configuration module removal instructions.

13.2.3. Configuration Module

a. Ensure the following circuit breakers are disengaged:
• STBY INST PRI
• STBY INST SEC
b. Disconnect (P1) mating connector from GH-3900.2 Indicator.
c. From the wire bundle remove tie wrap securing overbraid. Refer to installation procedures
section for details on the P1 cable assembly.
d. Slide overbraid to expose configuration module.
e. Remove configuration module contacts from the P1 mating connector.

13.3. INSTALLATION PROCEDURES

13.3.1. GH-3900.2 Electronic Standby Indicator

a. Ensure the following circuit breakers are disengaged:
• STBY INST PRI
• STBY INST SEC
b. Carefully slide GH-3900.2 in instrument panel.
c. Connect mating connector P1 to GH-3900.2.
d. Secure GH-3900.2 in instrument panel using (2) 3-ATI Clamp corner screws.
e. Connect Pitot and Static lines (Pt & Ps).

13.3.2. Configuration Module

a. Ensure the following circuit breakers are disengaged:
• STBY INST PRI
• STBY INST SEC
b. Insert contacts of new configuration module into P1 mating connector in accordance with
WMS-4484-34063ID.
c. Slide overbraid back into position, and use a new tie wrap to secure overbraid.
d. Connect mating connector P1 to GH-3900.2 Indicator.

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13.4. CONFIGURATION PROCEDURES
This section gives instructions for configuring the Standby Instrument System after the
configuration module has been replaced, or if the configuration module requires reconfiguration.

13.4.1. Required Tools & Equipment

• Maintenance computer
• GH-3900.2 Installation manual 0040-34401-01 Revision C (or later) as reference
• USB to RS-232 Adapter and RS-232 cable
• Aircraft Configuration Module Tool (ACM Tool) – Software

NOTE:
The system software and DCM file version (e.g. ACM Tool version) need to be compatible. See
software release paragraph 1.4.1 in the manual for details on system software and ACM Tool
compatibility requirements.

• The Field Loader Tool (Software)

NOTE:
The Field Loader Tool is used to transfer configuration data to the unit/DCM and flight software to
the unit.

13.4.2. Instructions
NOTES:
• To complete the angle calibration procedure the aircraft must be jacked and leveled.
• Reference section 3.3 of the GH-3900.2 Installation Manual contains instructions for post-
installation setup and checkout of the GH-3900.2 Electronic Standby Indicator.
• This procedure is used to configure and calibrate the GH-3900.2 for initial installations.
The following procedures (identified as menu items) must be completed in the following
order DATA LOAD, ANGLES.
• Aircraft can be connected to external power source to conserve aircraft battery power.

13.4.3. Startup

13.4.3.1. Verify the GH-3900.2 circuit breakers “STBY INST SEC” & “STBY INST PRI” on the Copilot Circuit
Breaker Panel (Upper) are disengaged.

13.4.3.2. Verify the circuit breakers for the air data & displays are closed:
• Pilot Upper Distribution Panel:
o PLT CDU
o ADS NO.1 ADC
o PFD
o PFD FAN
o MFD
o MFD FAN
o DCP
o DISP REV
• Pilot Forward Distribution Panel:
o TOUCHDOWN RELAY
• Copilot Upper Distribution Panel:
o ADC NO.2
o PFD
o PFD FAN

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o MFD
o MFD FAN
o DCP
o DISP REV
o CPLT CDU

13.4.3.3. Apply source power for the GH-3900 system by powering the 28VDC Main & Isolated buses.

13.4.3.4. Press and hold the M button and the adjustment knob located on the indicator bezel.

13.4.3.5. Engage the “STBY INST SEC” & “STBY INST PRI” circuit breakers for the GH-3900 indicator.

13.4.3.6. Continue to hold the M button and the adjustment knob until the SETUP MENU is shown on the
indicator display. Refer to Figure 3-2 in the GH-3900.2 Installation Manual.

13.4.4. Load Configuration Data – Data Load Menu

NOTES:
• The Aircraft Configuration Module (ACM) Tool is used to generate the configuration data.
• The installer must make sure that the correct aircraft config file version (e.g. ACM Tool
version) for that system software is being used. Procedures to use the tool are located in
the applicable Instruction Manual for ACM Tool.
• The Data load Menu is used to activate the Data load Mode and start the DL software
• While in the Data Loading Mode the indicator DL software communicates with the
maintenance computer using the RS-232 bi-directional serial channel. The computer uses
a GH-3900 Field Loader Tool to interact with the indicators DL software to transfer data
from the computer to the indicator and configuration module.

13.4.5. From the Setup Menu select DATA LOAD. See Figure 3-3. The DATA LOAD menu shows the
Activate Data Load highlighted.

13.4.5.1. Press the adjustment knob to Activate Data Load and place the unit in Data Load Mode. The DL
software does the following:
• The message Data Load – READY is shown on the screen.
• The RS-232 bi-directional interface is set to 115,200 baud with no parity, 1 start bit, 8 data
bits, and 1 stop bit. The unit is now ready to communicate with the computer and receive
data.

13.4.5.2. Connect the maintenance computer to the RS-232 serial port on the aircraft using a serial cable or
RS-232/USB converter.

13.4.5.3. Start up the GH-3900.2 Field Loader software.

13.4.5.4. Select an available Serial Port. A maintenance computer with a serial port uses the COM1 port. If
a USB to serial adapter is used, the appropriate COM port needs to be determined. Note – All
available COM ports may be viewed by clicking on the drop down arrow.

13.4.5.5. Press the CONNECT button to establish communication between the GH-3900.2 and the
maintenance computer.

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13.4.5.6. Press the BROWSE button and locate the configuration file (i.e., .bin). (The file is generated using
the ACM Tool Software.) Select the file and press the UPDATE button.
• The maintenance computer begins transferring configuration data and SSEC data (if
applicable). During the transfer of data the indicator shows the message “Data Load:
TRANSFER IN PROGRESS”.
• If the transfer of data is not successful, the indicator may show one of the following
messages:
o Data Load: ABORTING… (File Type Error) or (Configuration Module Address
Error) or (Configuration Module Size Error). This error is shown if configuration
data is not recognized by the DL software. Check the file being selected and make
sure it is correct. Restart the transfer procedure. If error continues, use the ACM
Tool to generate a new .bin file, and restart the data load process.
o Data Load: ABORTING...and (Configuration Module Read Error). This error is
shown if the DCM configuration module is unable to communicate to the unit.
Remove power to the indicator. Disconnect the P1 mating connector to the
indicator. Wait 3 seconds and connect the P1 mating connector to the indicator.
Cycle power to the indicator and restart the data load process.
o Data Load: TRANSFER FAIL… and “Configuration Module CRC Error” An error
within the configuration module Configuration data has been detected during the
transfer. Restart the transfer procedure.

13.4.5.7. When the transfer of data is successful the indicator shows the message “Data Load: TRANSFER
COMPLETE, READY”.

13.4.5.8. Press the BROWSE button and locate the .bin file for the configuration file. Select the file and
press the UPDATE button.

13.4.5.9. When all file transfers are complete. Press the DISCONNECT button on the GH-3900.2 Field
Loader software and remove RS-232 cable.

13.4.5.10. Cycle power to the unit (“STBY INST SEC” & “STBY INST PRI” circuit breakers) and observe that
the indicator transitions to the Splash Screen. Verify that the Software Version is “R01.01” and that
the unit transitions to normal operating mode.
• If an error message is shown on the Splash Screen, refer to paragraph 13.6.3 in the
Maintenance section to determine corrective action.

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13.4.5.11. Go to the System Identification screen as follows:
• For Release 1.0 open the Pilot’s Menu.
• For Release 1.1 or greater) cycle power to the unit (“STBY INST SEC” & “STBY INST PRI”
circuit breakers) while holding the M button and the adjustment knob until the SETUP
MENU is shown on the indicator display. Select System Identification.
• Verify that Software Part Number (SW PART NO), Software Version (SW VER), Aircraft
Config File: (VERSION) is correct and matches the intended aircraft installation for the
intended certification (refer to software release paragraph 1.4.1).
o The latest Version of the (ACM) Tool is shown on the bottom right corner of the
tool application window. The Aircraft and Part No are specific to the customer and
are generated using the ACM Tool.
o If the "DCM Configuration Error" or "DCM Validation Error" is displayed on the
Splash Screen, use the ACM Tool to generate a new .bin file, and restart the data
load process.

Software Part Number:

Software Version:
Aircraft Config File:

13.4.5.12. Complete the rest of the post installation setup by cycling power to the GH-3900.2 system (“STBY
INST SEC” & “STBY INST PRI” circuit breakers) while holding the M button and the adjustment
knob until the SETUP MENU is shown.
• If the maintenance cable has been installed, remove it and reconnect the aircraft cable
harness prior to cycling power to the unit

13.4.5.13. POST INSTALLATION SETUP COMPLETION

13.4.5.14. Cycle power to the unit (“STBY INST SEC” & “STBY INST PRI” circuit breakers) to ensure setup
procedure takes effect.

13.5. TESTING

13.5.1. Purpose
This test is intended to verify the Standby Instrument is installed and functioning correctly.

13.5.2. Personnel
• 1 person at the pilot’s position.

13.5.3. Special Tools & Test Equipment

• Pitot-static test set.

13.5.4. Preliminary Tasks

13.5.4.1. Verify that the following circuit breakers are engaged:

• TOUCHDOWN RELAY
• STBY INST PRI
• STBY INST SEC

13.5.4.2. Ensure electrical power has been applied to the aircraft and all FAM specified safety measures
have been complied with.

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13.5.5. Testing Procedures

13.5.5.1. Wait until standby indicator has completed alignment.

13.5.5.2. Pull STBY INST PRI circuit breaker. Verify no disruption of power to GH-3900.2.

13.5.5.3. Reset STBY INST PRI circuit breaker

13.5.5.4. Pull STBY INST SEC circuit breaker. Verify no disruption of power to GH-3900.2.

13.5.5.5. Reset STBY INST SEC circuit breaker.

13.5.5.6. Verify that no invalidity messages or flags (or “X”) have replaced airspeed, altitude, attitude, or
heading display data.

13.5.5.7. Compare altitude readout information with primary display (PFD) or equivalent instrument. Verify
altitudes between both units are within ± 20 feet. Note: ensure proper baro setting when doing the
altitude check.

13.5.5.8. Compare attitude information with primary display (PFD). Verify that attitudes between both units
are within ± 1°.

13.5.5.9. Remove the GH-3900.2 from the mount.

13.5.5.10. Rotate the GH-3900.2 approximately 15 degrees counter clockwise (CCW) from level.

13.5.5.11. Verify the GH-3900.2 shows 15 degrees of left bank.

13.5.5.12. Rotate the GH-3900.2 approximately 15 degrees clockwise (CW) from level.

13.5.5.13. Verify the GH-3900.2 shows 15 degrees of right bank.

13.5.5.14. Rotate the GH-3900.2 approximately 10 degrees pitch up from level.

13.5.5.15. Verify the GH-3900.2 shows 10 degrees of pitch up.

13.5.5.16. Rotate the GH-3900.2 approximately 10 degrees pitch down from level.

13.5.5.17. Verify the GH-3900.2 shows 10 degrees of pitch down.

13.5.5.18. Reinstall the GH-3900.2 in the mount.

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13.6. TROUBLESHOOTING

13.6.1. System Status Page Messages

The System Status page is available only in the Setup menu. The system status page lists unit
errors occurring during the last 3 power cycles (shown as gray text preceded by a dash) and errors
occurring during the current power cycle (shown as white text).

The system status page can be accessed only when on-ground using the SYS STATUS menu
option.

13.6.2. Invalidities
Use the list in Table 13-2 to assist in troubleshooting if problems occur after completing the
installation and set-up of the GH-3900.2 Indicator. Examples of invalidity messages mentioned in
the list below are shown in Figure 13-7.

Figure 13-7 – Examples of Display Invalidities

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SYMPTOM CAUSE / CORRECTIVE ACTIONS
“ALT” invalidity message is shown on the right side Invalid altitude data is detected. See Figure 13-7 for
of the screen with the altitude tape, altitude digital example of message.
readout, and metric altitude digital readout
Cycle power to the system.
removed from the screen.
If the invalidity continues, check the system status
Note: The invalidity message flashes on/off for 5
screen for a failure message. See Table 13-4.
seconds, then remains on the screen until the
invalidity is no longer detected. If the problem continues, replacement of indicator
may be required. Contact L-3 Customer Service
before removal.
“ATT FAIL” invalidity message is shown on the 1. The attitude data required to compute attitude
center of the screen with the pitch tape, roll scales, is invalid. See Figure 13-7 for example of
roll pointer, and slip/skid indicator removed from message.
the screen.
• Cycle power to the system. (Ensure aircraft
Note: The invalidity message flashes on/off for 5 is not moved during the alignment period).
seconds, then remains on the screen until the
o If the invalidity continues, check the
invalidity is no longer detected.
system status screen for a failure
message. See Table 13-4.
o If the problem continues,
replacement of indicator may be
required. Contact L-3 Customer
Service before removal.
2. During flight only. The rate of motion of the
indicator exceeding 100 degrees per second (in
any axis).
• When aircraft returns to normal flight
(straight and level) press the M button and
select the Alignment menu item to re-align
the indicator.
Fail Flag 1. Check the system status screen for a failure
message and refer to Table 13-4 for further
If a momentary view of any invalidity message is
information.
observed in the attitude or air data display is
periodically seen on the screen. 2. Contact L-3 Customer Service.
Hardware Failure 1. Check power connections, breakers, and main
avionics switch.
Nothing displayed on indicator.
2. Verify Battery (BAT) Master switch is on.
3. Replacement of indicator may be required.
Contact L-3 Customer Service before removal.
Hardware Failure Contact L-3 Customer service before removal if any
of the following is observed.
Processor Error Screens
1. The display information has shrunk or display
data is missing.
2. Frequent error screens should be reported.
Table 13-2 – Display Invalidities

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13.6.3. Splash Screen Messages
At system start up, an error message may display on the Splash Screen. Use Table 13-3 to
determine the corrective actions required. Detected errors cease the start-up process until the
problem is corrected.

MESSAGE CAUSE / CORRECTIVE ACTIONS

DCM Read Error A configuration fault message is seen on the Splash Screen (and in the system status
page for release 1.1 or greater) if the configuration module is unable to communicate
with the unit.
• Remove power to the indicator. Remove the P1 mating connector from the
indicator. Reconnect the P1 mating connector to the indicator. Apply power to the
indicator.
• If the message continues to be shown, replacement of configuration module may
be required. Contact L-3 Customer service before removal.
DCM A configuration fault message is seen on the Splash Screen (and in the system status
Configuration page for release 1.1 or greater) if the configuration data of the configuration module is
Error not in synch to the configuration data of the unit’s non-volatile memory (NVM).
The data may need to be synched between the Indicator and the configuration
module. Cycle power to the indicator. If the message continues to be shown, do one
or more of the following:
• If the indicator is a return to service, then perform the Configuration procedures
per the setup Removal / Installation Section. Cycle power to the indicator after
any update to the Configuration procedure. If the message continues, do the next
step.
• Perform the loading procedure of the configuration data on the configuration
module using the Installation Checkout section of the GH-3900.2 Installation
Manual, and perform the Post Installation Setup procedure if needed.
• If the message continues to be shown, replacement of indicator or the
configuration module may be required. Contact L-3 Customer service before
removal.
Configuration A configuration validation error message is seen on the Splash Screen (and in the
Validation Error system status page for release 1.1 or greater) if the data input from the configuration
module is not valid as compared to the data currently saved on the GH-3900.2.
• Cycle power to the GH-3900.2.
• Review the .bin file generated by the aircraft configuration module tool and check
for inaccuracies. Refer to Appendix C of the GH-3900.2 Installation Manual for
details on configuration options. The FAM C-130K configuration is intended to be
configured only for pitot-static inputs as per WMS-4484-34063ID.
• If the message continues to be shown, replacement of configuration module may
be required. Contact L-3 Customer service before removal.
DCM A configuration validation error message is seen on the Splash Screen (and in the
Compatibility system status page for release 1.1 or greater) if the DCM data is corrupted or if an
Error incompatibility is detected between the DCM and the software version.
• Check that the configuration file version is correct. If not generate a new .bin file
using the correct aircraft configuration module tool.
• If the message continues to be shown, replacement of configuration module may
be required. Contact L-3 Customer service before removal.
Table 13-3 – Splash Screen Error Messages

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13.6.4. System Status Messages
The system status lists unit errors occurring during the last 4 power cycles and external errors
occurring during the current power on cycle. Use Table 13-4 to determine the corrective actions
required. The system status menu can be accessed when on-ground either via the Pilot’s Menu
(Release 1.0) or via the Setup Menu (Release 1.1 or greater).

A new BIT Failure message displayed in the System Status screen is shown with white text. The
message text remains white if the problem is detected each time power is cycled ON. The
message is marked with a dash and has dim gray text after power is cycled again if the problem is
not detected. The dim gray message remains for up to four power cycles after it was first detected
and then is removed from the list.
NOTES
1. If the corrective action(s) for a fault has been accomplished, but the same fault continues to be
observed, then the installer should note the fault message and contact L-3 Avionics Systems
Customer Service for further assistance.
2. The messages listed in Table 13-4 are not necessarily the same as the messages shown on
the aircraft’s on-board maintenance system.

MESSAGE CAUSE / CORRECTIVE ACTIONS

Calibration Req. & Seen on the System Status Page if a fault with the calibration or memory of the unit
Memory Fail has been detected.
• The indicator may be defective. Call L-3 Customer Service before removing
or servicing the indicator.
External Supply Seen on the System Status Page if an overvoltage condition is detected on the
Fail +28Vdc input.
• Check +28Vdc voltage source for proper operation.
Memory Fail A BIT failure is seen on the System Status Page if a fault with the memory has
been detected.
• The indicator may be defective. Call L-3 Customer Service before removing
or servicing the indicator.
Panel Angle Install Installation data required message is seen on the System Status Page if the panel
Req. angle install data for the indicator is missing.
• Perform the procedure in the Post Installation Setup in Section 3
(Installation Checkout) of the GH-3900.2 Installation Manual for panel angle
install procedure.
Processor Fail A BIT failure is seen on the System Status Page if a fault with the memory has
been detected.
• The indicator may be defective. Call L-3 Customer Service before removing
or servicing the indicator.
Supply Fail A BIT failure is seen on the System Status Page if a fault with the memory has
been detected.
• The indicator may be defective. Call L-3 Customer Service before removing
or servicing the indicator.
Sensor Fail A BIT failure is seen on the System Status Page if a fault with the memory has
been detected.
• The indicator may be defective. Call L-3 Customer Service before removing
or servicing the indicator.
Table 13-4 – System Status Error Messages

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13.6.5. General Display Conditions
During normal operation the following flags or messages may be seen on the screen. Use Table
13-5 to determine the corrective actions required. Detected errors cease the start-up process until
the problem is corrected.

Table 13-5 – General Display Conditions

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13.7. REFERENCES
Refer to the GH-3900.2 Installation Manual and Operation Manual for additional information on
troubleshooting and configuration procedures. Wiring diagrams can be found in the Wiring Manual
Supplement 4484-34063ID.

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CHAPTER 14
NAV-4000 SYSTEM
14.1. GENERAL.
This chapter describes the NAV-4000 system line replaceable units, software applications, theory
of operation, and general data of the VHF Navigation system avionics system. See Figure 14-1 for
the location of NAV-4000 equipment. The NAV-4000 system components are as follows:
• Two (2) VOR/ILS/MB/ADF Receivers (NAV-4000)
• Two (2) NAV-4000 Mount (MMT-125)
• VOR/ILS Antenna (existing)
• Dual Glideslope Antenna (existing)
• Marker Beaker Antenna (existing)
• Dual ADF Antenna (ANT-462B)

B
Figure 14-1. Navigation Equipment Location (Sheet 1 of 6)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 14-1. Navigation Equipment Location (Sheet 2 of 6)

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PILOT UPPER DISTRIBUTION PANEL

Figure 14-1. Navigation Equipment Location (Sheet 3 of 6)

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NAV-4000
NO 1 & 2

STA 245 UNDERDECK LH RACKS

Figure 14-1. Navigation Equipment Location (Sheet 4 of 6)

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Figure 14-1. Navigation Equipment Location (Sheet 5 of 6)

Figure 14-1. Navigation Equipment Location (Sheet 6 of 6)

14.1.1.1. NAV-4000.
The NAV-4000 is part of the aircraft radio sensor system. The NAV-4000 combines a Very High
Frequency Omnidirectional Range (VOR)/Localizer (LOC) receiver, Glideslope (GS) receiver,
Marker Beacon (MB) receiver, and Automatic Direction Finder (ADF) receiver in a single package.
It provides enroute navigation and landing data to the aircraft autopilot, display, and flight
management systems. Navigation functions consist of VOR enroute navigation, localizer and glide
slope instrument landing data, marker beacon location data, and ADF navigation data.

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14.1.1.2. The number 1 NAV-4000 VHF NAV Receiver is a VHF navigation receiver that contains the
VOR/LOC, GS, Marker Beacon (MB), and ADF receivers. The number 1 NAV is normally tuned by
the number 1 Control Display Unit (CDU), but also may be tuned by the number 2 CDU. The VIR
and ADF digital output buses are connected to CDU 1, MFD 1, MFD 2, and . These buses contain
the NAV frequency (echoed back to the CDU) and processed NAV and ADF data (used by the
CDU and shown on the PFD/MFD).

14.1.1.3. The number 2 NAV-4000 VHF NAV Receiver is a VHF navigation receiver that contains the
VOR/LOC, GS, MB, and ADF receivers. The number 2 NAV is normally tuned by the number 2
CDU, but also may be tuned by the number 1 CDU. The VIR and ADF digital output buses are
connected to CDU 2, MFD 3, and MFD 4. These busses contain the NAV frequency (echoed back
to the CDU) and processed NAV data (used by the CDU and shown on the PFD/MFD).

14.1.1.4. Automatic Direction Finder Receiver.

The ADF is an airborne system used to determine the relative bearing from the aircraft to a
selected ground-based transmitter or ground station to be displayed on the primary display. The
ADF receiver is a multi-band, single conversion receiver. The ADF receiver operates in the
Frequency range of 190.0 kHz to 1799.5 kHz and 2179 kHz to 2185 kHz in 500 Hz increments.
The concept of ADF is based on the ability of the airborne system to provide a bearing direction
with respect to the aircraft’s centerline, based upon the direction of arrival of a radio wave from a
selected station. ADF is used for navigation, position fixing, and position holding. The airborne
ADF system consists of a receiver, control unit, indicator, and combined loop and sense antennas
for ADF 1 and 2. The Omni-directional sense antenna helps tune the receiver and the loop
antenna provides the bearing. A typical ground facility used for ADF would be an AM radio station
or a Non-Directional Beacon (NDB). The ADF also provides support for receiving distress
frequencies between 2179.0kHz and 2185.0 kHz.

14.1.1.5. Each VHF navigation receiver includes a VOR receiver. The VOR receiver operates in the
frequency range of 108.00 MHz to 117.95 MHz with 50 kHz (minimum) spacing. The VOR receiver
provides bearing to or from a ground station for position fixing, maintaining course track, and
navigation along established airways. The VOR receiver outputs bearing to the VOR station for
display on the primary displays.

14.1.1.6. Each VHF navigation receiver includes Instrument Landing System (ILS) (localizer and glideslope)
receivers. The Localizer (LOC) receiver has 40 channels and operates in the frequency band from
108.10 MHz to 111.95 MHz with 50 kHz (minimum) spacing. The LOC receiver outputs a deviation
signal when it is tuned to a valid LOC frequency. The GS receiver operates in the UHF frequency
range of 329.15MHz to 335.00 MHz with 150 kHz (minimum) channel spacing. The GS receiver is
automatically tuned when a localizer frequency is tuned. The GS receiver outputs a deviation
signal when it is tuned to a valid GS frequency.

14.1.1.7. The LOC receiver provides lateral guidance at airports equipped with an ILS. The LOC receiver
outputs a deviation signal when it is tuned to a valid LOC frequency. ILS provides an approach
path for exact alignment and descent of an aircraft on its approach to the runway. The VOR/LOC
receiver decodes and processes lateral guidance information from an ILS ground facility. The
ground ILS facility generates 90 and 150 Hz signal. The localizer receiver detects its position with
respect to the glide path by determining which signal is stronger, the 90 or the 150 Hz signal. If the
aircraft is to the right of the localizer course, the 150-Hz signal is stronger than the detected 90 Hz
signal. In this case, the localizer deviation needle on the HSI deflects left. The pilot must steer the
aircraft in the direction of the needle to return the aircraft to the approach course.

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14.1.1.8. The GS receiver provides vertical guidance at airports equipped with ILS. The GS receiver
operates in the Ultra High Frequency (UHF) (329.15 MHz to 335.00 MHz) frequency range with
150 kHz channel spacing to provide vertical guidance to the aircraft. The GS receiver outputs a
deviation signal when it is tuned to a valid GS frequency. The UHF GS frequency is paired with the
Very High Frequency (VHF) localizer frequency, so when the localizer frequency is selected, the
GS frequency is also automatically selected. The ground GS transmitter is located at one side of
the near end of the runway. The GS signal is radiated to produce two intersecting lobes, one
above the other. The upper lobe is predominately modulated at 90 Hz, while the lower lobe is
predominately modulated with 150 Hz. On a line at an angle of 2.5 to 3.0 degrees from ground, the
two audio signals are equal. This line of equal modulation defines the optimum GS.

14.1.2. Marker Beacon.

Each VHF navigation receiver includes a MB receiver. The MB is automatically enabled. Tones
and indications are generated when the aircraft passes over the outer, middle, and inner marker
transmitters. Marker beacons are installed along the glide-path as reference points for locating the
aircraft along the glide-path and as reference marker for other aircraft flying at higher altitudes. The
MB receiver receives a modulated carrier signal and converts it to aural and visual outputs to
indicate passage over one of three MBs. The carrier for all marker beacons are at 75 MHz and it is
modulated about 95%.

14.1.2.1. A MB visual indicator usually consists of three lamps to indicate the marker being flown over (see
Figure 14-2). The Marker Beacon indications show approach progress. The three different
indications represent the Outer Marker (OM), the Middle Marker (MM) and the Inner Marker (IM).
Audio tones also indicate when a marker is being flown over. The outer marker is located four to
seven miles from the end of the runway.

Figure 14-2. Marker Beacon

14.1.2.2. The outer marker is modulated at 400 Hz. Passage over this marker usually causes an audio tone
and also a blue or purple indication. The middle marker is typically 1000 feet from the end of the
runway. The middle marker is modulated at 1300 Hz. Passage over this marker usually causes an
audio tone and also an amber indication. The inner marker is seldom used and is available only at

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facilities with CAT II ILS equipment. The inner maker is modulated at 3000 Hz. Passage over this
marker usually causes an audio tone and also a white indication.

14.1.3. ADF Antenna.

The ANT-462B ADF Antenna (see Figure 14-3) is a dual antenna that receives the Radio
Frequency (RF) inputs for the two ADF Receivers.

Figure 14-3. ANT-462B ADF Antenna

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14.1.4. VOR Navigation Antenna (Existing).
The antenna for the two VOR/ILS/MB receivers (see Figure 14-4) is mounted in the upper half of
the vertical stabilizer. The antenna consist of two separate half loops: one of the loops is mounted
on a panel on the left-side of the stabilizer and the other is mounted on a panel on the right side.
The two half loops are connected by coaxial cables to a tee adapter inside the vertical stabilizer.
The third cable connected to this tee adapter is connected to another tee adapter having cables
leading to each of the two VOR/ILS/MB receivers. The antenna is horizontally polarized to receive
the VOR/Localizer signals.

Figure 14-4. VOR Antenna

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14.1.5. Glideslope Antenna (Existing).
The GS antenna (see Figure 14-5) is located in the upper portion of the nose radome and is
connected directly to both receivers by coaxial cables (see Figure 14-1). The antenna is fixed and
requires no tuning.

Figure 14-5. Glideslope Antenna

14.1.6. Marker Beacon Antenna (Existing).

The marker beacon antennas (see Figure 14-6) is flush mounted located in the left hand and right
hand undercarriage fairings of the aircraft. The antenna is fixed and requires no tuning.

Note: Left hand side shown, Right hand side opposite.

Figure 14-6. Marker Beacon Antenna

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14.1.7. Navigation Source Selection.

The Navigation Source Selections available are VOR, LOC only, Back Course (B/C), and Flight
Management System (FMS). Each user has the ability to change the navigation source between
onside and cross-side sources for all navigation sources. Onside and cross-side navigation source
selections are controlled by pressing the NAV 1/2 button on the PFD Control Panel. Onside
selections show in white, while cross-side selections show in yellow. When both users are using
the same source, the selection is surrounded by a yellow box. When FMS is the selected
Navigation source and the FMS is reporting degraded, the Navigation Source Indicator is
displayed with black text on a yellow box. When the selected Navigation source is failed, the
Navigation Source Indicator is displayed with black text on a red box. When the PFD is switched to
a different navigation source, the FD/AP NAV or APPR mode automatically defaults to the heading
mode (see Figure 14-7).

Figure 14-7. Navigation Source Selection

NOTE
The aircrew may override and manually define the current Required Navigational Performance
(RNP) value, by entry of new value, using their CDU(s).

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14.1.7.1. When FMS is the selected navigation source, the following FMS scaling modes are annunciated:
• RNP 0.15: Future growth for Precision Global Positioning System (GPS) approaches
• RNP 0.3: Non precision approach (GPS or RNAV)
• RNP 1: Terminal or European RNAV (precision approach)
• RNP 4: Continental US or Oceanic Area navigation (selected routes)
• RNP 5: European Basic RNAV
• RNP 10: Oceanic Navigation
• Any other user entered RNP value

14.1.7.2. If VOR is the navigation source, selection of Direct-To mode centers the course arrow and the
Course Deviation Indicator (CDI) to a course or radial that is Direct -To the tuned VOR station.

14.1.7.3. The selected course readout is a numerical representation of the selected course, displayed in the
upper-left-hand corner of the EHSI portion of the display. When the navigation source is VOR, the
course readout label displays CRS. The displayed course value can be adjusted by the user by
turning the course knob to the position of the desired value. Each user controls the VOR selected
course on their PFD, via their PFD Control Panel. If the selected course is not available, the
selected course readout is removed from the display. If a selected course failure is detected or if
the selected navigation source is invalid, the selected course readout is replaced with dashes.
When the navigation source is FMS, the course readout label displays Desired Track (DTK). The
selected course is automatically calculated by the FMS and is not adjustable by the user.

14.1.8. NAV RADIO Page.

Navigation radio frequency tuning or channel selection is accomplished by entering the correct
frequency into the CDU scratch pad via the numeric keypad (see Figure 14-8).

14.1.8.1. Short cut entries are accepted as valid entries on the scratchpad. For example, the proper entry of
a VOR frequency is 116.0, however the user can simply enter 116 into the VOR data field on the
NAV RADIO page and the VOR is correctly tuned. A frequency entry is defined as truncated when
entry of that frequency stops prior to utilizing all of the character positions allowed. Truncated
frequencies entered as a whole number and within the range for the navigation radio indicated are
assumed to end with a decimal point and the frequency is assumed to be zeros beyond the
decimal. Any frequency that is truncated immediately after the decimal is assumed to be zeros
beyond the point where the frequency is truncated.

14.1.8.2. Refer to Table 14-1 for the valid range for entered and displayed data for the NAV RADIO page.

Table 14-1. NAV RADIO Page Valid Ranges

FREQUENCY
FROM TO INCREMENTS NOTES
ADF 190 kHz 1799.5 kHz 500 Hz
2179.0 kHz 2185.0 kHz 500 Hz Distress Signal
VOR 108.0 MHz 117.95 MHz 50 kHz
LOC 111.95 MHz 50 kHz
ILS
GS 117.95 MHz 150 kHz

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14.1.8.3. To access the NAV RADIO Page (See Figure 14-8), press the NAV function key.

TPN0398_01

Figure 14-8. NAV RADIO Page

14.1.8.4. The NAV RADIO page provides control of the following:

• L1 accesses the NAV RADIO1 CONTROL page
• L2 accesses the NAV RADIO2 CONTROL page
• L3 accesses the ADF1 CONTROL page
• L4 accesses the ADF2 CONTROL page
• R1 displays the Navigation Radio channel tune mode as AUTO, Distance Measuring
Equipment (DME)-HOLD, or VOR-PAIR.
o Selection with a valid entry in the scratchpad sets the NAV Radio to the specified
frequency:
o Selecting with a valid International Civil Aviation Organization (ICAO) Navigational
aid (Navaid) identifier in the scratchpad checks the primary database for that
identifier data record. Valid ICAO Navaid IDs include VHF Navaids such as VOR,
and VOR-DME. ICAO Navaid IDs do not include DME
o Selecting with an empty scratchpad copies the ICAO frequency into the
scratchpad
o Selecting with an ICAO Navaid ID in the scratchpad that is not found in the
database results in the NOT IN DATABASE
o message in the scratchpad until the CLR/DEL key is pressed
o Selecting when the primary database has not been loaded results in the NO
DATABASE message in the scratchpad until the
o CLR/DEL key is pressed
o Selecting with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for which entry is allowed
o Selecting while in Delete mode is inhibited and results in the INVALID DELETE
message in the scratchpad until the user presses the CLR/DEL key or selects a
LSK for which entry is allowed

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• R2 displays the Navigation Radio 1 channel tune mode as AUTO, DME-HOLD, OR VOR-
PAIR. Selection with a valid entry in the scratchpad, sets the NAV 2 Radio to the specified
frequency:
o Selecting with a valid ICAO Navaid identifier in the scratchpad checks the primary
database for that identifier data record
o Valid ICAO Navaid IDs include VHF Navaids such as VOR and VOR-DME. ICAO
Navaid IDs do not include DME
o Selecting with an empty scratchpad copies the ICAO frequency into the
scratchpad
o Selecting with an ICAO Navaid ID in the scratchpad that is not found in the
database results in the NOT IN DATABASE
o message in the scratchpad until the CLR/DEL key is pressed
o Selecting when the primary database has not been loaded results in the NO
DATABASE message in the scratchpad until
o CLR/DEL key is pressed
o Selecting with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for which entry is allowed
o Selecting while in Delete mode is inhibited and results in the INVALID DELETE
message in the scratchpad until the user presses the CLR/DEL key or selects a
LSK for which entry is allowed
• R3 displays the ADF 1 channel and with a valid entry in the scratchpad, sets the ADF 1
Radio to the specified frequency or ADF Navaid Identifier:
o The ADF frequency displays in a colored advisory font if the ADF 1 status is FAIL
or UNKNOWN
o Selecting this with an empty scratchpad copies the ADF frequency into the
scratchpad
o Selecting this with an ADF Navaid ID in the scratchpad that is not found in the
database results in the NOT IN DATABASE
o message in the scratchpad until the CLR/DEL key is pressed
o Selecting this when the primary database has not been loaded results in the NO
DATABASE message in the scratchpad until the CLR/DEL key is pressed
o Selecting this with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for which entry is allowed
o Selecting this while in Delete mode is inhibited and results in the INVALID
DELETE message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for which entry is allowed
• R4 displays the ADF 2 channel and with a valid entry in the scratchpad, sets the ADF 2
Radio to the specified frequency or ADF Navaid Identifier:
o The ADF frequency displays in a colored advisory font if the ADF 2 status is FAIL
or UNKNOWN
o Selecting this with an empty scratchpad copies the ADF frequency into the
scratchpad
o Selecting this with an ADF Navaid ID in the scratchpad that is not found in the
database results in the NOT IN DATABASE
o message in the scratchpad until the CLR/DEL key is pressed
o Selecting this when the primary database has not been loaded results in the NO
DATABASE message in the scratchpad until the CLR/DEL key is pressed
o Selecting this with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for which entry is allowed

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o Selecting this while in Delete mode is inhibited and results in the INVALID
DELETE message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for which entry is allowed

14.1.8.5. To access the NAV RADIO CONTROL pages (see Figure 14-9), press line select key L1 from the
NAV RADIO page.

TPN1391_01

Figure 14-9. NAV RADIO1 CONTROL Page

14.1.8.6. The NAV RADIO CONTROL pages provide control of the following:
• L1 when selected with a valid ICAO Navaid identifier in the scratchpad this option checks
the primary database for that identifier data record:
o Valid ICAO Navaid IDs include VHF Navaids such as VOR and VOR-DME. ICAO
Navaid IDs do not include DME
o Selecting with an empty scratchpad copies the ICAO Navaid ID into the
scratchpad
o Selecting with an ICAO Navaid ID in the scratchpad that is not found in the
database results in the NOT IN DATABASE message in the scratchpad until the
CLR/DEL key is pressed
o Selecting when the primary database has not been loaded results in the NO
DATABASE message in the scratchpad until the CLR/DEL key is pressed
o Selecting with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK key for which entry is allowed
o Selecting while in Delete Mode is inhibited and results in the INVALID DELETE
message in the scratchpad until the user presses the CLR/DEL key or selects a
LSK for which entry is allowed
• L2 when selected with a valid ICAO Airport identifier in the scratchpad this option checks
the Primary database for that identifier data record. If the ICAO Airport identifier is found in
the database, the Airport Navigation Frequencies page for that data record is accessed:
o The ICAO Airport identifier displayed on the NAV RADIO CONTROL page and
COMM page are synchronized

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o If the ICAO Airport identifier is not found in the database, a NOT IN DATABASE
scratchpad message alternates in the scratch- pad with the scratchpad contents
until the CLR/DEL key is pressed
o Selecting when the primary database has not been loaded results in the NO
DATABASE message in the scratchpad until the CLR/DEL key is pressed
o If an error condition occurs such as NO DATABASE or NOT IN DATABASE while
retrieving the data from the primary database, then the CDU does not change to
the Airport Navigation Frequencies page
o Selecting with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for which entry is allowed
o If an ICAO Airport ID has not been defined, then selection of Airport Nav
frequencies inhibits the action and results in the ENTER AIRPORT message in
the scratchpad until the CLR/DEL key is pressed
o If Zeroize All is commanded, then the ICAO Airport ID and its associated
navigation frequency data, ICAO Navaid, Nav Radio Tune Frequency, and DME
Channel are reset to default values
o Selecting while in Delete mode is inhibited and results in the INVALID DELETE
message in the scratchpad until the user presses the CLR/DEL key or selects a
LSK for which entry is allowed
• L3 toggles the Marker Beacon (MB) sensitivity between HI (high) and LO (low)
• L4 toggles DME Hold between ON and OFF:
o Switching DME Hold OFF causes the DME channel to immediately be paired to
the Navigation Radio frequency
o When a DME Hold is active, Navigation Radio Tune Frequency and DME Channel
are tuned independently
o Whenever a DME Channel is manually entered, DME Hold is toggled to ON
• L6 accesses the NAV RADIO INFO page
• R1 when if selected with a valid entry in the scratchpad this option tunes the navigation
radio to the frequency:
o If the Navigation Radio is tuned to a VOR frequency, then VOR FREQ displays as
the line label
o If the Navigation Radio is tuned to an ILS frequency, then ILS FREQ displays as
the line label
o Selecting with an empty scratchpad copies the navigation radio tune frequency
into the scratchpad
o Selecting with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for another entry which is allowed
o If the Navigation Radio is tuned via the Airport Frequency page, then an *
(asterisk) appears next to the frequency
o Whenever the Navigation Radio frequency is modified, the previous Navigation
Radio frequency is retained as the standby frequency. This applies only to
manually entered frequencies and ICAO Navigation Aid Identifiers
o If the commands sent to the Navigation radio do not match the data being read
from the Navigation radio, then the CHK STATUS annunciation is displayed
o Selecting while in Delete mode is inhibited and results in the INVALID DELETE
message in the scratchpad until the CLR/DELkey is pressed
• R2 when selecting with a valid entry in the scratchpad this option sets the navigation radio
to the selected standby frequency:
o Selecting with an empty scratchpad copies the navigation radio standby frequency
to the navigation radio standby frequency

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o Selecting with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for another entry which is allowed
o Selecting while in Delete mode is inhibited and results in the INVALID DELETE
message in the scratchpad until the CLR/DELkey is pressed
• R4 when selected with a valid entry in the scratchpad this option sets the navigation radio
to the selected DME frequency:
o Selecting with an empty scratchpad copies the DME frequency into the scratchpad
o Selecting with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for another entry which is allowed
o Selecting while in Delete mode is inhibited and results in the INVALID DELETE
message in the scratchpad until the CLR/DELkey is pressed
• R5 tunes the DME:
o If a DME Hold is not active when a Navigation Radio Tune Frequency is entered,
the paired DME channel associated with the active frequency is selected and
displayed
o Selecting with a manually entered scratchpad entry while DME Hold is inactive
tunes to that channel and activates DME Hold
o Whenever the DME channel is manually modified, the Navigation Radio Control
function retains the previous DME channel as standby
o Activation of the DME Standby function causes a DME Hold to be activated and
the DME Standby channel to become the DME channel and vice versa
o Selecting with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for which entry is allowed
o Selecting while in Delete mode is inhibited and results in the INVALID DELETE
message in the scratchpad until the CLR/DEL key is pressed
o Information Line: Displays LOADING ARPT DATA while airport navigation
frequencies are being loaded from the primary database
• R6 returns to the NAV RADIO page.

14.1.9. Navigation Frequency Pages.

Both Airport NAV FREQ pages have the same structure and perform identical functions. The
Airport NAV FREQ page displays airport recommended navigation aids and airport localizers.

14.1.9.1. To access the NAV 1 FREQ page (see Figure 14-10), do the steps that follow:
a. Press the NAV function key to display the NAV RADIO page.
b. Press the L1 LSK to display the NAV RADIO CONTROL page (example: NAV1).
c. Press the L2 LSK to display the NAV 1 FREQ page (see Figure 14-10) (example: KCID
Airport).

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TPM1363_01

Figure 14-10. NAV1 FREQ Page

14.1.9.2. The Airport NAV FREQ page provides control of the following:
• L2-L5 cause the airport frequency information to change from white to green, indicating
that the frequency has been selected for use with the specified navigation radio:
o Deactivates any previous selection and tunes to the new frequency. The user may
select only one frequency per navigation radio. When the Nav Radio Data is
selected, the CDU page returns to the NAV RADIO CONTROL page
o If the cross-side Navigation Radio frequency is the same as one of the Airport
Navigation frequencies, then an * (asterisk) displays between the frequency and
the text
• R6 returns to the parent page from which the NAV FREQ page was accessed
• Page Scrolling: Pressing the NEXT function key accesses the next Airport NAV FREQ
page unless there are less than four frequencies. Pressing the PREV function key
accesses the previous Airport NAV FREQ page unless there are less than four
frequencies

14.1.10. NAV RADIO INFO Pages.

Both NAV RADIO INFO pages have the same structure and perform identical functions. The NAV
RADIO INFO page (see Figure 14-11) displays the currently tuned frequencies on Navigation
Radio 1 and 2 as well as the DME.

14.1.10.1. The following steps access the NAV RADIO INFO page.
a. Press the NAV function key to display the NAV RADIO page.
b. Press the L1 LSK to display the NAV RADIO CONTROL page (example: NAV1).
c. Press the L6 LSK to display the NAV RADIO INFO page.

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TPN1389_01

Figure 14-11. NAV RADIO1 INFO Page

14.1.11. ADF CONTROL Pages.

Both ADF CONTROL pages have the same structure and perform identical functions. The ADF
CONTROL page (see Figure 14-12) displays ADF frequency and identifier information and allow
selection of the ADF radio mode and whether the ADF tones are switched on or off. The page also
provides the ability to swap between the selected ADF frequency and a standby frequency.

TPN1390_01

Figure 14-12. ADF1 CONTROL Page

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14.1.11.1. The ADF1 CONTROL page provides control of the following:
• L1 submits the identifier to the ADF radio when selected with a valid ADF Navaid identifier
in the scratchpad:
o Selecting with an empty scratchpad copies the ADF Navaid ID into the scratchpad
o Selecting with a ADF Navaid ID in the scratchpad that is not found in the database
results in the NOT IN DATABASE message in the scratchpad until the CLR/DEL
key is pressed
o Selecting when the primary database has not been loaded results in the NO
DATABASE message in the scratchpad until the CLR/DEL key is pressed
o Selecting with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for which entry is allowed
o Selecting while in Delete Mode is inhibited and results in the INVALID DELETE
message in the scratchpad until the CLR/DEL key is pressed
• L2 toggles the ADF mode between ADF (Automatic Direction Finding System) and ANT
(AM Radio Receiver) modes
• L3 toggles the ADF tone between ON and OFF
• 1 when selected with a valid entry in the scratchpad this option tunes the ADF navigation
radio to the chosen frequency:
o Selecting with an empty scratchpad copies the ADF tune frequency into the
scratchpad
o Selecting with invalid scratchpad data is inhibited and results in the INVALID
ENTRY message in the scratchpad until the user presses the CLR/DEL key or
selects a LSK for another entry which is allowed
o Selecting while in Delete Mode is inhibited and results in the INVALID DELETE
message in the scratchpad until the CLR/DEL key is pressed
• R2 tunes the ADF to the ADF Standby Frequency shown. If the ADF standby frequency
has an identifier associated with it, sets the Navaid Identifier to the identifier associated
with the ADF Standby Frequency
• R6 returns to the parent page from which the ADF1 CONTROL page was accessed

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14.2. OPERATIONAL CHECKOUT.
Refer to Table 14-2 for required test equipment to complete the test.

Table 14-2. Test Equipment Required

NAME DESIGNATION
IFR-4000 IFR-4000 NAV/COMM Ramp Test Set

14.2.1. Preparation for Testing.

The following steps are for preparation for testing.
a. Turn off power to PFD 1 and PFD 4 by opening the circuit breakers.
b. Allow PFD 2 and PFD 3 to revert to PFD mode.
c. Restore power to PFD 1 and PFD 4.
d. Verify all the PFD(s) are in PFD mode.

14.2.2. NAV-4000 Status.

The following steps are for NAV-4000 status.
a. On CDU 1, press the STAT function key.
• SYSTEM STATUS page displays
b. Press the NAV line select key L2.
• NAV STATUS 1/2 page displays (see Figure 14-13)
c. On CDU 1, verify all LRUs in the NAV system are at GO status.
d. On CDU 1, press the NEXT function key.
• NAV STATUS 2/2 page displays (see Figure 14-14)
e. On CDU 1, verify all LRUs in the NAV system are at GO status.

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TPN0412_01

Figure 14-13. NAV STATUS 1/2 Page

TPN1720_01

Figure 14-14. NAV STATUS 2/2 Page

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14.2.3. VOR Tuning.

The following steps are for VOR Tuning.
a. On CDU 1, press the NAV function key.
• NAV RADIO page displays (see Figure 14-15)

TPN0398_01

Figure 14-15. NAV RADIO Page

b. On CDU 1, type "108.05" and press VOR-PAIR line select key R2.
c. Verify that 108.05 are listed under the VOR-PAIR heading at R2.
d. Using the NAV/COMM test set, setup the VOR transmitted parameters as follows:
• FREQ: 108.050 MHz
• BRG: 30°
• TO/FROM: TO
• MOD TONE: 1020 Hz
e. On the pilot display control panel, toggle the "BRG" button until VOR1 is displayed.
f. On the pilot PFD, verify the bearing displayed toward the 30° on the HSI.
g. Using the NAV/COMM test set, change the TO/FROM toggle to "FROM".
h. On the pilot PFD, verify the bearing displayed from the 30° on the HSI.
i. On the pilot DACP, select VOR1.
j. Verify that a 1020 Hz tone is heard from the VOR receiver.
k. On the pilot DACP, deselect VOR1.

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14.2.4. ILS Tuning.
The following steps are for ILS tuning.
a. On CDU 1, press the NAV function key.
• NAV RADIO page displays
b. On CDU 1, enter "108.10" and press RLS2.
c. Verify "LOC" is listed next NAV2 label line.
d. Using the NAV/COMM test set, setup the localizer transmitted parameters as follows:
• FREQ: 108.100 MHz
• MOD TONE: MORSE
e. On the pilot display control panel, toggle navigation source select knob until LOC is selected.
f. On the pilot PFD, verify the localizer and rising runway is displayed.
g. Using the NAV/COMM test set, press the DDM left button.
h. On the pilot PFD, verify the localizer and rising runway has moved to the left of centerline.
i. Using the NAV/COMM test set, press the DDM right button twice.
j. On the pilot PFD, verify the localizer and rising runway has moved to the right of centerline.

14.2.5. Glideslope Tuning.

The following steps are for GS tuning.
a. Using the NAV/COMM test set, activate glide slope mode. Ensure the localizer frequency on
the NAV/COMM test set matches the localizer frequency selected on the CDU.
b. On the pilot PFD, verify that the glideslope indicator is shown and is centered.
c. Using the NAV/COMM test set, press the DDM down button.
d. On the pilot PFD, verify that the glideslope indicator is showing below center.
e. Using the NAV/COMM test set, press the DDM up button twice.
f. On the pilot PFD, verify that the glideslope indicator is showing above center.

NOTE
0.091 = 1 dot and 0.175 = 2 dots

14.2.6. Marker Beacon Operation.

The following steps are for MB operation.
a. On the Copilot Upper Circuit Breaker panel, remove power from NAV-4000 No. 2 by opening
following circuit breakers:
• NAV-4000 1
• NAV-4000 2
b. Using the NAV/COMM test set, activate marker beacon mode.
c. Verify on all the PFD(s) that no marker beacon annunciation is displayed.
d. On the pilot ICS EXCAP, select "MKR" for listening.
e. Using the NAV/COMM test set, toggle the tone button until "MOD TONE:400 Hz" is displayed.
f. Verify on all the PFD(s) that the outer marker beacon annunciation (OM in blue) is displayed.
g. Verify that the outer marker tone is heard in the pilots headset.
h. Using the NAV/COMM test set, toggle the tone button until "MOD TONE:1300 Hz" is
displayed.
i. Verify on all the PFD(s) that the middle marker beacon annunciation (MM in yellow) is
displayed.
j. Verify that the middle marker tone is heard in the pilot headset.
k. Using the NAV/COMM test set, toggle the tone button until "MOD TONE:3000 Hz" is
displayed.
l. Verify on all the PFD(s) that the inner marker beacon annunciation (IM in white) is displayed.
m. Verify that the inner marker tone is heard in the pilot’s headset.
n. On the Copilot Upper Circuit Breaker panel, restore power to NAV-4000 number 2 by closing
the following circuit breakers:
• NAV-4000 1

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• NAV-4000 2
o. On the pilot ICS EXCAP, deselect "MKR" for listening.

14.2.7. CDU Navigation Database Loading Procedures.

The following steps are for CDU navigation database loading procedures.
a. Apply power to the CDU to be loaded.
b. Insert data card with Navigation Database (NDB) software into data loader (DTU-7100) in
accordance with Paragraph 1.5.5.
c. On CDU, press the IDX function key to access the INDEX 1/2 page.
d. On CDU, press the LOAD/SAVE line select key R2.
• Data Loader LOAD/SAVE page displays
e. On CDU, press COMMON LDR line select key R6.
• COMMON LDR page displays (see Figure 14-16)
f. On CDU, press the CARD SEL line select key R3 to toggle to desired data card (A, B, C, D,
or E) with NDB software file.
g. On CDU, press the CATALOG line select key L6.
• CATALOG page displays (see Figure 14-17)
h. On CDU, press the line select key adjacent to the displayed NDB software file name.
• The CDU screen returns to COMMON LDR page and the correct NDB software file name
has been inserted into the configuration DOS filename field adjacent to line select key R1
i. On CDU, press the >INITIATE line select key L1 to start the NDB software loading process.
• CONFIRM LOAD message displays
j. On CDU, >INITIATE line select key L1 again to confirm the NDB software loading process.
• The CONFIRM LOAD message changes to LOAD IN PROGRESS, and *INITIATE
displays
• The LOAD COMPLETE message displays when the file loading process is complete
k. Remove the data card from the data loader in accordance with Paragraph 1.5.6.

TPN0690_01

Figure 14-16. COMMON LDR Page

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TPN0689_01

Figure 14-17. CATALOG Page

14.3. TROUBLESHOOTING.

14.3.1. General.
The NAV status pages display the overall NAV subsystem status and also generate Continuous
Built-In Test (CBIT) results for the GPS, AHRS, DME, ADC, VOR, and ADF LRUs. To access the
NAV STATUS 1/1 page (see Figure 14-18), select the NAV line select key L2 from the SYSTEM
STATUS page. To access the NAV STATUS 2/2 page (see Figure 14-19), press NEXT from the
NAV STATUS 1/1 page.

14.3.1.1. Overall subsystem status is determined on the status of each individual LRU within the subsystem
in the following order:
• TST: One or more LRUs are in a TEST status
• OFF: One or more LRUs are in an OFF status
• NGO: One or more LRUs are in a NO GO status
• ---: One or more LRUs are in an UNKNOWN status
• DGR: One or more LRUs are in a DEGRADED status
• GO: One or more LRUs are in a GO status

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TPN0412_01

Figure 14-18. NAV STATUS 1/2 Page

TPN1720_01

Figure 14-19. NAV STATUS 2/2 Page

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14.3.2. VOR STATUS Page.
The VOR STATUS page displays test results for the VOR (see Figure 14-20).

TPN1774_01

Figure 14-20. VOR STATUS Page

14.3.2.1. The VOR STATUS page provides control of the following:

• L1 toggles the CHK STATUS annunciation alert between ON and OFF. If the VOR Status
Alert is set to ON a failure of the VOR causes the CHK STATUS annunciation and sets the
CDU MSG Alert. If the VOR Status Alert is set to OFF a failure of the VOR inhibits the
CHK STATUS annunciation and the CDU MSG Alert. If the VOR Status Alert is set to OFF
the failure history continues to be recorded. Displays the VOR BUS Status as GO, NGO,
or --- (unknown)
• L2 displays the VOR ARINC Bus Status as GO, NGO, or --- (unknown)
• L3 displays the VOR CBIT Status as GO, NGO, or --- (unknown)
• L4 displays the VOR Aircraft Personality Module (APM) Strapping (APM STRAP) Status
as GO, NGO, or --- (unknown)
• L6 displays the FAULT HISTORY page
• R2 displays the Test status as GO, NGO, or --- (unknown)
• R3 displays the Misc Status as GO, NGO, or --- (unknown)
• R6 returns to the main status page
• Page Title Line: The VOR Status displays NGO if any of the testable functions of that VOR
are NGO. The VOR Status displays GO if all testable functions of that VOR are GO. The
VOR Status displays TST if a test is currently in progress. The VOR Status displays DGR
if the VOR is currently reporting a degraded status. The VOR Status is dashed if the status
of that VOR cannot be determined

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14.3.3. ADF STATUS Pages.

Both ADF STATUS pages have the same structure and perform identical functions (see Figure 14-
21).

TPN0475_01

Figure 14-21. ADF STATUS Page

14.3.3.1. The ADF STATUS page provides control of the following:

• L1 toggles the CHK STATUS annunciation alert between ON and OFF. If the ADF Status
Alert is set to ON a failure of the associated ADF causes the CHK STATUS annunciation
and sets the CDU MSG Alert. If the ADF Status Alert is set to OFF a failure of the
associated ADF inhibits the CHK STATUS annunciation and the CDU MSG Alert. If the
ADF Status Alert is set to OFF the failure history continues to be recorded
• L2 displays ARINC Status. Status displays as GO, NGO, or --- (unknown)
• L3 displays CBIT Status. Status displays as GO, NGO, or --- (unknown)
• L4 displays FAULT CODE description. Fault code displays as Detected or Not Detected. If
a FAULT CODE is detected, the name of the fault displays
• L6 accesses the ADF FAULT HISTORY pages
• R1 displays TEST status as GO or NGO
• R2 displays Miscompare Status (MISC). Status displays as GO, NGO, or --- (unknown)
• R6 returns to the status page from which the LRU status page was accessed
• Page title Line: The ADF Status displays NGO if any of the testable functions of that ADF
are NGO. The ADF Status displays GO if all testable functions of that ADF are GO. The
ADF Status displays TST if a test is currently in progress on that ADF. The ADF Status
displays DGR if the ADF is currently reporting a degraded status. The ADF Status is
dashed if the status of that ADF cannot be determined

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14.4. REMOVAL AND INSTALLATION.

14.4.1. NAV-4000 VOR/ILS/MB Receiver Removal.

The following steps are for NAV-4000 VOR/ILS/MB receiver removal.
a. Remove aircraft power.
b. Remove the safety wire and loosen the knurled knobs that secure the unit to the mount.
c. Slide the unit straight out to disconnect it from the mount connectors.

14.4.2. NAV-4000 VOR/ILS/MB Receiver Installation.

The following steps are for NAV-4000 VOR/ILS/MB receiver installation.
a. Remove aircraft power.
b. Check connectors on the rear of the receiver and in the rack connectors for dust covers, bent
pins or any object that could impede the mating of the connectors.
c. Slide the unit into the mount until the mating connectors are fully engaged.
d. Position the knurled knobs (on the front of mount) to engage the unit hold-down hooks. Tighten
the knurled knobs to secure the unit to the mount. Safety-wire the knurled knobs.
e. Perform operational check in accordance with Paragraph 9.2.

14.4.3. ADF Antenna Removal.

The following steps are for ADF antenna removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• NAV-4000 1
• NAV-4000 2
b. Remove six mounting screws on the bottom of the antenna.
c. Pull antenna away from fuselage far enough to disconnect connector and remove antenna.

14.4.4. ADF Antenna Installation.

The following steps are for ADF antenna installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• NAV-4000 1
• NAV-4000 2
b. Connect the electrical connector to the antenna.
c. Secure antenna with six fasteners.
d. Close previously opened circuit breaker(s).
e. Perform operational checkout in accordance with Paragraph 14.2.

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CHAPTER 15
WEATHER RADAR SYSTEM
15.1. GENERAL.
The Weather Radar (WXR-2100) System is a system controlled by the single Weather Radar
Control Panel (WCP-701) with fault diagnostics accessible from Pilot and Copilot Control Display
Unit (CDU). All interface graphics are displayed on the Multi-Function Display (MFD). The Weather
Radar (WXR) data provides the user with a visual indication of weather phenomena. It portrays a
forward-looking image of weather as configured by the Weather Radar Control Panel. See Figure
15-1 for the location of WXR equipment. The WXR System components are as follows:
• Control Panel (WCP-701)
• Windshear Auto Enable Switch
• Antenna Flat Plate (WFA-701X)
• Antenna Pedestal Mount (WMA-701X)
• WXR-2100 Receiver/Transmitter (WRT-701X)

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C

WX
RECEIVER/TRANSMITER
WRT-701X

WX RADAR RECEIVER
RH UNDERDECK - VIEW LOOKING FWD
Figure 15-1. Weather Radar Equipment Location (Sheet 1 of 4)

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WCP-701
WEATHER RADAR
CONTROL PANEL

WEATHER RADAR
WINDSHEAR
AUTO ENABLE
SWITCH

Figure 15-1. Weather Radar Equipment Location (Sheet 2 of 4)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 15-1. Weather Radar Equipment Location (Sheet 3 of 4)

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Figure 15-1. Weather Radar Equipment Location (Sheet 4 of 4)

15.1.1. Weather Radar Overlay.

The purpose of the Weather Radar is to aid the aircrew in detecting and avoiding thunderstorms
and associated turbulence. The Weather Radar System can detect rainfall, moderate to heavy wet
snow, and in some instances possible icing conditions, all within a maximum range of 320 nm.

15.1.1.1. The PFD Arc HSI and PFD Arc Map modes are all capable of displaying the Weather Radar
Overlays (see Figure 15-2). Each pilot has the ability to turn their respective Weather Radar
Overlay on or off using their PFD Control Panel. Each pilot may use the PFD Control Panel to
adjust the display range of the Weather Radar Overlays on the PFD(s). The onside display which
most recently selected a Weather Radar Overlay range has master range control over the Weather
Radar Overlay.

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Figure 15-2. Weather Radar Overlay on PFD

15.1.1.2. If a pilot displays Weather Radar first on his MFD and then switches to the PFD, the range control
comes from the PFD Control Panel. Or if the range selection for both onside displays are (PFD
and MFD if Weather Radar is selected on both) not the same, the display with the WXR range
control displays the radar image and the other display gives the annunciation "WXR RANGE
DISAGREE" (see Figure 15-3). This condition can then be cleared by deselecting the Weather
Radar Overlay on one of the displays or by matching the range selection for both displays.

Figure 15-3. Weather Range Disagree

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15.1.1.3. The Weather Radar Overlays provide warning annunciations and a graphical depiction of weather
data. The Weather Radar Overlay mode block is located above the Selected Course Readout.

15.1.1.4. The Weather Radar Overlay activates or pops up on the pilot and copilot PFD displays when a
windshear caution or windshear warning is detected the Weather Radar System. The Weather
Radar Overlay pop-up feature is inhibited when a WXR format is already displayed and replaced
with a flag when a Weather Radar System input failure occurs.

15.1.1.5. Radar Mode. The Radar Mode presents Weather Radar data from the color WXR. Radar Mode is
available as a display mode on the pilot and copilot PFD(s). When Radar Mode is selected on the
MFD, Weather Radar is the only data displayed on the PFD (Radar-Only Mode).

15.1.1.6. Radar Description. When the Radar Mode is enabled the MFD displays precipitation in green,
yellow, red, and magenta (weak to most severe). The color displayed is based on the strength of
the reflected radar signal and corresponds to a precipitation rate. Magenta, which represents very
strong precipitation, is also used to represent turbulence on the display, if WX+T mode is selected.

15.1.1.7. Ground Mapping. The ground mapping function can be used as a navigational aid to the pilot when
restricted visibility conditions occur. Some weather radar systems are useful for ground mapping.
Ground mapping essentially extends the pilot vision by providing a terrain map of the area ahead
of the aircraft. This is especially useful during times of restricted visibility such as darkness or
overcast weather conditions. The terrain map provides a picture of prominent terrain features such
as cities, mountains, coastlines and rivers. Highly reflective surfaces, such as buildings in a city or
the side of a mountain, provide the most intense echo return, while calm bodies of water provide a
less intense echo return. However, turbulent waters caused by swells or large waves provide a
strong return echo. With some experience, these terrain features can be easily interpreted.
Antenna beam width, aircraft altitude, and the amount of downward tilt of the antenna all affect the
area of terrain that can be detected and displayed. The greater the amount of downward tilt, the
closer the detected terrain is to the aircraft and the smaller the area displayed.

15.1.1.8. Forward-Looking Windshear. The Forward-Looking Windshear detection function helps the pilot
avoid windshear conditions in the takeoff and landing modes of flight. Once armed PWS Mode
automatically activates during takeoff and landing phases of flight to detect and warn of microburst
windshear activity immediately ahead of the aircraft. See Figure 15-4 for an example of the MFD
Radar Only Mode.

15.1.1.8.1. Windshear Auto Enable Switch. This switch arms the windshear detection function. With this
switch in the ON position the radar will automatically scan for windshear conditions.

When the auto enable switch is ON the radar will start transmitting regardless if it has been turned
on through the CDU.

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Figure 15-4. Weather Radar Only Mode

15.1.1.9. MultiScan Mode. The purpose of MultiScan is to provide automatic superior weather hazard
detection with an essentially clutter-free display to enable rapid pilot interpretation of weather
hazards without the workload required for manual adjustment of the tilt control. Therefore, it is
intended that the aircrew may turn on the MultiScan radar in AUTO mode prior to takeoff and fly
the entire flight without use of the controls or adjustment of the radar.

15.1.1.10. Manual Mode. If conditions warrant, all controls normally associated with radar operation (MODE,
GAIN, and TILT), can be manually adjusted by the aircrew. This enables a detailed assessment of
the weather hazard or terrain situation.

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15.1.1.11. To display the Weather Radar Overlay (see Figure 15-5), press the TERR/WXR push button on
the PFD Control Panel (see Figure 15-6). The overlay range limit is 2.5 nautical miles to 320
nautical miles.

Figure 15-5. Weather Format Overlay

Figure 15-6. PFD Control Panel, TERR/WXR Button

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15.1.1.12. The WXR RADAR Overlay is available only on the Heading Map in center and forward view modes
(the aft view does not display WXR information). The WXR RADAR Overlay and TERRAIN
Overlay are mutually exclusive. The WXR Overlay includes the following features:
• Weather Radar Image
• Weather Radar mode and submode
• Information

15.1.1.13. The color displayed is based on the strength of the reflected radar signal and corresponds to a
specific precipitation rate. The WXR Overlay displays participation as follows:
• Green – Light Precipitation
• Yellow – Moderate Precipitation
• Red – Strong Precipitation
• Magenta – Very Strong Precipitation

15.1.1.14. If WX+T (weather plus turbulence) mode is selected by the Weather Radar Control Panel,
magenta is also used to represent turbulence. Weather Radar mode and submode information is
displayed on the lower right hand side of the SFD Weather Radar Overlay. Weather Radar Mode
(WX+T) and Weather Radar Submode (Tilt), as reported by the Weather Radar, indicate the
current Weather Radar selections. The Weather Radar functions are mainly controlled by the
Weather Radar Control Panel. The IHC controls the following Weather Radar Operations:
• Activate/deactivate the Weather Radar Overlay
• Weather Radar Range Control

15.1.1.15. Weather Radar Control Panel. One WXR Control Panel is located on the pedestal between the
pilot and copilot and controls the radar for both pilots. The WXR Control Panel controls the modes
and functions of the WXR System. See Figure 15-7 and refer to Table 15-1 for WXR control panel
functions.

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Figure 15-7. Weather Radar Control Panel

Table 15-1. Weather Radar Control Panel Functions

ITEM CONTROL- FUNCTION

INDICATOR
1 TFR Transfers (TFR) cross side settings to corresponding side.
WX Weather (WX) mode allows the system to operate in the weather detection mode.
WX+T Weather Plus Turbulence (WX+T) mode is the same as WX mode except that,
along with weather detection, precipitation-related turbulence is detected and
displayed in the 5-, 10-, 25-, and 50-nmi range positions.
MAP MAP mode places the system in the terrain-mapping mode.
GC On/Off Ground Clutter (GC) suppression.
2 GAIN The GAIN Control is used for manual gain control of the radar receiver.
3 TILT The radar antenna is fully stabilized to compensate for aircraft pitch, and roll
attitude changes. The TILT control allows adjusting the vertical aim of the
radar antenna.
4 TEST Initiates WXR Self-test and test pattern.
5 AUTO Multi-scan is designed to reduce pilot workload by automatically adjusting the
current displayed tilt setting following altitude or selected range changes.

N/A LEFT or In manual mode, the split function control panel allows the left side control
RIGHT functions to operate during the clockwise sweep of the antenna and the right side
control functions to operate during the counterclockwise sweep of the antenna.

In auto mode, the split function controls are independent of antenna sweep.
Both displays are updated at the same time.

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15.2. OPERATIONAL CHECKOUT.

15.2.1. Preparation for Testing.

The following steps are for preparation for testing.
a. Connect external power to the airplane.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• COPILOT CDU
• COPILOT DCP
• COPILOT MFD
• COPILOT PFD
• COPILOT MFD FAN
• COPILOT PFD FAN
• RADAR RT (ESS AC)
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• PILOT CDU
• PILOT DCP
• PILOT MFD
• PILOT PFD
• PILOT MFD FAN
• PILOT PFD FAN
d. On the CDU, press the IDX function key.
• INDEX 1/2 page displays
e. Press the POWER line select key R1.
• POWER page displays (see Figure 15-8)
f. Press line select key L2 to toggle the WXR power to ON.

TPN1425_01

Figure 15-8. POWER Page

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15.2.2. WXR Testing.

The following steps are for WXR status test.
a. Perform preparation for test in accordance with Paragraph 15.2.1.
b. On the Weather Radar Control Panel, press the TEST button.
• A self-test and test pattern are initiated

NOTE
Do not proceed until self-test pattern is no longer displayed.

c. On CDU, press STAT function key.

• SYSTEM STATUS page displays
d. On CDU, press SURV line select key L4.
• SURV STATUS page displays
e. On SURV STATUS page, WXR displays on line select key L3 with one of the following status
displays:
• If GO displays, system is operational
• If NGO displays, system is not operational, go to Paragraph 15.3
f. Perform WXR shutdown in accordance with Paragraph 15.2.3.

15.2.3. WXR Shutdown.

The following steps are for WXR shutdown.
a. On the CDU, press the IDX function key.
• INDEX 1/2 page displays
b. Press the POWER line select key R1.
• POWER page displays
c. Press line select key L2 to toggle the WXR power to OFF.
d. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• RADAR RT (ESS AC)
e. Remove external power to the airplane.

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15.3. TROUBLESHOOTING.

15.3.1. General.
The WXR STATUS page generates Continuous Built-In Test (CBIT) results. Overall subsystem
status is determined on the status of each individual LRU within the subsystem in the following
order:
• TST: One or more LRUs are in a TEST status
• OFF: One or more LRUs are in an OFF status
• NGO: One or more LRUs are in a NOGO status
• ---: One or more LRUs are in an UNKNOWN status
• DGR: One or more LRUs are in a DEGRADED status
• GO: One or more LRUs are in a GO status

15.3.2. WXR STATUS Page.

To access the WXR STATUS page (see Figure 15-9), select WXR line select key L3 from the
SURV STATUS page. The WXR STATUS page displays the following.
• L1 toggles the CHK STATUS annunciation alert between ON and OFF. If the WXR Status
Alert is set to ON a failure of the WXR causes the CHK STATUS annunciation and sets
the CDU MSG Alert. If the WXR Status Alert is set to OFF a failure of the WXR inhibits the
CHK STATUS annunciation and the CDU MSG Alert. If the XPDR Status Alert is set to
OFF the failure history continues to be recorded
• L2 displays the state of the WXR RT as GO, or NGO or --- (unknown). Displays the state
of the WXR ANT as GO, or NGO or --- (unknown)
• L4 displays the WXR Control Input number that is currently failed or inactive
• L6 accesses the Fault History pages
• R2 displays the WXR Attitude Input 1 Status as GO, NGO, or --- (unknown)
• R3 displays the WXR Altitude Input 1Status as GO, NGO, or --- (unknown). Displays the
WXR Altitude Input 2 Status as GO, NGO, or --- (unknown)
• R4 displays the WXR Air Data Input 1 Status as GO, NGO, or --- (unknown). Displays the
WXR Air Data Input 2 Status as GO, NGO, or --- (unknown)
• R5 displays the WXR Discrete Input 1 Status as GO, NGO, or --- (unknown). Displays the
WXR Discrete Input 2 Status as GO, NGO, or --- (unknown)
• R6 returns to the SURV STATUS page
• Page Title Line: The WXR Status displays NGO if any of the testable functions of that
WXR are NGO. The WXR Status displays GO if all testable functions of that WXR are GO.
The WXR Status displays TST if a test is currently in progress on that WXR. The WXR
Status displays DGR if the WXR is currently reporting a degraded status. The WXR Status
is dashed if the status of that WXR cannot be determined. The WXR Status displays OFF
if the WXR power is set to OFF

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TPN0476_01

Figure 15-9. WXR STATUS Page

15.4. REMOVAL AND INSTALLATION.

15.4.1. WXR Control Panel Removal.

The following steps are for WXR control panel removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• RADAR RT (ESS AC)
b. Loosen four Dzus fasteners securing control to instrument panel.
c. Carefully pull control from recess and disconnect rear mating connector(s).

15.4.2. WXR Control Panel Installation.

The following steps are for WXR control panel installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• RADAR RT (ESS AC)
b. Connect mating connector(s) to rear connector(s) on control.
c. Install control into recess on instrument panel and secure with four Dzus fasteners
located on outside edges of control.
d. Perform operational check in accordance with Paragraph 15.2.

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15.4.3. WRT-701X Receiver-Transmitter Removal.
The following steps are for WRT-701X receiver-transmitter removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• RADAR RT (ESS AC)
b. Remove safety wire and loosen knurled hold-down knobs securing receiver-transmitter
to mount.
c. Carefully pull receiver-transmitter forward until it is disconnected from mount mating
connector.

15.4.4. WRT-701 Receiver-Transmitter Installation.

The following steps are for WRT-701 receiver-transmitter installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
 RADAR RT (ESS AC)
b. Position receiver-transmitter on WMT-701X RT Mount.

The WRT-701X Receiver-Transmitter should only be installed using a WMT-701X/702X RT mount.

Using an- other manufacturers RT mount may result in the loss of the fuse resistor in the 28 V
keep-alive circuit.

c. Carefully push receiver-transmitter toward mount mating connector until connectors

mate.
d. Tighten the knurled hold-down knobs that secure the receiver-transmitter to the mount.
e. Safety-wire knurled hold-down knobs.
f. A waveguide switch (CPN 410-0596-030 or -050) capable of reporting waveguide switch
failures is required in forward-looking windshear capable systems. This switch is
standard with RT Mounts identified for FLW use. The waveguide switch, CPN 410-0596-
030 or -050, operates within ARINC characteristics 708 and 708A.

NOTE
Perform Step 15.4.4.g, if a dual FLW installation contains one non-FLW receiver-transmitter and
one FLW receiver/transmitter (for example, to clear an aircraft-on-ground situation).

g. Placard the Weather Radar System to note the following limitations:

• The PWS INOP lamp is not lit when the non-FLW receiver-transmitter is selected
• The PWS INOP lamp reporting occurs when the FLW receiver- transmitter is selected
• Waveguide switch failures lights the PWS INOP lamp when the FLW receiver-transmitter
is selected
• Waveguide switch failures inhibits the receiver-transmitter power-up and cause the ARINC
453 data bus to fail
• A false waveguide switch failure is recorded in the FLW receiver- transmitter BITE memory
when the FLW receiver-transmitter is not selected
h. Perform operational check in accordance with Paragraph 15.2.

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15.4.5. WMT-701XRT Mount Removal.

The following steps are for WMT-701XRT mount removal.
a. Remove WXR receiver Transmitter in accordance with Paragraph 15.4.3.
b. Remove screws securing mount to equipment rack.
c. Remove cooling hose form rear of mount.
d. Carefully move mount to gain access to rear connector on mount.
e. Remove four screws securing aircraft waveguide to UG-136A/U choke flange at rear of
mount.
f. Remove four screws securing mating connector to rear of mount. Remove connector from
rear of mount.
g. Remove ten screws and washers and two metal straps securing waveguide to mating
connector.
h. Remove waveguide from connector.
i. Perform operational check in accordance with Paragraph 15.2.

15.4.6. WMT-701XRT Mount Installation.

The following steps are for WMT-701XRT mount installation.
a. Position waveguide (supplied) into upper rear portion of ARINC NIC 600 mating connector.
Secure waveguide.
b. Insert mating connector through recess at rear of mount.
c. Position mating connector over mounting holes at rear of mount. Secure mating
connector to mount with four screws.
d. Position aircraft waveguide flange over UG-136A/U choke flange at rear of mount.
Secure waveguide to choke flange with four screws.
e. Connect cooling hose to rear of mount.
f. Position the mount in equipment rack and secure with screws.
g. Install WXR receiver transmitter in accordance with Paragraph 15.4.4.

15.4.7. WFA-701X Flat Panel Antenna Removal.

The following steps are for WFA-701X flat panel antenna removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• RADAR RT (ESS AC)
b. Remove radome or panels to access antenna in accordance with applicable T.O.
c. Alternately loosen two captive bolts located on antenna pedestal mounting flange enough to
open spring-loaded clamp jaw and remove antenna flat plate.
d. Carefully lower antenna flat plate away from antenna pedestal and place into a protective
container.

NOTE
It is recommended the original shipping container be used to protect the antenna flat plate.

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15.4.8. WFA-701X Flat Panel Antenna Installation.
The following steps are for WFA-701X flat panel antenna installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• RADAR RT (ESS AC)
b. Remove radome or panels to access antenna in accordance with applicable T.O.
c. Carefully raise and position antenna flat plate mounting flange onto antenna pedestal
mounting flange, ensuring alignment of two guide pins.
d. Torque two captive bolts located on antenna pedestal
mounting flange to 20 inch-pounds.
e. Secure two captive bolts with .032 safety wire.
f. Perform operational check in accordance with Paragraph 15.2.
g. Reinstall radome or panels removed in accordance with applicable T.O.

15.4.9. WMA-701X Antenna Pedestal Removal.

The following steps are for WMA-701X antenna pedestal removal.
a. Remove antenna flat plate in accordance with Paragraph 15.4.7.
b. Disconnect connector from Jl at bottom of antenna pedestal base.
c. Disconnect waveguide flange by releasing the quick-release connector at bottom of
antenna pedestal base.
d. Remove two bolts and washers located at bottom of antenna pedestal base.
e. Loosen two bolts located at top of antenna pedestal far enough to allow free movement of
antenna pedestal base.

NOTE
Antenna pedestal weighs 22 pounds. Ensure it is properly supported during removal. Ensure
plastic film remains in place over end of pedestal waveguide.

f. Carefully lift antenna pedestal slightly up then away from mounting plate and place into a
protective container.

NOTE
It is recommended the original shipping container be used to protect the antenna pedestal base.

g. Inspect connectors for signs of wear and/or damage and cover end of waveguide flange to
prevent contamination.

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15.4.10. WMA-701X Antenna Pedestal Installation.
The following steps are for WMA-701X antenna pedestal installation.

NOTE
The WXR system uses an unpressurized waveguide system due to low-power requirements. Clear
plastic windows, CPN 646-4398-001, -002, and -003 are used on the waveguide assemblies of the
WMA-701X Antenna Pedestal as a dust/dirt shield and are not part of a waveguide pressure
system. These windows are simply designed to keep foreign material out of the waveguide
sections during transport and installations. They are NOT intended to be removed before
installation.

It is not desirable or recommended to remove the clear plastic windows. However, it does not
cause a problem in the installation and does have no effect on the system operation if the clear
plastic windows are removed.

a. Position WMA-701X Antenna Pedestal over mounting holes on aircraft mounting surface.

NOTE
Ensure slotted holes on pedestal base are placed in the 12 o’ clock position.

b. Carefully raise and position antenna pedestal base onto mounting plate, guiding the base over
top two mounting bolts, and then lowering slightly.
c. Install two bolts and washers at bottom of antenna pedestal base, then tighten all four bolts to
35-40 ft/lbs to secure antenna pedestal base.
d. Replace O-ring on antenna pedestal waveguide flange.
e. Connect antenna pedestal waveguide flange by securing quick-release connector at
bottom of antenna pedestal base.
f. Install antenna flat plate in accordance with Paragraph 15.4.8.

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CHAPTER 16
ENHANCED GROUND PROXIMITY WARNING SYSTEM

16.1. GENERAL.
The Enhanced Ground Proximity Warning System (EGPWS) Management Function performs
some of the control and data management tasks for the GPWS. The GPWS is a system that
provides Terrain look-ahead information to the crew to prevent Controlled Flight Into Terrain
(CFIT).

16.1.1. EGPWS.
The EGPWS receives position, velocity, altitude, and other types of data from the Flight
Management System (FMS), NAV-4000, Radio Altimeters, Air Data Computers (ADCs), GPS-
4000S, and Attitude Heading Reference System (AHRS#1). The EGPWS then uses a worldwide
Terrain Database to determine the existence and severity of any potential threats. When a
hazardous situation is perceived, aural and visual indications of imminent danger are presented to
the operator. The EGPWS Management function continually provides information based on the
Pilot and Copilot MFDs as well as to the aural warning generator as required. See Figure 16-1 for
the location of the EGPWS System component locations. The EGPWS system components are as
follows:
• EGPWP MK VII Enhanced Ground Proximity Warning Processor (EGPWP)
• EGPWP Mount

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TAWS
COMPUTER

STA 245 UNDERDECK LH RACKS

Figure 16-1. EGPWS System Component Location (Sheet 1 of 5)

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Figure 16-1. EGPWS System Component Location (Sheet 2 of 5)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 16-1. EGPWS System Component Location (Sheet 3 of 5)

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TAWS TEST
Switch

AFT PEDESTAL
Figure 16-1. EGPWS System Component Location (Sheet 4 of 5)

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USH USH
TEST TEST
R- R-
A LT A LT

280 VOR2 TO H 89.6NM 29.92 in

106 CRS OM

260
280 3500
240 NORM
10
228 10 3320
220 20 UP
20
200 3 000 UP UP
NOSE
180 258KTS 123 MIN
LEFT RIGHT

BRT STD

UP DN
LOCK
RELEASE

HORN HANDLE
SILENCE LIGHT TEST

AIR AIR
MIX CHES MIX CHES
FEET T FEET T

Figure 16-1. TAWS System Component Location (Sheet 5 of 5)

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16.1.2. Description.
Prime power for the EGPWS is 115 VAC 400 Hz provided through the EGPWS circuit breaker
located on the Copilot Upper Circuit Breaker panel (see Figure 16-1). The annunciators and
annunciator switches are provided 28 VDC from aircraft lighting circuits. Aural enunciations are
provided through the aircraft interphone system. Electronic display of the terrain is provided by the
Flight Display System (FDS) on the Electronic Horizontal Situation Indicator (EHSI) with specific
control of the Terrain Overlay by the CP-255K control panel. The control panel provides three
terrain functional controls: MODE, RNG, and the TERR/WXR pushbutton which controls the
Terrain Overlay (see Figure 16-1).

16.1.2.1. Enhanced Ground Proximity Warning Processor Front Panel Controls and Indicators. The EGPWP
front panel consists of EGPWS status LEDs, a self-test interface, a Personal Computer Memory
Card Industry Association (PCMCIA) interface, and a test plug. The EGPWP front panel contains
three Status LEDs: a yellow EXTERNAL FAULT led, a green COMPUTER OK led, and a red
COMPUTER FAIL led. The yellow EXTERNAL FAULT led indicates a fault external to the EGPWP
exists. The green COMPUTER OK led indicates the EGPWP is operating correctly with no internal
faults. The red COMPUTER FAIL led indicates the EGPWP has an internal fault. The EGPWP
front panel self-test interface consists of a SELF TEST switch, used to activate all the self-test
features, and a headphone jack (HEADPHONES). The front panel audio jack provides 600 ohm
monophonic audio output to a commercial standard two-connector 1/4 inch audio jack. The
EGPWP front panel PCMCIA interface is most commonly used for upload of software and
databases. The interface can also be used for download of accumulated history data. Adjacent to
the PCMCIA slot there are four LEDs. These LEDs are operational only when the PCMCIA slot is
being used to load data into or from the EGPWS. The EGPWP front panel test plug (P1) is an RS-
232 communications port that provides various communications support capabilities; discretes
used for file downloading and power outputs for portable dataloaders.

16.1.2.2. Enhanced Ground Proximity Warning Processor Annunciator Switches. The EGPWS annunciators
illuminate in yellow simultaneously with corresponding EGPWS MFD annunciation and aural
annunciations. Each of the annunciator switches has an upper and lower legend. The upper
legends of the switches provide a visible white legend, readable with or without back- lighting. The
lower portion of the alternate pushbutton illuminates to annunciate selection of the mode.
• Terrain Inhibit (TERR INHIB) allows the aircrew to inhibit EGPWS terrain database
cautions and warnings
• Glide Slope Cancel (G/S CANCEL) allows the aircrew to inhibit EGPWS below glide slope
warnings
• GPWS Aural (TAWS MUTE) which allows the crew to inhibit aural warnings
• Flap Override (FLAP OVRD) allows the aircrew to override EGPWS flap configuration
warnings
• Terrain Tactical (TERR TACT) lowers the boundaries of the warnings to enable tactical
approaches and low-level flights with- out nuisance warnings
• Terrain Test (TAWS TEST) allows the aircrew to test switch annunciators, aural
enunciations, and provides a test pattern for the PFD and MFD displays

16.2. FUNCTIONAL DESCRIPTION.

The EGPWS functional description consists of the operation of the EGPWP and the warning mode
profiles contained within the processor database algorithms.

16.2.1. Enhanced Ground Proximity Warning Processor.

The EGPWP receives inputs from the radio altimeters, ADC, AHRS, Flight Management System
(FMS) (GPS global position), NAV-4000 Glideslope receiver, and aircraft configuration discretes
(such as flap and gear position). The input signals are processed to determine which warning
modes are enabled and are compared to the warning algorithms of each warning mode.

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16.2.1.1. EGPWS Interface. Consists of receive and transmit serial bus traffic and discrete inputs and
outputs. The EGPWP is a complex computer with a resident worldwide terrain and airport
database. In order to perform the basic (Mode 1 through Mode 5) GPWS functions, enhanced
terrain look ahead, and display function the EGPWS needs numerous other sensor inputs
including accurate present position.

16.2.1.2. The EGPWP receives radio altimeter, localizer deviation, glide slope deviation, Decision Height
(DH) set, and range information. Sensor data inputs are required by the EGPWS for basic and
enhanced functions. This data includes mode, position, heading, altitude, inertial altitude,
time/date, selected course, groundspeed, true airspeed, static air temp, true air temp, vertical
speed, body normal/longitudinal acceleration and nav position accuracy.

16.2.1.3. Discrete program pin inputs are used to customize the EGPWS installation for the particular
airframe installation. These program pins consist of jumper wires tied to a program pin common or
intentionally left open (unterminated). The configuration of the program pins is read by the EGPWP
at power up and stored in memory. If the configuration changes during flight, a program pin fault is
recorded. The aircraft wiring diagrams can be used to verify any possible program pin errors.

16.2.1.4. A ground is applied to the glide slope advisory inhibit input when the Pilot and Copilot has
activated the G/S CANCEL switch on their respective instrument panels muting the glide slope
aural alerts. In turn, the EGPWP outputs a ground signal (GLIDE SLOPE CANCEL
ANNUNCIATOR OUT) to light the glide slope CANCEL annunciator on the pilot and copilot
instrument panels.

16.2.1.5. A ground is applied to the terrain advisory inhibit input when the pilot has activated the TERR
INHIB switch on the center instrument panel. A ground at the terrain advisory inhibit input, mutes
the terrain aural alerts, and removes the terrain data display on the displays. The weather radar
system outputs a discrete signal that acts as an audio mute command (WXR PWS ADVISORY
INHIBIT) input for EGPWS. When the weather radar issues predictive windshear cautions or
warnings, this discrete is grounded to signal EGPWS to mute lesser priority aural outputs such as
altitude callouts. The EGPWS also outputs a ground signal (AUDIO INHIBIT) to mute lesser
priority Traffic Collision Avoidance System (TCAS), Weather Radar System (WXR), and Altitude
Alerter aural alerts. The overall priority scheme for system level audio alerts for EGPWS, TCAS
and Weather Radar is as follows: First priority is EGPWS warnings, second priority is Weather
Radar predictive windshear cautions and warnings, third priority is EGPWS Non Pull Up warnings,
and fourth priority is TCAS alerts. Whenever an EGPWS alert is issued, the ARINC-429 label
representing the alert is read and the appropriate display is presented such as PULL UP or
EGPWS on the pilot and copilot EADI.

16.2.2. Warning Mode Profiles.

If the aircraft flight profile enters at least one warning mode profile, voice and visual warnings are
enabled. The EGPWS is a single Line Replaceable Unit (LRU) capable of several main alerting
functional areas. The functional areas are basic ground proximity warning (Mode 1 through Mode
5); altitude awareness callouts (Mode 6); excessive bank angle alert (Mode 6); enhanced features
of Terrain Clearance Floor (TCF) (enhanced Mode 4); and terrain and obstacle awareness
alerting and warning as well as optional display of this information. Mode 1 through Mode 5 make
up the basic Ground Proximity Warning (GPW) modes and are briefly described as follows:
• Mode 1 is excessive descent rate
• Mode 2 is excessive terrain closure rate
• Mode 3 is sink after take off
• Mode 4 is too close to terrain
• Mode 5 is excessive deviation below glide slope

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• Mode 6 provides additional protection in the form of a selectable menu of radio altitude
callouts during landing approach, and an alert for excessive bank angle.
When the aircraft flight enters a warning profile of any warning mode, GPWS produces voice and
visual warnings.

16.2.2.1. Mode 1 Excessive Descent Rate provides a warning based on Barometric Rate from ADC 1 or 2.
Through envelope modulation, both boundaries can be biased at certain airports to minimize
nuisance warnings.

16.2.2.2. Mode 2 (A) Excessive Terrain Closure Rate is operational when the flaps are less than 30
degrees. Differentiating and scaling radio altitude generates closure rate. The vertical distance
between the aircraft and the underlying terrain is differentiated to determine the rate of change in
this vertical distance. Upon penetrating the envelope, either on the slope or from the top, the
alert/warning lights illuminate and the voice message is "TERRAIN, TERRAIN". If the envelope
penetration lasts beyond these two messages, approximately 1 second, then the message
changes to "PULL UP", which is repeated continuously until the envelope is departed.

16.2.2.3. Mode 2 (B) Excessive Terrain Closure Rate is automatically selected when the flaps are lowered
to 30 degrees or greater. The envelope is the same as Mode 2A except the upper boundary has
been lowered to 789 feet, due to a maximum allowed closure rate of 3,000 Feet Per Minute (FPM).
Mode 2B is also selected with flaps up, when the aircraft is performing an Instrument Landing
System (ILS) approach and the glide slope and localizer deviations are less than two dots. Mode
2B is selected automatically during the first 60 seconds after takeoff. When the envelope is
penetrated, the alert lamps illuminate, and the voice message is repeated until the envelope is
exited. With landing gear or flaps up, the voice message is "TERRAIN, TERRAIN", followed by
"PULL UP" if the condition persists. If both gear and flaps are in the landing configuration, then the
message is "TERRAIN".

16.2.2.4. Mode 3 Descent After Takeoff provides alerts/warnings for excessive altitude loss after takeoff.
Mode 3 is based on radio altitude, altitude (inertial altitude, internally computed inertial altitude, or
barometric altitude), and altitude rate. Penetration of Mode 3 alert/warning conditions results in
voice message "DON’T SINK" and is based on altitude loss and radio altitude. With Audio
Declutter enabled, Mode 3 enunciation typically gives two aural messages, and then biases the
voice alert/warning conditions and amount equal to 20 percent of radio altitude.

16.2.2.5. Mode 4 (A, B and C) Unsafe Terrain Clearance. Mode 4 generates three types of voice warnings
based on radio altitude, computed airspeed, and aircraft configuration, commonly referred to as
Modes 4A, 4B, and 4C. The basic Audio Declutter feature applies a ratchet function to the Mode 4
voice warning which is similar to Mode 3. Once the message is given, the envelope is biased down
by 20 percent and further warnings are held off until this additional 20 percent radio altitude is lost.
• Mode 4A Unsafe Terrain Clearance standard upper boundary is 500 feet radio altitude. If
the aircraft penetrates this boundary with the gear up the voice message is "TOO LOW
GEAR". Above 190 knots, the upper boundary increases linearly with airspeed to a
maximum of 1,000 feet radio altitude at 250 knots or more. Penetrating this boundary
produces a repetitive "TOO LOW TERRAIN" voice message. Envelope modulation and
other maximums are used at certain airports to minimize nuisance warnings
• Mode 4B Unsafe Terrain Clearance is activated by lowering the landing gear, the upper
boundary decreases to 245 feet. To maintain the same airspeed expansion function up to
1,000 feet nominal at 250 knots the lower level corner is at 159 knots. Penetration below
159 knots results in "TOO LOW GEAR" voice message with gear up or "TOO LOW
FLAPS" voice message with gear down and flaps not in landing configuration, while above
159 knots the voice message is "TOO LOW TERRAIN"

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• Mode 4C provides a warning based on minimum radio altitude clearance during takeoff.
This warning is similar to the Mode 4A warning that is active during the cruise and
approach phases of flight, only in this case, the minimum terrain clearance is a function of
the radio altitude of the aircraft. A value equal to 75 percent of the current radio altitude is
accumulated in a long term filter that is only allowed to increase in value. If the radio
altitude should decrease, the filter stores its maximum attained value. Further decrease of
altitude below the stored filter value with gear or flaps up results in the voice message
"TOO LOW TERRAIN"

16.2.2.6. Mode 5 Descent Below Glide Slope provides two levels of warning when the aircraft flight path
descends below the glide slope beam on front course ILS approaches. A delay of approximately
0.8 sec during a warning condition helps prevent nuisance warnings. Follow-on alerts are allowed
only when the aircraft descends lower on the glide slope beam by approximately 20 percent.
Deviation boundaries are shown in dots below or above the beam. The first alert activation occurs
whenever the aircraft is more than 1.3 dots below the beam and is called a "soft" glide slope alert
because the volume level of the GLIDESLOPE warning is approximately one half that of the other
warnings. A second alert boundary occurs below 300 feet radio altitude with greater than two dots
deviation and is called "loud" or "hard" glide slope alert because the volume level is increased to
equal the other warnings. With the basic Audio Declutter feature "glide slope" message logic is
provided which suppresses the aural alert after one message has been given. Follow-on alerts are
only allowed when the aircraft descends lower on the glide slope beam by approximately 20
percent.

16.2.2.7. Mode 6 Altitude Awareness Call-outs and Excessive Bank Angle Warning. Altitude callout
messages are enabled based on the menu set selected and the altitude callout discrete. The
GLIDE SLOPE menu set aurally enunciates the following altitude callouts: "2500"; "100"; "50";
"30". Altitude callouts are only activated between the associated value, and a value 10 feet less
than this value (20 feet when above 150 feet). Mode 6 bank angle warning is based on the aircraft
roll angle versus altitude (AGL). This gives protection for over banking during maneuvering on
approach or climb out and protection while at altitude. In addition it protects against wing or engine
strikes close to the runway. The roll angle limit for glide slope varies linearly from 8 degrees at 50
feet AGL, to 40 degrees at 200 feet AGL. The alert threshold for GLIDE SLOPE aircraft remains at
40 degrees for all altitudes above 200 feet AGL. When the roll angle exceeds the limits, "BANK
ANGLE, BANK ANGLE" voice messages are given with the standard 0.75 second delay between
messages. Once the bank angle messages are given the voice is shut off until the roll angle
increases by another 20 percent at which time another "BANK ANGLE, BANK ANGLE" voice
message is given. When the roll angle exceeds the curve for altitudes below 200 feet, the 0.75
second pause is not used, otherwise the "BANK ANGLE, BANK ANGLE" voice messages are
given with the standard 0.75 second delay between messages. Once the bank angle voice
messages are given, the voice is shut off and the bank angle curve bias is increased 20 percent. If
roll angle again violates the biased curve, another two bank angle messages are given, at which
point the bank angle curve is biased another 20 percent. If the roll angle again violates the 40
percent biased curve, the bank angle voice messages become continuous with a 3 second pause
between sets of messages.

16.2.3. Peaks Mode Terrain Display.

Allows terrain below the aircraft to be viewed, on the EGPWS terrain display, during the cruise
portion of flight (see Figure 16-2). At altitudes safely above all terrain for the display range chosen,
the terrain displays independent of aircraft altitude emphasizing the highest and lowest elevations
to provide increased situational awareness. This increased awareness can be particularly valuable
to the aircrew in the event of an unplanned descent or off-route deviation and for the purpose of
previewing terrain prior to descent. The Peaks Mode display adds additional density patterns and
level thresholds based on terrain elevations relative to the range and distribution of terrain in the

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display area. A new solid green level is added to indicate the highest non-threatening terrain. The
existing lower density green display patterns now indicate mid and upper terrain in the display area
as well as terrain that is within 2,000 feet below the aircraft. This new mode is a "merged" display
applicable to all phases of flight. In Peaks Mode two elevation numbers are overlaid on the display
indicating the highest and lowest terrain currently being displayed. The elevation numbers indicate
terrain in hundreds of feet above Mean Sea Level (MSL). The terrain elevation numbers are
displayed with the highest terrain number on top, and the lowest terrain number beneath it. The
highest terrain number displays in the same color as the highest terrain color pattern on the
display, and the lowest terrain number displays in the color of the lowest terrain color pattern
shown on the display. A single elevation number displays when the screen is all black or blue as a
result of flying over water or relatively flat terrain where there is no appreciable difference in terrain
elevations. The Peaks Mode display is prioritized such that higher level colors and densities
override lower color and densities for relative to the altitude and flight path of the aircraft.

TP18742.01
Figure 16-2. Terrain Background Display

16.2.4. Colors and Shading.

Colors and shading patterns correspond to the difference between local terrain elevation and the
current aircraft altitude. See Table 16-1 for a list of all colors and shading percentages. Even when
the aircraft is at altitudes safely above all terrain for the currently selected display range, the display
displays the terrain along with the highest and lower elevations (peaks) for increase terrain
awareness.

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16.2.4.1. The peak annunciations are located near the lower right of the Terrain display format. The Peaks
High annunciation displays in the same color at the highest terrain elevation shown in the display.
The Peaks Low annunciation displays in the same color as the lowest terrain elevation shown in
the display. A single peak displays when the map is all black or cyan, which is due to flying over
water or relatively flat terrain with no appreciable difference in terrain elevations. Peaks are shown
in feet MSL.

Table 16-1. Color and Shading

COLOR TERRAIN ELEVATION

Solid Red Warning terrain (approximately 30 seconds from impact).
Solid Yellow Caution terrain (approximately 60 seconds from impact).
50% Red Dots Terrain is more than 2000 feet above aircraft altitude.
50% Yellow Dots Terrain is between 1,000 and 2,000 feet above aircraft altitude.
25% Yellow Dots Terrain is 500 feet below (250 feet with gear down) to 1,000 feet above aircraft
altitude.
Solid Green Shown only when no Red or Yellow terrain areas are within range on the display.
Highest terrain not within 500 feet (250 feet with gear down) of aircraft altitude.
50% Green Dots Terrain is 500 feet below (250 feet with gear down) to 1,000 feet below aircraft
altitude, or terrain that is in the middle elevation band when there are no Red or
Yellow terrain areas within range of the display.
16% Green Dots Terrain is 1,000 to 2,000 feet below aircraft altitude, or terrain that is the lowest
elevation band when there are no Red or Yellow terrain areas within range on the
display.
Black No close terrain.
16% Cyan Terrain elevation is equal to 0 feet MSL (Mean Sea Level).
Magenta Unknown terrain.

16.2.5. Envelope Modulation.

This feature provides improved alert/warning protection at some key locations throughout the
world, while improving nuisance margins at others. This is made possible with the use of
navigational signals from GPS or FMS navigation equipment. All navigational position data is cross
checked to ground based navigational aids, altimeter and heading information, and stored terrain
characteristics prior to being accepted for Envelope Modulation purposes. This guards against
possible navigational position errors.

16.2.6. Terrain Clearance Floor.

The Terrain Clearance Floor (TCF) is an enhanced feature that was added to the basic EGPWS.
The TCF alert function adds an additional element of protection to the standard EGPWS. It creates
an increasing terrain clearance envelope around the airport runway to provide protection against
CFIT situations beyond, those currently provided. TCF alerts are based on current aircraft location,
nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and
final approach. This alert mode complements the existing Mode 4 protection by providing an alert
based on insufficient terrain clearance even when in landing con- figuration. Alerts for TCF
illuminate EGPWS cockpit lamps and produce aural messages.

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16.2.7. Terrain Threat Detection and Display Processing Block.
Within the EGPWS, performs the threat analysis on the terrain data within computed caution and
warning envelope boundaries below and forward of the aircraft path. Results of these threat
assessments are combined with background terrain data and data for the nearest runway and
formatted into a terrain display image which displays on the FDS in place of a weather image.

16.2.8. Terrain Displays and Alerts.

Terrain display is an enhanced feature that was added to the basic GPWS. Terrain awareness
alerting and display function within the EGPWS maintains a background display of local terrain
forward of the aircraft for cockpit display. In the event of terrain or obstacle caution or warning
conditions, an aural alert and lamp outputs are triggered. EGPWS POP-UP feature causes the
pilot/copilot displays to display terrain caution or warning conditions if neither have terrain selected
for display on their respective displays. If the Pilot and Copilot has selected terrain to be displayed
on one display, then only that display receives the terrain caution or warning display. During
caution or warning conditions the background image is enhanced to highlight related terrain or
obstacle threats forward of the air- craft. The background terrain is depicted as variable density dot
patterns in magenta, green, yellow, or red. The density and color being a function of how close the
terrain or obstacle is relative to aircraft altitude. Terrain and obstacle alerts are depicted by
painting the threatening terrain as solid yellow (caution) or red (warning).

16.3. OPERATIONAL CHECKOUT.

16.3.1. Preparation for Testing.

The following steps are for preparation for testing.

NOTE
RAD ALT, Displays, GPS, AHRS, and ADCs must be installed and operational.

The EGPWS test functionality is controlled through the TERR TEST switch and annunciators
visually on the displays and via aural alerts through the aural generator and ICS system.

a. Connect external electrical power to the aircraft in accordance for applicable T.O.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• CPLT CDU
• GPS NO.2
• COPILOT DCP
• RAD ALT NO.2
• COPILOT MFD
• COPILOT PFD
• TONE GEN
• COPILOT MFD FAN
• COPILOT PFD FAN
• TAWS
• ADS NO.2 ADC
• AHRS NO.2 AHC
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• PILOT CDU
• PILOT DCP
• PILOT MFD
• PILOT PFD FAN
• PILOT MFD FAN
• ADS NO.1 ADC

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• GPS NO.1
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• RAD ALT NO.1

16.3.2. Initialization.
The following steps are for initialization.
a. Remove power from MFD 1 and MFD 4 by opening the respective circuit breaker.
b. Verify MFD 2 and MFD 3 revert to PFD(s)
c. Apply power to MFD 1 and MFD 4 by closing the respective circuit breaker.
d. On the pilot and copilot CP-255K:
• Press the PUSH ARC button
• Toggle the TERR/WXR until Terrain Overlay displays

16.3.3. Terrain Test (Level 1).

The following steps are for terrain test.
a. Press the TERR TEST switch.
b. Verify the EGPWS test pattern displays in the ARC HSI on all the PFD(s).
c. Verify on the pilot PFD, PULL UP is annunciated.
d. Verify on the PFD(s) that EGPWS INOP displays.
e. Verify using the pilot headset that the PULL UP aural annunciation is heard.
f. Verify using the pilot headset that the INOP messages are heard.

16.3.4. Pilot TERR Range Display.

The following paragraphs are for pilot terrain range display.

16.3.4.1. The following steps are for a Range Disagree on PFD.

a. Toggle pilot PFD overlay to Terrain using the DCP.
b. Set the pilot PFD display range to 40 nm.
c. Verify that the Terrain display on the pilot PFD updates and displays an image with a range of
40 nm.
d. Set the pilot MFD to Terrain-only mode using the IHC.
e. Modify the pilot MFD terrain range to 20 nm.
f. Verify that the terrain display on the pilot MFD updates and displays an image with a range of
20 nm.
g. Wait 5 seconds and verify that TERR Range Disagree displays on the pilot PFD in small
yellow text, centered just above the aircraft symbol.
h. Verify that no terrain data displays on the PFD.
i. Verify that the scan angle indicator is not displayed on the PFD.

16.3.4.2. The following steps are for a Range Disagree on MFD – Terrain-Only.
a. Set the pilot PFD display range to 80 nm to change control back to the PFD.
b. Wait 5 seconds and verify that TERR Range Disagree displays on the pilot MFD in medium
yellow text centered on the display.
c. Verify that no terrain data displays on the pilot MFD.
d. Verify the scan angle indicator is not displayed on the pilot MFD.
e. Set the pilot display range to 80 nm.
f. Verify that terrain data displays on the pilot PFD and pilot MFD.

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16.3.5. Terrain Tactical Mode.

The following steps are for terrain tactical mode.
a. Push the TACTICAL annunciator switch on the pilot instrument panel.
b. Verify that the tactical annunciation light is illuminated on the annunciator panel.
c. Push the TACTICAL annunciator switch in again.
d. Verify that the tactical annunciation light is no longer illuminated.

16.3.6. Copilot TERR Range Display.

The following paragraphs are for copilot terrain range display.

16.3.6.1. The following steps are for a Disagree on PFD.

Toggle copilot PFD overlay to Terrain using the DCP.
a. Set the copilot PFD display range to 40 nm.
b. Verify that the terrain display on the copilot PFD updates and displays an image with a range
of 40 nm.
c. Set the copilot MFD to Terrain-only mode using the IHC.
d. Modify the copilot MFD terrain range to 20 nm.
e. Verify that the terrain display on the MFD updates and displays an image with a range of 20
nm.
f. Wait 5 seconds and verify that TERR Range Disagree displays on the copilot PFD in small
yellow text, centered just above the aircraft symbol.
g. Verify that no terrain data displays on the copilot PFD.
h. Verify that the scan angle indicator is not displayed on the copilot PFD.

16.3.6.2. The following steps are for ranges disagree on MFD.

a. Set the copilot PFD display range from 80 nm to change control back to the copilot PFD.
b. Wait 5 seconds and verify that TERR Range Disagree displays on the copilot MFD in medium
yellow text centered on the display.
c. Verify that no terrain data displays on the copilot MFD.
d. Verify that the scan angle indicator is not displayed on the copilot MFD.
e. Set the copilot MFD display range to 80 nm.
f. Verify that the terrain data displays on the copilot PFD and copilot MFD.

16.3.6.3. The following steps are for ranges disagree on MFD overlays.
a. Set copilot PFD to 40 nm.
b. Set the copilot MFD to Heading mode with the Terrain Overlay and set display range to 40 nm.
c. Verify that terrain data displays on the copilot PFD and the copilot MFD.
d. Set the copilot PFD display range to 20 nm to change control back to the PFD.
e. Wait 5 seconds and verify that TERR Range Disagree displays on the copilot MFD in small
yellow text centered on the display.
f. Verify that no terrain data displays on the copilot MFD.
g. Verify that the scan angle indicator is not displayed on the copilot MFD.
h. Set the copilot MFD display range to 20 nm.
i. Verify that terrain data displays on the copilot PFD and copilot MFD.

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16.4. TROUBLESHOOTING.

Use extreme caution when performing maintenance operations on the aircraft. The high voltage of
the ac system is extremely dangerous and may be lethal.

Unless otherwise instructed, troubleshooting is performed with the system deenergized. If a circuit
is being tested with a lamp load or with a meter which may result in an arc, observe proper safety
procedures concerning fuel vapors.

16.4.1. General.
The EGPWS maintenance philosophy is to provide information that encourages the line technician
to correct the real problem by indicating whether the failure is within the EGPWS or one of the
input sources. The EGPWS provides two methods of extracting fault information: aurally or by
download to the PCMCIA port. Fault information is accessed from the EGPWS front panel.

16.4.2. Enhanced Ground Proximity Warning System Fault Isolation.

Fault isolation is the process of locating the source of an EGPWS failure at the LRU or aircraft
wiring. Fault isolation for EGPWS involves performance of EGPWS self-test, observation of the
EGPWS failure indicators, and then performance of appropriate removal and replacement, or
aircraft wiring repair procedures, to correct the problem.

16.4.3. Enhanced Ground Proximity Warning System Self-Test.

The EGPWS provides six levels of self-test capability on the ground only. Self-test may be initiated
from the front panel self-test interface. Self-test is aurally annunciated at 6db lower than the normal
audio level selected for the aircraft, via the same audio system as the EGPWS alerts. Self-test can
also be accessed via the headphone jack on the front panel of the EGPWS. The six levels of self-
test are as follows:
• Level 1 = Go/No Go Testing - provides an overview of the current operational functions
selected and provides an indication of their operational status. Generates Terrain Display
Self-Test pattern (see Figure 16-3)
• Level 2 = Current Faults - provides a listing of the internal and external faults currently
detected by the EGPWS
• Level 3 = EGPWS configuration - indicates the current configuration by listing the current
hardware, software, databases, and program pin inputs detected by the EGPWS. Refer to
table 16-1 for the configuration listings.
• Level 4 = Fault history - provides a historical record of the faults both internal and external
detected by the EGPWS
• Level 5 = Warning History - provides a historical record of the warnings and cautions given
by the EGPWS
• Level 6 = Discrete Test - provides annunciation of discrete input transitions to be used for
maintenance support

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Table 16-1 Configuration listing

Configuration Item Call-out

Part Number 965-1076-001
Mod Status 9 or later
Serial Number 965-1076-001
Application Software Version
or Software Version
Configuration Software
Version
Terrain Database Version 472 or greater
Envelope Modulation
Database Version
Boot Code Version Unknown
Aircraft Type 49
Audio Menu 0
Altitude Callout Menu 82
AOA/Flap Angle 32
Radio Altitude 1
Air Data 26
Attitude/Acceleration 5
Nav Input 5
Position Input 87
Terrain display 38
Audio output Level 2
Options Group #1 4
Options Group #2 5
Options Group #3 0
I/O Discrete 8
Optional Input 4
Options Group #4 0

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TPI8741_01
Figure 16-3. EGPWS Self-Test Pattern

16.4.3.1. To expedite the navigation of self-test using the EGPWS front panel self-test interface two types of
cancel are supported. Pressing and holding the self-test button for less than 2 seconds is
considered a short cancel (used to skip steps within a self-test level). Pressing and holding the
self-test button for more than 2 seconds is considered a long cancel, (used to skip between levels),
(see Figure 16-4).

16.4.3.2. EGPWS failures may be indicated by, but not limited to the following annunciations and/or
indications:
• EGPWS Overlay display flags
• EGPWS processor front panel LED display fault codes
• EGPWS INOP annunciations on the EADI

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TPI8775_01

Figure 16-4. EGPWS Front Panel

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16.4.3.3. Fault isolation is performed on the ground as a result of failures during preflight/maintenance
testing or malfunctions observed during flight operations. To isolate an EGPWS fault, locate the
CDU BIT word fault, EGPWS processor front panel LED, or other symptom(s) in the following
tables and follow the suggested corrective action(s) accordingly:
• Refer to Table 16-2, EGPWS Processor Front Panel STATUS LEDs
• Refer to Table 16-3, Other EGPWS Fault Symptoms

Table 16-2. EGPWS Processor Front Panel Status LED

EXTERNAL COMPUTER COMPUTER CONDITION RECOMMENDED

FAULT OK FAIL MAINTENANCE ACTION
OFF OFF OFF EGPWP power off Ensure the EGPWP is installed
in the mount correctly. Turn
EGPWP power on.
OFF OFF RED EGPWP internal Record the level 2 Self-Test,
fault exists if possible. Remove and
replace EGPWP.
OFF GREEN OFF Normal Operation None
OFF GREEN RED Invalid Condition Record the level 2 Self-Test,
if possible. Remove and
replace EGPWP.
YELLOW OFF OFF Invalid Condition Troubleshoot external faults
using EGPWP Self-Test.
Remove and replace EGPWP,
if required.
YELLOW OFF RED Both EGPWP Troubleshoot external faults
internal and EGPWP using EGPWP Self-Test if
external faults exist possible. Remove and replace
EGPWP.
YELLOW GREEN OFF EGPWS external Troubleshoot external faults
fault exists using EGPWP Self-Test.
Remove and replace EGPWP,
if required.
YELLOW GREEN RED Invalid Condition Record the level 2 Self-Test,
if possible. Troubleshoot
external faults using EGPWP
Self-Test. Remove and
replace EGPWP.
NOTE
See Figure 16-4 for EGPWP LED location.

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Table 16-3. Other EGPWS Fault Symptoms

SYMPTOM POSSIBLE FAILURE/CORRECTIVE ACTION

Pilot MFD (EHSI) has TERR flag ARINC-708A No. 1 bus failure. Check bus wiring between EGPWS
in red. Terrain Overlay is not processor and pilot MFD. Reference wiring diagrams for specific
displayed. Copilot EHSI is wire, connector, and pin numbers.
displaying terrain.
Copilot MFD (EHSI) has TERR flag ARINC-708A No. 2 bus failure. Check bus wiring between EGPWS
in red. Terrain Overlay is not processor and copilot MFD. Reference wiring diagrams for specific
displayed. Pilot EHSI is displaying wire, connector, and pin numbers.
terrain.
GPWS (amber) EGPWS processor has detected a failure that would prevent “basic”
GPWS functions. Failure possibly due to an internal fault such as a
database fault or an external fault such as the loss of both radio
altimeters input. Perform Level 1 and Level 2 Self-tests.
LANDING GEAR UP or LANDING Troubleshoot aircraft wiring between EGPWP Mount pin 9B and
GEAR DOWN not aurally enunciated aircraft source. Reference wiring diagrams for specific wire,
- Discrete input failure connector, and pin numbers.
GLIDESLOPE CANCELLED or Troubleshoot aircraft wiring between EGPWP Mount pin 9D and
GLIDESLOPE ENABLED not aircraft source. Reference wiring diagrams for specific wire,
aurally enunciated - Discrete connector, and pin numbers.
input failure
TERRAIN OFF or TERRAIN ON not Troubleshoot aircraft wiring between EGPWP Mount pin 14B and
aurally enunciated - Discrete input aircraft source. Reference wiring diagrams for specific wire,
failure connector, and pin numbers.
TERRAIN Overlay and/or data not Troubleshoot EGPWS/WXR relay assembly.
displayed on pilot MFD
Terrain Overlay and/or data not Troubleshoot EGPWS/WXR relay assembly.
displayed on copilot MFD
TERR/WXR Overlay and/or data Troubleshoot EGPWS/WXR relay assembly.
will not cycle
ALTITUDE CALLOUT not correct Troubleshoot aircraft wiring on EGPWS Mount pins pin 12A,
and pin 7B. Reference wiring diagrams for specific wire,
connector, and pin numbers.

16.4.4. Enhanced Ground Proximity Warning System WinViews Software

WinVIEWS (Windows Virtual Interface to the Enhanced Warning System) is a software tool
developed by Honeywell to monitor or view values within the EGPWC, and perform certain test
interface functions.

The WinVIEWS software provides a monitor function that does not alter the operation of the
EGPWS. The monitoring of the values assists in the testing of the EGPWS by allowing the
operator to quickly determine if the correct signal and scaling is being used by the EGPWS.
Additionally, WinVIEWS provides a detailed status of the software configuration and input signals,
which enables quick identification of system anomalies.

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In addition to the WinVIEWS software, a command file may be utilized. The command file
is a simple text file that includes each Current Value Table (CVT) Item used in a test
procedure. The file must be ‘text only’ such as those created in the Microsoft Windows
NotePad program. It should have a filename extension of .wvc or .cmd. The webpage
mentioned above also contains generic command files for use in ground and flight testing
the various EGPWS models.

16.4.4.1. To use WinVIEWS, a locally fabricated RS-232 cable (Figure 16-5), is used to connect the
PC 9-pin comm port to the EGPWC 15-pin test port.

16.4.4.2. Typical WinVIEWS operation with the EGPWC:

1. Connect the PC to the EGPWC via the RS-232 cable defined above.

2. On the PC, start the WinVIEWS program (requires Windows 95 or later).

3. WinVIEWS opens in the Terminal Mode. Various commands are available in this
mode. Type “HELP” or “?” for command help. In particular, CVT Items may be added
or deleted to/from the display to assist with system analysis.

4. Under the File Menu select the “Load Command File” option and load the appropriate
Command File.

5. Use F6 to select the Display Mode: each CVT item listed in the Command File will be
continuously updated at a rate of at least once per second. The value shown for each
CVT Item listed is the current value used by the EGPWS. F6 toggles between the
Display and Terminal Modes.

PC DB-9 Connector EGPWS Front Connector

Connector, M24308/2-1F Connector, M24308/2-28F

Socket Contact, M39029/63-368 QTY 3 Pin Contact, M39029/58-360 QTY 3
NOTE: Some PC Comm ports have pins 2&3
reversed from what is described above
Figure 16-5 RS-232 Interface Cable

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16.4.4.1. Command Files are created from the following list of current value table items

Table 16-4 Current Value Table Items

CVT Description CVT Description
RawCAS1 Raw #1 Computed Airspeed RawGGSpd1 Raw #1 GPS Groundspeed
RawCAS2 Raw #2 Computed Airspeed RawGLat1 Raw #1 GPS Latitude
RawTAS1 Raw #1 True Airspeed RawGLng1 Raw #1 GPS Longitude
RawTAS2 Raw #2 True Airspeed RawHDOP1 Raw #1 GPS HDOP
RawBAlt1 Raw #1 Barometric Altitude RawHFOM1 Raw #1 GPS HFOM
RawBAlt2 Raw #2 Barometric Altitude RawVFOM1 Raw #1 GPS VFOM
RawBCAlt1 Raw #1 Corrected Baro Altitude RawLoc1 Raw #1 Localizer
RawBCAlt2 Raw #2 Corrected Baro Altitude ARA1Val #1 Analog Radio Altitude Valid
RawBaroRt1 Raw #1 Vertical Speed ARA2Val #2 Analog Radio Altitude Valid
RawBaroRt2 Raw #2 Vertical Speed DHDsc Decision Height Discrete
AnAtt1Val #1 Analog Attitude Valid RawARA1 Raw #1 Analog Radio Altitude
RawPitch1 Raw #1 Pitch RawARA2 Raw #2 Analog Radio Altitude
RawRoll1 Raw #1 Roll Approach EGPWS Approach/Take-Off Logic
CalloutEnb Call Outs Enabled CRwyApt Airport Designation Of Closet Runway
AudInhDsc Audio Inhibit Discrete CRwyDist Distance To Closest Runway
GSCan Glideslope Cancel Discrete CRwyElv Elevation Of Closest Runway
GPWINOP Gpws Inop Annunciation CRwyHdg Heading Of Closest Runway
MFlpOvrd Momentary Flap Override Discrete CRwyHLen Half-Length Of Closest Runway
TA_NotAvail Terrain Inop Annunciation CRwyLat Closest Runway Latitude
TerrDis Terrain Inhibit Discrete CRwyLng Closest Runway Longitude
RawSelCrs1 Raw #1 Digital Selected Course InAir Aircraft In Air
TAWxRng1 #1 Weather Range M1AltRte Mode 1 Altitude Rate
TAWxRng2 #2 Weather Range M3Alt Mode 3 Altitude
RawPFD1 Raw #1 PFD Word M4CAS Mode 4 Computed Airspeed
RawPFD2 Raw #2 PFD Word M5GSDev Mode 5 Glideslope Deviation
LandGrDn Landing Gear Down M5LocDev Mode 5 Localizer Deviation
LandFlDn State Of The Landing Flaps M5MagTrk Mode 5 Magnetic Track
LandFlFAng Computed Flap Angle M5RunHd Mode 5 Runway Heading
RawFlpAng1 Raw Flap Angle PosSrce Position Source
RawFGSpd1 Raw #1 FMS Groundspeed TACAlt Terrain Awareness Corrected Altitude
RawFLat1 Raw #1 FMS Latitude TAGndSpd Terrain Awareness Groundspeed
RawFLng1 Raw #1 FMS Longitude TAlertEnb Terrain Awareness Alert Enabled
RawFTHd1 Raw #1 FMS True Heading Angle TATruHd Terrain Awareness True Heading
RawFTTk1 Raw #1 FMS True Track Angle TATruTrk Terrain Awareness True Track
RawGS1 Raw #1 Glideslope RawSAT1 Raw #1 Static Air Temperature
RawGAlt1 Raw #1 GPS Altitude RawSAT2 Raw #2 Static Air Temperature

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16.5. ENHANCED GROUND PROXIMITY WARNING SYSTEM SOFTWARE LOADING.

16.5.1. Preparation for Loading.

The following steps are for preparation for loading.
a. Connect external electrical power to the aircraft in accordance for applicable T.O.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• CPLT CDU
• COPILOT DCP
• COPILOT MFD
• COPILOT PFD
• COPILOT MFD FAN
• COPILOT PFD FAN
• TONE GEN
• GPS NO.2
• RAD ALT NO.2
• TAWS
• ADS NO. 2
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• PILOT CDU
• PILOT PFD
• PILOT MFD
• PILOT DCP
• PILOT PFD FAN
• PILOT MFD FAN
• GPS NO.1
• RAD ALT NO.1
• ADS NO.1 ADC
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT

16.5.2. EGPWS Software Loading Procedures.

The following steps are for the EGPWS software loading procedures.
a. Access EGPWS Processor and verify COMPUTER OK LED (green light) illuminates within 4
minutes.

Exercise caution when inserting PCMCIA card into EGPWS processor. Damage to EGPWS
processor and/or PCMCIA card may occur if card is forced into EGPWS processor card slot.

b. Open EGPWS processor front panel and insert applicable PCMCIA card in card slot.
• Within 15 seconds, IN PROG LED on front panel comes on and COMPUTER OK LED
extinguishes
• IN PROG LED remains on while software is being loaded
• After a maximum of 5 minutes the XFER COMP LED comes on indicating software load is
complete (application/configuration software)
• After a maximum of 25 minutes the XFER COMP LED comes on indicating software load
is complete (terrain database software)

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NOTE
If the XFER FAIL LED comes on, indicating the software load attempt was unsuccessful, remove
PCMCIA card and repeat Step 17.4.2.b. If load is unsuccessful again, troubleshoot EGPWS in
accordance with Chapter 7. If a power failure or power interruption occurs during the loading
procedure and the COMPUTER FAIL light illuminates, the unit is required to be returned for repair.

c. Remove PCMCIA card by pressing the PUSH TO EJECT button on the EGPWS processor
front panel door.
• The XFER COMP LED extinguished
• After approximately 15 seconds, the COMPUTER OK LED comes on to indicate the
contents of the PCMCIA card were successfully loaded

16.6. REMOVAL AND INSTALLATION.

16.6.1. EGPWS Processor Removal.

The following steps are for EGPWS processor removal.
a. On the Copilot Upper Circuit Breaker panel, open TAWS circuit breaker.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

b. At the LH underdeck rack, loosen knurled hold down knob on front of processor mount until
the hold-down clamp can be slipped off lug on front of unit.
c. Slide processor straight out of mount.
d. If not immediately replacing R/T, verify that the electrical connectors and antenna coax cable
are covered and secured.

16.6.2. EGPWS Processor Installation.

The following steps are for EGPWS processor installation.
a. On the Copilot Upper Circuit Breaker panel, open TAWS circuit breaker.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

Be careful when positioning unit in rack to prevent damaging guide pins and electrical connectors.
Ensure connector protective caps are removed before sliding unit into rack.

b. Check connectors on the rear of the processor and in the rack connectors for dust covers,
bent pins or any object that could impede the mating of the connectors.
c. At the LH underdeck rack, place processor on mount and push toward rear until connector on
rear of unit is mated with receptacle in mount.
d. Place hold-down clamp of mount over lug on front of processor. Tighten knurled hold down
knob until processor is secure.
e. Close previously open circuit breaker.

NOTE
A portable data loading (front) port is provided on the EGPWS for installing system software.
Loading is accomplished in accordance with applicable T.O.

f. Perform operational check in accordance with Paragraph 16.3.

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16.6.3. EGPWS Mount Removal.

The following steps are for EGPWS mount removal.
a. At the LH underdeck rack, remove the EGPWS processor in accordance with Paragraph
16.5.1.
b. Disconnect harnesses J1A, J1B and J2 from the rear of the mount.
c. Remove four screws holding the mount to the mounting support assembly.
d. Lift mount from the mount support assembly.

16.6.4. EGPWS Mount Installation.

The following steps are for EGPWS mount installation.
a. At the LH underdeck rack, slide the mount in place and align the mount screw holes to the
mount support assembly.
b. Secure mounting support assembly with four screws.
c. Connect harnesses J1A, J1B and J2 into the mount and secure.
d. Install the EGPWS processor in accordance with Paragraph 16.5.2.

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CHAPTER 17
TRAFFIC COLLISION AVOIDANCE SYSTEM

17.1. GENERAL.
The Traffic Collision Avoidance System (TCAS) detects the presence of nearby aircraft equipped
with transponders which reply to Mode 3/A, Mode C, or Mode S interrogations. TCAS tracks and
continuously evaluates the threat potential of these aircraft to its own aircraft. Transponder
equipped threat aircraft are automatically displayed on associated TCAS displays. During threat
situations, alerts and vertical maneuvering, advisories are provided to assist the aircrew in
avoiding midair collisions. TCAS system information, control, and fault diagnostics are accessed
through the Pilot and Copilot CDU-7000E. See Figure 17-1 for the location of TCAS components.
The TCAS system components are as follows:
• TCAS Transponder (TTR-921)
• Two (2) TCAS Antennas (TRE-920)

Figure 17-1. TCAS Equipment Location (Sheet 1 of 5)

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Figure 17-1. TCAS Equipment Location (Sheet 2 of 5)

Figure 17-1. TCAS Equipment Location (Sheet 3 of 5)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 17-1. TCAS Equipment Location (Sheet 4 of 5)

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TCAS
TTR-921

Figure 17-1. TCAS Equipment Location (Sheet 5 of 5)

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17.1.1. TCAS.
The TCAS is compliant with international standards set by Radio Technical Commission for
Aeronautics (RTCA). After January 1, 2000, civil fixed-wing, turbine-powered aircraft configured
with 30 or more passengers and cargo aircraft with a takeoff weight of more than 33,000 pounds
must comply with standards set by RTCA. These standards, known as TCAS change 7.0, are
explained in a document known as DO-185A, the Minimum Operational Performance Standard for
Traffic Collision Avoidance System II (TCAS II) Airborne Equipment.

17.1.2. TCAS Transponder.

Components of the TCAS system. A frequency source generates 1,030 MHz for the transmitter
output and receiver local oscillator.

17.1.2.1. The receiver has four individual RF and IF sections, one for each of the four directional segments
of the TCAS directional antenna. At the receiver detector the signals are combined to allow
received signal bearing information to be determined. This information is passed to the signal
processor.

17.1.2.2. The transmitter is a six-stage, solid-state circuit that develops 1,800 watts. The RF output is
applied to a whisper/shout attenuator that controls the transmitted power applied, through the
diplexer, beam steering network, and top/bottom antenna switch, to the antenna. The beam
steering network has a phase-shifter network which generates four beams from the transmitter RF
and controls their phase relationships. The outputs are connected to the four antenna elements
through the top/bottom switch. The phase of the four output signals shapes and points the beams,
or generates an omnidirectional pattern. The top/bottom switch connects the beam steering
network output to either the top or the bottom antenna.

17.1.2.3. A signal processor and Central Processing Unit (CPU) provide the control and data analysis
necessary for the TCAS operation. The signal processor circuits serve as a preprocessor between
the system software and the RF circuits. The CPU is made up of three microprocessors and their
associated memories. This is the portion of the TCAS transponder that contains the algorithms for
analyzing data developed as a result of signals from other aircraft transponders. The CPU
generates the traffic and resolution advisories for output to the cockpit displays. It is software
controlled and communicates with the signal processor and input/output interface through the
system bus.

17.1.2.4. The input/output interface circuits are the Analog to Digital (A/D), Digital to Analog (D/A), ARINC,
discrete, and analog circuits required to communicate with external TCAS equipment. The
interface has a CPU to control its operation.

17.1.3. TCAS Directional Antennas.

Two TCAS directional antennas are located on the top and bottom of the aircraft, respectively. The
directional antennas provide a means for the TCAS transponder to transmit interrogations and
receive replies on an array of four passive, steerable, radiating elements mounted at 0°, 90°, 180°,
and 270° in relationship to the forward axis of the antenna. By selecting specific elements, the
TCAS Transponder electronically points the antenna in a surveillance direction during TCAS
transmit and receive operations. The relative phase of input signals received by different antenna
elements allows determination of intruder aircraft bearing. When the aircraft landing gear is down,
the bottom antenna radiates an omnidirectional pattern and cannot be used to resolve intruder
bearings.

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17.1.4. Principles of TCAS Operation.
The TCAS aids the aircrew by detecting the presence of nearby aircraft and providing a warning
when the proximity of that aircraft is determined to be a safety threat. The TCAS interrogates the
transponders in the surrounding aircraft and uses the replies from those transponders to compute
their flight path. From this data, the TCAS evaluates the potential threat.

17.1.4.1. The TCAS determines the relative position of surrounding aircraft by using its directional antennas
for bearing information and by measuring the time from interrogation to reply to compute the
distance. Altitude information is supplied by the transponders. The operation of TCAS II can be
summarized in the following functions:
• Surveillance
• Collision avoidance tracking
• Threat detection
• Threat resolution
• Communication and coordination

17.1.5. Surveillance.
Mode S transmissions are typically detected up to about 30 nautical miles (nm). The maximum
surveillance range of TCAS is about 14 nm with display of detected intruder aircraft up to 12 nm.
The TCAS can detect and track up to 30 aircraft simultaneously.

17.1.6. Collision Avoidance Tracking.

The TCAS transponder interrogates the transponders of neighboring aircraft and uses the replies
to locate and track those aircraft. These replies include altitude information. Bearing and distance
information is derived using the directional antennas and timing information based on transponder
replies to specific interrogations. Bearing, distance, and altitude for each aircraft are used to
calculate the track. This data is used to evaluate any potential conflict.

NOTE
When altitude is less than 1,700 feet Above Ground Level (AGL), the TCAS approximates the
elevation of the ground above sea level. This is determined by subtracting radar altitude from
pressure altitude. The TCAS considers any aircraft within 360 feet of this ground altitude to be on
the ground, and displays no track for such aircraft.

17.1.7. Threat Detection.

Refer to Table 17-1 for the parameters used in determining the type of advisory to be issued based
on the particular threatening situation. The type of advisory appropriate for a given threatening
situation is a function of the aircraft altitude. These altitude ranges can be seen as sensitivity
levels. Thus, the system provides no resolution advisories at altitudes below 1,000 feet. The
following is a list and description of the types of advisories that are issued:
• Traffic Advisory (TA): primarily informative in nature, informing the crew of nearby traffic
that is not presently seen as a threat but can become a threat if conditions change
adversely
• Preventive Resolution Advisory (PRA): advises the crew to avoid certain deviations from
the present vertical flight path. This means that the TCAS has determined that the
situation is being resolved with the existing conditions. The crew, however, must not make
certain changes from the current vertical speed
• Corrective Resolution Advisory (CRA): advises the crew to take some action (to climb or
descend) in order to resolve the developing threat

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17.1.8. Threat Resolution.
The key to understanding the TCAS threat evaluation and resolution is in recognizing that it is
based on a projected CPA (closest point of approach). This CPA is at the center of a volume of
airspace cylindrical in shape with a radius that is determined by either of two thresholds; TAU,
which is a time threshold, or a horizontal distance threshold, whichever occurs first. Both TAU and
the horizontal threshold increase with altitude. The vertical depth of this cylindrically shaped
volume is determined by certain separation ranges which also increase with altitude.

17.1.8.1. Refer to Table 17-1 and see for the aircraft encounter to consider the following scenario: Two
aircraft are flying within a certain locality. Both aircraft are TCAS equipped. Both aircraft are flying
level at 15,000 feet above ground and at certain airspeed. Their individual headings, however,
result in flight paths that intersect at a certain point ahead of their present location.

17.1.8.2. The TCAS in both aircraft interrogate the other aircraft transponder and acquires heading, altitude,
and vertical and horizontal speed information. The vertical speed is determined by the rate of
change in altitude while the horizontal speed is determined by the rate of change of distance and
bearing. Using this information and similar information concerning its own flight parameters, it is
able to calculate a closure rate and a projected CPA. In this scenario the aircraft are in danger of
colliding at CPA.

17.1.8.3. Refer to Table 17-1 for the description of the separation of less than 400 feet at 15,000 feet in
altitude constitutes a corrective resolution advisory condition. Corrective action is needed and the
TCAS in both aircraft alerts the crews by means of visual and aural advisories.

17.1.8.4. At 45 seconds before CPA, or at the horizontal threshold (which in this case is 0.8 nm), whichever
occurs first, TCAS alerts both crews to the presence of the other aircraft by means of a traffic
advisory; TRAFFIC, TRAFFIC. It is expected that this advisory causes the crew to attempt to
acquire visual contact with the other aircraft and mentally prepare for a TCAS commanded
maneuver. If both aircraft maintain their present courses, the following corrective resolution
advisory or advisories are issued 15 seconds later; (30 seconds to CPA):
• DESCEND; DESCEND to the crew of one of the aircraft
• CLIMB, CLIMB to the crew of the other aircraft

17.1.8.5. With this advisory the TCAS expects the crew to assume a vertical speed of 1,500 feet per minute
(fpm). In order to satisfy the corrective advisory situation at this altitude, TCAS expects a minimum
separation of 400 feet. (This allows for a minimum separation of 200 feet with a worst-case error of
100 feet in altitude data in each aircraft.) At 1,500 fpm (25 feet per second) an aircraft needs 16
seconds to gain (or lose) 400 feet of altitude. But in this scenario, both aircraft crews can respond
and so theoretically it should take less than 16 seconds to clear the threatening situation by
increasing the separation of the aircraft to the preventive range of 400 to 600 feet.

NOTE
In reality, a similar scenario can be developed in which only one of the aircraft is TCAS equipped.
In that case, however, and ignoring the vital role of air traffic control in such an encounter, the
burden of collision avoidance is entirely upon the TCAS-equipped aircraft and crew.

If TCAS does not detect a response within the next 5 seconds after issuing the first Resolution
Advisory (RA), the more urgent advisory INCREASE CLIMB, INCREASE CLIMB, and/or
INCREASE DESCENT, INCREASE DESCENT is issued to the respective crew(s). This advisory
expects the crew to assume a vertical speed of 2,500 feet per minute.

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Table 17-1. TCAS Advisory Parameters

ADVI- BASED ON BASED PRESSURE ALTITUDE (FT)

SORY RADIO
ALTITUDE
(FT)
UP TO 1,000 TO UP TO 5,000 TO 10,000 TO 20,000 TO ABOVE
1,000 2,350 5,000 10,000 20,000 42,000 42,000
Advisory Traffic 20 sec 25 sec 30 sec 40 sec 45 sec 48 sec 48 sec
Time to Resolution -- 15 sec 20 sec 25 sec 30 sec 35 sec 35 sec
CPA (TAU)
Horizontal Protected -- 0.21 nm 0.35 nm 0.55 nm 0.80 nm 1.10 nm 1.10 nm
Threshold Volume
Vertical Traffic 850 ft 850 ft 850 ft 850 ft 850 ft 850 ft 1,200 ft
Separatio
↓ ↓ ↓ ↓ ↓ ↓ ↓
n
Threshold ↓ ↓ ↓ ↓ ↓ ↓ ↓
s at CPA Preventive -- 600 ft 600 ft 600 ft 600 ft 700 ft 800 ft
Resolution
↓ ↓ ↓ ↓ ↓ ↓
Threshold
↓ ↓ ↓ ↓ ↓ ↓
Inhibited
Corrective -- 300 ft 300 ft 350 ft 400 ft 600 ft 700 ft
Resolution ↓ ↓ ↓ ↓ ↓ ↓
Threshold
↓ ↓ ↓ ↓ ↓ ↓

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Figure 17-2. TCAS Advisory, Protected Airspace Diagram

17.1.9. Communication and Coordination.

In the case where both aircraft involved in an advisory situation are TCAS equipped, the TCAS
communicates with the other aircraft to coordinate evasive strategies. This coordination may occur
before an advisory is issued and is calculated for optimum safe separation using the least
disruptive maneuver possible. For example, if one of the aircraft is in a particular vertical speed
profile, it may be advantageous for that aircraft to increase or decrease its VS as opposed to the
other assuming appropriate VS. Whatever maneuver is selected; this information is communicated
to other aircraft and ground facilities. If the other aircraft is not TCAS equipped, the corrective or
preventive maneuver responsibility is assumed by the TCAS-equipped aircraft.

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17.1.10. TCAS Symbology.

See Figure 17-3 and Figure 17-4 for the traffic symbology and associated labels for the TCAS.
Refer to Table 17-2 and Table 17-3 for a description of the symbology. The following four types of
traffic are represented along with the element symbology:
• Non-threat
• Proximity
• Traffic Advisory (TA)
• Resolution Advisory (RA)

NON-THREAT TRAFFIC

PROXIMITY TRAFFIC

TRAFFIC ADVISORY

RESOLUTION ADVISORY

TPI8753_01

Figure 17-3. Traffic Symbology

Table 17-2. Traffic Symbology

TRAFFIC TYPE SYMBOL DESCRIPTION DESCRIPTION

Intruders relative altitude > ±1,200 feet, OR
NON-THREAT Cyan (Blue) open diamond intruders distance is beyond 6 NM and not
considered a threat.

Intruders relative altitude < ±1,200 feet AND

PROXIMITY Cyan filled diamond intruders distance is within 6 NM, but not yet
considered a threat.
Intruder considered potentially hazardous. The
TRAFFIC ADVISORY Yellow filled circle time to closest approach point is now 20-48
seconds depending on altitude.
Intruder projected to be a collision threat. The
RESOLUTION ADVISORY Red filled square time to closest approach point is now 15-35
seconds depending on altitude.

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Figure 17-4. Traffic Symbol Elements (Typical)

Table 17-3. Traffic Symbol Elements Description

ITEM SYMBOL LOCATION INDICATION

DATA
1, 3 RELATIVE Above basic traffic symbol, if Indicates intruder’s altitude relative to
ALTITUDE positive. Below basic traffic own aircraft altitude in 100s of feet. A
TAG symbol if negative positive (+) relative altitude indicates
intruder is above own aircraft and a
negative (-) relative altitude indicates
intruder is below own aircraft. An
intruder within 100 feet of own aircraft
altitude is displayed as “00” above
basic traffic symbol.

2 VERTICAL Right side of basic traffic symbol Indicates intruders vertical rate is 500 feet
TREND per minute or greater - not displayed
ARROW otherwise.
4 TRAFFIC Relative to own aircraft symbol Indicates the presence and location of
SYMBOL 'threat' traffic relative to own aircraft.

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17.1.11. PFD Display.
The TCAS symbology displays on the pilot and copilot Primary Flight Display (PFD) when the
TCAS pushbutton on the applicable PFD control panel is pressed. A second press of the TCAS
removes the display. See Figure 17-5 and refer to Figure 17-6 for the PFD display.

Figure 17-5. PFD Control Panel

Figure 17-6. TCAS Display on PFD

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Table 17-4. TCAS Display on PFD Description

ITEM CONTROL-INDICATOR FUNCTION

1 TRAFFIC annunciation Displays when traffic advisory is active.
2 Vertical Speed Display Displays aircraft vertical speed changes.
3 TCAS mode The TCAS has the following modes of operation (controlled by the
XPDR/TCAS page):
• STBY mode the TCAS surveillance is suspended; all TCAS
overlays are blank and the STBY mode in annunciated
• TA/RA mode all resolution and traffic advisories are displayed and
annunciated normally
• TA mode only traffic advisories are displayed and annunciated
4 Envelope Sets the TCAS Surveillance volume as follows:
• ABOVE position, the TCAS traffic display extends from 2,700 feet
below to 9,900 feet above the aircraft (see Figure 17-7)
• In the NORM (normal) position, the TCAS traffic display extends
from 2,700 feet below to 2,700 feet above the aircraft (see Figure
17-7)
• In the BELOW position, the TCAS traffic display extends from
9,900 feet below to 2,700 feet above the aircraft (see Figure 17-7)
5 Bearing Advisory Messages Displays TA and/or RA advisory information.
6 Traffic Advisory Symbol Intruder considered potentially hazardous. The time to closest
approach point is now 20-48 seconds depending on altitude.
7 Proximity Traffic Symbol Intruders relative altitude < ±1,200 feet AND intruders distance is
within 6 NM, but not yet considered a threat.
8 Resolution Advisory Intruder projected to be a collision threat. The time to closest approach
Symbol point is now 15-35 seconds depending on altitude.
9 Non-threat Traffic Advisory Symbol Intruders relative altitude > ±1,200 feet, OR intruders
distance is beyond 6 NM and not considered a threat.

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Figure 17-7. TCAS Traffic Surveillance Volume

17.1.12. MFD Maps – TCAS Overlay.

The MFD provides two map display formats:
• Heading Map Mode
• North Map Mode
Each map format can feature the TCAS Overlay (see Figure 17-8). See Chapter 25 for detailed
information on flight displays.

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Figure 17-8. TCAS Overlay

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17.1.13. CDU Control.
The XPDR/TCAS page (see Figure 17-9) is accessed by pressing the IFF function key. Press LSK
L5 to toggle to TCAS Mode.

TPN0372_01

Figure 17-9. XPDR/TCAS Page

17.1.14. TCAS Mode.

In TCAS Mode, the line select keys control the following options:
• L5 toggles the TCAS MODE Control between STBY, TA, and TA+RA
o When TCAS MODE is set to STBY, TCAS is powered-up but not operating
o When TCAS MODE is set to TA, TCAS Traffic Advisories are displayed on the
PFD
o When TCAS MODE is set to RA; TCAS Resolution Advisories are displayed on
the PFD
o When TCAS MODE is set to TA+RA both TCAS Traffic Advisories and TCAS
Resolution Advisories are displayed on the PFD
• L6 toggles the TCAS ENVELOPE Annunciation between ABV, BLW, and NORM.
o When TCAS ENVELOPE is set to STBY, TCAS is powered-up but not operating
(See Figure 17-7)
o When TCAS ENVELOPE Annunciation displays ABV the advisory is displayed as
ABOVE on the PFD. The TCAS traffic display extends from 2,700 feet below to
9,900 feet above the aircraft
o When TCAS ENVELOPE Annunciation displays BLW the advisory is displayed as
BELOW on the PFD. The TCAS traffic display extends from 9,900 feet below to
2,700 feet above the aircraft
o When TCAS ENVELOPE Annunciation displays NORM the advisory is displayed
as NORMAL on the PFD. The TCAS traffic display extends from 2,700 feet below
to 2,700 feet above the aircraft
o Aural Enunciations. TCAS transponder contains software to generate aural
enunciations. The minimum threshold for TA is 500 feet Above Ground Level
(AGL). The minimum threshold for RA is 1,000 feet AGL. Synthesized audio
announcements are issued by the TCAS over the aircraft interphone system.
Aural alerts are categorized into Clear, Traffic, Preventive RA, and Corrective RA
advisory audio announcements. Refer to Table 17-5 for applicable aural
enunciation

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Table 17-5. Aural Enunciations

ITEM CONTROL-INDICATOR FUNCTION

Clear CLEAR OF CONFLICT Resume normal flight, apparent conflict of airspace has
been resolved.

Traffic TRAFFIC, TRAFFIC First intruder has entered 20 to 48-second envelope. Gain
visual contact of traffic. Check TCAS display for traffic
bearing and range if necessary. Assess the threat and
prepare to execute the evasive maneuver TCAS issues.
Traffic TRAFFIC Second and subsequent intruders have entered 20 to 48-
second envelope. Assess the threat and prepare to execute
the evasive maneuver TCAS issues.
Preventive MONITOR VERTICAL SPEED Be alert for approaching traffic. Ensure Vertical Speed
RA (VS) display does not enter the area of red-lighted scale
segments.
MAINTAIN VERTICAL Maintain present vertical speed and direction. Ensure VS
SPEED, MAINTAIN display does not enter the area of red-lighted scale
segments
MAINTAIN VERTICAL A flight path crossing is predicted, but being monitored by
SPEED, CROSSING TCAS. Maintain present vertical speed and direction.
MAINTAIN Ensure VS display does not enter the area of red-lighted
scale segments
ADJUST VERTICAL SPEED, Indicates a weakening of the RA. Allows pilot the option
ADJUST to return to an assigned altitude.

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Table 17-5. Aural Enunciations - Continued
ITEM CONTROL-INDICATOR FUNCTION
Corrective CLIMB, CLIMB Change vertical speed to 1,500 ft/min climbing or as
RA indicated on VS display.

CLIMB, CROSSING CLIMB Change vertical speed to 1,500 ft/min climbing or as

CLIMB, CROSSING CLIMB indicated on VS display. Indicates flight paths cross at
some altitude.
DESCEND, DESCEND Change vertical speed to 1,500 ft/min descent or as
indicated on VS display.
DESCEND, CROSSING Change vertical speed to 1,500 ft/min descent or as
DESCEND, DESCEND, indicated on VS display. Indicates flight paths cross at
CROSSING DESCEND some altitude.
ADJUST VERTICAL SPEED, Reduce climbing vertical speed to that shown on VS
ADJUST display.

ADJUST VERTICAL SPEED, Reduce descending vertical speed to that shown on the
ADJUST VS display.
INCREASE CLIMB INCREASE This follows CLIMB advisory. The climb vertical speed
CLIMB should be increased, typically to 2,500 ft/min, as shown on
VS display.
INCREASE DESCENT This follows a DESCEND advisory. The descent vertical
INCREASE DESCENT speed should be increased, typically to 2,500 ft/min, as
shown on VS display.
CLIMB, CLIMB NOW, CLIMB, This follows a DESCEND advisory. This advisory indicates
CLIMB NOW a reversal of vertical speed from descent to climb is
needed to provide adequate separation
DESCEND, DESCEND NOW, This follows a CLIMB advisory. This advisory indicates a
DESCEND, DESCEND NOW reversal of vertical speed from climb to descent is needed
to provide adequate separation.

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17.1.15. Surveillance (SURV) Status Page.

Access the SURV STATUS page by selecting the SURV line select key L3 on the SYSTEM
STATUS page. The SURV STATUS page (see Figure 17-10) provides status information on the
TCAS System and the Transponder. The line select keys control the following options:
• L1 displays the TCAS Status and accesses the TCAS STATUS page. Status display
options are:
o NGO if the status from the TCAS indicates NGO
o GO if the status from the TCAS indicates GO
o DGR if the status from the TCAS indicates a degraded state
o Dashed (---) if the status from the TCAS cannot be determined
o TST if a test is currently in progress on the TCAS
• L2 displays the XPDR Status and accesses the XPDR STATUS page. Status display
options are:
o ON/OFF to show the status of the XPDR
o NGO if the status from the XPDR indicates NGO
o GO if the status from the XPDR indicates GO
o GO for the ALT Bus if the XPDR indicates GO
• L3 displays the WXR Status and accesses the WXR STATUS page. Status display
options are:
o NGO if the status from the weather radar indicates NGO
o GO if the status from the weather radar indicates GO
o DGR if the status from the weather radar indicates a degraded state
o Dashed (---) if the status from the weather radar cannot be determined
o TST if a test is currently in progress on the WXR
• L6 accesses the Safety and Surveillance (S&S) Subsystem Fault History pages
• R6 returns to the status page from which the subsystem status page was accessed

TPN0373_01

Figure 17-10. SURV Status Page

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17.2. OPERATIONAL CHECKOUT.

Refer to Table 17-6 for required test equipment.

Table 17-6. Test Equipment Required

NAME DESIGNATION ALTERNATE USE AND APPLICATION

Multimeter Fluke 8025B Equivalent Voltage and continuity testing

17.2.1. Preparation for Testing.

The following steps are for preparation for testing.
a. Connect external power to the airplane.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are
closed:
• COPILOT CDU
• COPILOT DCP
• COPILOT MFD
• COPILOT PFD
• COPILOT MFD FAN
• COPILOT PFD FAN
• ATC
• TCAS
• RAD ALT NO.2
• AHRS NO.2 AHC
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are
closed:
• PILOT CDU
• PILOT MFD
• PILOT MFD FAN
• PILOT PFD FAN
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• RAD-ALT NO.1
d. On pilot instrument panel, press O/S AHRS switch if not illuminated.
e. On CDU, press IFF function key.
• XPDR/TCAS page displays
f. On CDU, press the POWER line select key L1.
• POWER: NORM toggles to POWER: STBY
g. On CDU, press POWER line select key L1.
• POWER: STBY toggles to POWER: ON
h. On CDU, press ALT REPORT line select key L3.
i. ALT REPORT: OFF toggles to ALT REPORT: ON.
j. On CDU scratchpad, enter 1234.
k. On CDU, press MODE 3A line select key L2.
• M3A toggles to [1234]

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17.2.2. TCAS Status Test.

The following steps are for TCAS status test.
a. Perform preparation for test in accordance with Paragraph 17.2.1.
b. On CDU, press STAT function key.
• SYSTEM STATUS page displays
c. On CDU, press SURV line select key L4.
• SURV STATUS page displays
d. On SURV STATUS page, TCAS displays on line select key L1 with one of the following status
displays:
• If GO displays, system is operational
• If NGO displays, system is not operational, go to Paragraph 17.3
• If DGR displays, system is partially operational, go to Paragraph 17.3
e. Perform TCAS shutdown in accordance with Paragraph 17.2.4.

17.2.3. TCAS Initiated Built-In Test.

The following steps are for TCAS IBIT.
a. Perform preparation for test in accordance with Paragraph 17.2.1.
b. On CDU, press STAT function key.
• SYSTEM STATUS page displays
c. On CDU, press line select key L4.
• SURV STATUS page displays
d. On CDU, press TCAS line select key L1.
• TCAS STATUS page displays
e. On CDU, press TEST line select key R1.
f. Selecting starts IBIT (if none of the MFDs are in test).
• TST displays and the TCAS Data Word is dashed for the duration of the test
g. Line select key (R6) returns to the SURV STATUS page.
h. Vertical and Lateral Scrolling is inhibited.
i. After test is completed, TCAS SYSTEM TEST OK is aurally annunciated.
j. If test fails, go to Paragraph 17.3.

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17.2.4. TCAS Shutdown.
The following steps are for TCAS shutdown.
a. On CDU, press IFF function key.
• XPDR/TCAS page displays
b. On CDU, press XDPR line select key L1.
• XPDR: ON toggles to XDPR: OFF
c. On CDU, press ALT REPORT line select key L3.
• ALT REPORT ON toggles to ALT REPORT OFF
d. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT CDU
• COPILOT DCP
• COPILOT MFD
• COPILOT PFD
• COPILOT MFD FAN
• COPILOT PFD FAN
• ATC
• TCAS
• RAD ALT NO.2
• AHRS NO.2 AHC
e. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT CDU
• PILOT MFD
• PILOT MFD FAN
• PILOT PFD FAN
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• RAD-ALT NO.1
f. Disconnect external power to the airplane.

17.3. TROUBLESHOOTING.

17.3.1. General.
The TCAS status pages generate Continuous Built-In Test (CBIT) results. Overall subsystem
status is determined on the status of each individual LRU within the subsystem in the following
order:
• TST: One or more LRUs are in a TEST status
• OFF: One or more LRUs are in an OFF status
• NGO: One or more LRUs are in a NOGO status
• ---: One or more LRUs are in an UNKNOWN status
• DGR: One or more LRUs are in a DEGRADED status
• GO: One or more LRUs are in a GO status

17.3.2. TCAS STATUS Page.

To access the TCAS STATUS page (see Figure 17-11), select TCAS line select key L1 from the
SURV STATUS page. The TCAS STATUS page displays the following.
• L1 toggles the CHK STATUS annunciation alert between ON and OFF. If the TCAS Status
Alert is set to ON a failure of the TCAS causes the CHK STATUS annunciation and sets
the CDU MSG Alert. If the TCAS Status Alert is set to OFF a failure of the TCAS inhibits
the CHK STATUS annunciation and the CDU MSG Alert. If the TCAS Status Alert is set to
OFF the failure history continues to be recorded
• L2 displays the TCAS CPU Status as GO, NGO, or --- (unknown)
• L3 displays the TCAS System (SYS) Status as GO, NGO, or --- (unknown)

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• L5 displays the TCAS Transponder (XP1) Status as GO, NGO, or --- (unknown)
• L6 accesses the TCAS Fault History pages
• R1 initiates the TCAS IBIT Short Test and displays the IBIT test status/results (GO, NGO,
---, or TST). IBIT testing is inhibited while WOW is IN AIR and may only be performed
while on the ground. When the TCAS Short Test has been initiated, the < (arrow) adjacent
to R1 becomes a * (asterisk) until completion or an error detection
• R2 displays the TCAS Radar Altitude (RAD ALT) Status as GO, NGO, or - -- (unknown)
• R3 displays the TCAS Barometric Altitude (BARO ALT) Status as GO, NGO, or ---
(unknown)
• R4 displays the TCAS UPPER ANT Status as GO, NGO, or --- (unknown)
• R5 displays the TCAS LOWER ANT Status as GO, NGO, or --- (unknown)
• R6 returns to the SURV STATUS page
• Page Title Line displays the following options. The TCAS Status displays NGO if any of
the testable functions of that TCAS are NGO. The TCAS Status displays GO if all testable
functions of that TCAS are GO. The TCAS Status displays TST if a test is currently in
progress on that TCAS. The TCAS Status displays DGR if the TCAS is currently reporting
a degraded status. The TCAS Status is dashed if the status of that TCAS cannot be
determined

TPN0374_01
Figure 17-11. TCAS STATUS Page

17.3.2.1. Refer to Table 17-7 for the troubleshooting procedures index. The troubleshooting procedures
index contains a described malfunction symptom, and actions to determine cause and correction
of the malfunction. Malfunction symptoms are normally a result of operational checkout procedures
that fail at some point to have the correct result as outlined by the procedure and normally must be
resolved before the procedure can be completed.

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Table 17-7. Troubleshooting Procedures

ISOLATION PROCEDURES REMEDY

ITEM 1. TCAS transponder Status - - - , no response.
1.1 Verify operation of FMS system. YES Proceed to next step.
Was FMS operational?
NO Troubleshooting and repair FMS in accordance with
applicable T.O.
1.2 Replace TCAS transponder. Does YES No further troubleshooting required.
fault clear?
NO Troubleshoot and repair wiring in accordance with
applicable T.O.
END OF TEST
ITEM 2. TCAS transponder Status DGR or NGO, no response.
2.1 Verify operation of FMS system. YES Proceed to step 2.2.
Was FMS operational?
NO Troubleshooting and repair FMS in accordance with
applicable T.O.
2.2 Replace TCAS transponder. Does YES No further troubleshooting required.
fault clear?
NO Troubleshoot and repair wiring in accordance with
applicable T.O.

END OF TEST
ITEM 3. SYSTEM IBIT BIT 1 FAILS
3.1 Verify operation of RADAR YES Troubleshoot and repair wiring between TCAS
Altimeter (No. 1) system. Was RADAR Transponder and RADAR Altimeter in accordance with
Altimeter operational? applicable T.O.
NO Troubleshooting and repair RADAR Altimeter in
accordance with applicable T.O.
3.2 Verify operation of FMS system. YES Proceed to step 3.3.
Was FMS operational?
NO Troubleshooting and repair FMS in accordance
with applicable T.O.
3.3 Replace TCAS transponder. Does YES No further troubleshooting required.
fault clear? NO Troubleshoot and repair wiring in accordance with
applicable T.O.
END OF TEST
ITEM 4. SYSTEM IBIT BIT 2 FAILS
4.1 Replace upper TCAS antenna. YES No further troubleshooting required.
Does fault clear?
NO Troubleshoot and replace upper antenna wiring in
accordance with applicable T.O.
END OF TEST
ITEM 5. SYSTEM IBIT BIT 3 FAILS
5.1 Replace Mode S transponder. YES No further troubleshooting required.
Does fault clear?
NO Troubleshoot and repair wiring between TCAS
Transponder and Mode S transponder in accordance with
applicable T.O.

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Table 17-7. Troubleshooting Procedures - Continued

ISOLATION PROCEDURES REMEDY

5.2 Replace lower TCAS antenna. YES No further troubleshooting required.
Does fault clear?
NO Troubleshoot and replace lower antenna wiring in
accordance with applicable T.O.
END OF TEST
ITEM 6. SYSTEM IBIT BIT 4 FAILS
6.1 Verify operation of RADAR YES Troubleshoot and repair wiring between TCAS
Altimeter (No. 1) system. Was RADAR Transponder and RADAR Altimeter in accordance with
Altimeter operational? applicable T.O.
NO Troubleshooting and repair RADAR Altimeter in
accordance with applicable T.O.
END OF TEST
ITEM 7. SYSTEM IBIT BIT 6 FAILS
7.1 Replace Mode S transponder. YES No further troubleshooting required.
Does fault clear?
NO Troubleshoot and repair wiring between TCAS
Transponder and Mode S transponder in accordance with
applicable T.O.
END OF TEST
ITEM 8. SYSTEM IBIT BIT 8 or 9 FAILS
8.1 Verify operation of AHRS system. YES Troubleshoot and repair wiring between TCAS
Was AHRS operational? Transponder and AHRS in accordance with applicable
T.O.
NO Troubleshooting and repair AHRS in accordance
with applicable T.O.
END OF TEST
ITEM 9. SYSTEM IBIT BIT 10 FAILS
9.1 Verify operation of FMS system. YES Proceed to step 9.2.
Was FMS operational?
NO Troubleshooting and repair IMS/FMS in accordance
with applicable T.O.
9.2 Replace TCAS transponder. YES No further troubleshooting required.
Does fault clear? Malfunction
NO Proceed to step 9.3.
corrected.
9.3 Replace Mode S transponder. YES No further troubleshooting required.
Does fault clear?
NO Troubleshoot and repair wiring in accordance with
applicable T.O.
END OF TEST

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17.4. REMOVAL AND INSTALLATION.

17.4.1. TCAS Transponder Removal.

The following steps are for TCAS transponder removal
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Loosen knurled knobs from over their hold down hooks on the TCAS transponder.
c. Remove TCAS transponder from mount.

17.4.2. TCAS Transponder Installation.

The following steps are for TCAS transponder installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Push TCAS transponder into mount.
c. Tighten the knurled knobs over their hold down hooks on TCAS transponder.
d. Close previously opened circuit breakers.
e. Perform operational check in accordance with Paragraph 17.2.

17.4.3. TCAS Lower Antenna Removal.

The following steps are for TCAS lower antenna removal.

Do not perform maintenance on TCAS lower antenna when wind exceeds 15 mph with gust to 20
mph or during electrical storms.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Remove white RTV sealant or silicon rubber plugs from four mounting holes.
c. Remove PS870B-1/2 sealant from the base of the antenna.
d. Remove four screws and four washers securing TCAS lower antenna to airframe.
e. Disconnect electrical connector from TCAS lower antenna.
f. Remove TCAS lower antenna from airframe.

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17.4.4. TCAS Lower Antenna Installation.

The following steps are for TCAS lower antenna installation.

Provide adequate ventilation when using sealants (Federal Specification TT-N-95A and up), avoid
prolonged breathing of vapors’ and minimize skin contact. Failure to comply may result in fire or
serious injury to personnel.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Clean and prepare mating surfaces of antenna and aircraft.
c. Apply CA1000 jointing compound to mating surface on fuselage.
d. Install electrical connector to TCAS lower antenna.
e. Install four screws and four washers with a light coating of RTV sealant.
f. Torque fasteners to 20-inch pounds.
g. Fill mounting holes with F/N 20 white RTV sealant or insert silicon rubber plugs (P/N 676-
3291-002).
h. Close previously opened circuit breakers.
i. Perform operational check in accordance with Paragraph 17.2.

17.4.5. TCAS Upper Antenna Removal.

The following steps are for TCAS upper antenna removal.

Do not perform maintenance on TCAS upper antenna when wind exceeds 15 mph with gust to 20
mph or during electrical storms.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Remove white RTV sealant or silicon rubber plugs from four mounting holes.
c. Remove four screws and four washers securing TCAS upper antenna to airframe.
d. Remove PS870B-1/2 sealant from the base of the antenna.
e. Remove TCAS upper antenna from airframe.
f. Disconnect electrical connector from TCAS upper antenna.

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17.4.6. TCAS Upper Antenna Installation.

The following steps are for TCAS upper antenna installation.

Do not perform maintenance on TCAS upper antenna when wind exceeds 15 mph with gust to 20
mph or during electrical storms.

Provide adequate ventilation when using sealants (Federal Specification TT-N-95A and up), avoid
prolonged breathing of vapors and minimize skin contact. Failure to comply may result in fire or
serious injury to personnel.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Clean and prepare mating surfaces of antenna and aircraft skin in accordance with applicable
T.O.
c. Apply CA1000 jointing compound to mating surface on fuselage.
d. Connect electrical connector to TCAS upper antenna.
e. Install four screws and four washers with a light coating of white RTV sealant.
f. Torque fasteners to 20-inch pounds.
g. Fill mounting holes with F/N 20 white RTV sealant or insert silicon rubber plugs (P/N
676-3291-002).
h. Close previously open circuit breaker(s).
i. Perform operational check in accordance with Paragraph 17.2.

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CHAPTER 18
RADIO ALTIMETER SYSTEM

18.1. GENERAL
The Radio Altimeter System for 2,500-foot operation transmits, receives, and processes
Frequency Modulated Continuous Wave (FMCW) signals to produce a dc analog altitude signal
proportional to the aircraft altitude above the terrain. The Radio Altimeter system consists of two
ALT-4000 altimeters (and mounts) and two antennas. One altimeter supplies altitude data to the
Pilots Displays. The second altimeter supplies data to the copilots displays. Additionally, both
altimeters supply data to the EGPWS, WXR, and TCAS system. See Figure 18-1 for the location of
Radio Altimeter equipment. The Radio Altimeter system components are as follows:
• Two (2) Altimeter R/T (ALT-4000)
• Four (4) Altimeter Antenna (ANT-52)
• Two (2) Mount (UMT-12)

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Figure 18-1. Radio Altimeter Equipment Location (Sheet 1 of 5)

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RAD ALT
ALT-4000

Figure 18-1. Radio Altimeter Equipment Location (Sheet 2 of 5)

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RAD ALT NO.2

ANTENNAS
RAD ALT NO.1
ANTENNAS

Figure 18-1. Radio Altimeter Equipment Location (Sheet 3 of 5)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 18-1. Radio Altimeter Equipment Location (Sheet 4 of 5)

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PILOT UPPER DISTRIBUTION PANEL

Figure 18-1. Radio Altimeter Equipment Location (Sheet 5 of 5)

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18.1.1. Altimeter Receiver/Transmitter.
The altimeter is a Frequency Modulated Continuous Wave (FMCW) transceiver that measures the
aircraft radio altitude (up to 2,500 feet/762 meters) above the terrain during approach mode. The
transmitter generates a 4,250- to 4,350-MHz swept deviation output to the transmit antenna. The
altimeter Receiver/Transmitter (R/T) transmits a reference signal on one antenna, receives the
reflected signal on another antenna, and then computes the aircraft altitude.

18.1.2. Altimeter Antennas.

The antennas are linearly polarized horn antennas, flush mounted on the underside of the aircraft.
The antenna apertures are covered by radomes that provide a smooth surface, flush with the
antenna mounting flanges. The antenna assemblies contain foamed plastic for support of the
radiating elements and for minimizing differential pressures. A type TNC (Threaded Neill
Concelman) female connector projects from the antenna bodies and includes provisions for safety
wiring of the mating TNC connector.

18.1.3. Principles of Altimeters.

The altimeter R/T applies a signal to the transmit antenna. The transmit antenna beams the signal
to the terrain, and the terrain reflects the signal back to the receive antenna. The returning signal is
applied to the receiver section of the R/T. The altitude of the aircraft above the terrain is
proportional to the time required for the transmit signal to make a round trip to the terrain and
return to the altimeter. The signal that is sent to various aircraft is continuous and, within the
maximum range of the altimeter, provides constant altitude information which is sent to the
following systems. RF waves propagate 186,280 statute miles per second, which corresponds to
0.984 feet per nanosecond. It therefore takes RF 1.0163 nanoseconds to travel one foot in free
space, which corresponds to 2.0326 nanoseconds per foot of altitude. During the following
explanations, the numbers are rounded off and the propagation rate of RF through free space is
considered to be 1 nanosecond per foot, which corresponds to 2 nanoseconds per foot of altitude.
(See Figure 18-2 for a block diagram of a basic altimeter system.)

18.1.3.1. The modulator produces the modulation waveform that is applied to the transmitter and sets the
transmitter frequency deviation rate. In the R/T the frequency deviation is set at 20 Hz per
nanosecond. The transmitter RF is applied to the transmit antenna and a sample is fed to the
receiver. The path length to the terrain and back is twice the altitude and therefore the RF signal
must travel two feet, which takes 2 nanoseconds per foot of altitude, during which time the
transmitter output frequency shifts 40 Hz. In the receiver, the transmitter frequency shift is
determined by mixing the sample and return signal which produces a receiver if that changes 40
Hz per foot of altitude. The altitude processor converts the receiver output data to analog and
digital signals that can be displayed and utilized by the following aircraft systems.
• Flight Display System (FDS)
• EGPWS
• TCAS
• WXR

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Figure 18-2. Basic Altimeter Block Diagram

18.1.4. Power and Control Circuits.

The altimeter is controlled by the Flight Display System (FDS). The altimeter receives its operating
power from the RAD ALT NO.1 on the Pilot Upper Circuit Breaker panel and the RAD ALT NO.2
circuit breaker located on the Copilot Upper Circuit Breaker panel.

18.1.5. Altimeter Display.

The Radio Altimeter system 1 data is displayed on the Pilot PFD. The Radio Altimeter system 2
data is displayed on the copilots PFD (see Figure 18-3). The Radio Altitude display method varies
with height Above Ground Level (AGL):
• When the height is less than 1,000 feet AGL, the Radio Altitude dial is displayed
encompassing the Radar Altitude digital readout and decision height digital
readout
• When the height is between 1,000 and 2,500 feet AGL, the Radio Altitude digital
readout and decision height digital readout are displayed; the Radio Altitude dial is
removed
• When the height is above 2,500 feet AGL, the Radio Altitude digital readout,
decision height digital readout, and Radio Altitude dial are removed
• When the decision height is adjusted, the DH readout displays for 10 seconds

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Figure 18-3. Radio Altitude and Decision Height

18.1.5.1. The Radio Altitude Miscompare Annunciator is displayed next to the Radio Altitude display on the
PFD, when the cross-side Radio altitude is out of tolerance with the on-side Radio Altitude. A
difference that is greater than or equal to the Radio Altitude Miscompare Threshold for 2 or more
seconds triggers the Radio altitude Miscompare Annunciator. The Radio Altitude Miscompare
Threshold is defined as 10 feet + ((Pilot Radio Altitude + Copilot Radio Altitude)*0.02). The Radio
Altitude Miscompare Annunciator is not displayed on the PFD when the Radar Altitude is greater
than 1000 feet. The Radar Altitude is measured in AGL.

18.1.5.2. When a Radio Altitude (RA) input failure occurs, the Radio Altitude display is removed and
replaced with a Radio Altitude Fail Flag (see Figure 18-4). Radio Altimeter 1 is connected to the
pilot PFD and Radio Altimeter 2 is connected to the copilot PFD. The affected pilot sees the RA
failure flag until the condition recovers.

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Figure 18-4. Radio Altitude Fail Flag

18.2. OPERATIONAL CHECKOUT.

Refer to Table 18-1 for required test equipment.

Table 18-1. Test Equipment Required

NAME DESIGNATION ALTERNATE USE AND APPLICATION

Multimeter Fluke 8025B Equivalent Voltage and continuity
Time Domain Reflectometer Equivalent testing
Troubleshooting coaxial

18.2.1. RA Operational Check.

The following steps are for RA operational check.
a. Connect external power to the airplane.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• COPILOT CDU
• COPILOT DCP
• COPILOT IMFD
• COPILOT PFD
• TONE GEN
• RAD ALT NO.2
c. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• PILOT CDU
• PILOT PFD
• PILOT MFD
• PILOT PFD FAN
• PILOT MFD FAN
• RAD ALT NO.1
d. On pilot PFD control panel, press and hold the DH test button.
• On the pilot PFD, verify after approximately 5 seconds, a blue T appears
next to the RADALT Display
• On the pilot PFD, verify that 50 feet displays as the radio altitude
• Release the DH test button on the pilot PFD
• On the copilot PFD, verify that 50 feet is NOT displayed
• Verify on the pilot PFD that RA flag is not displayed
e. On copilot PFD control panel, press and hold the DH test button.
• On the copilot PFD, verify after approximately 5 seconds, a blue T
appears next to the RADALT Display
• On the copilot PFD, verify that 100 feet displays as the radio altitude
• Verify on the copilot PFD the RA flag is not displayed
f. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• COPILOT CDU
• COPILOT DCP
• COPILOT IMFD
• COPILOT PFD

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• TONE GEN
• RAD ALT NO.2
g. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT CDU
• PILOT PFD
• PILOT MFD
• PILOT PFD FAN
• PILOT MFD FAN
• RAD ALT NO.1
h. Disconnect external power to the airplane in accordance with applicable T.O.

18.3. TROUBLESHOOTING.

18.3.1. General.
The troubleshooting procedures index contains a described malfunction symptom, and actions to
determine cause and correction of the malfunction (refer to Table 18-2). Malfunction symptoms are
normally a result of operational checkout procedures that fail at some point during the procedure.
To have the correct result as outlined by the procedure, the malfunction normally must be resolved
before continuing with the following steps of the procedure.

Table 18-2. Troubleshooting Procedures

ISOLATION PROCEDURES REMEDY

ITEM 1. ALTIMETER NUMBER 1 CIRCUIT BREAKER OPENS
1.1 Remove Altimeter R/T from mount and reset YES Replace altimeter R/T.
circuit breaker. Does the circuit breaker stay NO Troubleshoot and repair wiring between
set? mount and Copilot Upper circuit breaker
panel.
END OF TEST
ITEM 2. ALTIMETER NUMBER 1 INOP
2.1 Replace altimeter R/T. Does fault clear? YES No further troubleshooting required.
NO Proceed to step 2.2.
2.2 Verify antenna cabling and system wiring in YES Replace antennas.
accordance with applicable wiring T.O. Is wiring NO Repair wiring/antenna cabling.
correct?
END OF TEST

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18.3.2. Failure Codes.

Refer to Table 18-3 for self-test failure information.

Table 18-3. Self-Test Failure

SELF TEST SSM FCS WARNING INDICATED ALTITUDE

RESULTS

Pass FT No Warning 50 ft
Fail FW Warning 2600 ft for 10 seconds. After 10 seconds, altitude
changes as follows to indicate the fault if self-test is
still asserted:
• 100 ft = Antenna Fail
• 200 ft = Power Supply Fail
• 400 ft = Straps Invalid
• 800 ft = Monitor detects an internal failure.
Multiple failures are indicated by the sum of the
values described.

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18.4. REMOVAL AND INSTALLATION.

18.4.1. Altimeter R/T ALT-4000 Removal.

The following steps are for ALT-4000 removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breaker is open.
• RAD ALT NO.2
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breaker is open.
• RAD ALT NO.1
c. Loosen knurled knobs from over their hold down hooks on the altimeter R/T.
d. Loosen the 2 TNC antenna connectors in the front of the Rad Alt 4000 Unit and remove the
cables.
e. Cap and stow the connectors if the Rad Alt unit is not going to be reinstalled immediately.
f. Remove altimeter R/T from mount.

18.4.2. Altimeter R/T ALT-4000 Installation.

The following steps are for ALT-4000 installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breaker is open.
• RAD ALT NO.2
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breaker is open.
• RAD ALT NO.1
c. Check that there are no protective covers over connectors or bent pins that could impede the
mating of the connectors.
d. Connect the Antenna Cable TNC connectors to the Rad Alt 4000 unit.
e. Push altimeter R/T into mount.
f. Tighten the knurled knobs over their hold down hooks on altimeter R/T.
g. Close previously opened circuit breaker.
h. Perform operational check in accordance with Paragraph 18.2.

18.4.3. Altimeter Antenna Removal.

The following steps are for altimeter antenna removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breaker is open.
• RAD ALT NO.2
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breaker is open.
• RAD ALT NO.1
c. Remove RTV sealant from mounting holes.
d. Remove PS870B-1/2 sealant from antenna base edge.
e. Remove and retain four mounting screws holding antenna to the aircraft skin.
f. Disconnect antenna coaxial cable to antenna and safety wire.
g. Remove antenna.

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18.4.4. Altimeter Antenna Installation.
The following steps are for altimeter antenna installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breaker is open.
• RAD ALT NO.2
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breaker is open.
• RAD ALT NO.1
c. Clean and prepare mating surfaces of antenna and aircraft skin in accordance with applicable
T.O.
d. Apply CA1000 jointing compound to mating surface of fuselage.
e. Position antenna and secure with four mounting screws and RTV sealant.
f. Apply fillet seal around base of antenna using MIL-S-81733 Type 2, sealant.
g. Perform operational check in accordance with Paragraph 18.2.

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CHAPTER 19
DME-442 DISTANCE MEASURING EQUIPMENT SYSTEM
19.1. GENERAL.
The Distance Measuring Equipment (DME) System installed on the aircraft is controlled by the
Control Display Unit (CDU) through the Navigation Radio Control pages. This system supplies the
distance data to the Flight Management System (FMS) which can then be displayed on Primary
Flight Display (PFD), Interactive Multi-Function Display (MFD), and CDU-7000 displays. The
systems each use one single antenna for transmission and reception. The two antennas are
mounted on the bottom of the fuselage. See Figure 19-1 for the location of the DME System
component locations. The DME system components are as follows:
• Two (2) DME Transmitter-Receivers (DME-442)
• Two (2) DME Antennas (ANT-42)
• Two (2) Mounts (UMT-13)

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CONTROL
DISPLAY UNIT

FORWARD PEDESTAL
Figure 19-1. DME System Components (Sheet 1 of 5)

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DME NO.1
and No.2
Transceivers

STA 245 UNDERDECK LH RACKS

Figure 19-1. DME System Components (Sheet 2 of 5)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 19-1. DME System Components (Sheet 3 of 5)

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PILOT UPPER DISTRIBUTION PANEL

Figure 19-1. DME System Components (Sheet 3 of 5)

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DME NO.1
ANTENNA

TOP DME (NO.1) ANTENNA

DME NO.2
ANTENNA

BOTTOM DME (NO.2) ANTENNA

Figure 19-1. DME System Components (Sheet 4 of 5)

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19.1.1. DME System.
The DME System measures the slant range (line-of-sight) distance from the aircraft to a ground
station and displays that distance on the PFD and MFD. The system also computes groundspeed
(or relative closure rate) and provides a decoded station identifier.

19.1.2. DME System Tuning.

DME System tuning is done through entering the correct frequency into any of the CDU
scratchpads via the numeric keyboard. Any CDU can be used to tune either DME System
transceiver. The frequency hold permits operation on a VOR channel and a different DME channel.
The DME frequency is selected and the DME HOLD is enabled on the NAV RADIO 1 and NAV
RADIO 2 CDU pages. Enabling of DME HOLD disables further DME tuning (automatic). The VOR
frequency can then be changed without changing the DME frequency selected at the time the
DME HOLD was enabled. The DME tuning continues to be disabled as long as the DME HOLD is
enabled on the appropriate nav radio page.

19.1.3. Audio Signal.

The DME System supplies an audio signal to the Intercom System. The coded audio identification
signal from the DME ground beacon is heard in the aircraft interphone system every 30 seconds.
The audio signal is set by the DME button on the Intercom System (refer to Intercom System
Chapter 6).

19.1.4. DME Control.

DME System control is done using the CDU-7000. DME test initiation, system status checking, and
tuning are accomplished on different CDU pages.

19.1.4.1. DME System Tuning. DME ground stations are strategically located to provide enroute and
terminal distance information and are selected by their assigned operating frequency. A total of
126 VHF tuning frequencies (often called DME channels) have been assigned ranging from 108.00
to 135.90 MHz. To tune the DME System, proceed as follows:

a. On pilot CDU, press NAV function select key.

• NAV RADIO page displays (see Figure 19-2)
b. On pilot CDU, enter XXX.XX in scratchpad, where XXX.XX represents any desired ADF, LOC,
or VOR frequency (refer to Table 19-1).
• Selecting with an empty scratchpad copies the navigation radio tune frequency into the
scratchpad
o If the Navigation Radio is tuned to a VOR frequency, then VOR FREQ displays as the
line label
o If the Navigation Radio is tuned to an ILS frequency, then ILS FREQ displays as the
line label
• Selecting with invalid scratchpad data is inhibited and results in the INVALID ENTRY
message in the scratchpad until the user presses the CLR/DEL key or selects a LSK for
which entry is allowed

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Table 19-1. NAV RADIO Page Data Ranges

DESCRIPTION ENTRY RANGE DISPLAY RANGE
ADF Frequency 190.0 – 1750.0 190.0 – 1750.0
LOC Frequency 108.10 – 111.95 in .05 MHz 108.10 – 111.95 in .05 MHz
increments tenths digit = odd number increments tenths digit = odd number
VOR Frequency 112.00 – 117.95 in .05 MHz increments 112.00 – 117.95 in .05 MHz increments
108.00 – 111.85 in .05 MHz 108.00 – 111.85 in .05 MHz
increments tenths digit = odd number increments tenths digit = odd number

PN0398_01

Figure 19-2. NAV RADIO Page

19.1.5. Receiver-Transmitter.
Each DME-442 receiver-transmitter is a remote-mounted, light weight, and fully solid-state unit. It
measures the slant range (line- of-sight) distance from the aircraft to a selected ground station and
displays that distance in nautical miles on the PFD and MFD.

19.1.6. Mount.
An electrical connector on the rear of the mount mates with a connector at the rear of the unit. Two
retaining nuts on the front of the mount secure the receiver-transmitter.

19.1.7. Antennas.
The number 1 DME system has a blade antenna (ANT-42) installed on the top fuselage at FS431.
The number 2 DME system has a blade antenna (ANT-42) installed on the bottom fuselage at FS
407.5.

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19.2. OPERATIONAL CHECKOUT.

19.2.1. Preparation for Testing.

The following steps are for preparation for testing.

a. Refer to Table 19-2 for required test equipment to complete the test.

Table 19-2. Test Equipment Required

NAME DESIGNATION ALTERNATE USE AND APPLICATION

Aeroflex Ramp Test Set IFR-6000 Equivalent Simulate signals from DME
ground station

NOTE
Before checkout of the DME Systems; all displays, CDUs, and the Interphone System must be
operational.

b. Connect external power to the airplane in accordance with applicable T.O.

c. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed.
• CPLT CDU
• COPILOT DCP
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• ADS NO.2 ADC
• TONE GEN
• RADIO ALT NO.2
• DME NO.2
d. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed.
• PLT CDU
• PILOT DCP
• PILOT PFD
• PILOT MFD
• PILOT PFD FAN
• PILOT MFD FAN
• ADS NO.1 ADC
• RADIO ALT NO.1
• DME NO.1
e. Switch the Pilot and Copilot inboard displays on first by means of the circuit breakers of each
display. If necessary pull Pilot and Copilot PFD and MFD Circuit Breakers and then energize
the Inboard Displays Circuit Breakers first to allow all the displays to function as PFDs. (see
Figure 19-3).
f. On pilot Audio Control Panel (ACP), push the DME1 and DME 2 button to monitor the DME
System.

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Figure 19-3. DME Distance Readouts

19.2.2. DME Built-In Test Initiation.

The following steps are for DME built-in test initiation.

NOTE
Initiation of the DME System tests is only allowed with Weight On Wheels (WOW). To initiate a
DME System test proceed as follows (see Figure 19-4).

a. On CDU, press the STAT function key.

• SYSTEM STATUS page displays
b. On CDU, press NAV line select key L2.
• NAV STATUS 1/2 page displays
c. On CDU, press DME1 line select key R1.
• DME1 STATUS page displays
d. On CDU, press TEST line select key R1.
• DME status TST displays until test is completed and then the results of the test displays

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TPN0173_01

Figure 19-4. DME Built-In Test Initiation

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19.2.3. Operational Test.

The following steps are for operational test.
a. Perform DME preparation for test in accordance with Paragraph 19.2.1.
b. Perform DME built-in test initiation in accordance with Paragraph 19.2.2.
c. Mount the directional antenna on the test set.
d. Position test set within 50 feet of the aircraft antenna, maintaining line of sight of the DME
antenna.

Keep test antenna greater than 15 inches from aircraft antenna or damage to test set could result.

e. Power on the test set.

f. On the test set, toggle the setup button until SETUP-DME displays.
g. On the test set, set the RF PORT to ANTENNA.
h. On the test set, set the ANT RANGE to the distance from test set to the DME antenna.
i. On the test set, press the DME button.
j. On the test set, set the DME channel setting to 20X.
k. On the test set, set the RATE to 300 kts OUT.
l. On the test set, select the RANGE to 0 nm.
m. On pilot CDU, press NAV function select key.
• NAV RADIO page displays
n. On pilot CDU, press line select key L1.
• NAV RADIO1 CONTROL page displays
o. On the pilot CDU, type 108.3 and press line select key R4
p. On the pilot CDU, verify 20X displays at line select key R5.
q. Using the pilot PFD control panel, select the NAV source to VOR/ILS.
r. On the test set, select the RUN TEST button.
s. On the pilot PFD, verify the DME distance displays incrementing from 0 nm.
t. On the pilot Expanded Control Audio Panel (EXCAP), select DME1 for listening on the pilot
headset.
u. Verify on the pilot headset that a 1350 Hz tone is heard with the "IFR" station identification.
v. On the test set, select the STOP TEST button.
w. On the test set, set the DME channel setting to 34Y.
x. On the test set, set the RATE to 200 kts IN.
y. On the test set, select RANGE to 11 nm.
z. On the pilot CDU, press DME HOLD line select key L4.
aa. On the pilot CDU, type 34Y and press line select key R5.
bb. On the test set, select the RUN TEST button.
cc. On the pilot PFD, verify the DME distance displays decrementing from 11 nm.
dd. On the pilot PFD, verify that an "h" displays next to DME distance.
ee. Verify on the pilot headset that a 1350 Hz tone is heard with the "IFR" station identification.
ff. Close previously open circuit breakers, and disconnect test set.
gg. Disconnect external power from aircraft per applicable T.O.

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19.3. TROUBLESHOOTING PROCEDURES.

19.3.1. General.
Refer to Table 19-3 as a guide in troubleshooting the DME Systems.

Table 19-3. Troubleshooting Procedures

ISOLATION PROCEDURES REMEDY

ITEM 1. DME INOPERATIVE.
1.1 Check DME circuit breakers on Copilot YES Proceed to next step.
Upper Circuit Breaker Panel. Are circuit
NO Close circuit breakers.
breakers closed?
1.2 Check for 28 VDC at load side of the DME YES Proceed to next step.
circuit breaker. Is there 28 VDC between Replace circuit breaker.
NO
ground and load side of the DME.
1.3 Check for 28 VDC at the DME connector. Is YES Replace DME transmitter-receiver.
there 28 VDC between pin 60 of the DME
NO Troubleshoot and repair wiring between
R/T (P4072) and ground?
circuit breaker and R/T in accordance with
applicable T.O.
END OF TEST
ITEM 2. AUTO TONE SIGNAL NOT PRESENT IN PILOT HEADSET.
2.1 Check for an audio tone signal at another YES Troubleshoot the interphone system.
interphone system station. Is the audio tone NO Replace DME transmitter-receiver.
signal heard?
END OF TEST
ITEM 3. DISTANCE DISPLAY INOPERATIVE ON PFD OR MFD.
3.1. Replace DME transmitter-receiver. Is YES No further troubleshooting required.
distance properly displayed on PFD or NO Troubleshoot and repair aircraft wiring in
MFD?
accordance with applicable T.O.
END OF TEST
ITEM 4. DME TRANSMITTER-RECEIVER DOES NOT TUNE AS DIRECTED.
4.1 Replace DME transmitter-receiver. Does the YES No further troubleshooting required.
DME transmitter-receiver tune correctly?
NO Troubleshoot and repair aircraft wiring in
accordance with applicable T.O.
END OF TEST
ITEM 5. DME FREQUENCY HOLD INOPERATIVE.
5.1 Replace DME transmitter-receiver. Does the YES No further troubleshooting required.
DME transmitter-receiver hold correctly? NO Troubleshoot and repair aircraft wiring in
accordance with applicable T.O.
END OF TEST

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19.3.2. DME STATUS Page.
DME line select key R3 on the NAV STATUS 1/2 page accesses the DME 1 STATUS page (see
Figure 19-5) or line select key R4 access the DME2 STATUS page. The functionality of the pages
is identical. The line select keys control the following options:
• L1 toggles the CHK STATUS annunciation alert between ON and OFF. If the DME Status
Alert is set to ON a failure of the DME causes the CHK STATUS annunciation and sets the
CDU MSG Alert. If the DME Status Alert is set to OFF a failure of the DME inhibits the
CHK STATUS annunciation and the CDU MSG Alert. If the DME Status Alert is set to OFF
the failure history continues to be recorded. Displays the DME BUS Status as GO, NGO,
or --- (unknown)
• L2 displays the Displays the DME Video Processor (VIDEO) Status as GO or NGO, or ---
(unknown). Displays the DME Receiver (RCVR) Status as GO or NGO, or --- (unknown)
• L3 displays the DME Processor Read-Only Memory (ROM) Status as GO, NGO, or ---
(unknown). Displays the DME Processor Random Access Memory (RAM) Status as GO,
NGO, or --- (unknown)
• L4 displays the DME Synthesizer (SYNTH) Status as GO, NGO, or --- (unknown).
Displays the DME Tune (TUN) Status as GO, NGO, or --- (unknown)
• L5 displays the DME Control Port A (ARINC A) status as GO, NGO, or --- (unknown)
• L6 accesses the DME Fault History pages
• R1 initiates the DME IBIT Test and displays the IBIT test status/results (GO, NGO, ---, or
TST). IBIT testing is inhibited while in the air. When the LRU test has been initiated, the <
(arrow) adjacent to R1 becomes an * (asterisk) until completion or an error detection
• R2 displays the DME Distance Processor (DIST) Status as GO, NGO, or - -- (unknown)
• R3 displays the DME Power Supply (PWR) Status as GO, NGO, or --- (unknown)
• R4 displays the DME Transmitter (TRANS) Status as GO, NGO, or --- (unknown)
• R5 displays the DME Control Port B (ARINC B) Status as GO, NGO, or --- (unknown)
• R6 returns to the NAV STATUS 1/2 page
• Page Title Line displays the following options. The DME1 Status displays NGO if any of
the testable functions of that DME are NGO. The DME1 Status displays GO if all testable
functions of that DME are GO. The DME1 Status displays TST if a test is currently in
progress on that DME. The DME1 Status displays DGR if the TCAS is currently reporting
a degraded status. The DME1 Status is dashed if the status of that DME cannot be
determined

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TPN0172_01
Figure 19-5. DME1 STATUS Page

19.3.3. DME System Status Check.

The following steps are for DME system status check (see Figure 19-6).
a. On CDU, press STAT function select key.
• SYSTEM STATUS page displays
b. On CDU, press NAV line select key L2.
a. NAV STATUS 1/2 page displays
c. On CDU, press DME1 select key R4.
b. DME1 STATUS page displays
d. On CDU, press FAULT HIST line select key L6.
c. DME1 HISTORY page displays

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TPN0174
_01

Figure 19-6. DME System Status Check

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19.4. REMOVAL AND INSTALLATION.
The procedures for removing and installing DME System components are self-evident with the
exception of antennas. Remove electrical power to system before removing or installing a
component. Perform operational checkout of the system after installing or replacing any
components.

19.4.1. DME Transmitter-Receiver Removal.

The following steps are for DME transmitter-receiver removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the DME 1 and DME 2 circuit breakers are
open.
b. Loosen the TNC antenna cable connector (P2) in the front of receiver to remove the antenna
cable. If the receiver will not be replaced immediately then blank and stow the antenna
connector on both the cable side and on the DME receiver side.
c. Loosen knurled knobs from over their hold down hooks on the DME transmitter-receiver.
d. Remove DME transmitter-receiver from mount.

19.4.2. DME Transmitter-Receiver Installation.

The following steps are for DME transmitter-receiver installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the DME 1 and DME 2 circuit breakers are
open.
b. Check connectors on the rear of the receiver and in the rack connectors for dust covers, bent
pins or any object that could impede the mating of the connectors.
c. Position in place and carefully push DME transmitter-receiver into mount.
d. Tighten the knurled knobs over their hold down hooks on DME transmitter-receiver.
e. Install the DME antenna cable on the antenna connector J2 on the front of the receiver and
tighten the TNC connector by hand.
f. Close previously opened circuit breakers.
g. Perform operational check in accordance with Paragraph 19.2.

19.4.3. DME Antenna Removal (ANT-42).

The following steps are for DME antenna removal (ANT-42).
a. On the Copilot Upper Circuit Breaker panel, ensure the DME 1 and DME 2 circuit breakers are
open.
b. Remove white RTV sealant from three mounting holes.
c. Remove PS870B-1/2 sealant from the base of the antenna.
d. Remove 3 screws securing DME antenna to airframe.
e. Remove antenna and grounding gasket (P/N 018-1394-110).
f. Disconnect electrical connector from DME antenna.
g. Remove DME antenna from airframe.

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19.4.4. DME Antenna Installation (ANT-42).

The following steps are for DME antenna installation (ANT-42).
a. On the Copilot Upper Circuit Breaker panel, ensure the DME 1 and DME 2 circuit breakers are
open.
b. Clean and prepare mating surfaces of antenna and aircraft skin in accordance with applicable
T.O.
c. Connect electrical connector to DME antenna through hole in grounding gasket.
d. Install 3 screws with a light coating of white RTV sealant.
e. Torque fasteners to 20-inch pounds.
f. Apply sealant PS870B-1/2 around base of antenna being careful not to trap air bubbles.
g. Close previously opened circuit breakers.
h. Perform operational check in accordance with Paragraph 19.2.

19.4.5. UMT-13 Mount Removal.

The following steps are for UMT-13 mount removal.
a. Remove Transmitter-Receiver in accordance with Paragraph 19.4.1.
b. Remove four screws and washers holding mount to mounting support assembly.
c. Remove the 2 mounting screws on connector J1 to enable the separation of the connector
from the Mounting rack.
d. If a grounding plate is attached to the back of the rack remove the 2 attachment screws
holding the grounding plate to the rack
e. Lift mount from mount support assembly.

19.4.6. UMT-13 Mount Installation.

The following steps are for UMT-13 mount installation.
a. Slide mount in place and align the mount screw holes to mount support assembly.
b. Install the grounding plate if applicable.
c. Install Connector J1.
d. Secure mounting support assembly with four securing screws and washers.
e. Install the Transmitter-Receiver in accordance with Paragraph 19.4.2.

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CHAPTER 20
MODE-S TRANSPONDER

20.1. GENERAL.
The TDR-94 Mode-S Transponder automatically transmits identification, altitude, and select
information to air traffic control radar beacon systems. The transponder is a Mode-A (Ident), Mode-
C (altitude), and Mode-S (select) transponder. When selected, the TDR automatically responds to
all valid ATC radar interrogations with a coded identification and/or reporting altitude reply. The
TDR response code is selected on the CDU. The TDR also provides the aircraft specific Mode-S
transmissions. Each aircraft is assigned a unique Mode-S identification code that is set by the
aircraft interconnect strapping. This unique Mode-S (select) code allows tower/TCAS interrogation
of a specific aircraft. See Figure 20-1 for the location of transponder equipment. The Mode S
components are as follows:
• TDR-94 Mode-S Transponder
• Two (2) Antenna (ANT-42)

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A B C

Figure 20-1. Mode-S Equipment Location (Sheet 1 of 4)

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ATC (NO.1)
Antenna

VIEW LOOKING DOWN

ATC (NO.2)
Antenna

VIEW LOOKING UP
Figure 20-1. Mode-S Equipment Location (Sheet 2 of 4)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 20-1. Mode-S Equipment Location (Sheet 3 of 4)

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TRANSPONDER
TDR-94D

Figure 20-1. Mode-S Equipment Location (Sheet 4 of 4)

20.1.1. Mode S Transponder.

The Mode S transponder has the capability of operating with Mode S interrogators as well as the
standard Air Traffic Control Radar Beacon System (ATCRBS) interrogators. The Mode S capability
permits sending and receiving messages via the interrogation/reply data link. The Mode S
transponder has six functional modules: high-voltage power supply, Radio Frequency (RF) power
amplifier, modulator, synthesizer, Central Processor Unit (CPU), Input/Output (I/O), and video
processor. The TDR-94D uses both top and bottom antennas, so that the airframe cannot block
the mode-S Traffic Collision Avoidance System (TCAS) communication with an intruder airplane.

20.1.1.1. The Mode S transponder receives 1,030-MHz interrogations/data uplinks which are received from
the L-band antennas to the receiver. In the receiver, the signal is mixed with a 1,090-MHz output
from the local oscillator to produce a 60-MHz if. The signal is amplified, detected, and passed on to
the signal and message processor.

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20.1.1.2. The processor decodes the interrogation to extract the message or interrogation- request data.
This data is input to the CPU circuits. Here, the data is further processed for output through the I/O
circuits to applicable components. The I/O circuits provide the interface requirements between the
CPU and aircraft buses. The CPU circuits also receive data from various sources (altitude
encoders, for example) for processing in preparation for transmission.

20.1.1.3. The modulator portion of the transmitter circuits receives the data, or reply, to be transmitted from
the signal and message processor. The 1,090-MHz local oscillator Continuous Wave (CW) output
is applied to switching diodes. As the modulator biases these diodes on and off, the resulting
1,090-MHz output pulses are further amplified to a level of approximately 600 watts. The signal is
then output through the diplexer to the antenna for transmission. In Mode C operation, the
transponder reply has added pulses which are used to encode the aircraft altitude. If in Mode S,
the added pulses may encode TCAS coordination data, TCAS output data, or acknowledgment
data.

20.1.2. Mode S Antennas.

Two Mode S antennas are installed on the aircraft. Each is mounted on the centerline, one on the
top and one on the bottom of the fuselage. Both antennas are used to ensure complete coverage
for the Mode S transponder. The Mode S Transponder receives RF interrogations from both
antennas, and then transmits a reply from the antenna which received the strongest signal. See
Figure 20-1 for antenna location.

20.1.3. XPDR/TCAS Page.

The XPDR/TCAS page (see Figure 20-2) is accessed by pressing the IFF function key. Press LSK
L5 to toggle to TCAS Mode.

TPN0372_01

Figure 20-2. XPDR/TCAS Page

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20.1.4. XPDR Mode.
The line select keys control the following options:
• L1 toggles the XPDR Master Mode Control POWER between NORM and STBY. When the
XPDR Master Mode Control POWER is set to STBY the transponder system is powered-
up but not operating. When the XPDR Master Mode Control POWER is set to NORM the
transponder is powered up and operating
• L2 displays the operational mode for XPDR Transponder Codes. MODE S Transponder
Code displays aircraft address information. The MODE 3/A Transponder Code transmits
the aircraft identification when the M3 key on the CDU is pressed or the IDENT LSK is
pressed. Pressing the M3 key on the CDU transmits the Mode 3/A Code for 18 seconds
and updates the XPDR
o The M3 key is active continuously when the system is powered, regardless of
what is displayed on the CDU. Pressing the LSK adjacent to IDENT transmits the
MODE S code for 3 seconds
• L3 toggles XPDR ALT REPORT Mode Control between ON and OFF. When set to ON,
ALT REPORT transmits barometric altitude. When set to OFF, ALT REPORT does not
transmit barometric altitude
• R1 toggles XPDR EMERGENCY Mode Control between ON and OFF. When
EMERGENCY Control Mode is set to OFF the Emergency Mode is not enabled. When
EMERGENCY Control Mode is set to ON the Emergency Mode is enabled. When
EMERGENCY Control Mode is enabled, Mode 3/A is automatically set to Emergency
Code 7700 and Altitude reporting is automatically set to ON
• R2 displays LOST COMM when aircraft communications system is defective
• R3 displays XPDR FLIGHT ID in numerical format
• R6 displays IDENT when the LSK is pressed or the M3 key on the CDU is pressed. An
asterisk (*) is displayed to the right of IDENT

20.1.5. Surveillance (SURV) Status Page.

Access the SURV STATUS page by selecting the SURV line select key L3 on the SYSTEM
STATUS page. The SURV STATUS page (see Figure 20-3) provides status information on the
TCAS System and the Transponder. The line select keys control the following options:
• L1 displays the TCAS Status and accesses the TCAS STATUS page. Status display
options are:
o NGO if the status from the TCAS indicates NGO
o GO if the status from the TCAS indicates GO
o DGR if the status from the TCAS indicates a degraded state
o Dashed (---) if the status from the TCAS cannot be determined
o TST if a test is currently in progress on the TCAS
• L2 displays the XPDR Status and accesses the XPDR STATUS page. Status display
options are:
o ON/OFF to show the status of the XPDR
o NGO if the status from the XPDR indicates NGO
o GO if the status from the XPDR indicates GO
o GO for the ALT Bus if the XPDR indicates GO
• L3 displays the WXR Status and accesses the WXR STATUS page. Status display
options are:
o NGO if the status from the weather radar indicates NGO
o GO if the status from the weather radar indicates GO
o DGR if the status from the weather radar indicates a degraded state
o Dashed (---) if the status from the weather radar cannot be determined
o TST if a test is currently in progress on the WXR
• L6 accesses the Safety and Surveillance (S&S) Subsystem Fault History pages
• R6 returns to the status page from which the subsystem status page was accessed

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TPN0373_01

Figure 20-3. SURV STATUS Page

20.2. OPERATIONAL CHECKOUT.

Refer to Table 20-1 for required test equipment.

Table 20-1. Test Equipment Required

NAME DESIGNATION ALTERNATE USE AND APPLICATION

Multimeter Fluke 8025B Equivalent Voltage and continuity testing
Transponder Test Set IFR6000 Equivalent Operational Testing of the
Transponder

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20.2.1. Preparation for Testing.
The following steps are for preparation for testing.
a. Connect external power to the airplane in accordance with the applicable T.O.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• CPLT CDU
• COPILOT DCP
• COPILOT MFD
• COPILOT PFD
• COPILOT MFD FAN
• ATC
• TCAS
• RAD ALT NO.2
• AHRS NO.2
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed.
• PLT CDU
• PILOT MFD
• PILOT MFD FAN
• PILOT PFD FAN
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• RAD ALT NO.1
d. On pilot instrument panel, press O/S AHRS switch if not illuminated.
e. On CDU, press IFF function key.
• XPDR/TCAS page displays
f. On CDU, press the POWER line select key L1.
• POWER: NORM toggles to POWER: STBY
g. On CDU, press POWER line select key L1.
• POWER: STBY toggles to POWER: ON
h. On CDU, press ALT REPORT line select key L3.
• ALT REPORT:OFF toggles to ALT REPORT: ON
i. On CDU scratchpad, enter 1234.
j. On CDU, press MODE 3A line select key L2.
• M3A toggles to [1234]

20.2.2. Mode S Status Check.

The following steps are for Mode S status check.
a. Perform preparation for test in accordance with Paragraph 20.2.1.
b. On CDU, press STAT function key.
• SYSTEM STATUS page displays
c. On CDU, press SURV line select key L4.
• SURV STATUS page displays
d. On SURV STATUS page, XPDR displays on line select key L2 with one of the following status
displays:
• If GO displays, system is operational
• If NGO displays, system is not operational, go to Paragraph 20.3
e. Perform Mode S shutdown in accordance with Paragraph 20.2.4.

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20.2.3. Mode S Built-In Test.
The following steps are for Mode S Built-In Test (BIT).
a. Perform preparation for test in accordance with Paragraph 20.2.1.
b. On CDU, press STAT function key.
• SYSTEM STATUS page displays
c. On CDU, press SURV line select key L4.
• SURV STATUS page displays
d. On CDU, press XPDR line select key L2.
• XPDR STATUS page displays
e. On CDU, press TEST line select key R1.
• Mode S XPDR performs BIT and results are displayed
• If GO displays, system is operational
• If NGO displays, system is not operational, go to Paragraph 20.3
f. Perform Mode S shutdown in accordance with Paragraph 20.2.4.

20.2.4. Transmission Tests

NOTE
The following test procedure is done using an IFR 6000. If using different devices see their
respective Operation Manuals for test procedures.

20.2.4.1. Transponder Modes A/C/S

The IFR6000 features a special automatic test sequence that significantly reduces the time
required for the test. Using the automatic sequence or an equivalent manual sequence is largely a
matter of personal choice. However, if a particular test fails in the automatic sequence, it might be
advisable to repeat that test manually to help in isolating the fault. Follow the test set operating
procedures as provided. At least the following transponder operating items should be tested. The
order is not critical.:
a. Mode A response.
b. Mode C response with altitude if available.
c. Mode S all-call response,
d. Mode S lockout.
e. Transmitter frequency.
f. Transponder power output.
g. Receiver frequency discrimination.
h. Receiver sensitivity.
i. Receiver interrogation pulse spacing discrimination (all modes). This involves altering the
pulse spacing from normal and testing the transponder’s reply or lack of reply.
j. Individual pulse-width discrimination (all modes). This is the same type of test as 9. except
that the pulse width is changed instead of the pulse spacing.
k. SLS (side lobe suppression). This involves changing the P2 pulse amplitude with respect
to the P1/P3 pulses and testing the transponder’s response.
l. Transponder response to invalid address interrogations.
m. SPR on/off.
n. Mode S, UF0 (uplink format 0).
o. Mode S, UF4.
p. Mode S, UF5.
q. Mode S, UF11.
r. Mode S, UF16.
s. Mode S, UF20.
t. Mode S, UF21.
u. Diversity isolation (TDR-94D, operating with dual antennas only).
v. Transponder squitter.
w. Airplane identification code.

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20.2.4.2. ADS-B Out Transmission Test
20.2.4.2.1. ADS-B/GICB Testing

1. Perform XPDR SETUP ANTENNA procedure or XPDR SETUP DIRECT CONNECT

procedure.
2. Press SETUP Key until SETUP XPDR screen is displayed.
3. Press ADS_V SETUP Soft KKet to display ADS-B/GICB Setup Screen. Use NEXT PARAM
and PREV PARAM Soft Keys to select each parameter.

4. Select POS DECODE: set to GLOBAL to use global CPR algorithm for latitude and longitude
decoding or simulation. Set to LOCAL to use local CPR algorithm for latitude and longitude
decoding or simulation. POS DECODE is for BDS 0,5 and BDS 0.6.
5. Select LAT: Enter local latitude in degrees, minutes and seconds.
6. Select LONG: Enter local longitude in degrees, minutes and seconds.
7. Select ADS-B GEN: Set DF17 or DF18 extended squitters to be generated.
8. Select ADS-B MON: Set DF17 or DF18 extended squitters to be monitored.
9. Select GICB: Set DF20 or DF21 to be requested with GICB protocol.

20.2.4.2.2. ADS-B MON

1. Press XPDR Mode Key until ADS-B/GICB/UAT MAIN menu is displayed.

2. Press the ADS-B MON Soft Key to display the ADS-B MON list screen.

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3. Press RUN TEST Soft Key to start test. When a specific extended squitter BDS is captured,
AVAIL will be displayed to the right of the BDS name. Use Data Keys to select specific BDS
and press BDS DATA Soft Key to display selected BDS screen. Refer to ADS-B MON BDS
screen example.

4. Press Return Soft Key to return to ADS-B MON list screen or press PREV TEST or NEXT
TEST Soft Keys to select specific ADS-B MON BDS screens.

20.2.5. Mode S Transponder Shutdown.

The following steps are for Mode S transponder shutdown.
a. On CDU, press IFF function key.
• XPDR/TCAS page displays
b. On CDU, press XDPR line select key L1.
• XPDR: ON toggles to XDPR: OFF
c. On CDU, press ALT REPORT line select key L3.
• ALT REPORT ON toggles to ALT REPORT OFF
d. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• CPLT CDU
• COPILOT DCP
• COPILOT MFD
• COPILOT PFD
• COPILOT MFD FAN

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• ATC
• TCAS
• RAD ALT NO.2
• AHRS NO.2
e. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open.
• PLT CDU
• PILOT MFD
• PILOT MFD FAN
• PILOT PFD FAN
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
• RAD ALT NO.1
f. Disconnect external power to the airplane.

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20.3. TROUBLESHOOTING.

20.3.1. General.
The XPDR STATUS page generates Continuous Built-In Test (CBIT) results. Overall subsystem
status is determined on the status of each individual LRU within the subsystem in the following
order:
• TST: One or more LRUs are in a TEST status
• OFF: One or more LRUs are in an OFF status
• NGO: One or more LRUs are in a NOGO status
• ---: One or more LRUs are in an UNKNOWN status
• DGR: One or more LRUs are in a DEGRADED status
• GO: One or more LRUs are in a GO status

20.3.2. XPDR STATUS Page.

To access the XPDR STATUS page (see Figure 20-4), select TCAS line select key L2 from the
SURV STATUS page. The XPDR STATUS page displays the following.
• L1 toggles the CHK STATUS annunciation alert between ON and OFF. If the XPDR Status
Alert is set to ON a failure of the XPDR causes the CHK STATUS annunciation and sets
the CDU MSG Alert. If the XPDR Status Alert is set to OFF a failure of the XPDR inhibits
the CHK STATUS annunciation and the CDU MSG Alert. If the XPDR Status Alert is set to
OFF the failure history continues to be recorded.
• L2 displays the state of the XPDR ARINC Bus as GO, or NGO or --- (unknown)
• L3 displays the state of the XPDR XP Control Input as GO, or NGO or --- (unknown)
• L4 displays the state of the XPDR RAM Control Input as GO, or NGO or --- (unknown)
• L5 displays the state of the XPDR ROM Input as GO, or NGO or --- (unknown)
• L6 displays the state of the XPDR Fault History pages
• R1 initiates the XPDR IBIT Short Test and displays the IBIT test status/results (GO, NGO,
---, or TST). IBIT testing is inhibited while WOW is IN AIR and may only be performed
while on the ground. When the XPDR Short Test has been initiated, the < (arrow) adjacent
to R1 becomes a * (asterisk) until completion or an error detection
• R2 displays the state of the XPDR ALDP Bus as GO, or NGO or --- (unknown)
• R3 displays the state of the XPDR CTRL Bus as GO, or NGO or --- (unknown)
• R4 displays the state of the XPDR ALT Bus as GO, or NGO or --- (unknown)
• R5 displays the state of the XPDR TCAS Bus as GO, or NGO or --- (unknown)
• R6 returns to the SURV STATUS page
• Page Title Line: The XPDR Status displays NGO if any of the testable functions of that
XPDR are NGO. The XPDR Status displays GO if all testable functions of that XPDR are
GO. The XPDR Status displays TST if a test is currently in progress on that XPDR. The
XPDR Status displays DGR if the WXR is currently reporting a degraded status. The
XPDR Status is dashed if the status of that XPDR cannot be determined. The XPDR
Status displays OFF if the XPDR power is set to OFF

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TPN0375_01

Figure 20-4. XPDR STATUS Page

20.3.2.1. Refer to Table 20-2 for the troubleshooting procedures index. The troubleshooting procedures
index contains a described malfunction symptoms, and actions to determine cause and correction
of the malfunction. Malfunction symptoms are normally a result of operational checkout procedures
that fail at some point to have the correct result as outlined by the procedure and normally must be
resolved before the procedure can be completed.

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Table 20-2. Troubleshooting Procedures

ISOLATION PROCEDURES REMEDY

ITEM 1. Mode S transponder Status - - - , no response.
1.1 Verify operation of FMS system. Was FMS YES Proceed to step 1.2.
operational?
NO Troubleshooting and repair FMS in
accordance with applicable T.O.
1.2 Replace Mode S transponder. Does fault YES No further troubleshooting required.
clear? NO Troubleshoot and repair wiring in accordance
with applicable T.O.s
END OF TEST
ITEM 2. SYSTEM IBIT BIT 3 FAILS
2.1 Replace Mode S transponder. Does fault YES No further troubleshooting required.
clear? NO Troubleshoot and repair wiring between
TCAS Transponder and Mode S transponder
in accordance with applicable T.O.
2.2 Replace lower TCAS antenna. Does fault YES No further troubleshooting required.
clear? NO Troubleshoot and replace lower antenna
wiring in accordance with applicable T.O.
END OF TEST
ITEM 3. SYSTEM IBIT BIT 6 FAILS
3.1 Replace Mode S transponder. Does fault YES No further troubleshooting required.
clear? Malfunction corrected. NO Troubleshoot and repair wiring between
TCAS Transponder and Mode S transponder
in accordance with applicable T.O.
END OF TEST
ITEM 4. SYSTEM IBIT BIT 8 or 9 FAILS
4.1 Verify operation of AHRS system. Was AHRS YES Troubleshoot and repair wiring between
operational? TCAS Transponder and AHRS in
accordance with applicable T.O.
NO Troubleshooting and repair AHRS in
accordance with applicable T.O.
END OF TEST
ITEM 5. SYSTEM IBIT BIT 10 FAILS
5.1 Verify operation of FMS system. Was FMS YES Proceed to step 5.2.
operational? NO Troubleshooting and repair FMS in
accordance with applicable T.O.
5.2 Replace TCAS transponder. Does fault YES No further troubleshooting required.
clear? Malfunction corrected. l
NO Proceed to step 5.3.
5.3 Replace Mode S transponder. Does fault YES No further troubleshooting required.
clear? NO Troubleshoot and repair wiring in accordance
with applicable T.O.
END OF TEST

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20.4. REMOVAL AND INSTALLATION.

20.4.1. Mode S Transponder Removal.

The following steps are for Mode S transponder removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Loosen knurled knobs from over their hold down hooks on the Mode S transponder.
c. Remove Mode S transponder from mount.

20.4.2. Mode S Transponder Installation.

The following steps are for Mode S transponder installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Push Mode S transponder into mount.
c. Tighten the knurled knobs over their hold down hooks on Mode S transponder.
d. Close previously opened circuit breakers.
e. Perform operational check in accordance with Paragraph 20.2.

20.4.3. Mode S Lower Antenna Removal (ANT-42).

The following steps are for Mode S lower antenna removal (ANT-42).

Do not perform maintenance on Mode S lower antenna when wind exceeds 15 mph with gust to 20
mph or during electrical storms.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Remove white RTV sealant from three mounting holes.
c. Remove PS870B-1/2 sealant from the base of the antenna.
d. Remove three screws securing Mode S lower antenna to airframe.
e. Remove antenna and grounding gasket (P/N 018-1394-110).
f. Disconnect electrical connector from Mode S upper antenna.
g. Remove Mode S lower antenna from airframe.

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20.4.4. Mode S Lower Antenna Installation (ANT-42).
The following steps are for Mode S lower antenna installation (ANT-42).

Do not perform maintenance on Mode S lower antenna when wind exceeds 15 mph with gust to 20
mph or during electrical storms.

Provide adequate ventilation when using sealants (Federal Specification TT-N-95A and up), avoid
prolonged breathing of vapors and minimize skin contact. Failure to comply may result in fire or
serious injury to personnel.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Clean and prepare mating surfaces of antenna and aircraft skin in accordance with applicable
T.O.
c. Connect electrical connector to Mode S upper antenna through hole in grounding gasket.
d. Install three screws with a light coating of white RTV sealant.
e. Torque fasteners to 20-inch pounds.
f. Apply sealant PS870B-1/2 around base of antenna being careful not to trap air bubbles.
g. Close previously opened circuit breakers.
h. Perform operational check in accordance with Paragraph 20.2.

20.4.5. Mode S Upper Antenna Removal (ANT-42).

The following steps are for Mode S upper antenna removal (ANT-42).

Do not perform maintenance on Mode S upper antenna when wind exceeds 15 mph with gust to
20 mph or during electrical storms.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Remove white RTV sealant from three mounting holes.
c. Remove PS870B-1/2 sealant from the base of the antenna.
d. Remove three screws securing Mode S upper antenna to airframe.
e. Remove antenna and grounding gasket (P/N 018-1394-110).
f. Disconnect electrical connector from Mode S upper antenna.
g. Remove Mode S upper antenna from airframe.

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20.4.6. Mode S Upper Antenna Installation (ANT-42).
The following steps are for Mode S upper antenna installation (ANT-42).

Do not perform maintenance on Mode S lower antenna when wind exceeds 15 mph with gust to 20
mph or during electrical storms.

Provide adequate ventilation when using sealants (Federal Specification TT-N-95A and up), avoid
prolonged breathing of vapors and minimize skin contact. Failure to comply may result in fire or
serious injury to personnel.

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• TCAS
• ATC
b. Clean and prepare mating surfaces of antenna and aircraft skin in accordance with applicable
T.O.
c. Connect electrical connector to Mode S upper antenna through hole in grounding gasket.
d. Install three screws with a light coating of white RTV sealant.
e. Torque fasteners to 20-inch pounds.
f. Apply sealant PS870B-1/2 around base of antenna being careful not to trap air bubbles.
g. Close previously opened circuit breakers.
h. Perform operational check in accordance with Paragraph 20.2.

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CHAPTER 21
GLOBAL POSITIONING SYSTEM

21.1. GENERAL.
The GPS-4000S Global Positioning System (GPS) is a navigation sensor. The GPS-4000S is
designed to acquire Radio Frequency (RF) transmissions from the Global Positioning Satellites. The
GPS uses the RF transmissions to calculate the aircraft Position, Velocity, and Time (PVT) data. The
GPS outputs the PVT data for use by an external navigation computer. In addition to receiving
signals from the GPS satellites, the GPS-4000S is designed to also receive signals from the Satellite
Based Augmentation Systems (SBAS). See Figure 21-1 for component location. The GPS
components are as follows:
 Two (2) GPS-4000S
 Two (2) Mount (2-MCU)
 Two (2) Antenna GNA-910

Figure 21-1. GPS Equipment Location (Sheet 1 of 5)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 21-1. GPS Equipment Location (Sheet 2 of 5)

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PILOT UPPER DISTRIBUTION PANEL

Figure 21-1. GPS Equipment Location (Sheet 3 of 5)

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B B

GPS NO.2 GPS NO.1

Antenna Antenna

Figure 21-1. GPS Equipment Location (Sheet 4 of 5)

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GPS NO 1 & 2

Figure 21-1. GPS Equipment Location (Sheet 5 of 5)

21.1.1. GPS-4000S Component Description.

The GPS contains the GPS engine, I/O processor, and ARINC 429 I/O interface. The heart of the
GPS-4000S is the GPS engine. The GPS engine accepts 12 GPS channels and outputs the Earth-
Centered Earth-Fixed (ECEF) position, velocity and GPS time once a second to the input/output
processor and provides a time mark discrete coincident with GPS seconds. Two channels are
reserved for the SBAS satellites.

21.1.2. Global Positioning System Antenna.

There are two GPS antennas mounted on the top of the aircraft. The antennas supply the satellite
signals to the receiver in the GPS.

21.1.3. Functional Theory.

Each GPS satellite transmits the satellite position, time of transmission, and a Coarse/Acquisition
(C/A) signal. These are used to determine the range between the satellite and the receiver. The
C/A code is a Pseudo-Random Noise (PRN) code that consists of 1023 binary values that have
the appearance of being randomly generated. The 1023-bit pattern repeats once every
millisecond. Each satellite has a unique PRN code. The PRN code is used to identify each
satellite. The GPS receiver can receive satellite signals from any visible satellite. Because of the
positioning of the satellites, the GPS receiver should be able to receive signals from at least six of

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the satellites, although for the GPS receiver to determine position, it only needs to receive signals
from four GPS satellites.

21.1.3.1. The GPS receiver uses a ranging process to measure the distance from itself to the visible
satellites. Ranging is the measurement of the time required to travel from the satellite to the
receiver. The GPS satellite generates a unique pseudo-random code, synchronized to Universal
Time Coordinated (UTC). The receiver also generates the pseudo-random code (same as the
satellite signal) synchronized to the receiver clock. By matching the satellite-generated code
against the receiver generated code, the receiver calculates the elapsed time between
occurrences of identical positions in the code. The measurement of elapsed time is important
because even a small amount of elapsed time equals several feet. A 1-nanosecond time error is
equivalent to approximately 0.3 meters (0.984 feet) of range error.

21.1.3.2. Each of the satellites broadcasts on two L-band carrier frequencies: L1 at 1575.42 MHz, and L2 at
1227.6 MHz. Super- imposed on these two frequencies are two unique pseudo-random codes: the
Precision code (P-code) and the Coarse/Acquisition Code (C/A Code). Also superimposed on
these two frequencies is the navigation message. The C/A code is used for commercial purposes
and the P-code is used for military applications. The GPS-4000S only operates with the C/A code.

21.1.4. Aircraft Systems Interface.

The GPS system interfaces with the following aircraft systems: Flight Management System (FMS),
Flight Display System (FDS), Control Display Unit (CDU), Mode S Transponder, Autopilot, and
EGPWS.

21.1.5. GPS Data Pages.

The INAV SENSOR 1/2 and 2/2 pages provide access to independent GPS Data pages (see
Figure 21-2).

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Figure 21-2. CDU Pages that Access GPS Data Pages

21.1.5.1. GPS Data Page.

The GPS1 Page (see Figure 21-3) displays the following information:
• GPS Mode
• Receiver Autonomous Integrity Monitoring (RAIM) Status
• Horizontal Alert Limit
• Horizontal Figure of Merit
• Horizontal Integrity Limit
• Horizontal Uncertainty Limit
• Number of Satellites being used by the GPS
• Access to the Sat Data page (refer to Paragraph 21.1.5.2)

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TPN1745_01
Figure 21-3. GPS1 Page

21.1.5.2. GPS SATELLITE Data Page.

The GPS SATELLITE page (see Figure 21-4) displays the following information:
• Each GPS hardware channels tracking status is displayed in column format
• HW Channels 1 - 6 at the top of the page
• HW Channels 7 - 12 at the bottom of the page
• SATS identifies the Satellite Number that is being tracked
• C/N identifies the Carrier-to-Noise Ratio of the HW Channel

TPN1746_01

Figure 21-4. GPS SATELLITE Data Page

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21.1.6. Receiver Autonomous Integrity Monitoring.
RAIM monitors the GPS position solution by using more than the minimum number of satellite
measurements to determine position and by verifying that the redundant measurements do not
produce inconsistent position solutions.

21.1.7. Predictive RAIM.

There may be brief times when the required approach accuracy is unavailable. By predicting future
satellite positions, GPS is capable of estimating the availability of approach accuracy at some
future time. This feature is called Predictive-Receiver Autonomous Integrity Monitoring (P-RAIM).

21.1.8. Approach P-RAIM.

Approach P-RAIM processing consists of the following two separate functions:
• Automatic approach P-RAIM function predicts the availability of the integrity monitor
function for an impending touchdown location and time
• Manual approach P-RAIM function predicts the availability of the integrity monitor function
for a given location and time

21.1.8.1. The annunciation NO APPR RAIM displays on the CDU when approach RAIM is unavailable. This
annunciation is only displayed when the aircraft is within the arrival terminal area and a GPS
approach has been selected. The RAIM status displays on the APPROACH P-RAIM page, the
INAV 1/6 (blended solution) page, and INAV 3/6 (smoothed solution) page.

21.1.8.2. The APPROACH P-RAIM page (see Figure 21-5) allows pilots to manually deselect up to three
satellites that are scheduled to be out of service as identified in the FAA Notices to Airmen
(NOTAM). Deselected satellites are not included in the predicted RAIM and in navigations solution
computations. Satellite numbers may be entered one at a time on the APPROACH PRAIM page.

TPN1422_01

Figure 21-5. APPROACH P-RAIM Page

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21.1.8.3. GPS RAIM status annunciations for the specified Destination (DEST) and Estimated Time of
Arrival (ETA) displayed on the APPROACH P-RAIM page are as follows:
• (------------------------ (24 dashes)
• APPR P-RAIM IN PROGRESS: An automatic Approach P-RAIM request is in progress
• RAIM REQUESTED: Manual Approach P-RAIM has been initiated, but the approach P-
RAIM status has not been updated
• RAIM AVAILABLE: RAIM is available at the entered P-RAIM point and P-RAIM point ETA
• RAIM UNAVAILABLE: RAIM is not available at the entered P-RAIM Point and P-RAIM
point ETA
• RAIM CHECK UNAVAILABLE: Approach P-RAIM status indicates that RAIM cannot be
predicted at the entered P-RAIM point and P-RAIM point ETA
• RAIM CHECK CANCELLED: Manual Approach P-RAIM request is in progress when a
GPS failure occurs

21.2. OPERATIONAL CHECKOUT.

21.2.1. GPS Initialization.

The following steps are for GPS initialization.

NOTE

The International C-130K is equipped with a GPS, and updates the time and date automatically,
when a signal is received.

a. Press the IDX function key to display the INDEX 1/2 page.
b. Press LSK L1 to display the START INIT 1/2 page. Ensure the time and date displays or has
been entered (for example: 1237 and 10JUN08). If a date and time is not shown then enter
one. If the date shows as a future date or is older than the last known date the system was
powered on long enough to acquire a valid GPS date then enter the current date with the text
"RC" appended to the end of it to force a system save of the entered date (for example:
10JUN08RC). Once a forced save of the date has been accomplished via the "RC" extension
then power cycle the GPS receivers to force them to use the new date that was just entered.
Ensure the active database is valid.
c. Press the (NEXT) scroll key to access the START INIT 2/2 page.
d. Verify that an accurate initial position displays or has been entered (for example: N51º28.600
W000º27.800).

21.2.2. Initial Position Check/Set.

The aircraft position is initialized on the START INIT 2/2 page. The START INIT 2/2 page displays
by scrolling down from the START INIT 1/2 page.

NOTE

The International C-130K is equipped with a GPS, and updates the time and date automatically,
when a signal is received. The following procedure provides a position update to the GPS to
shorten the alignment time.

The aircraft must be on the ground to use the INIT function.

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21.2.2.1. The following steps are for position initialization.
a. Press the IDX function key to display the INDEX 1/2 page.
b. Press LSK L1 to display the START INIT 1/2 page.
c. Press the (NEXT) scroll key to access the START INIT 2/2 page.
d. Press LSK R2 to copy the airport Latitude/Longitude (Lat/Long) displayed to the right of the
airport identifier into the scratch- pad.
e. Press the R5 LSK to move the Lat/Long from the scratchpad to the INIT POS display line.

NOTE

Airport Lat/Long position data is used in this example for position initialization. If available, the pilot
may alternately use PILOT/REF WPT (waypoints), GATES, GPS, or AMS Lat/Long position data
for position initialization. Use the most accurate position data available for the position initialization.
GPS or AMS Lat/Long position data is available on START INIT 2/2 page. Press the (NEXT or
PREV) scroll keys to display the desired page, and then press the line key for the desired Lat/Long
data to copy it to the scratchpad.

21.3. TROUBLESHOOTING.

21.3.1. General.
The GPS status pages generate Continuous Built-In Test (CBIT) results for both GPS. Overall
subsystem status is determined on the status of each individual LRU within the subsystem in the
following order:
• TST: One or more LRUs are in a TEST status
• OFF: One or more LRUs are in an OFF status
• NGO: One or more LRUs are in a NOGO status
• ---: One or more LRUs are in an UNKNOWN status
• DGR: One or more LRUs are in a DEGRADED status
• GO: One or more LRUs are in a GO status

21.3.2. GPS STATUS Page.

To access the GPS1 STATUS page (see Figure 21-6), select GPS1 or GPS2 from the NAV
STATUS 1/2 page. Both of the GPS Status pages have the same structure and perform identical
functions. The GPS1 STATUS page displays the following:
• L1 displays the Alert ON or OFF
• L2 displays the GPS ARINC Bus Status as GO, NGO, or --- (unknown)
• L3 displays the GPS Global Navigation Satellite System (GNSS) Status as GO, NGO, or --
- (unknown)
• L4 displays the GPS GNSS RF Interface (RF INT) Status as GO, NGO, or --- (unknown)
• L5 displays the GPS GNSS Sensor Unit (SENSOR) Status as GO, NGO, or --- (unknown)
• L6 displays the GPS FAULT HISTORY
• R6 returns to the main STATUS page
• Page Title Line: The GPS Status displays NGO if any of the testable functions of that GPS
are NGO. The GPS Status displays GO if all testable functions of that GPS are GO. The
GPS Status displays TST if a test is currently in progress. The GPS Status displays DGR if
the GPS is currently reporting a degraded status. The GPS Status is dashed if the status
of that GPS cannot be determined

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TPN0471_01

Figure 21-6. GPS1 STATUS Page

21.4. REMOVAL AND INSTALLATION.

21.4.1. GPS Antenna GNA-910 Removal.

The following steps are for GPS antenna GNA-910 removal

Use a personnel restraint kit during antenna removal and subsequent installation. Failure to
comply can result in critical injury or death to personnel.

Antenna maintenance is not to be accomplished when winds exceeds 15 mph with gust to 20 mph
or during an electrical storm.

NOTE

The sealant used in the installation of the GPS antenna requires up to 24 hours to cure. Ensure
that there is enough cure time for the sealant before removing existing antenna.

a. Remove RTV sealant from mounting holes.

b. Remove the four screws holding the antenna to the structure.
c. Remove PS870B-1/2 sealant from antenna base edge.
d. Raise the antenna to gain access to the coaxial connector, and remove connector.
e. Remove the antenna.

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21.4.2. GPS Antenna GNA-910 Installation.
The following steps are for GPS antenna GNA-910 installation.

Use a personnel restraint kit during antenna removal and subsequent installation. Failure to
comply can result in critical injury or death to personnel.

Antenna maintenance is not to be accomplished when winds exceed 15 mph with gust of 20 mph
or during an electrical storm.

a. Clean mating surfaces of aircraft skin and antenna with garnet paper or aluminum oxide cloth,
180- grit or finer, to ensure good bonding (0.0005-ohms maximum required) and freedom from
corrosion.
b. Connect the coaxial connector to the antenna.
c. Apply CA1000 jointing compound to mating surface on fuselage.
d. Put the antenna in place on the structure.
e. Secure with four screws and fill four mounting holes with white RTV sealant.
f. Apply PS870B-1/2 sealant around base edge of antenna.

21.4.3. GPS-4000S Removal.

The following steps are for GPS-4000S removal.
a. Remove electrical power from the aircraft.
b. Remove the safety wire and loosen the knurled knobs that secure the unit to the mount.
c. Slide the unit straight out to disconnect it from the mount connectors.

21.4.4. GPS-4000S Installation.

The following steps are for GPS-4000S installation.
a. Remove electrical power from the aircraft.
b. Slide the unit into the mount until the mating connectors are fully engaged.
c. Position the knurled knobs (on the front of the mount) to engage the unit hold down hooks.
Tighten the knurled knobs to secure the unit to the mount
d. Safety wire the knurled knobs.

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CHAPTER 22
FLIGHT MANAGEMENT SYSTEM

22.1. GENERAL.
The Flight Management System (FMS) provides independent global guidance using a selectable
Global Positioning System (GPS). The FMS is the primary interface between the Flight Display
System (FDS), GPS, Surveillance (SURV) Systems, and navigation aids. See Figure 22-1 for the
location of FMS components. The FMS components are as follows:
• Two (2) CDU- 7000E
• Data Transfer Unit (DTU) DTU-7100
• Two (2) Ethernet switches

Figure 22-1. FMS Component Location (Sheet 1 of 7)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 22-1. FMS Component Location (Sheet 2 of 7)

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PILOT UPPER DISTRIBUTION PANEL

Figure 22-1. FMS Component Location (Sheet 3 of 7)

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Figure 22-1. FMS Component Location (Sheet 4 of 7)

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PILOT COPILOT
CONTROL CONTROL
DISPLAY UNIT DISPLAY UNIT

FORWARD PEDESTAL
Figure 22-1. FMS Component Location (Sheet 5 of 7)

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DTU-7100

AFT PEDESTAL
Figure 22-1. FMS Component Location (Sheet 6 of 7)

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ETHERNET
SWITCH

Figure 22-1. FMS Component Location (Sheet 7 of 7)

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22.1.1. Control Display Unit.
The Control Display Unit (CDU) provides processing and control of the FMS system. The FMS
system contains two CDUs. Two CDUs are installed in the center forward pedestal: one for the
pilot and the other for the copilot. CDU data entry is performed with a full alphanumeric keypad,
function keys, and 12 Line Select Keys (see Figure 22-2). Each CDU provides both simultaneous
and independent operation.

TPM9947_01
Figure 22-2. Control Display Unit, CDU-7000

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22.1.1.1. The CDU has 15 lines of 24 characters of text in five colors. Text is displayed in either a large or
small size font. The top line of the display is for the page title and when applicable the current/total
page numbers of that displayed page. The bottom line on the display is used for the annunciation
line. The line above the annunciation line is used as a scratchpad or buffer for holding keypad
entries and scratchpad messages. See Figure 22-3 for an example of the CDU display format.

TPN1261_01
Figure 22-3. CDU Display Format

22.1.1.2. Text is displayed in large or small font depending on use. Generally, display page titles, data lines
with a mode selection or data entry capability, override data entries, and active mode selections
are displayed in the large font. Label lines, FMS calculated data entries, and unselected mode
functions are displayed in the small font.

22.1.1.3. CDU standard display symbols indicate entries can be made; functions are on or engaged
additional pages available, and possible selections. Refer to Table 22-1 for an explanation of each
symbol.

Table 22-1. CDU Display Symbols

SYMBOL DEFINITION DESCRIPTION
<> Arrows pointing outward Pressing the adjacent Line Select Key (LSK) accesses
the page indicated by the label.
>< Arrows pointing inward Pressing the adjacent LSK selects the item or enables the
mode.
* Asterisk The function is selected or enabled.
*** Asterisks Overflow data field.
□□□□ Entry needed Data entry field, when in the data line indicates data entry is
possible or required.
(blank) N/A Equipment status should be checked.
--- Dashes No meaningful data is available or power is off.

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22.1.1.4. The information displayed by the CDU is displayed in various colors and font sizes. Refer to Table
22-2 for the color and font conventions for all CDU pages.

Table 22-2. CDU Display Colors

COLOR EXAMPLE DESCRIPTION
Amber Indicates an advisory, invalid vertical profile, or a moved waypoint.
Green Indicates database effective date, frozen state, Line Replaceable Unit
(LRU) reported miscompare, selected data, current toggle selection, or
vertical data.
White Indicates database look up data, down track leg, general data, line select
labeling, CDU reported miscompare, position data, sensor data, static
data, or inactive toggle selection.
Cyan Indicates the FROM waypoint, labels, or the page title.
Magenta Indicates the TO waypoint.
Large Font Indicates entered text, function selection, page title, static data, current
AAAAAAA toggle selection, database look-up data, non-computed data, or state data
in the absence of miscompare.
Small Font Indicates label information, unit labels, computed data, inactive toggle
AAAAAAAA selection, or LRU miscompare.

22.1.1.5. LSKs are identified as line select key L1 through line select key L6 on the left side of the CDU
(descending) and line select key R1 through line select key R6 on the right side (descending).
LSKs are used to:
• Access lower level pages
• Toggle modes of the function
• Enter data in the associated field
• Copy data into and from the scratchpad
• Execute functions

22.1.1.5.1. For certain functions the LSKs may be used both for selecting mode and for input of numeric
values used by the mode. If the scratchpad is blank, pressing the line select key toggles between
modes if available. Multiple modes are indicated by a colon in the data line. If data is entered in the
scratchpad, pressing the line select key inserts scratchpad data at the data line. When undefined
(no data at line) line select keys are pressed, no operation is performed and no scratchpad
message is displayed. Confirmation commands require the LSK to be pressed a second time to
execute the command.

22.1.1.6. Alphabetic Keyboard. The alphabetic keyboard provides the user with selection of all letters (A - Z
uppercase only) for entry in the scratchpad line for transfer to other applicable fields on the CDU.

22.1.1.7. Numeric Keypad. The numeric keypad provides the user with selection of all numbers (0 - 9) for
entry in the scratchpad line for transfer to other applicable fields on the CDU.

22.1.1.8. Copy Function. Enterable data in the CDU can be copied to the scratchpad, and in most cases, be
copied from the scratchpad to other functions without re-entry of data. To copy to the scratchpad,
select the line select key adjacent to the desired data. The data selected is copied to the
scratchpad and may then be copied to any other FMS function.

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22.1.1.9. Delete Function. An entry can be deleted by entering a dash (-) in the scratchpad and pressing the
line select key adjacent to the field. The data is deleted or the field is returned to a fixed default
value. Some data fields may not allow deletion of data.

22.1.1.10. Function Keys. Labeled function keys are used to access specific top-level CDU pages. Refer to
Table 22-3 for the function keys and their general functions. CDU pages accessed by each
function key are shown in this section.

Table 22-3. CDU Function Keys

KEY FUNCTION
IDX Accesses an Index (IDX) of additional functions not available on other top-level function keys,
primarily for ground operations. Refer to Paragraph 22.2.1.
MSN Accesses a Flight Plan Mission (FLPN MISSION) page and provides access to additional mission
functions. Refer to Paragraph 22.2.3.

COM Displays the message FUNCTION UNAVAILABLE. The COM function is not available on the C-
130K. Refer to Paragraph 22.2.4.
NAV Accesses the top level Navigation (NAV) Radio page. From this page, the pilot can access lower
level NAV Radio pages, assign and tune NAV frequencies. Refer to Paragraph 22.2.5.
IFF Accesses control pages for Mode S transponders and TCAS. Refer to Paragraph 22.2.6.
M3 When the scratchpad is empty, this function sends an Identification (IDENT) command to the
Transponder and displays the IDENT annunciation for at least 3 seconds. When the scratchpad
contains a valid 4 digit octal Mode 3/A Code, this function updates the Mode 3/A Code with the
entered code. Refer to Paragraph 22.2.7.
MSG Accesses the system messages. Refer to Paragraph 22.2.8.
DIR Accesses the DIRECT TO page. From the DIRECT TO page, the pilot has access to multiple LEGS
pages including the CRP or SAR Legs page. Refer to Paragraph 22.2.9.
FPLN Accesses the Active Flight Plan (ACT FPLN) page. From the ACT FPLN page. Refer to Paragraph
22.2.10.

LEGS Accesses the LEGS 1/x page (where x = the number of possible pages). If the LEGS key is pushed
while a Direct To, Leg Data, Leg Wind, or Leg Info page, the associated LEGS page for that item is
displayed. Refer to Paragraph 22.2.11.
DEP Accesses the departure and arrival procedure pages. Refer to Paragraph 22.2.12.
ARR
PERF Accesses the Performance (PERF) MENU . Refer to Paragraph 22.2.13.
EXEC Confirms modifications made to the Primary Flight Plan. For example, if the Primary Flight Plan is
modified, selection of EXEC replaces the Primary Flight Plan with the Modified Flight Plan. Refer to
Paragraph 22.2.14.
DATA Accesses the airport and navigational databases. Refer to Paragraph 22.2.15.

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Table 22-3. CDU Function Keys - Continued

INAV Accesses comprehensive data pages for GPS. Refer to Paragraph 22.2.16.
PROG Accesses the PROGRESS pages. Successive Progress pages may be accessed by pressing the
NEXT or PREV key. Refer to Paragraph 22.2.17.
STAT Accesses the SYSTEM STATUS page that provides access to sub system pages. From the
subsystem pages Initiated Built-In Test (IBIT) can be performed on individual LRUs. Refer to
Paragraph 22.2.18.
MARK Marks a waypoint for displays in the onside CDU scratchpad. The waypoint is automatically entered
into the Markpoint List page and Bearing (BRG) / Distance (DIST) Calculator page. Refer to
Paragraph 22.2.18.8.

22.1.1.11. Additional keys on the CDU provide functionality such as control screen brightness and scrolling.
Refer to Table 22-4 for a description of these keys.

Table 22-4. Additional CDU Keys

KEY FUNCTION
+/- Enters a plus (+) sign or minus (-) sign into the applicable field:
• Pressing the (+/-) key an odd number of times enters a (-) sign
• Pressing the (+/-) key an even number of times enters a (+) sign

/ Enters a forward slash (/) into the scratchpad

BRT and DIM Adjusts CDU display intensity.
CLR DEL Clears entries in the scratchpad and annunciation line:
• The first press of the CLR/DEL (Clear/Delete) key clears the last character
entered. Additional presses of the CLR/DEL key deletes one operator-entered or
computer generated data character at a time
• Pressing and holding the CLR/DEL key clears the entire contents of the
scratchpad
• When a computer-generated message is displayed in the scratchpad, one press
of the CLR/DEL key removes the computer-generated message

NEXT Displays the next page in the current sequence.

PREV Displays the previous page in the current sequence.
SP Enters a space into the scratchpad.

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22.2. CDU PAGES ACCESSED USING FUNCTION KEYS.
The following paragraphs describe the CDU pages accessed by each function key.

22.2.1. IDX Function Key.

The IDX function key accesses an index of functions not available on other top-level function keys,
primarily for ground operations. The first CDU page accessed is the INDEX 1/2 page (see Figure
22-4).

TPN0530_01
Figure 22-4. INDEX 1/2 Page

22.2.1.1. See Figure 22-5 for the CDU pages accessed by the IDX function key and INDEX 112 page.

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TPN0717_01
Figure 22-5. CDU Pages Accessed by the IDX Function Key, INDEX 112 Pages

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22.2.1.2. The INDEX 1/2 page provides access to the following:
• L1 accesses the START INIT 1/2 page which displays information about the current
Navigation Databases, such as the name, status, and effective period of the database.
The page also displays the UTC time and date
• L2 accesses the SEC FPLN page which includes information on the secondary flight plan
• L3 accesses the POSITION REPORT page. Both the pilot and copilot are able to access
their own individual position report page by pressing the IDX function key and line select
key L3 on their respective CDU. The POSITION REPORT page displays the last waypoint,
the Actual Time of Arrival (ATA) of that waypoint, the altitude of that waypoint, the current
"TO" waypoint, the Estimated Time of Arrival (ETA) of the "TO" waypoint, the next
waypoint, air temperature, wind direction and velocity, and the Destination airport
Estimated Time of Arrival (DEST ETA)
• L4 accesses the FROM-TO CALCULATOR page enabling the operator to calculate a
route from one waypoint to another. It also allows the operator to view the aircraft progress
from present position to the TO waypoint
• L5 accesses the APPR P-RAIM page which enables pilots to manually deselect up to
three satellites that are scheduled to be out of service as identified in the FAA Notices to
Airmen (NOTAM). Deselected satellites are not included in the Predicted RAIM and in
navigations solution computations. Satellite numbers may be entered one at a time on the
APPROACH P-RAIM page
• L6 access the TACT APPR page, which provides tactical approach information included
final approach mix, Glideslope (GS) angle, missed approach point, and Touchdown Zone
Elevation (TDX ELEV)
• R1 accesses the POWER page which controls the master power and Weather Radar
power
• R2 accesses the LOAD/SAVE page which provides the capability to select a data card, to
save a secondary flight plan and to load and save Mark points, Pilot Waypoints, and Fault
History
• R3 accesses the DISK ROUTE LIST page which enables flight plans to be loaded from an
external card to the flight manager
• R4 accesses the TIMERS page which includes a lap timer, interval timer, and alarm timer
• R5 accesses the CONFIG page on which waypoint alert time can be set along with bank
limit, heading reference, and speed alert
• R6 accesses the MARKPOINTS LIST page which displays and records the markpoint
position as the present position
o (Designated pilot present position) when the MARK function key is pressed

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22.2.1.2.1. START INIT 1/2 Page. The START INIT 1/2 page (see Figure 22-6) displays information about the
current Navigation Databases, such as the name, status, and effective period of the database. The
page also displays the UTC time and date. The START INIT 1/2 page provides the following
functionality:
• L1 to L5 displays validity of the NAV DATA
• L2 displays the Performance Database Information (PDB) INFO page. Displays the validity
of the selected FMS1 or FMS2 database
• R4 displays the date
• R6 returns to the previous display

TPN0739_01
Figure 22-6. START INIT 1/2 Page

22.2.1.2.2. START INIT 2/2 Page. Pressing the NEXT function key, from the START INIT 1/2 page, accesses
the START INIT 2/2 page (see Figure 22-7). The START INIT 2/2 page is accessed by scrolling
down from the START INIT 1/2 page. Allows the pilot to view and modify the initial position of the
aircraft. The page provides access to the INDEX 1/2 page and the Flight Plan (FPLN) page. This
page also provides the destination solution present position, airport position, and pilot entered
reference waypoint if available.

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22.2.1.2.3. To determine present position after power is applied to the Avionics Management System (AMS),
a position initialization is conducted. This is done on the CDU START INIT 2/2 page, by selecting
or entering a known position into the FMS. The FMS then uses available sensors to accurately
determine and track present position, direction, and speed.

TPN0739_02
Figure 22-7. START INIT 2/2 Page

22.2.1.3. APPROACH P-RAIM page. The APPROACH P-RAIM page enables up to three satellites to be
deselected. Dese- lected satellites are not included in the predicted RAIM and in navigations
solution computations (see Figure 22-8). Satellite numbers may be entered one at a time on the
APPROACH P-RAIM page. Refer to Chapter 10 Global Positioning System for detailed
information.

TPN1422_01
Figure 22-8. APPROACH P-RAIM Page

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22.2.1.4. POWER Page. Pressing line select key R1 from the INDEX 1/2 page accesses the POWER page
that controls the master power and Weather Radar power (see Figure 22-9).

TPN1425_01
Figure 22-9. POWER Page

22.2.1.5. LOAD/SAVE Page. The LOAD/SAVE page provides the capability to select a data card, to save a
secondary flight plan and to load and save Markpoints, Pilot Waypoints, and Fault History (see
Figure 22-10).

TPN1426_01

Figure 22-10. LOAD/SAVE Page

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22.2.1.6. TIMERS Page. The TIMERS page (see Figure 22-11) includes lap timer, interval timer, and alarm
timer with the following features:
• Lap Timer with count up or countdown feature. The annunciation is raised when the
Countdown timer reaches 0:00:00
• Interval Timer. The annunciation is raised every X number of minutes
• Alarm Timer. The annunciation is raised when the UTC reaches the Alarm Time

TPN1428_01
Figure 22-11. TIMERS Page

22.2.2. INDEX 2/2 Page.

Pressing the NEXT key from the INDEX 1/2 page accesses the INDEX 2/2 page (see Figure 22-
12).

TPN1380_01

Figure 22-12. INDEX 2/2 Page

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22.2.2.1. See Figure 22-13 for the CDU pages accessed by the IDX function key and INDEX 2/2 page.

TPN0718_01
Figure 22-13. CDU Pages Accessed by the IDX Function Key, INDEX 2/2 Page

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22.2.2.2. The INDEX 2/2 page provides access to the following:
• L1 accesses the HOLD LIST page which displays the option to create new holds. When
the maximum number of holds has been reached, the option to create a new hold on this
page is removed
• L2 accesses the FIX INFO page on which fix entries can be made. The FIX INFO page
displays a reference waypoint and the fix data based on that waypoint. Up to two
references can be used to display two fixes. Each reference fix displays an individual FIX
INFO page
• L3 accesses the POINT CONVERSION page which enables the operator to specify two
datums and do a conversion between the two datums
• L4 accesses the INTERCEPT LIST page which lists the intercepts that have been inserted
into the Active or Modified and the secondary flight plans
• R1 accesses the ZEROIZE page which allows a zeroization function for the interfaced Line
Replaceable Unit (LRU s) that have zeroize capability. Selecting requires user
confirmation
• R2 accesses the MODEL AIRCRAFT page. Access the model aircraft function which
provides an on-aircraft simulation capacity that generates pseudo navigation data
necessary to drive the steering functions. The model aircraft pseudo navigation solution
function is only accessible when the aircraft is on the ground
• R3 accesses the AHRS CONTROL page which displays data from the Attitude Heading
Reference System (AHRS)

22.2.2.3. ZEROIZE Page.

The ZEROIZE page allows a zeroization function for the interfaced LRUs with zeroize capability
(see Figure 22-14). Selecting requires user confirmation. Access the ZEROIZE page by pressing
the Index Function Key to access the INDEX 1/2 page, pressing the NEXT or PREV Function Key
to access the INDEX 2/2 page, and selecting ZEROIZE.

TPN0856_01
Figure 22-14. ZEROIZE Page

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22.2.2.4. MODEL AIRCRAFT Page.

The MODEL AIRCRAFT page provides an on-aircraft simulation capacity that generates pseudo
navigation data necessary to drive the steering functions (see Figure 22-15). The model aircraft
pseudo navigation solution function is only accessible when the aircraft is on the ground. The
present position of the designated solution is used as the starting position for the model aircraft
pseudo navigation solution function.

22.2.2.4.1. When the model aircraft mode is RUNNING, the model aircraft pseudo navigation solution function
generates simulated navigation data, based on the following model simulation parameters:
• Speed
• Heading
• Pressure Altitude
• Wind Velocity

22.2.2.4.2. In addition to the MODEL AIRCRAFT page, the following CDU pages reflect the pseudo navigation
data generated by the Model Aircraft function:
• Present Position pages
• LNAV Steering Progress pages
• VNAV Steering Progress pages

22.2.2.4.3. All other CDU pages display navigation reflecting the status and data received from the actual
aircraft sensors.

TPN1437_01
Figure 22-15. MODEL AIRCRAFT Page

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22.2.3. MSN Function Key.

The MSN key accesses the FPLN MISSION page. The FPLN MISSION page provides further
access to flight plan patterns and procedures. See Figure 22-16 for the CDU pages accessed by
the MSN function key.

TPN0719_01
Figure 22-16. CDU Pages Accessed by the MSN Function Key

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22.2.3.1. Individual Mission Flight Plan (MFP) definitions from the FPLN MISSION page include the
following:
• Circle pattern
• Racetrack pattern
• Figure 8 pattern
• Closed Random Pattern (CRP): Pilot defined
• Air Drop

22.2.3.2. In addition to the patterns already listed the following Search And Rescue (SAR) patterns are
available:
• Ladder
• Sector
• Expanding Square
• Impromptu
• Boundary List
• Boundary Load

22.2.4. COM Function Key.

Displays the message FUNCTION UNAVAILABLE. The COM function is not available.

22.2.5. NAV Function Key.

The NAV key provides access to the top level NAV RADIO page (see Figure 22-17). From this
page, the pilot can access lower level navigation radio pages, assign and tune navigation
frequencies. The NAV RADIO page and the NAV-4000 system are covered in detail in Chapter 14.

TPN0398_01
Figure 22-17. NAV RADIO Page

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22.2.5.1. See Figure 22-18 for the CDU pages accessed by the NAV function key.

Figure 22-18. CDU Pages Accessed by the NAV Function Key

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22.2.6. IFF Function Key.
The Identification Friend or Foe (IFF) key accesses the top level XPDR/TCAS page for the Mode S
Transponder and TCAS. The XPDR/TCAS page (see Figure 22-19) The Mode S Transponder is
covered in detail in Chapter 20 and the TCAS system is covered in detail in Chapter 17.

TPN0372_01

Figure 22-19. XPDR/TCAS Page

22.2.6.1. See Figure 22-20 for the CDU page accessed by the IFF function key.

TPN0721_01
Figure 22-20. CDU Page Accessed by the IFF Function Key

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22.2.7. M3 Function Key.

Pressing the M3 function key with no data in the scratchpad causes the Transponder (XPDR) to
perform the Ident function for 18 seconds (see Figure 22-21). Pressing the M3 function key with a
valid Mode 3/A code in the scratchpad updates the Mode 3/A code sent to the XPDR. The M3
function key is active regardless of the CDU page currently displayed.

TPN5542_01
Figure 22-21. XPDR Page with Active Ident Function

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22.2.8. MSG Function Key.
The MSG function key displays the MESSAGES page or returns to the last CDU page accessed
(see Figure 22-22).

TPN1399_01
Figure 22-22. MESSAGES Page

22.2.8.1. See Figure 22-23 for the CDU pages accessed by the MSG function key.

TPN1053_01

Figure 22-23. CDU Pages Accessed by the MSG Function Key

22.2.8.2. MESSAGES Page. The information on the MESSAGES page (see Figure 22-22) is display only.
The following steps are for reviewing messages alerts on the MESSAGES page.
a. Observe the MSG annunciation in the lower left corner of a CDU.
b. Press MSG function key to display the MESSAGES page. If more than one page is available,
press the NEXT function key to review any messages.
c. Observe the listed message in the NEW MESSAGES section.
d. Press the MSG function key to return to the page previously accessed. (Take appropriate
action if any to fix the problem associated with the highlighted message.)

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22.2.9. DIR Function Key.

The DIR function key accesses the DIRECT TO page. From the DIRECT TO page, the pilot has
access to multiple LEGS pages. See Figure 22-24 for the CDU pages accessed by the DIR
function key.

TPN1055_01
Figure 22-24. CDU Pages Accessed by the DIR Function Key

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22.2.10. FPLN Function Key.
The FPLN Function key accesses the Active Flight Plan (ACT FPLN) page. See Figure 22-25 for
the CDU pages accessed by the FPLN function key.

TPN1055_01
Figure 22-25. CDU Pages Accessed by the FPLN Function Key

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22.2.11. LEGS Function Keys.

The DIR Function key accesses the LEGS 1/x page (where x = the number of possible pages). If
the LEGS key is pushed while a Direct To, Leg Data, Leg Wind, or Leg Info page, the associated
LEGS page for that item is displayed. See Figure 22-26 for the CDU pages accessed by the LEGS
function key.

TPN1055_01
Figure 22-26. CDU Pages Accessed by the LEGS Function Key

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22.2.12. DEP ARR Function Key.

The DEP/ARR Function key accesses the departure and arrival procedure pages. See Figure 22-
27 for the CDU pages accessed by the DEP ARR function key.

TPN1057_01

A: CURRENT DISPLAY IS NOT DEPARTURE/ARRIVAL INDEX PAGE, DEPARTURE PAGE, ARRIVAL

PAGE, OR ANY SECONDARY FLIGHT PLAN PAGE AND AIRCRAFT IS ON GROUND AND PRIMARY
FLIGHT PLAN ORIGIN EXISTS.

B: CURRENT DISPLAY IS NOT DEPARTURE/ARRIVAL INDEX PAGE, DEPARTURE PAGE, ARRIVAL

PAGE, OR ANY SECONDARY FLIGHT PLAN PAGE OR NO SECONDARY FLIGHT PLAN PAGE IS
DISPLAYED AND PRIMARY FLIGHT PLAN ORIGIN DOES NOT EXIST AND PRIMARY FLIGHT PLAN
DESTINATION DOES NOT EXIST.

C: CURRENT DISPLAY IS NOT DEPARTURE/ARRIVAL INDEX PAGE, DEPARTURE PAGE, ARRIVAL

PAGE, OR ANY SECONDARY FLIGHT PLAN PAGE AND AIRCRAFT IS IN THE AIR AND PRIMARY
FLIGHT PLAN ORIGIN EXISTS OR PRIMARY FLIGHT PLAN DESTINATION EXISTS.

Figure 22-27. CDU Pages Accessed by the DEP ARR Function Key

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22.2.13. PERF Function Key.

See Figure 22-28 for the CDU pages accessed by the PERF function key.

TPN1058_01
A: aircraft is on ground or phase of flight is climb
B: aircraft is in air and phase of flight is cruise
C: aircraft is in air and phase of flight is descent

Figure 22-28. CDU Pages Accessed by the PERF Function Key

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22.2.13.1. PERF MENU Page. The PERF MENU page provides access to PERF Initialization (INIT), Vertical
Navigation (VNAV) Setup, Secondary (SEC) PERF, SEC VNAV, Take Off and Landing Distance
(TOLD), and Take Off (T/O) WINDOW pages (see Figure 22-29). PERF parameters, entered on
the PERF INIT pages, are used by the AMS to calculate various display outputs and
annunciations. Many elements of the performance functions have default values. Pilot generated
values can be entered as necessary, from the PERF INIT pages for an individual flight.

TPN1247_01

Figure 22-29. PERF MENU Page

22.2.13.1.1. The PERF MENU page provides control of the following:

• L1 accesses the Active (ACT) PERF INIT pages
• L2 accesses the ACT VNAV Setup pages
• L3 accesses the TOLD DATA pages
• R1 accesses the SEC PERF INIT pages
• R2 accesses the SEC VNAV Setup pages
• R3 accesses the T/O WINDOW page

22.2.14. EXEC Function Key.

The EXEC Function Key inserts flight plan modifications in the Active Flight Plan.

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22.2.15. DATA Function Key.

Database pages enable the user to access information from the navigation database and the
FPLN. The data displayed is configured depending on the waypoint type inserted or accessed.
See Figure 22-30 for the CDU pages accessed by the DATA function key

TPN1060_01

Figure 22-30. CDU Pages Accessed by the DATA Function Key

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22.2.15.1. DATABASE Page. If an airport identifier has been entered, the DATABASE page (Airport) displays
(see Figure 22-31). If anything except an airport identifier has been entered, then the DATABASE
page (Generic/WPT/NAVAID) displays (see Figure 22-32). The DATABASE pages enable the
operator to look up NAVAIDs, fixes, and airports in the database. A latitude/longitude (lat/long) can
be entered as the identifier to get the MGRS conversion.

TPN0814_01
Figure 22-31. DATABASE Page (Airport)

TPN1417_01
Figure 22-32. DATABASE Page (Generic)

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22.2.15.1.1. COM Frequency Data Page. The COM FREQ DATA page provides access to a list of current
frequencies (see Figure 22-33). Unlimited pages are available to display all available frequencies.

NOTE
The communication radios are stand-alone systems. One radio is provided for the pilot and one
radio is provided for the copilot. Each radio has its own control panel located on the top center of
the Main Instrument Panel. Integration with the CDU is not available. Pushing the COM function
key on the CDU displays the message FUNCTION UNAVAILABLE.

TPN1608_01
Figure 22-33. COM FREQ DATA Page

22.2.15.1.2. The COM FREQ DATA page line select keys provide control of the following:
• L2 thru L5 display FREQ (Frequency), frequency TYPE and frequency SECTOR
• L6 accesses the AIRPORT DATA page

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22.2.16. INAV Function Key. Access to the currently selected navigation page in the Integrated Navigation
(INAV) pages by pressing the INAV function on a CDU. The FMS INAV pages display the
navigation solution data and current operation modes and allow the operator to command the FMS
to NAV mode. The FMS1 and FMS2 pages are identical in format and perform the same
operations. See Figure 22-34 for the CDU pages accessed by the INAV function key.

TPN1054_01

Figure 22-34. CDU Pages Accessed by the INAV Function Key

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22.2.17. PROG Function Key.
See Figure 22-35 for the CDU pages accessed by the PROG function key.

TPN1069_01

Figure 22-35. CDU Pages Accessed by the PROG Function Key

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22.2.18. STAT Function Key.

See Figure 22-36 for the CDU pages accessed by the STAT function key.

TPN1052_01
Figure 22-36. CDU Pages Accessed by the STAT Function Key

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22.2.18.1. SYSTEM STATUS Page.
The STAT function key is used to access the SYSTEM STATUS page (see Figure 22-37). The
SYSTEM STATUS page provides the pilot the capability to perform an Initiated Built-In Test (IBIT)
on individual LRUs. The System Status and test monitoring and reporting groups individual LRUs
together into their appropriate subsystems. Each LRU is given a status page which then reports an
overall LRU status to the Subsystem Status page. The Subsystem Status page provides a quick
overview of any problem areas within that subsystem. Each subsystem gives an overall subsystem
status to the SYSTEM STATUS page. The SYSTEM STATUS page provides the overall status of
subsystem LRUs on the aircraft.

TPM9931_01
Figure 22-37. SYSTEM STATUS Page

22.2.18.2. Overall subsystem status is determined on the status of each individual LRU within the subsystem
in the following order:
• TST: One or more LRUs are in a TEST status
• OFF: One or more LRUs are in an OFF status
• NGO: One or more LRUs are in a NOGO status
• ---: One or more LRUs are in an UNKNOWN status
• DGR: One or more LRUs are in a DEGRADED status
• GO: One or more LRUs are in a GO status

22.2.18.3. The SYSTEM STATUS page provides control of the following:

• L1 accesses the IMS SYSTEM STATUS page and displays current subsystem status
• L2 accesses the Navigation Subsystem Status pages and displays current subsystem
status
• L3 accesses the Surveillance Subsystem Status page and displays current subsystem
status
• R5 clears all amber advisories

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22.2.18.4. Information Management System Status Page. The IMS STATUS page (see Figure 22-38)
provides status information on the LRUs that make up the Information Management System and
Flight Management System (IMS/FMS). Select the respective line select key to view the individual
LRU Status page.

TPN5221_01

Figure 22-38. IMS STATUS Page

22.2.18.4.1. The IMS STATUS page provides control of the following:

• L1 accesses the CDU1 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• L2 accesses the CDU2 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• L3 accesses the CDU3 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• L6 accesses the IMS Subsystem Fault History pages
• R1 displays the CDU1 Elapsed Time Indicator (ETI) value
• R2 displays the CDU2 ETI value
• R3 displays the CDU3 ETI value
• R5 accesses the Data Loader Status page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• R6 returns to the status page from which the subsystem Fault History page was accessed
• Page Title Line: The IMS STATUS displays NGO if any of the LRUs of the IMS Subsystem
are NGO. The IMS Subsystem Status displays GO if all of the LRUs of the IMS Subsystem
are GO. The IMS Subsystem Status displays DGR if the IMS Subsystem is currently
reporting a degraded status. The IMS Subsystem Status is dashed if the status of that
subsystem cannot be determined

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22.2.18.5. Navigation Status 1/2 Page. The NAV line select key L2 on the SYSTEM STATUS page accesses
the NAV STATUS page (see Figure 22-39) which provides status information on all the LRUs in
the NAV System.

TPN0412_01
Figure 22-39. NAV STATUS 1/2 Page

22.2.18.5.1. The current CBIT status for each NAV SYS subsystem is displayed on the following pages:
• L1 accesses the GPS1 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• L2 accesses the GPS2 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• L3 accesses the AHRS1 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• L4 accesses the AHRS2 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, or --- (unknown)
• L6 accesses the Navigation (NAV) Subsystem Fault History pages
• R1 accesses the DME1 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• R2 accesses the DME2 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• R3 accesses the ADC1 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• R4 accesses the ADC2 STATUS page and displays the current LRU status. Possible
status messages are GO, NGO, DGR, TST or --- (unknown)
• R6 returns to the status page from which the subsystem status pages were accessed
• Title Line: The NAV Subsystem Status displays NGO if any of the LRUs of the NAV
Subsystem are NGO. The NAV Subsystem Status displays GO if all of the LRUs of the
NAV Subsystem are GO. The NAV Subsystem Status displays DGR if the NAV
Subsystem is currently reporting a degraded status. The NAV Subsystem Status is dashed
if the status of that subsystem cannot be determined. The NAV Subsystem Status displays
OFF if the NAV Subsystem is turned off
• Page Scrolling: Pressing the NEXT Function Key accesses the NAV STATUS 2/2 page.
Pressing the PREV Function Key accesses the NAV STATUS 2/2 page. Access the NAV
STATUS 2/2 page by scrolling from the NAV STATUS 1/2 page

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22.2.18.6. Surveillance Status Page The SURV STATUS page (see Figure 22-40) provides status information
on the TCAS, XPDR, and WXR in the Safety and Surveillance Subsystem.

TPN0373_01

Figure 22-40. SURV STATUS Page

22.2.18.6.1. Select the respective LSK to view the individual LRU Status page as follows:
• L1 displays the TCAS Status and accesses the TCAS STATUS page. The TCAS Status
displays NGO if the status from the TCAS indicates NGO. The TCAS Status displays GO if
the status from the TCAS indicates GO. The TCAS Status displays DGR if the status from
the TCAS indicates a degraded state. The TCAS Status is dashed if the status from the
TCAS cannot be determined. The TCAS Status displays TST if a test is currently in
progress on the TCAS
• L2 displays the XPDR Status and accesses the XPDR STATUS page. The XPDR Status
displays ON/OFF to show the status of the XPDR. The XPDR Status displays NGO if the
status from the XPDR indicates NGO. The XPDR Status displays GO if the status from the
XPDR indicates GO. The XPDR Status displays GO for the ALT Bus if the XPDR indicates
GO. The TCAS Bus displays GO for the TCAS Bus if the XPDR indicates GO
• L3 displays the WXR Status and accesses the WXR STATUS page. The WXR Status
displays NGO if the status from the weather radar indicates NGO. The WXR Status
displays GO if the status from the weather radar indicates GO. The WXR Status displays
DGR if the status from the weather radar indicates a degraded state. The WXR Status is
dashed if the status from the weather radar cannot be determined. The WXR Status
displays TST if a test is currently in progress on the WXR
• L6 accesses the Safety and Surveillance (S&S) Subsystem Fault History pages
• R6 returns to the status page from which the subsystem status page was accessed

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22.2.18.7. Display Status Page. The DISP STATUS page (see Figure 22-41) provides status information on
the Multi-Function Display (MFD) LRUs in the Display Subsystem.

TPN0477_01
Figure 22-41. DISP STATUS Page

22.2.18.7.1. Select the respective LSK to view the individual LRU Status pages as follows:
• L1 accesses the MFD1 STATUS page and displays the current LRU status. The possible
display messages are NGO if any of the testable functions of that MFD are NGO, GO if all
testable functions of that MFD are GO, TST if a test is currently in progress on that MFD,
and --- if the status of that MFD cannot be determined
• L2 accesses the MFD2 STATUS page and displays the current LRU status. The possible
display messages are NGO if any of the testable functions of that MFD are NGO, GO if all
testable functions of that MFD are GO, TST if a test is currently in progress on that MFD,
and --- if the status of that MFD cannot be determined
• L3 accesses the MFD3 STATUS page and displays the current LRU status. The possible
display messages are NGO if any of the testable functions of that MFD are NGO, GO if all
testable functions of that MFD are GO, TST if a test is currently in progress on that MFD,
and --- if the status of that MFD cannot be determined
• L4 accesses the MFD4 STATUS page and displays the current LRU status. The possible
display messages are NGO if any of the testable functions of that MFD are NGO, GO if all
testable functions of that MFD are GO, TST if a test is currently in progress on that MFD,
and --- if the status of that MFD cannot be determined
• L5 accesses the MFD5 STATUS page and displays the current LRU status. The possible
display messages are NGO if any of the testable functions of that MFD are NGO, GO if all
testable functions of that MFD are GO, TST if a test is currently in progress on that MFD,
and --- if the status of that MFD cannot be determined
• L6 accesses the Display Subsystem Fault History pages
• R6 returns to the status page from which the subsystem status pages were accessed
• Page Title Line: The Display Subsystem Status displays NGO if any of the LRUs of the
Display Subsystem are NGO. The Display Subsystem Status displays GO if all of the
LRUs of the Display Subsystem are GO. The Display Subsystem Status displays TST if a
test is currently in progress in the Display Subsystem. The Display Subsystem Status
displays DGR if the Display Subsystem is currently reporting a degraded status. The NAV
Subsystem Status is dashed if the status of that subsystem cannot be determined

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22.2.18.8. MARK Function Key. The MARK function key activates the Markpoints function, which stores
designated pilot present position into the Markpoints list.

22.2.18.9. CDU Scratchpad Messages. The scratchpad is used to enter, display, and hold data prior to
executing input. It is also used to display local messages.

22.2.18.9.1. Inserting data into the CDU is a two-step process. First, alphanumeric keys are used to enter
and display entries in the scratchpad. Then the data is inserted into the CDU by pressing the LSK
adjacent to the appropriate data line.

22.2.18.9.2. Incorrect scratchpad entries are cleared using the CLR key. Pressing the CLR key once
clears the last character on the right and holding it down clears the entire scratchpad. The
scratchpad is also cleared when data is inserted and the system accepts the input. Refer to Table
22-5 for a list of all scratchpad messages.

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Table 22-5. Scratchpad Messages

MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM
AIR DROP ACTIVE Air Drop Active Attempt to update a restricted Select Clear/Delete key.
Scratchpad Air Drop parameter when the
Message Air Drop State is ACTIVE.
BNDRY ALRDY Boundary Already Attempt to rename a User Select Clear/Delete key.
EXISTS Exists Boundary when the new
Scratchpad Message name already exists in the
Boundary List.
BNDRY PT LIST Maximum Boundary Attempt to store a Boundary Select Clear/Delete key.
FULL Points Point to the Boundary Point
Scratchpad Message List for AREA and LINE
Boundary Types when there
are already Maximum
Boundaries Points present
in the Boundary Point List.
ATTACH CIR AT? Attach Circle At A Circle Pattern without an Select Clear/Delete key
Scratchpad RCF Fix has been selected OR insert valid entry into
Message for insertion into the Primary flight plan.
Flight Plan or Secondary
Flight Plan.
ATTACH CRP AT? Attach Closed Radom A Closed Random Pattern Select Clear/Delete key
Pattern without a CRP Fix has been OR insert valid entry into
At Scratchpad Message selected for insertion into the flight plan.
Primary Flight Plan or
Secondary Flight Plan.
ATTACH FG8 AT? Attach Figure 8 At A Figure 8 Pattern without Select Clear/Delete key
Scratchpad an RCF Fix has been OR insert valid entry into
Message selected for insertion into flight plan.
the Primary Flight Plan or
Secondary Flight Plan.
ATTACH LDR AT? Attach Ladder At A Ladder Pattern without a Select Clear/Delete key
Scratchpad CSP has been selected for OR insert valid entry into
Message insertion into the Primary flight plan.
Flight Plan or Secondary
Flight Plan.
ATTACH HOLD AT? Attach Hold At A hold has been selected Select Clear/Delete key
Scratchpad for insertion into the Primary OR insert valid entry into
Message Flight Plan or Secondary flight plan.
Flight Plan.
ATTACH RTK AT? Attach Racetrack At A Racetrack Pattern without Select Clear/Delete key
Scratchpad Message an RCF Fix has been OR insert valid entry into
selected for insertion into flight plan.
the Primary Flight Plan or
Secondary Flight Plan.

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Table 22-5. Scratchpad Messages - Continued

MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM

ATTACH SCT AT? Attach Sector At A Sector Pattern without a Select Clear/Delete key
Scratchpad CSP has been selected for OR insert valid entry
Message insertion into the Primary into flight plan.
Flight Plan or Secondary
Flight Plan.
ATTACH SQR AT? Attach Expanding An Expanding Square Select Clear/Delete key
Square At Pattern without a CSP has OR insert valid entry
Scratchpad Message been selected for insertion into flight plan.
into the Primary Flight Plan
or Secondary Flight Plan.
BRG/DIST OFFST Bearing Distance Offset Attempt to perform a Select Clear/Delete key.
N/A Not bearing/distance offset
Allowed Scratchpad scratchpad function on the
Message FROM Waypoint or on a
waypoint that is an invalid
leg type.
BOUNDARY LIST Boundary List Full Attempt to store a User Select Clear/Delete key.
FULL Scratchpad Message Boundary when the User
Boundary list is full
CHECK FAF-MAP Check FAF MAP An attempt has been made Select Clear/Delete key.
PSN Position to enter co-located FAF and
MAP points on the Tactical
Approach page.

CLIMB DEFINED Climb Defined An attempt to enter or delete Select Clear/Delete key.
Scratchpad a Leg Wind or a leg ISA
Message Deviation on a climb leg has
been made.
COPY N/A Copy Not Allowed An attempt to copy one of Select Clear/Delete key.
Scratchpad Message the following has been
made:
An Active Flight Plan or
Alternate Flight Plan FROM
Waypoint or
A Leg Type that is Not
Allowed or
A Runway Extension Point of
a Visual Approach

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Table 22-5. Scratchpad Messages - Continued

MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM
DELETE IN Delete In Progress Attempt to: Select Clear/Delete key.
PROGRESS Scratchpad • Access the data card while
Message data is currently being
up/down-loaded
• Load, save, or delete a
secondary flight plan when
secondary flight plan
deletion is in progress

DELETE N/A Delete Not Allowed An attempt to perform one of Select Clear/Delete key.
Scratchpad Message the following actions has
been made:
• Delete an Active Flight
Plan or Alternate Flight
Plan waypoint and the
Invalid Delete Error
Indication is received
• Delete the Active Flight
Plan or Alternate Flight
Plan FROM waypoint
• Delete a Waypoint Altitude
or Waypoint Vertical Path
Angle and the Invalid
Delete Error Indication is
received
DESCENT DEFINED Descent Defined An attempt to enter or Select Clear/Delete key.
Scratchpad delete a Leg Wind or leg
Message ISA Deviation on a descent
leg has been made.
DIRECT TO CRP? Direct To Closed Access of the CRP page from Select Clear/Delete key or
Random the Direct-To Flight Plan select
Pattern Scratchpad page. CRP Waypoint for Direct-
Message To.
DIRECT TO IMP? Direct To Impromptu Access of the Impromptu Select Clear/Delete key
Scratchpad Message Legs page from the Direct- or select an Impromptu
To Flight Plan page. Pattern Point for Direct-
To.
DIRECT TO LDR? Direct To Ladder Access of the Ladder Legs Select Clear/Delete key or
Scratchpad page from the Direct-To select a Ladder Pattern
Message Flight Plan page. Point for Direct-To.
DIRECT TO SCT? Direct To Sector Access of the Sector Legs Select Clear/Delete key or
Scratchpad page from the Direct-To select a
Message Flight Plan page. Sector Pattern Point for
Direct-To.

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Table 22-5. Scratchpad Messages - Continued
MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM
DIRECT TO SQR? Direct To Expanding Access of the Expanding Select Clear/Delete key
Square Square Legs page from the or select an Expanding
Scratchpad Message Direct-To Flight Plan page. Square Pattern Point for
Direct-To.
DISCONTINUITY Discontinuity An attempt has been made Select Clear/Delete key.
Scratchpad to:
Message • Enter an Active Leg
Course In when the Active
Waypoint is a
Discontinuity
• Enter a Waypoint Altitude,
Waypoint Speed
Constraint, Leg Wind, leg
ISA Deviation, Required
Time of Arrival when the
displayed Active Flight
Plan or Alternate Flight
Plan waypoint is a
Discontinuity

DISTANCE TOO Distance Too Large An attempt is made to enter Select Clear/Delete key.
LARGE Scratchpad Message an Along Track Offset
Waypoint and the Distance
Too Large Error Indication is
received.
DME IN HOLD DME In Hold An attempt has been made Select Clear/Delete key.
Scratchpad to set DME to Auto tune
Message while in DME Hold.
DUPLICATE PILOT Duplicate Pilot An attempt has been made Select Clear/Delete key.
WPT Waypoint to assign a Pilot-Defined
Scratchpad Message Waypoint Identifier with the
"/" function when the same
Pilot-Defined Waypoint
Identifier already exists in
the Pilot Waypoint
Database.
ENTER AIRPORT Enter Airport An attempt has been made Select Clear/Delete key.
Scratchpad to access the Airport
Message Navigation Frequency page
without a valid Airport
Navigation Frequency
Identifier defined.

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Table 22-5. Scratchpad Messages - Continued
MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM
ENTER Enter Parameters An attempt has been Select Clear/Delete key.
PARAMETERS Scratchpad made to:
Message Insert an Intercept,
Surveillance Pattern, SAR
Pattern or Military Approach
into the Primary Flight Plan
or Secondary Flight Plan
when all required parameters
have not been entered
Enter a Magnetic Track or
toggle to a Magnetic Track
when a Tar- get Fix has not
been entered on the
Intercept page
Enter or modify a Pilot-
Defined Waypoint without
required data elements,
Enter of P-RAIM Point ETA
without a valid P-RAIM Point
entered

FPLN FULL Flight Plan Full An attempt has been Select Clear/Delete key.
Scratchpad made to insert one of the
Message following into either the
Primary Flight Plan or
Secondary Flight Plan
and the FPLN Full Error
Indication is received:
• Waypoint
• Holding Pattern
• Intercept
• Surveillance Pattern
• Air Drop Procedure
• SAR Pattern
• Airway, SID, STAR, or
approach procedure
• Refuel Pattern

FUNCTION Function Unavailable Any attempt to use a Select Clear/Delete key.

UNAVAILABLE Scratchpad Message function that is currently
unavailable.
GROUND ONLY Ground Only An attempt to perform a Select Clear/Delete key.
Scratchpad Message ground operation during
flight has been made.

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Table 22-5. Scratchpad Messages - Continued

MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM

HOLD DEFINED Hold Defined An attempt to perform a Select Clear/Delete key.
Scratchpad Primary Flight Plan or
Message Secondary Flight Plan edit:
• Hold Leg Type status is
received
• Attempt to attach a Holding
Pattern or other pattern
type to an existing Hold
Leg or Hold Fix
HOLD IS ACTIVE Hold Is Active An attempt to perform a Select Clear/Delete key.
Scratchpad Holding Pattern or flight plan
Message edit is made and the Hold
Active status is received
INSERT CIR Insert Circle Before A Circle Pattern with an RCF Select Clear/Delete key
BEFORE? Scratchpad Message Fix has been selected for OR insert valid entry
insertion into the Primary into flight plan.
Flight Plan or Secondary
Flight Plan.
INSERT CRP Insert Closed Random A Closed Random Pattern Select Clear/Delete key
BEFORE? Pattern with a CRP Fix has been OR insert valid entry
Before Scratchpad selected for insertion into into flight plan.
Message the Primary Flight Plan or
Secondary Flight Plan.
INSERT DROP Insert Air Drop Before An Air Drop procedure has Select Clear/Delete key
BEFORE? Scratchpad Message been selected for insertion OR insert valid
into the Primary Flight Plan procedure into flight
or Secondary Flight Plan. plan.

INSERT FG8 Insert Figure 8 Before A Figure 8 Pattern with an Select Clear/Delete key
BEFORE? Scratchpad Message RCF Fix has been selected OR insert valid entry
for insertion into the into flight plan.
Primary Flight Plan or
Secondary Flight Plan.
INSERT INTR Insert Intercept Before An Intercept has been Select Clear/Delete key
BEFORE? Scratchpad Message selected for insertion into OR insert valid entry
the Primary Flight Plan or into flight plan.
Secondary Flight Plan.

INSERT IMP Insert Impromptu An Impromptu Pattern has Select Clear/Delete key
BEFORE? Before Scratchpad been selected for insertion OR insert valid entry
Message into the Primary Flight Plan into flight plan.
or Secondary Flight Plan.

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Table 22-5. Scratchpad Messages - Continued

MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM

INSERT LDR Insert Ladder Before A Ladder Pattern has been Select Clear/Delete key
BEFORE? Scratchpad Message selected for insertion into the OR insert valid entry
Primary Flight Plan or into flight plan.
Secondary Flight Plan.
INSERT RTK Insert Racetrack Before A Racetrack Pattern with an Select Clear/Delete
BEFORE? Scratchpad Message RCF Fix has been selected key OR a valid insert
for insertion into the Primary into the flight plan.
Flight Plan or Secondary
Flight Plan.
INSERT SCT Insert Sector Before A Sector Pattern has been Select Clear/Delete key
BEFORE? Scratchpad Message selected for insertion into the OR insert valid entry
Primary Flight Plan or into flight plan.
Secondary Flight Plan.
INVALID DELETE Invalid Delete Any attempt to delete a Select Clear/Delete key.
Scratchpad specific parameter or field
Message that cannot be deleted.
INVALID Invalid Direct-To An attempt has been made Select Clear/Delete key.
DIRECT-TO Scratchpad to:
Message • Select a Lateral Direct-To
and the Not Fix Terminated
Error Indication or Invalid
Direct-To Error Indication is
received
• Perform a VNAV Direct-To
and the Invalid Direct-To
Error Indication or Invalid
Data Entry Error Indication
is received

INVALID ENTRY Invalid Entry Attempt to insert scratchpad Select Clear/Delete

Scratchpad Message data which does not pass key or select a line key
format or range tests. for which the entry is
allowed.
INVALID Invalid Geometry An attempt to insert/attach Select Clear/Delete
GEOMETRY Scratchpad an Expanding Square key.
Message Pattern when the SAR
pattern geometry is not
correct for the pattern
inserted/attached.
INVALID WAYPOINT Invalid Waypoint An attempt has been made Select Clear/Delete
Scratchpad Message to rename a Runway key.
Extension Point.

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Table 22-5. Scratchpad Messages - Continued

MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM

LIST FULL List Full Scratchpad Attempt to insert a 4th Select Clear/Delete key.
Message satellite in this inhibit satellite
list.
LOAD IN Load In Progress Attempt to: Select Clear/Delete key.
PROGRESS Scratchpad • Save a Secondary Flight
Message Plan on the data card when
a Secondary Flight Plan is
in the process of being
loaded
• Replace existing flight plan
with Secondary Flight Plan
when a Secondary Flight
Plan is in the process of
being loaded
• Load or save the Pilot
Way- points Database
when a Pilot Waypoints
load is already in progress
MAX AIR DROPS IN Maximum Air Drops In Attempting to insert more Select Clear/Delete key.
FPLN Primary Scratchpad than ten Air Drop
Message procedures into the Primary
Flight Plan.

MAX AIR DROPS IN Maximum Air Drops In Attempting to insert more Select Clear/Delete key.
SEC Secondary Scratchpad than ten Air Drop procedures
Message into the Secondary Flight
Plan.
MAX DISK ROUTES Maximum Disk Routes An attempt has been made Select Clear/Delete key.
Scratchpad Message to Disk Route Save when the
Maximum Number of Disk
Routes exists on the
cartridge has been made.
MAX HOLDS IN Maximum Holds In An attempt to enter a hold Select Clear/Delete key.
FPLN Flight Plan Scratchpad into the Primary Flight Plan
Message fails because the Primary
Flight Plan already has the
maximum number of holds.

MAX HOLDS IN SEC Maximum Holds In An attempt to enter a hold Select Clear/Delete key.
Secondary Scratchpad into the Secondary Flight
Message Plan fails because the
Secondary Flight Plan
already has maximum
number of holds.

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Table 22-5. Scratchpad Messages - Continued

MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM

MAX INTRS IN Maximum Intercepts In An attempt has been made Select Clear/Delete key.
FPLN Flight Plan Scratchpad to insert more than five
Message intercepts into the Primary
Flight Plan or Secondary
Flight Plan.
MAX PTRNS IN Maximum Patterns In Attempt to insert more than Select Clear/Delete key.
FPLN Flight ten patterns into the
Plan Scratchpad Primary Flight Plan or the
Message Secondary Flight Plan.
N/A IN POLAR Not Allowed In Polar Attempt to: Select Clear/Delete key.
REGION Region • Insert a waypoint in the
Scratchpad Message Primary Flight Plan or
Secondary Flight Plan and
the N A In Polar Region
Error Indication is received
• Attach a Hold Pattern, or
insert a Present Position
Hold or a Tactical
Approach in the Primary
Flight Plan or Secondary
Flight Plan and the N A In
Po- lar Region Error
Indication is received
• Enter an Active Leg
Course In and the N A In
Polar Region Error
Indication is received
NO DATA CARD No Data Card Attempt to access Data Select Clear/Delete key.
Scratchpad Loader Data when no data
Message card is installed.
NO DATABASE No Database An attempt has been made Select Clear/Delete key.
Scratchpad to access the Navigation
Message Database when no
database is present.
NO ENTRY No Entry Allowed Attempting to enter data Select Clear/Delete key.
ALLOWED Scratchpad into field for which data
Message entry is currently not
allowed.
NO INTR SOLN No Intercept Solution Attempt to enter Intercept Select Clear/Delete key.
Scratchpad Message Procedure into the Primary
Flight Plan when no intercept
solution is possible.

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Table 22-5. Scratchpad Messages - Continued

MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM

NO INTERSECTION No Intersection Attempt to enter a Select Clear/Delete key.
Scratchpad place/bearing/place/bearin
Message g waypoint and no
intersection is possible for
the entry.
NOT ALLOWED Not Allowed Any attempt to perform an Select Clear/Delete key.
Scratchpad Message edit to the Primary Flight
Plan that is currently
inhibited by the M-FMF or
C-FMF.
NOT AVAILABLE Not Available Selection of a CDU 7000 key Select Clear/Delete key.
Scratchpad for which the identified
Message function is not implemented.
NOT IN AIR Not In Air Scratchpad Weight On Wheels is set to Select Clear/Delete key.
Message ON GROUND and selected
action is inhibited while
aircraft is in on the ground.
NOT IN DATABASE Not In Database The identifier entered in Select Clear/Delete key.
Scratchpad to the scratchpad is not
Message in the Navigation
Database.
NOT ON AIRWAY Not On Airway An attempt to enter an exit Select Clear/Delete key.
Scratchpad waypoint for an airway or
Message route failed because the
waypoint is not part of the
airway or route.
NOT ON GROUND Not On Ground Weight On Wheels is set to Select Clear/Delete key.
Scratchpad IN AIR and selected action
Message is inhibited while aircraft is
in the air.
NOT STORED Not Stored Scratchpad An attempt to enter data has Select Clear/Delete key.
Message been made and the entry is
not found on data card.
P-RAIM IN P-RAIM In Progress An attempt to edit the P- Select Clear/Delete key.
PROGRESS Scratchpad Message RAIM Point or the P-RAIM
ETA when a P-RAIM is in
progress has been made.
PLT WPT LIST FULL Pilot Waypoint List Full Attempt to add a pilot Select Clear/Delete key.
Scratchpad Message waypoint when the pilot
waypoint data base is full.

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Table 22-5. Scratchpad Messages - Continued

MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM

SAVE IN Save In Progress An attempt has been made Select Clear/Delete key.
PROGRESS Scratchpad to:
Message • Load, save or delete a
Secondary Flight Plan on
the data card when a
Secondary Flight Plan save
is in progress
• Load or save the Pilot
Waypoints Database when
a Pilot Waypoint save is in
progress
SEARCH IN Search In Progress Attempt to access the Select Clear/Delete key.
PROGRESS Scratchpad Message Navigation Database while a
database search is in
progress.
STEP DEFINED Step Defined Attempt to attach a SAR Select Clear/Delete key.
Scratchpad Pattern to a waypoint that
Message already has a Step Altitude
Change defined.
WPT NOT Waypoint Not Matched Attempt is made to enter Select Clear/Delete key.
MATCHED Scratchpad Message an Along-Track Offset
Waypoint and the
waypoint in the Along-
Track Offset Waypoint
format does not match the
line selected Primary
Flight Plan or Secondary
Flight Plan waypoint.
CHK FMS SOURCE Check FMS Source Attempted selection of a Select Clear/Delete key.
Scratchpad Message FMS Source when source
is invalid.
CHK POWER Check Power Attempt to control modes Select Clear/Delete key.
Scratchpad of equipment when
Message power is disabled on
power page.

CHK STATUS Check Status A request for display or Select Clear/Delete key.
Scratchpad operation that cannot be
Message provided due to failure or the
LRU is under test.

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Table 22-5. Scratchpad Messages - Continued

MESSAGE MESSAGE NAME INITIATING CONDITION RESET MECHANISM

CHK FLIGHT PLAN Check Flight Plan Edit A Flight Plan edit was not Select Clear/Delete key.
EDIT Scratchpad Message accepted and/or processed
by the FMF due to a
connection failure between
the FMF and the CNS, or
A Flight Plan edit request to
the FMF results in the Invalid
Flight Plan Error Indication,
or
A Flight Plan edit request
to the FMF results in the Edit
In Progress Error Indication

22.2.18.10. CDU Annunciations. The CDU alerts the aircrew and maintenance personnel of avionics
systems degraded operations or failures, modes of operation, or data entry errors by way of the
annunciation line and scratchpad.

22.2.18.10.1. Annunciations are removed from the display queue automatically by the system when the
condition causing the activation is eliminated, or by pressing the CLR key with an empty
scratchpad. Each time the CLR key is pressed; it clears the highest priority annunciation from both
fields and displays the next lower priority annunciation. Some annunciations are non-clearable. For
these annunciations, pressing the CLR key displays the next lower priority annunciation and
moves the non-clearable annunciations back to the bottom of the display queue. Non-clearable
annunciations are always visible in a cyclic display queue until the conditions causing them are
resolved. The CLR key should be pressed several times to first clear the scratchpad, then reset
the annunciation line

22.2.18.10.2. The CDU annunciation line is reserved for page-dependent messages to operators advising
of events within the system that may require a response Refer to Table 22-6 for a listing of all CDU
annunciations, what caused the messages, and how to reset the CDU.

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Table 22-6. CDU Annunciations

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
ALARM 1 Alarm Timer The Alarm Timer Access the True White False
Annunciation has been set and Messages page.
the specified
System Time has
been reached for
Timer 1.
ALARM 2 Alarm Timer The Alarm Timer Access the True White False
Annunciation has been set and Messages page.
the specified
System Time has
been reached for
Timer 2.
ALARM 1 Alarm Timer The Alarm Timer Access the True White False
Annunciation has been set and Messages page.
the specified
System Time has
been reached for
Timer 1.
ALARM 2 Alarm Timer The Alarm Timer Access the True White False
Annunciation has been set and Messages page.
the specified
System Time has
been reached for
Timer 2.
ALARM 3 Alarm Timer The Alarm Timer Access the True White False
Annunciation has been set and Messages page.
the specified
System Time has
been reached for
Timer 3.
APPROACH Approach Designated Pilot Designated Pilot False White True
Annunciation Flight Mode Flight Mode
transitions to changes to a non-
approach mode. approach mode

CARP CARP Air Drop The Air Drop State The Air Drop False White True
ACTIVE Active is ACTIVE and the State is
Annunciation Air Drop Type is INACTIVE.
CARP.

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Table 22-6. CDU Annunciations - Continued

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
CHK BANK Check Bank Designated Pilot Designated True Amber True
LIMIT Limit Bank Limit Selected Pilot Bank Limit
Annunciation status is active. Selected status
is not active
CHK CDU Check CDU CDU software Replace or power True Amber True
VERSION Version versions down unit with
Annunciation incompatible. The incorrect version
CDU loadset and
node version
numbers are
compared.
CHK FPLN Check Flight Designated Pilot Designated Pilot True White True
ALT Plan Altitude Check Flight Plan Check Flight Plan
Annunciation Altitude is active. Altitude status is
inactive.
CHK FMS1 Check FMS 1 Containment Alert Containment True Amber True
ANP ANP is active for FMS1 Alert is inactive
Annunciation solution and the for FMS1 solution
Operational Mode or the
is CIVIL. Operational
Mode is not
CIVIL.
CHK FMS2 Check FMS 2 Containment Alert Containment True Amber True
ANP ANP is active for FMS2 Alert is inactive
Annunciation solution and the for FMS2 solution
Operational Mode or the
is CIVIL. Operational
Mode is not
CIVIL.

CHK FMS1 Check FMS1 The FMS1 Nav Error The FMS1 Nav True Amber True
NAV ERR Nav Error Alert is active for the Error Alert is
Annunciation FMS1 navigation inactive for the
solution FMS1
AND the Operational navigation
Mode is MILITARY. solution
OR
the Operational
Mode is CIVIL.

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Table 22-6. CDU Annunciations - Continued

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
CHK FMS1- Check FMS1- Pilot-Copilot Position Pilot-Copilot True Amber True
FMS2 POS FMS2 Position Miscompare Alert is Position
Annunciation set to TRUE. Miscompare Alert
is set to FALSE.
CHK FMS2 Check FMS2 The FMS2 Nav Error The FMS2 Nav True Amber True
NAV ERR Nav Error Alert is active for the Error Alert is
Annunciation FMS2 navigation inactive for the
solution FMS2 navigation
AND the Operational solution
Mode is MILITARY. OR
The Operational
Mode is CIVIL.

CHK LNAV Check LNAV Designated Pilot Designated Pilot True White True
XTK Crosstrack Check LNAV Check LNAV
Annunciation Crosstrack is active. Crosstrack status
is inactive.
CHK LNAV Check LNAV Designated Pilot Designated Pilot True White True
TKE Track Error Vertical Path Vertical Path
Annunciation Warning-TAE Warning-TAE
Exceed is active. Exceed status is
inactive.
CHK DROP Check Mission The predicted The Target False White True
MSN ALT Altitude altitude at the Target Approach Point
Annunciation Approach Point does equals the Air
not equal the Air Drop - Mission
Drop - Mission Altitude.
Altitude.
CHK Check Preselect Designated Pilot Designated Pilot True White True
PRESEL Altitude Check Preselect Check Preselect
ALT Annunciation Altitude is active. Altitude status is
inactive.
CHK RNP Check RNP Manual RNP Value Manual RNP True White True
VALUE Value Caution goes from Value Caution is
Annunciation an inactive to an inactive.
active state.

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Table 22-6. CDU Annunciations - Continued

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
CHK SPEED Check Speed Designated Pilot Designated True Amber True
Annunciation Check Speed is Pilot Check
active OR with an Speed is
active RTA speed inactive and the
target, current IAS RTA speed
speed deviates from alert condition
the Designated Pilot is not active.
speed target by the
designated Speed
Alert Limit.
CHK Check Status Detected failure of Access the True Amber False
STATUS Annunciation an LRU or interface Messages page.
signal
CHK TIMER Check Timer The Countdown Access the True White False
1 Annunciation Timer has been set Messages page.
for Timer 1 and
has reached
00:00:00.

CHK TIMER Check Timer The Countdown Access the True White False
2 Annunciation Timer has been set Messages page.
for Timer 2 and
has reached
00:00:00.
CHK TIMER Check Timer The Countdown Access the True White False
3 Annunciation Timer has been set Messages page.
for Timer 3 and
has reached
00:00:00.
CIRCLE Circle Active Circle Pattern is Circle Pattern False White True
ACTIVE Annunciation active. is inactive.
CRP ACTIVE Closed Random Closed Random Closed Random False White True
Pattern Active Pattern is active. Pattern is inactive.
Annunciation
CPA CPA Intercept An intercept is the Non-CPA False White True
INTERCEPT Available Active Waypoint and intercept solution
Annunciation the Closest Point of becomes
Approach solution available.
becomes available.

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Table 22-6. CDU Annunciations - Continued

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
DB Database The current System Current date is True White True
EXPIRED Expired Date is greater than not greater than
Annunciation the end date OR is the end date of
earlier than the start the database
date of the selected effective period.
Navigation Database
effectivity period.
DB Database Auxiliary Database Auxiliary False Amber True
MISMATCH Mismatch Available is active. Database
Annunciation Available is not
active

DP/MASTER Designated Pilot One of the following The condition True Amber True
DISAGREE Master Disagree conditions occurs for causing the
Annunciation more than 3 seconds: annunciation to be
Both FMFs indicate set has been
Master, or cleared.
Neither FMFs
indicate Master, or
Commanded
designated pilot state
differs from Master
FMF indication.
DISCONTIN Discontinuity Designated Pilot Designated Pilot True Amber True
UITY Annunciation PPLN Discontinuity is Flight Plan
active (except when Discontinuity is
the active leg is a inactive.
SAR, RCF or CRP
when applicable).

EXEC MOD Execute No edits have been Select the EXEC True Amber True
FPLN Modified Flight made to the key or CANCEL
Plan modified flight plan MOD to cancel
Annunciation (civil or military) for the modification.
60 seconds.
EXP SQR Expanding Expanding Square Expanding False White True
ACTIVE Square Pattern SAR Pattern is Square SAR
Active active. Pattern is inactive.
Annunciation

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Table 22-6. CDU Annunciations - Continued

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
FIGURE 8 Figure Eight Figure Eight Pattern Figure Eight False White True
ACTIVE Active is active. Pattern is inactive.
Annunciation
FMS1 NAV FMS1 NAV Fail The FMS1/Pilot The FMS1/Pilot True Amber True
FAIL Annunciation Selected Selected
Navigation Solution Navigation
is invalid. Solution is valid.
FMS2 NAV FMS2 NAV Fail The FMS2/Copilot The True Amber True
FAIL Annunciation Selected FMS2/Copilot
Navigation Solution Selected
is invalid. Navigation
HARP HARP Air Drop The Air Drop State Solution is valid.
The Air Drop False White True
ACTIVE Active is ACTIVE and the State is
Annunciation Air Drop Type is INACTIVE.
HARP.
HOLD Hold Active Designated Pilot Designated Pilot False White True
ACTIVE Annunciation Hold is Active is Hold Is Active is
active and Hold Is inactive or Hold
Exiting is not Is Exiting status
active. is active.
HOLD EFC Hold EFC Designated Pilot The Designated False White True
EXPIRED Expired Hold EFC Expired Pilot Hold EFC
Annunciation is active. Expired is not
active.
IMPROMPT Impromptu Impromptu SAR Impromptu SAR False White True
U ACTIVE Active Pattern is active. Pattern is
Annunciation inactive.

INTERCEPT Intercept Active The intercept The intercept False White True
ACTIVE Annunciation waypoint is the waypoint is no
Active Waypoint longer the
and an intercept Active
solution could be Waypoint.
calculated.
INTERVAL 1 Interval Timer Specified interval Access the True White False
Annunciation time has passed Messages
since Interval 1 page.
Timer was enabled
or since the last
occurrence of the
INTERVAL 1
annunciation.

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Table 22-6. CDU Annunciations - Continued

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
INTERVAL 2 Interval Timer Specified interval Access the True White False
Annunciation time has passed Messages page.
since Interval 2
Timer was enabled
or since the last
occurrence of the
INTERVAL 3 Interval Timer INTERVAL 2
Specified interval Access the True White False
Annunciation annunciation.
time has passed Messages page.
since Interval 3
Timer was enabled
or since the last
occurrence of the
LADDER Ladder Active INTERVAL
Ladder SAR3 Ladder SAR False White True
ACTIVE Annunciation annunciation.
Pattern is active. Pattern is
LAST Last Waypoint Designated Pilot inactive.
Designated Pilot True Amber True
WAYPOINT Annunciation Last Waypoint is Last Waypoint is
active. inactive.
LOAD FAIL Load Fail Failure reading Access the False White False
Annunciation data from the data Messages page.
card or attempt to
load a Disk Route
and the Not_In_DB
status is received.
NO APPR No Approach The designated The designated True White True
RAIM RAIM pilot No Approach pilot No
Annunciation Due To Invalid Approach Due To
GPS RAIM is active Invalid GPS
RAIM is inactive.
NO APPR No Approach Designated pilot V-MDA indicator True White True
VNAV VNAV approach definition is False.
Annunciation V-MDA indicator is
TRUE AND either
alternate flight plan
is transferred to
flight plan OR
approach is
inserted/modified in
flight plan.

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Table 22-6. CDU Annunciations - Continued

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
NO FPLN No Flight Plan Designated Pilot No Designated Pilot False White True
Annunciation Flight Plan is active. No Flight Plan is
inactive.
NO GPS No GPS The Designated Pilot Designated Pilot True Amber True
APPR Approach No Approach No Approach
Annunciation Caution is active. Caution is not
active.
NO No Intercept An intercept is the The intercept is False White True
INTERCEPT Solution Active Waypoint, and no longer active
SOLN Annunciation a valid intercept or a solution can
solution cannot be be computed for
computed. the intercept.
NO NAV DB No Navigation Navigation Database A Navigation True Amber True
Database is not loaded or not database is
Annunciation accessible. loaded, valid and
accessible.
NO PDB No Performance Both Performance A Performance True White True
Database Databases are not database is
Annunciation loaded or not loaded, valid and
accessible. accessible.
NO PDB1 No Performance Performance Performance True White True
Database One Database 1 is not database 1 is
Annunciation loaded or not loaded, valid and
accessible. accessible.
NO PDB2 No Performance Performance Performance True White True
Database Two Database 2 is not database 2 is
Annunciation loaded or not loaded, valid and
accessible. accessible.
NO RAIM No RAIM Designated Pilot Designated Pilot False White True
Annunciation Navigation Solution Navigation
RAIM processing is Solution RAIM
active, RAIM processing is
Available indicates inactive, RAIM
FALSE for more than Available is
30 seconds, and the TRUE, and the
designated pilot designated pilot
Flight Mode is NOT Flight Mode is
APPROACH. APPROACH.

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Table 22-6. CDU Annunciations - Continued

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
NO VERT No Vertical Path Designated Pilot Designated Pilot True White True
PATH Annunciation No Vertical Path No Vertical Path
Condition is Condition is
active. received OR
Designated Pilot
No Vertical Path
Due to CTD
Exceed is
received
OR
Designated Pilot
No Vertical Path
Due to TAE
Exceed is
received
OR
Designated Pilot
No Vertical Path
Due to Vectors is
received.
OFFSET Offset Designated Pilot Access the True White False
TERMINATED Terminated Offset Terminated Messages page
Annunciation is generated or or Offset
offset is becomes active
automatically
cancelled for a
SAR, RCF, CRP
or Air Drop.
OFFSET WILL Offset Will End Designated Pilot Offset manually or True White True
END Annunciation Offset Will End is automatically
active or within terminated, and
two minutes TTG Designated Pilot
on active leg Offset Will End is
prior to an inactive, and not
automatic offset within two minutes
cancellation for TTG on active leg
SAR, RCF, CRP prior to an
or Air Drop. automatic offset
cancellation for
SAR, RCF, CRP
or Air Drop.

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Table 22-6. CDU Annunciations - Continued

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
PDB Performance Performance Performance False Amber True
MISMATCH Database Database 1 Identifier Database 1
Mismatch does not match Identifier does
Annunciation Performance match
Database 2 Identifier. Performance
Database 2
Identifier.
RACETRAC Racetrack Racetrack Racetrack False White True
K ACTIVE Active pattern is Pattern is
Annunciation currently being inactive.
executed.
RESERVE Reserve Fuel Sensed Total Fuel Sensed Total True White True
FUEL Annunciation Quantity has Fuel Quantity
dropped below exceeds
Reserve Fuel. Reserve Fuel by
more than 50
pounds
SAVE FAIL Save Fail Failure writing data Access the False White False
Annunciation to the data card. Messages page.
SECTOR Sector Active Sector SAR Pattern Sector SAR False White True
ACTIVE Annunciation is active. Pattern is
inactive.
SEQ Sequence Designated Pilot Designated Pilot True White True
INHIBITED Inhibited Sequencing Inhibited Sequencing
Annunciation is active AND the Inhibited is
following patterns inactive
are inactive: Circle, OR
Racetrack, Figure one of the
Eight or CRP. following patterns
is active: Circle,
Racetrack, Figure
Eight or CRP.

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Table 22-6. CDU Annunciations - Continued

MESSAGE MESSAGE INITIATING RESET CDU COLOR NON-

NAME CONDITION MECHANISM MSG CLEARABLE
CUE
SIM ACTIVE Sim Active The CDU Model The CDU Model Amber True
Annunciation Aircraft is running. Aircraft is not
running.
UNABLE AIR Unable Air Drop The Air Drop The Air Drop True White True
DROP Annunciation Release Point Release Point
moves laterally such moves laterally
that it is prior to the such that it is
Bottom Of Descent. after the Bottom
Of Descent.
UNABLE Unable Cruise Designated Pilot Designated Pilot True White True
CRZ ALT Altitude Unable Cruise Unable Cruise
Annunciation Altitude is active. Altitude is
inactive.
UNABLE Unable Flight Designated Pilot Designated Pilot True White True
FPLN ALT Plan Altitude Unable Flight Plan Unable Flight
Annunciation Altitude is received Plan Altitude
and there are no status is inactive
active patterns. or a SAR, RCF
or CRP is active
UNABLE Unable Flight Designated Pilot Designated Pilot True White True
FPLN SEQ Plan Sequence Unable Flight Plan Unable Flight Plan
Annunciation Sequence is active. Sequence is
inactive.
UNABLE Unable Next Designated Pilot Designated Pilot True White True
NEXT ALT Altitude Unable Next Altitude Unable Next
Annunciation status is active. Altitude status is
not active
UNABLE Unable RTA Designated Pilot Designated Pilot True White True
RTA Annunciation Unable RTA is active. Unable RTA is
inactive.

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22.3. DATA TRANSFER UNIT.
The DTU-7100 Data Loader provides four Compact Flash (CF) card receptacles. The DTU-7100 is
a MIL qualified airborne avionics component consisting of the transfer device and its removable
storage media of up to 64 gigabytes. The DTU-7100 is capable of accepting a majority of currently
available CF cards. All Operational Flight Program (OFP) and data loading happens over Ethernet
either from a carry on Windows 7 laptop running the CPAS application or from the DTU-7100.
DTU-7100 features include:
• Four (4) Compact flash card slots
• Ethernet Based
• Transfer rate of 100 Megabyte/sec
• Analog Audio I/O
• Analog Video I/O
• Internal Video Compression

22.3.1. Mission Planning

When used in conjunction with a Mission Planning System (MPS), the DTU-7100 provides transfer
of FPLN; FMS mission data, or published Navigation Databases. The DTU-7100 provides a
method to zeroize all information stored on a mission data PC Card software commands. The OFP
is loaded directly from one of the PC Card sockets. See Chapter 17 for instructions on loading the
OFP.

22.3.1.1. When a CF card is inserted into the DTU, the loadable files on the data card can be viewed on the
CATALOG page (see Figure 22-42).

TPN0689_01

Figure 22-42. CATALOG Page

22.3.2. Common Loader.

The Common Loader should only be used when the aircraft is on the ground and with only one
CDU on. A request to enter the COMMON LDR page when Weight On Wheels (WOW) is set to
IN AIR is denied and displays a NOT ON GROUND error indication. The Common Loader
function commands the DTU-7100 to load itself with the OFP that is stored on an inserted Data
card.

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22.3.2.1. Access the COMMON LDR page (see Figure 22-43) by pressing the IDX function key on a CDU.
Select LOAD/SAVE line select key R2, and then select COMMON LDR line select key R6.

TPN0690_01
Figure 22-43. COMMON LDR Page

22.3.2.2. The COMMON LDR page provides control of the following:

• L1 loads the files to the targets specified in the configuration file per the protocol DOS
filename
o When the Initiate Load has been confirmed, the > (arrow) adjacent to Initiate Load
becomes a * (asterisk) until completion or an error detection and first LOAD IN
PROGRESS followed by dd.dd MB LOADED is displayed as the Data Loader
(DLDR) Load Status (where dd.dd dynamically represents the quantity of data
loaded).
o If the load was successful, then DLDR Load Status displays LOAD COMPLETE.
o If there is a load error, then DLDR Load Status displays LOAD FAILED and
Return displays again.
o Any time that a load is in progress; selection of any COMMON LDR page
selectable options is inhibited.
o Selecting when a configuration DOS filename has not been selected via the
CATALOG page results in the SELECT FILE scratchpad message being
displayed until the CLR/DEL key is pressed or selects a file
o Selecting when the selected Data Loader Status is NGO or the selected DLDR
Card Status is NGO is inhibited and results in the CHK STATUS scratchpad
message being displayed until the CLR/DEL key is pressed
o If Initiate Load is selected and one or more of the files called out in the
configuration DOS filename is not present on the data card, this results in the NO
LOAD ITEM scratchpad message being displayed until the CLR/DEL key is
pressed or selects a different file.
• L2 displays the configuration DOS file date. Dashes show if a configuration DOS file name
has not been defined or the file does not have a valid date
• L3 displays the percent of the load completed. Dashes show if a load is not currently in
progress
• Displays LOADED if the file is loading, VERIFIED if the file is being verified, or
VALIDATED if the file is being validated
• L5 displays the data loader card A status as GO, NGO, or --- (unknown)
• L6 accesses the CATALOG page

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• R1 displays the configuration DOS filename. Dashes show if the DOS file name has not
been defined
• R2 displays the configuration DOS file time. Dashes show if the file time has not been
defined or is invalid
• R3 toggles the data loader card selection between slots A/BC/D/E. The chosen card is
indicated by color
• R6 returns to the Data Loader (LOAD/SAVE) page

22.4. ETHERNET SWITCHES.

Two Sixnet IP67 Ethernet switches (see Figure 22-44) are installed in the flight deck underbunk
(see Figure 22-1). Each Ethernet switch routes Ethernet data among all the Ethernet connected
devices: MFD, IMFD, EIDS, CDUs, and the DTU-7100 (see Figure 22-45). Refer to Chapter 2 for
Flight Display System information and Chapter 3 for EIDS information. Additionally all Operational
Flight Program (OFP) and data loading happens over Ethernet either from a carry on Windows 7
laptop running the CPAS application or from the DTU-7100.

TPN2354_01

Figure 22-44. Sixnet IP67 Ethernet Switch

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Figure 22-45. Ethernet Switch Routing Overview

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22.5. OPERATIONAL CHECKOUT.

22.5.1. Preparation for Testing.

The following steps are for the preparation for testing.
a. Connect external power to the aircraft.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• COPILOT DCP
• CPLT CDU
• COPILOT DCP
• DTU
• TONE GEN
• AHRS NO.2
• AUTOPILOT COMP A
• AUTOPILOT COMP B
• AUTOPILOT CTRL A
• AUTOPILOT CTRL B
• AUTOPILOT PLT MSP
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT SIU NO.2
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• PILOT CDU
• PILOT PFD
• PILOT MFD
• PILOT DCP
• PILOT PFD FAN
• PILOT MFD FAN
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
d. On CDU, press IDX function key.
• INDEX 1/2 page displays
e. On CDU, press START INT line select key L1.
• START INIT 1/2 page displays
f. On CDU, press NEXT key.
• START INIT 2/2 page displays

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22.5.2. FMS Status Check.

The following steps are for the FMS status check.
a. Perform preparation for test in accordance with Paragraph 22.5.1.
b. On CDU, press IDX function key.
• INDEX 1/2 page displays
c. On CDU, press STAT function key.
• SYSTEM STATUS page displays
• Verify current status is GO
d. On CDU, press IMS line select key (L1).
• IMS STATUS page displays
• Verify current status is GO
e. Verify CDU status as follows:

NOTE
The following steps cover CDU1, to check status for CDU2 or CDU3 use the appropriate line
select key(s).

1) On CDU, on the IMS STATUS page, press CDU1 line select key L1.
• CDU1 STATUS page displays
• Verify current status is GO
2) On CDU, press RETURN line select key R6.
3) If FMS operation is no longer required, perform FMS shutdown in accordance with
Paragraph 22.5.8.
f. Verify DTU status as follows:
1) On CDU, on the IMS STATUS page, DLDR line select key R5.
• DLDR STATUS 1/2 page displays (see Figure 22-46)
• Verify current status is GO
2) On CDU, press RETURN line select key R6.
3) If FMS operation is no longer required, perform FMS shutdown in accordance with
Paragraph 22.5.8.

TPN5220_01

Figure 22-46. DLDR STATUS Page

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22.5.3. CDU Built-In Test.
The following steps are for CDU Built-In Test (BIT).
a. Perform preparation for test in accordance with Paragraph 22.5.1.
b. On CDU, press IDX function key.
 INDEX 1/2 page displays
c. On CDU, press STAT function key.
 SYSTEM STATUS page displays
d. On CDU, press IMS line select key L1.
 IMS STATUS page displays
 Verify current status is GO

NOTE
Step 22.5.3.e and Step 22.5.3.f cover CDU1, to check status for CDU2 use the appropriate line
select key(s).

e. On CDU, press CDU 1 line select key L1.

 CDU1 STATUS page displays
 Verify current status is GO
f. On CDU, press TEST line select key R1.
 CDU performs BIT and results are displayed within 10 minutes

NOTE
IBIT testing is inhibited while Weight On Wheels (WOW) is IN AIR and may only be performed
while on the ground. When the LRU Test has been initiated, the < (arrow) adjacent to R1 becomes
a * (asterisk) until completion or an error detection.

g. On CDU, verify overall status is GO. If not, refer to Paragraph 22.6.

h. If FMS operation is no longer required, perform FMS shutdown in accordance with Paragraph
22.5.8.

22.5.4. Data Loader DTU-7100 Built-In Test.

The following steps are for DTU-7100 BIT.
a. Perform preparation for test in accordance with Paragraph 22.5.1.
b. On CDU, press IDX function key.
• INDEX 1/2 page displays
c. On CDU, press STAT function key.
• SYSTEM STATUS page displays
d. On CDU, press IMS line select key L1.
• IMS STATUS page displays
• Verify current status is GO
e. On CDU, press DLDR line select key L5.
• DLDR STATUS 1/2 page displays
• Verify current status is GO
f. On CDU, press IBIT line select key R1.
• DLDR performs BIT and results are displayed within 10 minutes

NOTE
When the LRU Test has been initiated, the < (arrow) adjacent to R1 becomes a * (asterisk) until
completion or an error detection.

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IBIT testing is inhibited while WOW is IN AIR and may only be performed while on the ground.
When the LRU Test has been initiated, the < (arrow) adjacent to R1 becomes a * (asterisk) until
completion or an error detection.

g. On CDU, verify DLDR overall status is GO, if not record failure and refer to Paragraph 22.6.
h. If FMS operation is no longer required, perform FMS shutdown in accordance with Paragraph
22.5.8.

22.5.5. Inserting a Compact Flash Card into DTU-7100.

The following steps are for inserting Compact Flash (CF) card into DTU-7100.
a. Turn the DTU door mounted latch until door is released.
b. Open the DTU door to gain access to PC Card slots.
c. Position data card(s) at slot in the DTU.
d. Insert the PC card into slot in DTU until CF card connector is felt to contact the DTU
connector.
e. Slowly push CF card farther into slot until CF card connector is felt to bottom out in the DTU
connector, and locks in place.

NOTE
When a CF card locks in place, the spring loaded CF card release button beside the card slot,
locks out into position. The CF card release button can be pressed to eject the CF card later.

22.5.6. Compact Flash Card Removal.

The following steps are for CF card removal.
a. Turn the DTU door mounted latch until door is released.
b. Open the DTU door to gain access to CF Card slots.
c. Press the appropriate CF Card release button(s) to release and eject the CF Card(s) from slot.
d. Grasp CF Card by protruding surface.
e. Pull CF Card out of slot in DTU.

22.5.7. Fault History Download Procedure.

The following steps are for downloading of the Fault History using the DTU.
a. Apply power to the CDU.
b. Insert data card with OFP software into Data Loader (DTU-7100) (refer to Paragraph 22.5.5).
c. On CDU, press the IDX function key to access the INDEX 1/2 page.
d. On CDU, press the LOAD/SAVE line select key R2.
• Data Loader LOAD/SAVE page displays
e. On CDU, press SAVE line select key R4

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22.5.8. FMS Shutdown.

The following steps are for FMS shutdown.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• COPILOT DCP
• CPLT CDU
• COPILOT DCP
• DTU
• TONE GEN
• AHRS NO.2
• AUTOPILOT COMP A
• AUTOPILOT COMP B
• AUTOPILOT CTRL A
• AUTOPILOT CTRL B
• AUTOPILOT PLT MSP
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT SIU NO.2
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT CDU
• PILOT PFD
• PILOT MFD
• PILOT DCP
• PILOT PFD FAN
• PILOT MFD FAN
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
c. Disconnect external power to the aircraft.

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22.6. TROUBLESHOOTING

22.6.1. General.
Refer to Table 22-7 for a list of malfunctions and the appropriate corrective procedures. After the
malfunction is cleared, perform the appropriate operational checkout procedure.

Table 22-7. Troubleshooting Procedures

SYMPTOM TROUBLESHOOTING PROCEDURE

1. Verify brightness setting.
2. Verify circuit breaker is set.
CDU Does Not Power Up 3. Replace CDU and retest.
4. Troubleshoot and repair wiring to affected CDU.
1. Replace CDU and retest.
CDU Fails BIT 2. Troubleshoot and repair wiring to affected CDU.
1. Replace DTU-7100.
Data Loader DTU-7100 Fails BIT 2. Verify wiring to DTU-7100.
1. Reformat CF card and retest.
Compact Flash Card does not 2. Replace CF card and retest.
Read/Write 3. Replace DTU-7100.
4. Verify wiring to DTU-7100.

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22.7. SOFTWARE LOADING USING LAPTOP

22.7.1. Preparation for Loading.

The following steps are for the preparation for loading an Operational Flight Program (OFP).
a. Connect external power to the aircraft.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• COPILOT DCP
• COPILOT CDU
• COPILOT DCP
• DTU
• TONE GEN
• AHRS NO.2
• AUTOPILOT COMP A
• AUTOPILOT COMP B
• AUTOPILOT CTRL A
• AUTOPILOT CTRL B
• AUTOPILOT PLT MSP
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT SIU NO.2
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• PILOT CDU
• PILOT PFD
• PILOT MFD
• PILOT DCP
• PILOT PFD FAN
• PILOT MFD FAN
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
d. On CDU, press IDX function key.
• INDEX 1/2 page displays
e. On CDU, press START INT line select key L1.
• START INIT 1/2 page displays
f. On CDU, press NEXT key.
• START INIT 2/2 page displays

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22.7.2. Operational Flight Program Loading Procedures.
The following steps are for loading of an Operational Flight Program (OFP) using a laptop
computer running the CPAS software.
a. Connect a Cat 5 Ethernet cable or equivalent cable from the aircraft to the laptop.
NOTE
Only use port 8 on either Ethernet switch (port 8 is configured as the monitor or "sniffer" port).
b. Ensure the CDU being configured is turned ON.
c. Ensure Weight On Wheels (WOW) switch is set to ground.
d. Double click on the CPAS-3000 icon (see Figure 22-47).

Figure 22-47. CPAS-3000 Icon

e. Once the CPAS Launch Pad Window is open (see Figure 22.48) double click Manage
Data/Software button.

Figure 22-48. CPAS Launch Pad Window

f. In the MANAGE DATA/SOFTWARE window, click on the IMPORT button (see Figure 22-49).

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Figure 22-49. Manage Data/Software Window.

g. In the SELECT A DIRECTORY window, select the drive containing the desired data/software
from the DRIVES drop-down box.

h. Double click on a folder under the drive to display the directories contained in that folder.

i. Select the folder containing the data/software item(s) to import and click on the OK button. The
data/software contained in the folder will be displayed in the AVAILABLE DATA/SOFTWARE
display area of the SELECT DATA/SOFTWARE TO IMPORT window.

j. Click on the desired data/software item in the AVAILABLE DATA/SOFTWARE display area to
toggle the check box.

k. Click on the OK button to import the data/software item.

l. Click on the CLOSE button to close the Manage Data/Software window.

m. Double click on the DATA LOADER button to launch the application..

n. Select the load direction by clicking on the UPLOAD button (see Figure 22-50).

NOTE
Always click Acquire Targets prior to loading one or more LRUs as this establishes a connection
between CPAS and the LRU(s) to be loaded.

o. Click on Acquire/Refresh Targets.

Never select node as this may cause the load to fail and potentially corrupt the LRU.

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p. Under Select Target/LRU to be updated on the CPAS-3000 Data Loader screen, (see Figure
22-50), select the LRU to be updated. Refer to Table 22-8 for a list of LRUs

Table 22-8. CPAS LRUs

DESCRIPTION LRU
Pilot CDU CDU1, CPR L22
Pilot Inboard MFD MFD2, CPR L21
Pilot Outboard MFD MFD1, CPR F21
Copilot CDU CDU2, CPR R22
Copilot Inboard MFD MFD4, CPR C21
Copilot Outboard MFD MFD3, CPR R21

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TPN2396_01
Figure 22-50. CPAS-3000 Data Loader Screen

q. Verify the drive that data/software will be uploaded from is displayed next to the SELECT
DATA/SOFTWARE TO BE UPDATED drop-down box. If a different drive is desired, select
VIEW and then SELECT DRIVE from the menu bar. The SELECT DRIVE pop-up window will
display an item for the hard drive and items for each available CD, DVD, and removable drive
found on the PC. Select the desired drive.. Loadset part numbers are as follows:
• 096-8278-01A - CDU loadset loaded on both CDUs
• 096-8557-01A - Performance database loadset loaded on both CDUs
• C225C-WORLD-xxxx –Navigation Database loadset loaded on both CDUs
r. Press Begin Load to start uploading data.

NOTE
If an error message pops up, close the current load tab (progress tab) and repeat Step 22.7.2.h
thru Step 22.7.2.i.

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22.7.3. FMS DATABASE LOADING.

22.7.3.1. Preparation for Loading.

The following steps are for the preparation for loading.
a. Connect external power to the aircraft.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• COPILOT DCP
• CPLT CDU
• COPILOT DCP
• DTU
• TONE GEN
• AHRS NO.2
• AUTOPILOT COMP A
• AUTOPILOT COMP B
• AUTOPILOT CTRL A
• AUTOPILOT CTRL B
• AUTOPILOT PLT MSP
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT SIU NO.2
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• PILOT CDU
• PILOT PFD
• PILOT MFD
• PILOT DCP
• PILOT PFD FAN
• PILOT MFD FAN
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
d. On CDU, press IDX function key.
• INDEX 1/2 page displays
e. On CDU, press START INT line select key L1.
• START INIT 1/2 page displays
f. On CDU, press NEXT key.
• START INIT 2/2 page displays

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22.7.3.2. Compact Flash Card Setup

The following steps are for setting up a Compact Flash card to be used for software loading.
a. Insert a blank Compact Flash card in the PC.
b. Ensure the card is FAT32 format.
c. Copy the associated software file folders to the Compact Flash card. Ensure the file
structure match the following layout.
Table 22-9 File Renaming Procedure
Subdirectory Renaming
Component Subdirectory Provided
Convention
CDU CPR Loadset CDU_MEDIASET CDUCPR
PERF DB Loadset PERF_DB_CDU_MEDIASET PERFDB
NAV DB Loadset Customer managed NAVDB
d. When the copy is complete, eject the Compact Flash card from the PC.

22.7.3.3. FMS Performance Database Loading Procedures - DTU.

The following steps are for the FMS performance database loading procedures - DTU.
NOTE
Software loading cannot be performed with the USB port on the DTU.
a. Apply power to the CDU to be loaded.
b. Insert data card with OFP software into data loader (DTU-7100) (refer to Paragraph 22.5.5).
c. On CDU, press the IDX function key to access the INDEX 1/2 page.
d. On CDU, press the LOAD/SAVE line select key R2.
• Data Loader LOAD/SAVE page displays
e. On CDU, press COMMON LDR line select key R6.
• COMMON LDR page displays (see Figure 22-49)

TPN0690_01
Figure 22-51. COMMON LDR Page

f. On CDU, press the CARD SEL line select key R3 to toggle to desired data card (A, B,
C, D, or E) with performance database software file.
g. On CDU, press the CATALOG line select key L6.
• CATALOG page displays (see Figure 22-50)

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TPN0689_01

Figure 22-52. CATALOG Page

h. On CDU, press the line select key adjacent to the displayed performance database software
file name.
• The CDU screen returns to COMMON LDR page and the correct performance database
software file name has been inserted into the configuration DOS filename field adjacent to
line select key R1
i. On CDU, press the >INITIATE line select key L1 to start the performance database software
loading process.
• CONFIRM LOAD message displays
j. On CDU, >INITIATE line select key L1 again to confirm the performance database software
loading process.
• The CONFIRM LOAD message changes to LOAD IN PROGRESS, and *INITIATE
displays
• The LOAD COMPLETE message displays when the file loading process is complete

NOTE
Do not initiate another load or press any line select key until the CDU resets and restarts
(approximately 30 seconds after LOAD COMPLETE is displayed).

k. Verify the CDU performs normal power-up sequence after successful completion of
load.
l. Remove the data card from the data loader in accordance
with Paragraph 22.5.6.

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22.7.3.4. Verifying Navigational Database.
The following steps are for verifying navigational database.
a. Press the IDX function key to display the INDEX 1/2 page.
b. Press the line select key L1 to access the START INIT 1/2 page.
• Verify the navigational database information displayed and current

22.7.3.5. Changing Navigational Database.

The following steps are for changing navigational database.
a. Insert data card with navigational database into data loader (DTU-7100) (refer to Paragraph
22.5.5).
b. Press the IDX function key to display the INDEX 1/2 page.
c. Press the L1 LSK to access the START INIT 1/2 page.
• Verify the navigational database information displayed and current
d. Press the L3 LSK to enter the secondary database into the scratchpad.
e. Press the L2 LSK to move the secondary database from the scratchpad to the active
database line. The previous database is automatically transferred to the secondary
database line.

22.7.4. Shutdown.
The following steps are for FMS shutdown.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• COPILOT DCP
• CPLT CDU
• COPILOT DCP
• DTU
• TONE GEN
• AHRS NO.2
• AUTOPILOT COMP A
• AUTOPILOT COMP B
• AUTOPILOT CTRL A
• AUTOPILOT CTRL B
• AUTOPILOT PLT MSP
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT SIU NO.2
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT CDU
• PILOT PFD
• PILOT MFD
• PILOT DCP
• PILOT PFD FAN
• PILOT MFD FAN
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT
c. Disconnect external power to the aircraft.

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22.7.5 ETHERNET SWITCH CONFIGURATION.

22.7.5.1 Initial PC Network Configuration.

The following steps are for the initial PC network configuration.
a. Go to "Control Panel" on the PC.
b. Go to "Network Connections".
c. Right-click on "AVIONICS LAN" and select "Properties" (see Figure 22-51).

Figure 22-53. Initial PC Network Connections

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d. Access the "Properties" for Internet Protocol (TCP/IP) (see Figure 22-52).

Figure 22-54. Network Properties

e. Record the current AVIONICS Local Area Network (LAN) Internet Protocol (IP) address and
subnet mask. These values are re-entered once the switch is configured to the Avionics
System LAN (ASL) network.

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NOTE
Typically the AVIONICS LAN interface on the PC is configured for the ASL and set to an IP
address of 10.145.64.2 and a subnet mask of 255.0.0.0 (see Figure 22-53).

Figure 22-55. Setting the IP and Subnet Mask

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f. Select "Use the following IP address" and enter an IP of 192.168.0.50 with a subnet mask of
255.255.255.0 (see Figure 22-54).

Figure 22-56. Default Network Configuration

g. Select "OK" to save the changes to the network interface.

h. Connect a straight-through style Ethernet cable between the AVIONICS LAN network
card and Ethernet port 8 (port 8 is configured as the monitor or "sniffer" port) on the
switch. You are now ready to configure the SixNet switch using the PC.

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22.7.5.2 Manual Switch Configuration.
The following steps are for the manual switch configuration.
a. Ensure that the SixNet switch is powered on.
b. Open a web browser (MS Internet Explorer, Mozilla Firefox, etc.) and enter the switch
default IP address of 192.168.0.1 into the browser address bar, and press enter key.
c. A log-in window appears with a prompt for username and password entry. Enter
"admin" for both the username and password then click "OK".
d. Read and accept the Software License Agreement if needed.
e. There may be a warning at the side of the screen that indicates that fallback firmware
is active. This does not indicate a problem. However to prevent the warning from
showing up on subsequent switch power-ups go to "Managed Switch Menu -> Setup -
> Main Settings ->Manage Firmware". Select the radio button beside the currently
running firmware that indicates "Healthy" and press "Commit Changes" (see Figure
22-56).

Figure 22-57. Manage Firmware Message

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f. Go to "Managed Switch Menu -> Setup -> Main Settings -> Port Settings" and ensure
that each port is "Enabled". Set "Negotiation" for ports 1-7 to "Fixed", ensure the "100f"
(100Mb/Full Duplex) radio button is selected for ports 1-7 and leave port 8 set to Auto
Negotiate, then click "Commit Changes" (see Figure 22-57).

Figure 22-58. Port Configuration

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g. Go to "Managed Switch Menu -> Setup -> Main Settings -> Port Mirroring". Set the "Monitor
port" field to "8". Under "Data to Monitor" set value "Both" for ports 1-7. Leave port 8 with a
value of "None" and click "Commit Changes" (see Figure 22-58).

Figure 22-59. Configure Port Mirroring

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h. On the SixNet switch IGMP is enabled by default. IGMP service must be disabled as it
interferes with ASL traffic. Go to "Managed Switch Menu -> Setup -> Multicast Filtering
(IGMP) -> Protocol Settings". Set the "IGMP mode" drop down box to "IGMP disabled"
then click "Commit Changes" (see Figure 22-59).

Figure 22-60. IGMP Protocol Configuration

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i. Finally the default IP and subnet mask need to be changed to be compatible with the
ASL. Go to "Managed Switch Menu -> Setup -> Main Settings -> System Settings". In
the "IP address" field change the value to "10.90.90.90". If the ASL architecture
contains more than one switch, each switch needs to be assigned a different ASL IP
address to avoid IP conflicts on the network. For example, in a network containing two
SixNet switches, one might assign switch 1 with an ASL IP address of "10.90.90.90"
while switch 2 is assigned "10.90.90.91". In the "Subnet mask" field change the value
to "255.0.0.0". Click "Commit Changes" (see Figure 22-60).

Figure 22-61. Switch IP and Subnet Mask Configuration

j. Once the IP address and subnet mask change is committed the PC loses connection to the
SixNet switch because the switch and PC are no longer on the same network. Close the web
browser and perform steps in Paragraph 22.7.5.1 while omitting Step 22.7.5.1.e and
substituting the previously noted IP Address and subnet mask (typically 10.145.64.2 and
255.0.0.0, respectively).
k. The Ethernet switch should now be configured for use in the ASL. Perform verification of
switch configuration in accordance with Paragraph 22.7.5.3.

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22.7.5.3 Verification of Switch Configuration.
The following steps are for the verification of switch configuration.
a. Ensure the SixNet switch is powered on.
b. Open a web browser and enter the switch ASL IP address (typically 10.90.90.90) into the
browser address bar and press enter key.
 Verify that the web browser successfully connects and displays the switch web interface in
the browser
c. Go to "Managed Switch Menu -> Setup -> Main Settings -> Port Settings" and ensure that each
port is "Enabled".
 Verify that "Negotiation" for ports 1-7 is set to "Fixed" and "100f" (100Mb/Full Duplex) radio
button is selected for ports 1-7 and Port 8 is set to Auto Negotiate
d. Go to "Managed Switch Menu -> Setup -> Main Settings -> Port Mirroring".
 Verify that the "Monitor port" field is set to "8"
 Verify that "Data to Monitor" values are set to "Both" for ports 1-7 and port 8 is set to
"None"
e. Go to "Managed Switch Menu -> Setup -> Multicast Filtering (IGMP) -> Protocol Settings".
 Verify that the "IGMP mode" is set to "IGMP disabled"

22.8. REMOVAL AND INSTALLATION.

Prior to removal or installation of any FMS components, power must be removed to prevent
inadvertent activation of the equipment that could cause injury.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter. When replacing static-sensitive components, always
install ESD protective caps, (or use static protective packaging, as applicable) as soon as possible
after removal of components.

The following paragraphs provide instructions for removing and installing all components of the
FMS system. Post installation checkout procedures of each component are contained in the
installation procedure for that component. Prior to installing any new component in the following
procedures, ensure mounting spaces are cleaned of any debris and are in good condition. Inspect
all electrical connectors prior to making connections. Ensure there are no damaged pins, sockets,
or connector shells. Ensure cable clamps and connector shells are intact and tight. Observe
precautions for handling electrostatic discharge sensitive items. Avoid touching connector pins with
fingers or with any foreign matter. When replacing static-sensitive components, always install ESD
protective caps or use static protective packaging, as applicable, as soon as possible after removal
of components.

22.8.1. Pilot CDU Removal.

The following steps are for pilot CDU removal.
a. On Copilot Upper Circuit Breaker panel, open PLT CDU circuit breaker.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

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b. Turn eight dzus fasteners counter clockwise (ccw) to loosen CDU 1.
c. Lift CDU 1 from forward pedestal until rear panel connectors are accessible.
d. Disconnect J1 and J2 Harness connectors from the rear of CDU 1.

22.8.2. Pilot CDU Installation.

The following steps are for pilot CDU installation
a. On Pilot Upper Circuit Breaker panel, open PLT CDU circuit breaker.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

b. Connect J1 and J2 Harness connectors to the rear of CDU 1.

c. Insert CDU 1 into forward pedestal.
d. Turn eight dzus fasteners clockwise (cw) to tighten CDU 1.

Do not power on the newly installed pilot CDU until after the copilot CDU has been powered up.
This is necessary to prevent erasure of crew configuration data retained in the copilot CDU.

e. Apply power to the copilot CDU and ensure they are operating.
f. On Pilot Upper Circuit Breaker panel, close PLT CDU circuit breaker.

NOTE
After all CDUs are powered up, allow them to operate normally for five minutes. During this period,
the copilot CDU transfers all configuration data to the newly installed pilot CDU, thereby preserving
crew entered data.

g. Perform status check in accordance with Paragraph 22.5.2.

22.8.3. Copilot CDU Removal.

The following steps are for copilot CDU removal.
a. On Copilot Upper Circuit Breaker panel, open CPLT CDU circuit breaker.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

b. Turn eight dzus fasteners ccw to loosen CDU 2.

c. Carefully lift CDU 2 from forward pedestal until rear panel connectors are accessible.
d. Disconnect J1 and J2 Harness connectors from the rear of CDU 2.

22.8.4. COpilot CDU Installation.

The following steps are for copilot CDU installation.
a. On Copilot Upper Circuit Breaker panel, open CPLT CDU circuit breaker.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

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b. Connect J1 and J2 Harness connectors to the rear of CDU 2.

c. Insert CDU 2 into forward pedestal.
d. Turn eight dzus fasteners cw to tighten CDU 2.

Do not power on the newly installed copilot CDU until after the pilot CDU has been powered up.
This is necessary to prevent erasure of crew configuration data retained in the pilot CDU.

e. Apply power to the pilot CDU and ensure it is operating.

f. On Copilot Upper Circuit Breaker panel, close CPLT CDU circuit breaker.

NOTE
After both CDUs are powered up, allow them to operate normally for five minutes. During this
period, the Pilot and Copilot CDUs transfer all configuration data to the newly installed CDU,
thereby preserving crew entered data

g. Perform CDU operational check in accordance with Paragraph 22.5.2.

22.8.5. CDU-7000 Battery Replacement.

The following steps are for CDU-7000 battery replacement.
a. Remove the CDU in accordance with Paragraph 22.7.1 for the pilot CDU and Paragraph
22.7.3 for the copilot
.

NOTE
Battery cap is secured to the CDU-7000 with a tether on all CDUs.

b. Remove battery cap (see Figure 22-47).

c. Remove battery.
d. Retain all parts for reinstallation of battery.

NOTE
Retainer and contact components shown in Figure 22-47 are bonded to the chassis so only the
battery comes out. Components shown in Figure 22-47 can all be removed.

e. Install new battery.

f. Install battery cap.
g. Reinstall CDU and test in accordance with Paragraph 22.7.2 for the pilot CDU or Paragraph
22.7.4 for the copilot CDU

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LEGEND:
1. BATTERY RETAINER
2. BATTERY CONTACT
3. BATTERY
4. SCREW
5. WASHER
6. SPRING, CONICAL
7. 0-RING
8. BATTERY COVER
NOTE:
BATTERY (ITEM 3) IS INSTALLED WITH NEGATIVE SIDE OUT.
CONTACT (ITEM 2) IS BONDED TO RETAINER (ITEM 1), AND RETAINER (ITEM 1) IS BONDED
TO REAR COVER.
BUMPS ON CONTACT, (ITEM 2), FACES THE BATTERY.
TPM0997_01

Figure 22-62. CDU Battery Assembly

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22.8.6. CDU-7000 Battery Disposal and Handling.

The battery is a 3-volt coin-type lithium carbon monofluoride battery (P/N 840-8025-010 or P/N
BR2325). The battery contains no more than .096 grams of lithium per cell.

22.8.7. DTU-7100 Removal.

The following steps are for DTU-7100 removal.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
 CPLT CDU
 COPILOT PFD
 COPILOT MFD
 COPILOT PFD FAN
 COPILOT MFD FAN
 COPILOT DCP
 DTU
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
 PILOT CDU
 PILOT PFD
 PILOT MFD
 PILOT DCP
 PILOT PFD FAN
 PILOT MFD FAN
c. Loosen and disengage the eight Dzus fasteners by turning 1/4-turn counter-clockwise with flat-
blade screwdriver.
d. Pull DTU-7100 out to gain access to aircraft cable connector at the rear of unit.
e. Disconnect aircraft cable connector from the rear of the DTU-7100.
f. Remove DTU-7100 from aircraft.

22.8.8. DTU-7100 Installation.

The following steps are for DTU-7100 installation.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
 CPLT CDU
 COPILOT PFD
 COPILOT MFD
 COPILOT PFD FAN
 COPILOT MFD FAN
 COPILOT DCP
 DTU
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
 PILOT CDU
 PILOT PFD
 PILOT MFD
 PILOT DCP
 PILOT PFD FAN
 PILOT MFD FAN
c. Connect aircraft cable connectors to the rear of the DTU-7100.
d. Position DTU-7100 into the panel.
e. Engage the eight Dzus fasteners by turning 1/4-turn clockwise with flat-blade screwdriver.
f. Close the previously opened circuit breakers.
g. Perform operational test in accordance with Paragraph 22.5.4.

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22.8.9. Ethernet Switch Removal.
The following steps are for Ethernet switch removal.

NOTE
This procedure covers both Ethernet Switch 1 and Ethernet Switch 2

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
 ETHERNET SW 2
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
 ETHERNET SW 1
c. Remove the four fasteners securing Ethernet switch to the flight deck underbunk.
d. Remove the power connector.
e. Remove the Ethernet switch.

22.8.10. Ethernet Switch Installation.

The following steps are for Ethernet switch installation.

NOTE
This procedure covers both Ethernet Switch 1 and Ethernet Switch 2

a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
 ETHERNET SW 2
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
 ETHERNET SW 1
c. Install the power connector.
d. Install the four fasteners securing Ethernet switch to the flight deck underbunk.
e. Close the previously opened circuit breakers

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CHAPTER 23
ELECTRICAL PANELS
23.1. DESCRIPTION & OPERATION

23.1.1. Hydraulic Control Panel

23.1.1.1. Description

The Hydraulic Control Panel is used to operate the existing hydraulic systems on the aircraft. The
control panel consists of 4 relays, 8 ON/OFF switches, a brake selector switch. The Hydraulic
Control Panel is manufactured and assembled by Cascade Aerospace.

23.1.1.2. Location
The Hydraulic Control Panel is located on the Co-Pilot side of the main instrument panel to the
right of the bottom Multifunctional Display.

23.1.1.3. Operation
There are 9 switches on the Hydraulic Control Panel. See Table 24-1.

23.1.1.4. References
• AP101B-0701/3-1D
• AP101B-0701/3-1H
• WMS-4484-29001TC
• WMS-4484-29002TC
• WMS-4484-29003TC
• WMS-4484-29004TC
• IPC-4484-25430

Switch Operation
EDP No. 1 Select the Engine Driven Hydraulic Pump No. 1 on or off.
EDP No. 2 Select the Engine Driven Hydraulic Pump No. 2 on or off.
EDP No. 3 Select the Engine Driven Hydraulic Pump No. 3 on or off.
EDP No. 4 Select the Engine Driven Hydraulic Pump No. 4 on or off.
Booster Hydraulic Suction Boost Select the Booster Hydraulic Suction Boost Pump on or off.
Utility Hydraulic Suction Boost Select the Utility Hydraulic Suction Boost Pump on or off.
Aux Pump Select the Auxiliary Hydraulic Pump on or off.
Anti-Skid Select Select the Anti-Skid Hydraulic Pump on or off.
Brake Selector Switch Select Normal or Emergency Brakes
Table 24-1 – Hydraulic Panel Switches

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23.2. Auxiliary Test Panel

23.2.1. Description
The Auxiliary Test Panel is used for testing the Air Data Computer (ADC), Autopilot (A/P), and
Terrain Awareness Warning System/Enhanced Ground Proximity Warning System
(TAWS/EGPWS) on the aircraft. The Auxiliary Test Panel consists of 7 switches that can be either
open or closed. When a switch is closed, it will initiate a test on the applicable system. Refer to the
ADC, AP and TAWS/EGPWS sections of this manual for additional system information. The
Auxiliary Test Panel is manufactured and assembled by Cascade Aerospace.

23.2.2. Location
The Auxiliary Test Panel is located on the center pedestal below the V/UHF control panel.

23.2.3. Operation
There are 7 Press-To-Test (PTT) type switches on the Auxiliary Test Panel. See Table 24-2.

23.2.4. References
• WMS-4484-22008ID (Autopilot)
• WMS-4484-34032ID (ADC No. 1)
• WMS-4484-34033ID (ADC No. 2)
• WMS-4484-34060ID (TAWS)
• IPC-4484-53320 (Center Pedestal)

Switch Operation
ADC #1 Self-Test Switch for the ADC No. 1. This is a PTT type switch. Refer to the ADC/ADS
SELF TEST section of this manual for additional information about the ADC Self-Test function.
ADC #2 Self-Test Switch for the ADC No. 2. This is a PTT type switch. Refer to the ADC/ADS
SELF TEST section of this manual for additional information about the ADC Self-Test function.
ADC #1 Over Speed Warning Test Switch, ADC No. 1. This is a PTT type switch. Refer to the
OVSPD ADC/ADS section of this manual for additional information about the ADC Over Speed
TEST Warning Test.
ADC #2 Over Speed Warning Test Switch, ADC No. 2. This is a PTT type switch. Refer to the
OVSPD ADC/ADS section of this manual for additional information about the ADC Over Speed
TEST Warning Test.
TAWS TEST Self-Test Switch for the Terrain Awareness Warning System. This is a PTT type switch.
Refer to the TAWS/EGPWS section of this manual for additional information about the
TAWS Self-Test function.
A/P ANNUN Autopilot Annunciator Test Switch. This is a PTT type switch. Refer to the Autopilot
TEST section of this manual for additional information about the Autopilot Annunciator Test.
ANNUN Annunciator Test Switch. This is a PTT type switch that tests the annunciators on the main
TEST instrument panel. When the switch is pressed, all the annunciators on the instrument
panel should light up to show that the lights aren’t burnt out.
Table 24-2 – Auxiliary Test Panel Switches

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23.3. Landing Lights Control Panel

23.3.1. Description
The Landing Lights Control Panel is used for selecting the landing lights or taxi lights on or off. It
also consists of two 3-position switches for extending and retracting the landing lights. The
Landing Lights Control Panel is manufactured and assembled by Cascade Aerospace.

23.3.2. Location
The Landing Lights Control Panel is located on the main instrument panel on the Co-Pilot’s side,
above the Hydraulic Control Panel.

23.3.3. Operation
There are 5 switches on the Landing Lights Control Panel. See Table 24-3.

23.3.4. References
• WMS-4484-33015TC (Landing Lights)
• WMS-4484-33016TC (Taxi Lights)
• IPC-4484-53320 (Center Pedestal)

Switch Operation
LEFT MOTOR 3-POSITION SWITCH EXTEND – Extends the left landing light.
HOLD – Holds the left landing light in position.
RETRACT – Retracts the left landing light.
RIGHT MOTOR 3-POSITION SWITCH EXTEND – Extends the right landing light.
HOLD – Holds the right landing light in position.
RETRACT – Retracts the right landing light.
LEFT LIGHT SWITCH Selects the left landing light on or off.
RIGHT LIGHT SWITCH Selects the right landing light on or off.
TAXI LIGHT SWITCH Selects the taxi lights on or off.
Table 24-3 – Landing Lights Control Panel

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23.4. Removal / Installation

23.4.1. Removing the Hydraulic Control Panel

a. Ensure the appropriate circuit breakers are open and tagged.
b. Remove the attaching screw, and remove the Hydraulic Control Panel from the main
instrument panel.
c. Remove the electrical plug from the back of the panel.

23.4.2. Installing the Hydraulic Control Panel

To install the Hydraulic Control Panel, reverse the removal procedure and ensure all appropriate
circuit breakers are opened before proceeding.

23.4.3. Removing the Auxiliary Test Panel

a. Ensure the appropriate circuit breakers are open and tagged.
b. Remove the attaching screw, and remove the Auxiliary Test Panel from the center pedestal.
c. Remove the electrical plug from the back of the panel.

23.4.4. Installing the Auxiliary Test Panel

To install the Auxiliary Test Panel, reverse the removal procedure and ensure all appropriate
circuit breakers are opened before proceeding.

23.4.5. Removing the Landing Lights Control Panel

a. Ensure the appropriate circuit breakers are open and tagged.
b. Remove the attaching screw, and remove the Landing Lights Control Panel from the main
instrument panel.
c. Remove the electrical plug from the back of the panel.

23.4.6. Installing the Landing Lights Control Panel

To install the Landing Lights Control Panel, reverse the removal procedure and ensure all
appropriate circuit breakers are opened before proceeding.

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23.5. Testing

23.5.7. Hydraulic Control Panel

Refer to the AP101B-0701/3-1D manual for testing procedures for the Hydraulic System.

23.5.8. Auxiliary Test Panel

There are no testing procedures required for the Auxiliary Test Panel.

23.5.9. Landing Lights Control Panel

a. Ensure the appropriate circuit breakers are closed and both landing lights are fully retracted.
b. Select and hold the left motor switch in the EXTEND position until the landing light is fully
extended, then return the switch to HOLD.
c. Check that the left landing light has been extended outward.
d. Select the left landing light ON.
e. Check that the left landing light has come on.
f. Select the left landing light OFF.
g. Check that the left landing light has been shut off
h. Select and hold the left motor switch in the RETRACT position until the landing light is fully
retracted, then return the switch to HOLD.
i. Check that the left landing light is fully retracted.
j. Repeat steps 24.5.9.b to 24.5.9.i for the right landing light.
k. Select the taxi light switch to ON.
l. Check that the taxi lights have come on.
m. Select the taxi light switch to OFF.
n. Check that the taxi lights have shut off.
o. Return aircraft to normal configuration.

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23.6. Troubleshooting

23.6.10. Hydraulic Control Panel

a. Validate that the applicable wiring is properly connected to the Hydraulic Control Panel via the
connector on the back. Refer to:
• WMS-4484-29001TC
• WMS-4484-29002TC
• WMS-4484-29003TC
• WMS-4484-29004TC
b. If there is an internal problem with the panel, contact the manufacturer regarding repair or
replacement.

23.6.11. Auxiliary Test Panel

a. Validate that the applicable wiring is properly connected to the Auxiliary Test Panel via the
connector on the back. Refer to:
• WMS-4484-22008ID (Autopilot)
• WMS-4484-34032ID (ADC No. 1)
• WMS-4484-34033ID (ADC No. 2)
• WMS-4484-34060ID (TAWS)
b. If there is an internal problem with the panel, contact the manufacturer regarding repair or
replacement.

23.6.12. Landing Lights Control Panel

a. Validate that the applicable wiring is properly connected to the Landing Lights Control Panel
via the connector on the back. Refer to:
• WMS-4484-33015TC (Landing Lights)
• WMS-4484-33016TC (Taxi Lights)
b. If there is an internal problem with the panel, contact the manufacturer regarding repair or
replacement.

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CHAPTER 24
FLIGHT DISPLAY SYSTEM

24.1. GENERAL
The Flight Display System (FDS) provides the aircrew with flight information on four 6" X 8"
multicolor Active Matrix/Liquid Crystal Display (AM/LCD) for improved daytime and nighttime
readability and situational awareness. The AHRS provides precise attitude and heading
information to the Primary Flight Display (PFD) and Interactive Multi-Function Display (MFD).
Tactical waypoint navigation maps, Weather Radar (WXR), Traffic Collision Avoidance System
(TCAS) intruder symbols, and Enhanced Ground Proximity Warning System (EGPWS) terrain
display and alerts and predictive wind shear alerts are also displayed on the PFD and MFD. See
Figure 24-1 for the location of FDS components. The FDS components are as follows:
• Two (2) Primary Flight Display (PFD) (1 for pilot, 1 for copilot) (MFD-268C2)
• Two (2) Interactive Multi-Function Displays (MFD) (1 for pilot, 1 for copilot) (MFD-268C2)
• Two (2) PFD Control Panels (1 for pilot, 1 for copilot) (CP-255K)
• Two (2) Interactive Hand Controllers (IHC) (1 for pilot, 1 for copilot) (IHC-2000)
• Two (2) Display Control Panels (DCP) (1 for pilot, 1 for copilot) (DCP-4000)

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Figure 24-1. Flight Display System Component Location (Sheet 1 of 5)

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Figure 24-1. Flight Display System Component Location (Sheet 2 of 5)

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PILOT DISPLAY
CONTROL COPILOT DISPLAY
PANEL CONTROL PANEL

FORWARD PEDESTAL
COPILOT IHC
PILOT IHC
DISCONNECT
DISCONNECT
PANEL
PANEL
ASSEMBLY
ASSEMBLY

COPILOT
PILOT INTERACTIVE
INTERACTIVE HAND
HAND CONTROLLER
CONTROLLER (IHC)
(IHC)

MID PEDESTAL
Figure 24-1. Flight Display System Component Location (Sheet 3 of 5)

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CO-PILOT UPPER DISTRIBUTION PANEL

Figure 24-1. Flight Display System Component Location (Sheet 4 of 5)

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PILOT UPPER DISTRIBUTION PANEL

Figure 24-1. Flight Display System Component Location (Sheet 5 of 5)

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24.1.1. PFD and MFD Identification
Software and strapping in the aircraft mating connector is used to identify each display as a PFD
or MFD. Each display unit is programmed with two executable modes; one is the PFD executable
and the other is the MFD executable. On both the pilot and copilot sides of the instrument panel
the outboard display is always a PFD. In case of a failure in the outboard PFD, the MFD becomes
a PFD automatically. If the failed PFD returns to full functionality the FDS presents the aircrew with
two PFDs. This situation is resolved by powering off, then powering on the MFD. Pull the MFD
circuit breakers to switch off the power to the MFDs. Close the circuit breakers to supply the MFD
with power.

24.1.2. PFD Control Panel

Two PFD Control Panels are provided: one at the pilot station, one at the copilot station. The PFD
Control Panel is used to select and control the Electronic Attitude Direction Indicator (EADI) and
Electronic Horizontal Situation Indicator (EHSI) functions and formats on the PFD display. The
PFD control panel controls decision height, mode, range, arc display, data selection, data source,
and course selection. MODE, DATA and SOURCE are blind selectors with no position labeling on
the knob. See Figure 24-2 and refer to Table 24-1 for a description of the functionality of the PFD
Control Panel.

Figure 24-2. PFD Control Panel

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Table 24-1. PFD Control Panel Functions

ITEM CONTROL-INDICATOR FUNCTION

1 DH SET, PUSH TEST R-ALT Selector knob sets Radio Altimeter Decision Height
(DH). Momentary push button tests radio altimeter.
2 EHSI/TCAS System ON/OFF Push button selects Traffic Collision Avoidance System
(TCAS) Overlay for the PFD Horizontal Situation
Indicator (HSI). This component toggles between TCAS
and blank declutter. TCAS Overlay is available on all
PFD formats.
3 Navigation Source Select Selector knob selects navigation source Very High
Control (SOURCE) (inner) Frequency Omnidirectional Range/Integrated Landing
System (VOR/ILS) or Flight Management System
(FMS).
Course Select Control (CRS) Selector knob inputs numerical source in selected
(outer) course window and rotates the selected course arrow.
Selected course is available when VOR or Localizer
(LOC) is selected source.
Course Direct Control If selected navigation source is FMS, the user may
(PUSH DIRECT CRS) perform a Direct-To to the next waypoint. Pressing the
CRS Button on the PFD Control Panel activates the
FMS Direct-To mode.
If selected navigation source is VOR, selection of Direct-
To mode centers the course arrow and the Course
Deviation Indicator (CDI) to a course or radial that is
Direct-To the tuned VOR station.
4 Mode Select Control Selector knob selects between HSI and map format.
(MODE) (inner)
EHSI Range Select Control Selector knob selects range values on HSI map.
(MODE) (outer)
EHSI Push Arc Control Momentary push button on knob – toggles between ARC
(PUSH RNG ARC) (120 degree) and centered (360 degree) formats.
5 TERR/WXR Control Push button selects Weather Radar (WXR) Overlay
(TERR/WXR) Terrain (TERR) Overlay and blank (Declutter) for HSI
component.
6 Navigation Data Select Selector for selecting data values from the FMS, TAS,
Control GS, Time To Go (TTG), Elapsed Time (ET),
(DATA) (inner) Temperature (TEMP) Static Air Temperature (SAT) or
True Air Temperature (TAT) and BLANK declutter.
Heading Select Control Selector knob sets heading bug.
(DATA) (outer)
Heading Control (PUSH Momentary push button on knob sets heading bug to
HDG SYNC) current aircraft heading.

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Table 24-1. PFD Control Panel Functions- Continued

7 Bearing Select Control Push button selects Bearing (BRG) source – NONE,
(BRG) VOR1, VOR2, Automatic Direction Finder (ADF) 1,
ADF2, DF, FMS1, and FMS2.
8 CAT II Select Control Initiates checklist functions for an ILS approach and
alerts the crew if the ILS is not properly set up.

9 Nav 1/2 Select Control Push button selects course sources between onside and
cross-side sources (e.g., VOR1/VOR2, FMS1/FMS2).

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24.1.3. Primary Flight Displays
See Figure 24-3, Figure 24-4, and Figure 24-5 and refer to Table 24-2, Table 24-3, and Table 24-4
for a description of the control and functionality of the PFD.

Figure 24-3. Primary Flight Display (Sheet 1 of 2)

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Figure 24-3. Primary Flight Display (Sheet 2 of 2)

Table 24-2. Primary Flight Display Functions

ITEM CONTROL-INDICATOR FUNCTION

1 Electronic Attitude The attitude display provides the traditional attitude display of a blue
Direction sky and brown earth separated by a white horizon line. Pitch and roll
Indicator (EADI) scales and an airplane symbol are provided. A slip/skid indicator is
included below the roll pointer on the attitude display.
2 Altitude Preselector The altitude select displays as a digital readout above the barometric
Readout altitude and as a reference bug on the altitude scale on the PFD. The
preselected altitude normally displays in magenta.
3 Vertical Speed Indicator The vertical speed scale and green pointer displays on the PFD to
the right of the altitude scale.
4 Barometric Altitude The barometric altitude display simulates a rolling drum mechanism,
Readout and is outlined by a white window. The present barometric corrected
altitude is the summation of the numeric thousands readout and the
hundreds moving tape indication in the window.
5 Barometric Pressure The barometric pressure setting displays in green below the altitude
Display scale on the PFD. Turn the BARO knob on the Air Data Reference
Panel (ARP) to adjust the pressure setting. Push the PUSH STD button
in the center of the BARO knob on the ARP to set standard pressure
(29.92 in Hg or 1013 mb).

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Table 24-2. Primary Flight Display Functions – Continued

ITEM CONTROL-INDICATOR FUNCTION

6 Radar Altimeter and The radio altitude display consists of a digital readout, decision
Decision Height Display height, and radio altitude dial. Radio Altitude display method varies
with height Above Ground Level (AGL):
• Radio altitude and decision height are blanked above 2,500
feet AGL.
• A digital readout indicating radio altitude and decision
height displays when the height is between 1,000 and 2,500
feet AGL.
• The radio altitude dial displays, encompassing the digital
readout, when the height is less than 1,000 feet AGL.
The resolution of the RAD ALT digital readout is 1 foot for < 250
feet, and 10 feet for ≥ 250 feet.
7 Navigation Source Displays in white the current navigation source as selected using
the PFD control panel SOURCE switch. Available navigation
sources are:
• Pilot – FMS1, VOR1/LOC1/BC1
• Copilot – FMS2, VOR2/LOC2/BC2

8 Required Navigational Value With FMS selected as the primary navigation source, the
Performance (RNP) RNP value displays in white below the navigation source. Default
RNP values for each flight mode are as follows:
• Approach – 0.3 nm
• Terminal – 1.0 nm
• Enroute – 2.0 nm
• Oceanic – 4.0 nm
This field is blank if FMS is not selected. An asterisk next to the
RNP indicates an operator-entered value.

9 FMS Navigation Data The FMS navigation data type identifier label displays in white.
Type Selection/Display Sequential selection of the FMS nav data is made using the outer
knob of the DATA switch on the PFD control panel. Displays GS,
TAS, TTG, Elapsed Time (ET) from weight off wheels, TAT/SAT
(temperature), or OFF (no navigation data displayed). If the data is
invalid, red dashes are displayed.

10 CARP During Computed Air Release Point (CARP)/High Altitude

Release Point (HARP) operations, a count-down timer displays in
the lower-left-hand corner of the PFD.
11 Wind Pointer and Green wind pointer displays showing wind direction.
Direction/Velocity Direction/Velocity displays FMS calculated wind direction in
degrees (based on system azimuth reference) and speed in knots.
If no wind data is available, the display is blank. If the wind data is
invalid, the display is replaced by red dashes.

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Table 24-2. Primary Flight Display Functions – Continued

ITEM CONTROL-INDICATOR FUNCTION

12 Bearing Source The bearing source is selectable via the PFD Control Panel by
pressing the BRG Button. Bearing selections include:
• OFF
• FMS1
• FMS2
• VOR1
• VOR2
• ADF1
• ADF2
• DF
• Blank (Declutter)

13 FMS Waypoint Identifier Displays waypoint identifier and range (in Nautical Miles (NM))
and Distance form the airplane present position to the active waypoint in
white.

14 Course/Desired Track Displays the course type and readout of the course arrow heading
Readout and Label in white. Two labels are possible: Desired Track (DTK) (navigation
source is FMS) and CRS (course is VOR). When FMS is the
navigation source, the course (FMS waypoint navigation) is
automatically set by the FMS; otherwise, the course is set via the
PFD control panel.

15 Electronic Horizontal A 360-degree compass display. Pressing the inner knob of the
Situation Indicator (EHSI) Mode selector on the PFD control panel changed the display to an
80-degree arc.
16 V Speed Reference The Vertical (V) speed references are displayed digitally in a
speed reference field under the airspeed scale and are displayed
on the airspeed scale as horizontal lines with appropriate labels.
17 Airspeed Display Airspeed is presented as a moving airspeed scale with a fixed-
position pointer. A digital readout of the current airspeed displays
inside the fixed-position pointer.

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Figure 24-4. PFD Functions

Table 24-3. Primary Flight Display Functions

ITEM CONTROL-INDICATOR FUNCTION

1 Preselected Airspeed Displayed at value of the preselected airspeed. Display is toggled
Readout and Bug on and off using the IAS/VS pushbutton switch on the ARP.
2 Overspeed Indication Red bar displays from the top of the airspeed tape to the value
of VMO (not to exceed) speed value.
3 AHRS Annunciation Indicates the Attitude Heading Reference System (AHRS) is in
use.
4 Autopilot Used to display autopilot mode annunciations.
5 Annunciations
Preselected Altitude Displayed at value of the preselected altitude. Display value is
Bug controlled with the ALT SEL knob on the ARP.

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Table 24-3. Primary Flight Display Functions – Continued

ITEM CONTROL-INDICATOR FUNCTION

6 Vertical Speed Readout Digital readout of current vertical with a 0.1 thousand Feet
and Direction Indicator Per Minute (FPM) (100 feet) resolution. Display value range
is -9.9 to 9.9 thousand FPM.
7 EADI Annunciations EADI annunciations for Middle Marker (MM), Decision Height
(DH). Miscompare annunciations for Pitch (PIT), Roll (ROL),
Localizer (LOC), Glideslope (GS), Heading (HDG), Altitude
(ALT), and Indicated Air Speed (IAS).
8 TCAS Advisory Tape The Traffic Collision Avoidance System (TCAS) Resolution
Advisory Lines appear as red and green colored tapes on the
Vertical Speed Scale. Red segments represent the
"preventative" vertical speed region, and the green segment
represents the "target" vertical speed region.
9 TRAFFIC Annunciation The TCAS Traffic Annunciation is black with a red
background when a TCAS Resolution Advisory (RA) intruder
is detected. The TCAS Traffic Annunciation is black with a
yellow background when a TCAS Traffic Advisory (TA)
intruder is detected. The TCAS Traffic Annunciation flashes
for 5 seconds when initially displayed.
10 TCAS Symbols TCAS symbols displayed when TCAS Overlay is selected
and traffic is within the displayed range.
11 MSG Annunciation Displayed when a CDU Message (MSG) displays.
Annunciation flashes for 5 seconds when first activated.
12 Heading Bug and Readout A magenta bug that moves around the outside edge of the
compass and indicates the selected heading in one-degree
increments. The Heading Bug is controlled by the HDG select
knob on the PFD Control Panel. Digital readout of selected
heading is displayed when the heading bug is moved or in
the ARC display when the selected heading is not on the
ARC display.
The selected Heading Bug is a graphical representation of
the current selected Heading.
The selected Heading Readout is a digital readout of the
current selected heading. The selected Heading Readout
displays for 5 seconds following the completion of user
adjustment, and then it is removed from the display. If the
selected heading source is invalid the Heading Bug is
removed from the display.
13 Mach Digital Readout Digital readout of Mach in range from .200 to .998.

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Figure 24-5. PFD Arc Map and Map Functions

Table 24-4. PFD Arc Map and Map Functions

ITEM CONTROL-INDICATOR FUNCTION

1 FMS Flight Plan Symbol Displays FMS flight plan symbol. Active waypoint symbol is
(White/Magenta) magenta, others are white.
2 FMS Identifier Displays FMS waypoint identifier. Active waypoint identifier is
(White/Magenta) magenta, others are white.
3 TO Waypoint Course Line Displays navigation source course line. If FMS is the selected
(Magenta) primary course, a solid line connects waypoint symbols.
4 Bearing Pointer (Cyan) A cyan bearing pointer that is a solid line with an open
arrowhead pointer The pointer extends through the airplane
symbol to the minor tick marks on each side of the compass.
The head of the bearing pointer points to the compass location
corresponding to the station bearing.

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Table 24-4. PFD Arc Map and Map Functions – Continued

ITEM CONTROL-INDICATOR FUNCTION

5 TCAS Symbology Displays TCAS symbology when TCAS Overlay is selected
and traffic is within the displayed range.
6 Inner Range Ring (White) Single dashed arc with digital readout, representing half the
value of the selected range. Arc is positioned half way
between the airplane symbol and the point of the lubber line
that represents the full range position.
7 Future Course Line Displays navigation source course line. If FMS is the selected
(White) primary course, a solid line connects the waypoint symbols. If
a waypoint lies off the map area, the course line extends to
the edge of the display.
8 Digital Heading White readout of airplane heading displays in the center of
Readout/Lubber Line and the white lubber line symbol (white box with integral pointer,
Heading Reference pointing into compass). Immediately to the left of the lubber
Indicator line symbol is the heading reference indicator that is either
Magnetic heading (MAG) heading or True (TRU) heading as
shown.

24.1.4. Display Control Panel

The Display Control Panel (DCP) controls PFD and MFD brightness, contrast, and luminance (see
Figure 24-6 and refer to Table 24-5). The DCPs also controls the brightness for the EIDs. There
are two DCPs: one for the pilot and one for the copilot.

Figure 24-6. Display Control Panel

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Table 24-5. Display Control Panel Functions

ITEM CONTROL-INDICATOR FUNCTION

1 EICAS Selects the EIDs. Pilots DCP controls the EIDS top
display. Copilots DCP controls the EIDS bottom display.
OUTBD Selects the outboard PFD. pilots DCP controls pilots PFD.
copilots DCP controls the copilots PFD.
INBD Selects the inboard MFD. pilots DCP controls pilots MFD.
copilots DCP controls the copilots MFD.
2 BRT Selects brightness
CONT Selects contrast
LUM Selects luminance
3 + Increases brightness, contrast, or luminance of selected
unit.
- Decreases brightness, contrast, or luminance of selected
unit.

24.1.5. MFD Control – IHC

The IHC mounted on the center pedestal on each side of the outboard throttle quadrant for the
pilot and copilot are used to control the respective MFD formatted pages and displays. See Figure
24-8 for the IHC view and refer to Table 24-6 for IHC control functions.

TPI8766_01
Figure 24-8. Interactive Hand Controller

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Table 24-6. IHC Controls Functions

ITEM CONTROL-INDICATOR FUNCTION

1 ACTIVATE Used to activate selected/highlighted function.
2 MENU Momentary contact pushbutton, used to display the MFD
local menu for the current display. If a menu is currently
displayed, pressing the pushbutton removes the menu
from display.
3 SELECT Momentary contact pushbutton, used to select the
currently highlighted MFD menu item or MFD cursor
target.
4 Thumb Cursor Control Used to move highlighting between MFD menu items and
controls the movement of the MFD cursor. If –
RNG/MODE+ menu item is highlighted, vertical cursor
control movement changes the displayed map or radar
range. The speed of the cursor movement depends on the
magnitude of force applied to the cursor control.

24.1.6. MFD – IHC Menu Operations

The FDS is designed to be used with an IHC that provides a means for mode selection via soft-
keys using a pull down menu structure on the MFD. The CDU and the IHCs provide the operator
the means for data entry, flight management functions, sub-systems control and system status
display on the MFDs.

24.1.6.1. The IHC cursor is controlled via the IHC thumb cursor control. See Figure 24-9 and refer to Table
24-7 for a description of how movement of the thumb cursor control affects the MFD cursor.

Figure 24-9. IHC Cursor Control

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Table 24-7. IHC Cursor Control

THUMB CURSOR CONTROL DISPLAY CURSOR MOVEMENT

DIRECTION (RIGHT HAND OR LEFT HAND)
Forward Upward/Upward
Rearward Downward/Downward
Up Right/Left
Down Left/Right

24.1.7. Free Cursor

The free cursor displays whenever the menu does not display and the current MFD format
supports The amount of force applied to the slew switch on the IHC controls the rate at which the
cursor moves across the display. There is a minimum break force required to initiate cursor
movement to prevent unwanted movement during turbulence. Once the break force has been
exceeded, the cursor speed varies linearly with the amount of force applied for free cursor
movement.

Do not apply excessive force as this eventually causes failure of the switch. Slight pressure with
the roll of the thumb on the slew switch should be adequate to activate the cursor movement.

24.1.7.1. Angular cursor movement is achieved by applying pressure to the slew switch in two directions
simultaneously. For right hand IHC operations, press the slew switch forward / up and the cursor
moves from its current position up and to the right at an angle.

24.1.7.2. The Free Cursor is also displayed when an On-Display cursor operation has been selected from
the MFD menu. The free cursor has the following five submodes:
• Normal Mode – when the MFD menu is not active
• Cursor Mark Mode
• Strobe Mode – selected via MFD menu
• View Mode – selected via MFD menu
• Cursor Re-Center Mode

24.1.7.3. The user is able to select the following items using the Free Cursor:
• Normal Mode – when the MFD menu is not active
• Cursor Mark Mode
• Strobe Mode – selected via MFD menu

24.1.8. MFD Menu Operation

The MFD menu enables the aircrew to consistently control all MFD functions (see Figure 24-10).
To bring up the MFD menu, select the MENU button on the IHC to display the local menu (Top
Level Menu) for the currently selected MFD mode (the currently selected MFD mode is indicated in
the MFD Mode Bar). After pressing the MENU button, the top level menu always appears for a
given mode. If the user presses the MENU button while a menu is displayed, the MFD menu
disappears. When an MFD menu is displayed, the free cursor on the display is removed and the
slew switch controls the menu cursor. Pressing the SELECT button activates the highlighted menu
item, to choose the operations to be performed (performs the display function or accesses another
menu). If the operation can be performed upon selection and without further direction from the
user, the system performs it automatically. If further selections must be made, the next lower level

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menu corresponding to the selected item appears and replaces the local menu. The user may
return to a higher level menu by moving the cell cursor up to the desired item and pressing the
SELECT button. Some menu control operations (for example range increase/decrease) are
performed using the right/left slew controller on the IHC. For these kinds of operations to work, the
cell cursor must be positioned on the cell item to be controlled, and that item must be selected
(displayed in green). These operations are called On-Menu thumb cursor control functions.
Whenever a menu is displayed, or an on-display cursor operation is active, pressing the MENU
button terminates any operation in progress and clears the menu from the display.

NOTE
The currently selected functions are displayed in green test. The non-selected functions are
displayed in white text. The MFD menu is automatically removed from the display after 5 seconds
of inactivity.

24.1.8.1. Menu Symbols.

For menu selections that result in a change of the major display mode, the cell item is marked on
the right side by an outward pointing caret. Whenever the selected item results in an on display
cursor function, that item is indicated by a cursor symbol ("| |") on the right side of the cell.
Selecting such an item causes the menu to clear and initiates the selected on-display cursor
operation. When a cell item has an on-menu thumb cursor control function then the function is
indicated by a minus and a plus sign on either side of the cell.

24.1.8.2. Movement of the thumb cursor control causes the controlled quantity to increase or decrease. A
cell item that includes an "L" or "H" on either side of the cell indicates that the cell has "low" and
"high" selections. This cell function is used with the Background Map Data menu.

Figure 24-10. MFD Menu Structure

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24.1.9. MFD Maps
The MFD Displays two map formats:
• Heading Map Mode
• North Map Mode

24.1.9.1. Each of these formats offers a different combination of overlay, display offsets and recentering
options. All of these make a Map Data Background Overlay available from the Nav Database. In
addition, each of the MFD Map formats feature the TCAS Overlay and the STROBE cursor
features. The STROBE cursor allows the operator to determine Bearing and Distance between any
two (2) points on an FMS Stick Map. Range selection is available on the MFD Map formats via the
"–RNG/MODE+” menu bar. Highlighting the "+" sign with the MFD cursor increments the display
range. Highlighting the "–" sign with the MFD cursor decrements the display range.

24.1.10. North Map

The 360 degree North Map Format is used primarily for mission planning (see Figure 24-12). The
North Map allows the aircrew to center the display on:
• The Aircraft
• Any Waypoint in the Flight Plan
• The Cursor
• Any CDU Waypoint

24.1.10.1. The North Map Mode displays a visual reference for long planning in a North Up orientation. On
the North Map Display, the aircraft symbol rotates relative to the North to reflect the heading of the
aircraft.

24.1.10.2. The centering capability of the North Map is a convenient means to review the entire Flight plan.
Display ranges of 2.5 nm, 5 nm, 10 nm, 20 nm, 40 nm, 80 nm, 160 nm, 320 nm, and 640 nm. The
North Map format displays a single Range Ring.

24.1.10.3. The North Map Mode includes the following information:

• North Cardinal Point
• Heading Reference Annunciation (Magnetic/True)
• Directional Gyro Indicator

24.1.10.4. The North Map Mode provides the following menu features:
• Range Selection
• Menu Location
• Re-center
o Aircraft
o Flight Plan Waypoint
o Cursor
o CDU Waypoint
• Overlays
o TCAS
o Progress Text
o Background Data
o Alternate Flight Plan
o History

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Figure 24-12. North Map Mode

24.1.11. Heading Map Mode

The Heading Map gives the aircrew a 360 degree view of the FMS Stick Map that can be offset to
the forward, center or aft of the aircraft (see Figure 24-13). Heading Map is a visual reference for
extended strategic flight planning and situational awareness in a Heading-Up orientation. The
Heading Map includes current heading, heading indicator annunciation (Magnetic/True), and
directional gyro indicator. The Heading Map Mode menu features are as follows
• Range Selection
• Menu Location
• Map View (Forward, Center, Aft)
• Overlays
o TCAS
o Weather Radar
o Terrain
o Vertical Profile
o Progress Text
o Background Data
o Secondary Flight Plan
o History
• Strobe Mode

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Figure 24-13. Heading Map Mode

24.1.12. MFD Overlays

The MFD can display the following overlays:
• Vertical Profile
• Weather Radar
• Progress Text
• Background Data
• Secondary Flight Plan
• TCAS
• Terrain Only
• Active Flight Plan Log
• History
NOTE
Upon cold-start power-up, the Background Overlay is the only overlay that is automatically
selected.

24.1.12.1. Overlays may be displayed in any combination except for the following:
• The Weather Radar Overlay and Terrain Overlay are mutually exclusive
• The Vertical Profile Overlay and Progress Text Overlay are mutually exclusive

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24.1.12.2. Vertical Profile Overlay
The Profile Overlay is available only on the Heading Map format (see Figure 24-14). The Profile
Overlay enhances the situational awareness by presenting the aircrew with a side view of the FMS
Stick Map. This is particularly valuable when using FMS VNAV. In addition, TCAS Traffic is also
displayed on the PROFILE Overlay. The range ring label is 1/2 of the full range value in Nautical
Miles (nm). Refer to Table 24-8 for Profile Overlay rings.

24.1.12.2.1. When the aircrew selects the Center or Forward Offset, the Profile Overlay disappears. The
Profile Overlay reappears if the Aft Offset is selected. The Progress Text (PROG TXT) Overlay
does not disappear from the Heading Map in Center or Rear Offset.

Table 24-8. Profile Overlay Rings

RANGE OF VALUE ON INNER NUMBER OF

OUTER RING RANGE RING RANGE RINGS
ON HEADING
2.5 nm 1.25 2
MAP
5 nm 2.5 2
10 nm 5 2
20 nm 10 2
40 nm 20 2
80 nm 40 2
160 nm 80 2
320 nm 160 2
640 nm 320 2

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Figure 24-14. Vertical Profile Overlay

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24.1.12.2.2. Weather Radar Overlay
The Weather Radar (WXR) Overlay is available only on the Heading Map in center and forward
view modes (the aft views do not display WXR information) (see Figure 24-15).

Figure 24-15. Heading Map with WXR Overlay

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24.1.12.2.3. Progress Text Overlay
The Progress Text (PROG TXT) Overlay is a window that appears on the top portion of the display
and enables the aircrew to make a rapid, eyes-up assessment of flight plan progress. The MFD
can display the Progress Text Overlay on both the Heading and North Map displays (see Figure
24-16). The Progress Text Overlay displays information about the FROM, TO, TO+1, TO+2, and
Destination Waypoints. All the data associated with the active To Waypoint is shown in magenta.
All of the remaining Progress Text Data is shown in white. The following information is displayed:
• Waypoint Identifier
• Course to Waypoint
• Distance from Present Aircraft Position to Waypoint
• True Air Speed (TAS) for current leg only
• Actual Time of Arrival (ATA)/Estimated Time of Arrival (ETA)

Figure 24-16. Progress Text Overlay

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24.1.12.3. Background Data Overlay
The Background Data (BKGND) Overlay (see Figure 24-17 and Figure 24-18) displays a variety of
information taken from the Nav Database and the Flight Plan. The Background Data Overlay is
available on the MFD FMS Stick Map Displays (Heading and North Map).

Figure 24-17. Background Data Overlay

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WAYPOINT VOR INTERSECTION AIRPORT

TACAN VORTAC NDB RUNWAY

CIRCLE HOLDING PATTERN PATTERN POINT FIGURE 8

CLOSED RANDOM FLYOVER

AIR REFUEL RACETRACK
PATTERN WAYPOINT

MOA (MAGENTA) SUA (CYAN)

TPM1530_01
Figure 24-18. Background Data

NOTE
Operations of Background Data are dependent on navigation database currently in use by the
system.

24.1.12.3.1. The Background Data Overlay displays a variety of information taken from the Nav Database.
The following types of information are displayed:
• NavAids - Hi/Lo
• MOAs - Military Operating Areas - magenta outline - Hi/Lo
• SUAs - Special Use Aircraft - cyan outline - Hi/Lo
• Fixes
• Airports
• Waypoint altitude constraints
• ETA/RTA
• Missed Approach Data - Active FPLN
• USR BNDRY - User Boundaries (UB)
• UB NAMES
• TACTICAL
• Pattern Boundaries (PATBNDRY)

24.1.12.3.2. The Background Data Overlay has the capacity to display the following maximums for the
range selected.
• 50 total for Nav Aids, Fixes and Airports
• 51 total legs for MOAs and SUA Areas

24.1.12.3.3. Background data is filled in from present position on the Heading display. On the North Map,
data is filled in from the center of the map. Data is filled in until the maximum limits are met or the
edge of screen is reached. When the maximum limit of the display is reached, the rest of the
screen has no Background Data displayed. Selection of Background Data types are applied to On-
side displays. The Background Data Overlay offers a Hi/Lo selection to filter the Background Data
by altitude. The Map Data that may be filtered by altitude is NAV AIDS, MOAs and SUAs.

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24.1.12.3.4. Lo-data points are defined as points below 18,000 ft MSL. Hi-data points are defined as
points at or above 18,000 feet MSL. If an SUA spans both Hi/Lo boundaries, it is displayed for
each selection.

24.1.12.3.5. Manually entered Waypoint Altitude (WPT ALTS) constraints for Flight Plan Waypoints may
also be displayed as Background Data (refer to Table 24-9).

Table 24-9. Waypoint Altitude Constraints

DISPLAY CONSTRAINT
▲ At or above (4000A)
▼ At or below (20000B)
▼ At altitude (4000A)
▲
▼ At or above/At or below (4000A/20000B)
▲

NOTE
The ETA and Required Time of Arrival (RTA) associated with Flight
Plan Waypoints may be selected as Background Data ETAs are
displayed in White. RTAs are displayed in Magenta. RTAs take
precedence over ETAs.

The Background Data Overlay also allows the aircrew to "preview" a

MAP (Missed Approach Point) procedure. MAP legs and waypoints
change from cyan to white when the MAP procedure is executed.

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24.1.12.3.6. Secondary Flight Plan Overlay
The FDS allows the aircrew to review a map representation of the Secondary Flight Plan. The
Secondary Flight (SEC FPL) Plan Map Overlay is available on the MFD FMS Stick Map Displays
(Heading and North Map) (see Figure 24-19).

24.1.12.4. The Secondary Flight Plan Overlay adds the visual depiction of the Secondary Flight Plan to the
Active Flight Plan already displayed on the MFD. The MFD can display the Secondary Flight Plan
Overlay on both the Heading Map and the North Map. The color convention used for the
Secondary Flight Plan Overlay uses a cyan dashed line for flight plan legs, white for way- points
and white for identifier text. Up to 200 Secondary Flight Plan Waypoints may be displayed. The
Secondary Flight Plan Overly includes the following features:
• Secondary Flight Plan Legs
• Secondary Flight Plan Waypoints

Figure 24-19. Secondary Flight Plan Overlay

24.1.12.5. TCAS Overlay

TCAS Mode (see Figure 24-20) provides the following menu features:
• Range Selection
• Menu Selection

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Figure 24-20. TCAS Overlay

24.1.12.6. TERRAIN ONLY Mode. The TERRAIN ONLY Mode (see Figure 24-21) operates similarly to the
MFD TERRAIN OVERLAY. The TERRAIN ONLY Mode provides the following menu features:
• Range selection
• Menu location
• Terrain view

24.1.12.6.1. The Terrain view mode allows the user to display terrain information in three map view
positions (left, center and right). While the terrain view is active, moving the IHC Slew switch left or
right causes the display to offset in the direction of the cursor. The display offset does not wrap
around the edge of the display.

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Figure 24-21. Terrain Only Display

24.1.12.7. Active Flight Plan Log.

The FDS allows the aircrew to review characteristics of the Active Flight Plan (FPLN) on the Active
Flight Plan Log. The ACTIVE FLPN LOG page (see Figure 24-22) displays data for the most
recent FROM waypoint at the top of Page 1. TO waypoint data displays in magenta. FROM and
Future waypoint data displays in white. Data for a VNAV waypoint displays in green. "Page # / # of
pages" displays in upper right corner of the Active Flight Plan Log. The Active Flight Plan Log can
display up to 200 future waypoints (including TO). When the Active Flight Plan Log displays the
Secondary Mode Indicator activates. The IHC Cursor Control can then be used to select the
desired ACTIVE FLPN LOG page and the History page.

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Figure 24-22. Active Flight Plan Log

24.1.12.7.1. Additional features of the Active Flight Plan Log are:

• Sequential listing of Active Flight Plan
• Active and History pages
• Readouts by Waypoint Identifier
• Leg Course Data
• Cumulative Distance Data
• Leg TAS Data
• Leg Wind Data (always referenced to Mag North)
• Leg Ground Speed Data
• Leg ETA/ATA
• Distance To Go
• Time To Go
• Data for Destination Waypoint
• Page scrolling on the Active Flight Plan Log is done via the IHC
• When the TO waypoint sequences to FROM, the waypoint moves into History

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24.1.12.8. History Page.
The FDS allows the aircrew to review Progress History Data on the History page. The HISTORY
page (see Figure 24-23) is accessed from the Active Flight Plan Log.

Figure 24-23. HISTORY Page

24.1.12.8.1. The HISTORY page displays data for sequenced waypoint data only. If aircraft is not within
15 nm range of waypoint when sequencing, the waypoint is not considered sequenced and does
not display.

24.1.12.8.2. Data for History waypoints displays in white. The History pages can display up to 39 history
waypoints. Data dis- played for each waypoint is a "snapshot" of the conditions when the waypoint
is sequenced. The exception to this is Distance. The Distance given is the distance from Present
Position to the History waypoint.

24.1.12.9. Secondary Flight Plan Text

The FDS allows the aircrew to review a sequential listing of the Secondary Flight Plan (SEC FPLN)
on the SEC FPLN TXT page (see Figure 24-24). The SEC FPLN TXT page displays data for up to
200 waypoints. All data is shown in white because there is no ACTIVE TO waypoint or HISTORY
waypoints in a Secondary Flight Plan.

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Figure 24-24. Secondary Flight Plan Text Page

24.1.12.9.1. The data available on the SEC FPLN TXT page is the same as the data available on the
Active Flight Plan Log page. The footer of the Secondary Flight Plan Text page displays the
Destination waypoint for the Alternate Flight Plan.

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24.2. OPERATIONAL CHECKOUT

24.2.1. FDS Preparation for Testing

The following steps are for preparation for testing:
a. Connect external power to the aircraft.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• COPILOT DCP
• CPLT CDU
• DTU
• AHRS NO.2
• AUTOPILOT COMP A
• AUTOPILOT COMP B
• AUTOPILOT CTRL A
• AUTOPILOT CTRL B
• AUTOPILOT PILOT MSP
• AUTOPILOT COPILOT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT SIU NO.2
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• PILOT PFD
• PILOT MFD
• PILOT PFD FAN
• PILOT MFD FAN
• PILOT CDU
• PILOT DCP
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC BATT
• AHRS NO.1 AHC
d. On pilot DCP, select OUTBD and adjust brightness and contrast as appropriate viewing for
pilot outboard display.
e. On pilot DCP, select INBD and adjust brightness and contrast as appropriate viewing for pilot
in board display.
f. On copilot DCP, select OUTBD and adjust brightness and contrast as appropriate viewing for
copilot outboard display.
g. On copilot DCP, select INBD and adjust brightness and contrast as appropriate viewing for
copilot in board display.

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24.2.2. FDS Status Check
The following steps are for the FDS status check.
a. Perform FDS preparation for test in accordance with Paragraph 24.2.1.
b. On CDU, press IDX function key.
• INDEX 1/2 page displays
c. On CDU, press STAT function key.
• SYSTEM STATUS page displays
d. Verify current status is GO.
e. On CDU, press DISP line select key L3.
• DISP STATUS page displays
f. Verify current status is GO.

NOTE
Steps 24.2.2.g thru Step 24.2.2.h are for validating a MFD status. The steps cover MFD1, to check
status for MFD2, MFD3, or MFD4 use the appropriate line select key(s).

g. On CDU, press CDU 1 line select key L1.

• MFD1 STATUS page displays
• Verify current status is GO
h. On CDU, press RETURN line select key R6.
• DISP STATUS page displays
i. When FDS operation is no longer required, perform FDS shutdown in accordance with
Paragraph 24.2.7.

24.2.3. MFD Built-In Test

The following steps are for MFD Built-In Test (BIT).
a. Perform FDS preparation for test in accordance with Paragraph 24.2.1.
b. On CDU, press IDX function key.
• INDEX 1/2 page displays
c. On CDU, press STATUS line select key R5.
• SYSTEM STATUS page displays
d. On CDU, press DISP line select key L3.
• DISPL STATUS page displays
e. Verify current status is GO.

NOTE
Step 24.2.3.f thru Step 24.2.3.g cover MFD1, to check status for MFD2, MFD3, or MFD4 use the
appropriate line select key(s).

f. On CDU, press MFD1 line select key L1.

• MFD1 STATUS page displays
g. Verify current status is GO.
h. On CDU, press TEST line select key R1.
i. MFD1 performs BIT and results are displayed within 3 minutes.
j. On CDU, Verify overall status is GO, if not record failure and refer to Paragraph 24.3.
k. When FDS operation is no longer required, perform FDS shutdown in accordance with
Paragraph 24.2.7.

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24.2.4. MFD Control Panel Checkout
The following steps are for the MFD Control Panel Checkout.
a. Perform FDS preparation for test in accordance with Paragraph 24.2.1.
b. On PFD control panel, push center MODE pushbutton (PUSH ARC) to select ARC
MAP on PFD.
• ARC MAP displays appears (distinguished by a mid-distance, dashed line
range ring, and no course pointers or CDI indicator)
c. On PFD control panel, press TCAS pushbutton.
• TCAS Overlay is added to display

NOTE
On MFD control panel, rotate MODE RNG (inner knob) clockwise (cw) and observe the display
ranges. Range increase from 5 nm (default) to 10 nm, 20 nm, 40 nm, 80 nm, 160 nm, and 320nm
as RNG knob is rotated.

The range ring label is 1/2 of the full range value in nautical miles (nm). The range rings values are
1.25, 2.5 (default) 5, 10, 20, 40, 80, and 160.

d. On PFD control panel, rotate MODE RNG knob to select 2.5 nm range that is range ring label
reading of 1.24.
e. On PFD control panel, toggle TERR/WXR pushbutton until TERRAIN is displayed.
• TERR (terrain) Overlay added to ARC MAP display and TCAS Overlay
• TERR RANGE DISAGREE annunciation appears on PFD
f. On PFD control panel rotate MODE RNG knob one click clockwise (cw) to select 5 nm
that reads 2.5 on the range ring label.
• TERR RANGE DISAGREE annunciation is not displayed on PFD
g. On PFD control panel rotate MODE RNG knob to select 320 nm that reads 160 on the
range ring label.
h. Perform the Radar System turn on in accordance with applicable T.O.
i. On PFD control panel, press TERR/WXR pushbutton twice.
• TERR Overlay removed from PFD display, WXR Overlay added to ARC
MAP display and TCAS Overlay
j. On PFD control panel, press TCAS pushbutton once.
• TCAS Overlay is removed from display
• ARC MAP + WXR Overlay remains displayed
k. On PFD control panel, press TERR/WXR pushbutton twice.
• WXR Overlay removed from ARC MAP display
l. On PFD control panel, rotate the MODE knob cw to select HSI display format on PFD.
m. On PFD control panel, press NAV 1/2 repeatedly to see on side and cross side NAV
sources.
• On PFD FMS1, FMS2, VOR1, and VOR2 are displayed
n. On pilot PFD control panel, rotate SOURCE (outer knob) to select VOR1.
o. Primary navigation label on PFD displays VOR1.
p. On pilot PFD control panel, rotate CRS (inner knob) cw and then ccw.
• Primary course pointer (arrow) moves cw then ccw as control is rotated
• Course readout increments then decrements as control is rotated
q. On copilot PFD control panel, rotate SOURCE (outer knob) to select FMS2.
r. On pilot PFD control panel press BRG pushbutton repeatedly.
• Bearing source displayed in cyan (blue lettering) at the bottom left portion
of the PFD sequences through OFF (blank, no bearing display), VOR1,
VOR2, FMS1, FMS2, ADF1, ADF2, and DF
s. On PFD control panel, rotate DATA (outer) knob.

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• Navigation data in lower right corner of PFD EHSI sequences through
TAS, GS, TTG, ET, SAT/TAT, and blank (no navigation data displayed)
t. On PFD control panel, repeatedly press ADC XSIDE selector switch on the instrument panel.
• Air data source displays blank (for on side ADC) or ADC1/2
u. On PFD control panel, repeatedly press X/S ADC selector switch on the instrument
panel.
v. Attitude source displays Blank or AHRS.
w. On pilot/copilot MFD control panel rotate SOURCE (outer knob) to select FMS1/2.
x. On PFD control panel, rotate HDG (inner) knob cw and then ccw.
y. PFD EHSI heading bug moves cw, then ccw as control is rotated.
z. On PFD control panel, rotate HDG (inner) knob and position heading bug at 90
degrees to the right of the EHSI lubber line; then push HDG SYNC.
aa. Heading bug slews to lubber line and navigation source label changes to FHDG.
bb. On PFD control panel, rotate DH SET control and observe readout on PFD.
• Decision height readout changes as DH SET control is varied
cc. Perform the Radar System turn off in accordance with applicable T.O.
dd. When FDS operation is no longer required, perform FDS shutdown in accordance with
Paragraph 24.2.7.

24.2.5. DCP Checkout

The following steps are for the DCP Checkout.
a. Perform FDS preparation for test in accordance with Paragraph 24.2.1.
b. On pilot DCP, select OUTBD and adjust brightness full up and full down for pilot
outboard display.
• Display brightness varies with control movement
c. On pilot DCP, adjust contrast full up and full down for pilot outboard display.
• Display contrast varies with control movement
d. On pilot DCP, select OUTBD and adjust brightness full up and full down for pilot
outboard display.
e. On pilot DCP, adjust brightness and contrast as appropriate viewing for pilot inboard
display.
f. On pilot DCP, select INBD and adjust brightness full up and full down for pilot inboard
display.
• Display brightness varies with control movement
g. On pilot DCP, adjust contrast full up and full down for pilot inboard display.
• Display contrast varies with control movement
h. On pilot DCP, adjust brightness and contrast as appropriate viewing for pilot inboard
display.
i. On pilot DCP, select EICAS.
j. On pilot DCP, select LUM and adjust full up and full down.
• EIDS top display illumination varies with control movement
k. On pilot DCP, adjust brightness and contrast as appropriate viewing for EIDS display.
l. On copilot DCP, select OUTBD and adjust brightness full up and full down for copilot
outboard display.
• Display brightness varies with control movement
m. On copilot DCP, adjust contrast full up and full down for copilot outboard display.
• Display contrast varies with control movement
n. On copilot DCP, select OUTBD and adjust brightness full up and full down for copilot
outboard display.
o. On copilot DCP, adjust brightness and contrast as appropriate viewing for copilot
outboard display.
p. On copilot DCP, select INBD and adjust brightness full up and full down for copilot
inboard display.

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• Display brightness varies with control movement
q. On copilot DCP, adjust contrast full up and full down for copilot inboard display.
• Display contrast varies with control movement
r. On copilot DCP, adjust brightness and contrast as appropriate viewing for copilot
inboard display.
s. On copilot DCP, select EICAS.
t. On copilot DCP, select LUM and adjust full up and full down.
• EIDS bottom display illumination varies with control movement
u. On copilot DCP, adjust brightness and contrast as appropriate viewing for EIDS
display.
v. When FDS operation is no longer required, perform FDS shutdown in accordance with
Paragraph 24.2.7

24.2.6. Interactive Hand Controller Operational Checkout

The following steps are for the IHC operational checkout.
a. Perform FDS preparation for test in accordance with Paragraph 24.2.1.
b. On pilot IHC, move the thumb button FORWARD.
• Verify the cursor ("| |") on the pilot MFD moves towards the top of the
display
c. On pilot IHC, move the thumb button AFT.
• Verify the cursor ("| |") on the pilot MFD moves towards the bottom of the
display
d. On pilot IHC, move the thumb button UP.
• Verify the cursor ("| |") on the pilot MFD moves towards the right of the
display
e. On pilot IHC, move the thumb button DOWN.
• Verify the cursor ("| |") on the pilot MFD moves towards the left of the
display
f. On pilot IHC, press the MENU pushbutton.
• Verify the menu is displayed
g. On pilot IHC, move the cursor to highlight MODE (if not already highlighted) and press
the SELECT pushbutton.
• Verify the mode menu is selected for display
h. On copilot IHC, move the thumb button FORWARD.
• Verify the cursor ("| |") on the copilot MFD moves towards the top of the
display
i. On copilot IHC, move the thumb button AFT.
• Verify the cursor ("| |") on the copilot MFD moves towards the bottom of
the display
j. On copilot IHC, move the thumb button UP.
• Verify the cursor ("| |") on the copilot MFD moves towards the right of the
display
k. On copilot IHC, move the thumb button DOWN.
• Verify the cursor ("| |") on the copilot MFD moves towards the left of the
display
l. On copilot IHC, press the MENU pushbutton.
• Verify the menu is displayed
m. When FDS operation is no longer required, perform FDS shutdown in accordance with
Paragraph 24.2.7.

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24.2.7. FDS Shutdown
The following steps are for FDS shutdown.
a. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• COPILOT DCP
• CPLT CDU
• DTU
• AHRS NO.2
• AUTOPILOT COMP A
• AUTOPILOT COMP B
• AUTOPILOT CTRL A
• AUTOPILOT CTRL B
• AUTOPILOT PILOT MSP
• AUTOPILOT COPILOT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT SIU NO.2
b. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT PFD
• PILOT MFD
• PILOT PFD FAN
• PILOT MFD FAN
• PILOT CDU
• PILOT DCP
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC BATT
• AHRS NO.1 AHC
c. Disconnect external power to the aircraft.

24.3. TROUBLESHOOTING

24.3.1. General
The troubleshooting procedures, (refer to Table 24-10), lists actions to determine cause and
correction of the malfunction. Malfunction symptoms are normally a result of operational checkout
procedures that fail at some point to have the correct result as outlined by the procedure and
normally must be resolved before the procedure can be completed.

NOTE
Upon initial power up, the International C-130 Fault History should be cleared to avoid recording of
ghost faults due to normal start up. This situation is not to be considered a fault.

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Table 24-10. Troubleshooting Procedures

ISOLATION PROCEDURES REMEDY

ITEM 1. MFD CONTROL PANEL DOES NOT INITIATE AN IBIT
1.1. Perform Weight On Wheels (WOW) discrete YES Go to Step 1.2.
check. Does WOW check indicate ground NO Troubleshoot and repair WOW circuit.
operation?
1.2. Perform MFD control panel operational YES No further action required.
checkout in accordance with Paragraph 24.2.4. NO Remove and replace MFD control panel.
Does fault clear?
END OF TEST
ITEM 2. IHC DOES NOT OPERATE OR OPERATES INCORRECTLY
2.1 Replace IHC. Does fault clear? YES No further action required.
NO Proceed to step 2.2.
2.2 Replace appropriate MFD. Does fault clear? YES No further action required.
NO Troubleshoot and repair wiring between IHC
and MFD in accordance with applicable
aircraft wiring diagram.

END OF TEST

24.3.2. I/O Monitoring

The following paragraphs describe the Input/output (I/O) monitoring formats which include
presentations of Digital, Discrete, and Analog Input Monitors. There are three different states for
each monitored input.
• ACTIVE – This stat is shown if the display is receiving valid data
• INACTIVE – This stat is shown if the display is receiving invalid or no data
• N/A – This state is shown on the display if the parameter is not applicable to the current
display mode or if the LRU is not installed.

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24.3.3. DISPLAY STATUS Page
While on the ground, using the PFD Control Panel, press the CATII and DH SET Test buttons
simultaneously on the PFD Control Panel activates the MFD Status Mode on a PFD (see Figure
24-25). The Data and Source Knobs on the PFD Control Panel are used to navigate through the
PFD Status pages. To select the status pages on the MFD display using the IHC, press the MENU
button on the corresponding IHC. Ensure the menu is displayed on the MFD. Using the
corresponding IHC, select RNG/MODE on the Menu, and then status mode. The MFD Status
Mode is used to provide display status of the internal BIT, aircraft systems, I/O monitoring, and
other display test formats. The DISPLAY STATUS page provides current display BIT monitoring
data, software part numbers and elapsed time indication. The status formats include:
• Display Status
• I/O Monitoring
o Digital Inputs
o Discrete Inputs
o Analog Inputs
• Test Patterns

Figure 24-25. DISPLAY STATUS Page

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24.3.3.1. Each column on the DISPLAY STATUS page contains entries indicating status of a particular
category of display hardware. Within each category there are fault status annunciations that define
the BIT status of each element that comprises that hardware category. The status categories are:
• Core Processing Resource (CPR) provides current health of the processor and memory
• Graphics: provides current health of those hardware elements required to generate and
maintain the display (e.g. graphics processor/memory, hardware graphics channels
(video, Weather, etc.), and graphics merge)
• I/O Module provides current status of the interfacing hardware elements
• Display Head provides current status of the display elements contained in the Display
Head Module (DHM) including the Liquid Crystal Display (LCD) and the backlight.

24.3.3.2. The fault status annunciations color indicates the state of the status parameter. White means
normal condition or no fault is detected. Red means a fault is detected for that parameter. If the
status of a parameter is unavailable the fault status annunciation is removed from the display.

24.3.3.3. The software part numbers show to indicate the current software loaded into the display.

24.3.3.4. The Elapsed Time Indication (ETI) displays the total time, in hours, that power has been applied to
the display.

24.3.4. DIGITAL INPUT MONITOR Page

The DIGITAL INPUT MONITORING page formats include presentations of Digital, Discrete, and
Analog inputs; and input statuses (see Figure 24-26). This paragraph defines display and control
requirements unique to the I/O Monitoring formats. The BUS column displays the name of the bus
being monitored and the STATE column displays the associated state for each monitored bus. The
state is ACTIVE when the bus being monitored is communicating and INACTIVE when the bus
monitored is not communicating.

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Figure 24-26. DIGITAL INPUT MONITOR Page

24.3.5. DISCRETE INPUT MONITOR Page

On the DISCRETE INPUT MONITOR page each data entry includes a signal name and its
associated state (see Figure 24-27). The SIGNAL column provides a descriptive signal name for
the discrete being monitored and the STATE column displays the state of the signal being
monitored as either TRUE or FALSE.

24.3.5.1. Perform Paragraph 24.2.2 to determine individual MFD status. Faults are displayed in red on the
DISPLAY STATUS page.

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Figure 24-27. DISCRETE INPUT MONITOR Page

2.3.5. ANALOG INPUT MONITOR Page

On the ANALOG INPUT MONITOR page each data entry includes a signal name, value with units,
and validity of the signal (see Figure 24-28). The SIGNAL column displays the signal name. The
VALUE column displays the value of the signal being monitored to the precision shown above with
leading zeroes for display of bearing inputs. The VALIDITY column displays the validity (VALID or
INVALID) of the signal being monitored as determined by the capability of the hardware to provide the
signal.

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Figure 24-28. ANALOG INPUT MONITOR Page

24.3.6. Initiated BIT

When the display is on the MFD Status pages, an Initiated Built-In Test (IBIT) can be commanded
by pressing and holding the DH SET button on the PFD Control Panel. To initiate an IBIT on the
MFD using the IHC, press the MENU button on the corresponding IHC. Ensure the MENU is
displayed on the MFD and then select RNG/MODE form the menu followed by selecting STATUS.
Press the ACTIVE button on the IHC for 5 seconds (see Figure 24-29).

Figure 24-29. MFD IBIT Indication

24.3.6.1. The IBIT requires confirmation and is highlighted to inform the pilot of the requirement to confirm.
In the case of the MFD using the IHC, press and hold the ACTIVE button for 5 seconds to confirm
the IBIT initialization (see Figure 24-30).

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Figure 24-30. MFD IBIT Confirm Indication

24.3.7. MFD and MFD MFD Failure Flag

See Figure 24-31 for the MFD failure flag.

TPI8788_01

Figure 24-31. MFD Failure Flag

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24.3.8. Flight Display Status
To determine individual MFD status, use the MFD1 STATUS page (see Figure 24-32).
• L1: enables/disables system alert
• L2: displays current ARINC Bus status
• L3: displays current status of output discrete signals
• L4: displays current status of analog signals
• L5: displays current status of the backlight circuits
• L6: accesses the LRU fault history page
• R1: provides current test status and enables test
• R2: displays LCD status
• R3: displays current status of Common Processing Resource (CPR) circuits
• R4: displays current status of bus node circuits
• R5: displays current status of temperature control circuits
• R6: returns to the NAV STATUS page

TPN0478_01

Figure 24-32. MFD1 STATUS Page

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24.4. SOFTWARE LOADING USING LAPTOP

24.4.1 Preparation for Loading.

The following steps are for the preparation for loading an Operational Flight Program (OFP).
a. Connect external power to the aircraft.
b. On the Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• COPILOT DCP
• COPILOT CDU
• COPILOT DCP
• DTU
• TONE GEN
• AHRS NO.2
• AUTOPILOT COMP A
• AUTOPILOT COMP B
• AUTOPILOT CTRL A
• AUTOPILOT CTRL B
• AUTOPILOT PLT MSP
• AUTOPILOT CPLT MSP
• AUTOPILOT SIU NO.1
• AUTOPILOT SIU NO.2
c. On the Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are closed:
• PILOT CDU
• PILOT PFD
• PILOT MFD
• PILOT DCP
• PILOT PFD FAN
• PILOT MFD FAN
• AHRS NO.1 NAV REF
• AHRS NO.1 AHC
• AHRS NO.1 AHC BATT

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24.4.2 Operational Flight Program Loading Procedures.
The following steps are for loading of an Operational Flight Program (OFP) using a laptop
computer running the CPAS software.
a. Connect a Cat 5 Ethernet cable or equivalent cable from the aircraft to the laptop.

NOTE
If the MFD being loaded is direct from Rockwell Collins, it must be loaded in the MFD2
position (Pilot Inboard).

b. Ensure all LRUs being configured are turned ON.

c. Ensure Weight On Wheels (WOW) switch is set to ground.
d. Double click on the CPAS-3000 icon (see Figure 24-33).

Figure 24-33. CPAS-3000 Icon

e. Ensure that the software loadsets required are available within the CPAS application.

NOTE
Always click Acquire Targets prior to loading one or more LRUs as this establishes a connection
between CPAS and the LRU(s) to be loaded.

f. Click on Acquire/Refresh Targets.

Never select node as this may cause the load to fail and potentially corrupt the LRU.

g. Under Select Target/LRU to be updated on the CPAS-3000 Data Loader screen, (see Figure
24-34), select the LRU to be updated. Refer to Table 24-11 for a list of LRUs

Table 24-11. CPAS LRUs

DESCRIPTION LRU
Pilot CDU CDU1, CPR L22
Pilot Inboard MFD MFD2, CPR L21
Pilot Outboard MFD MFD1, CPR F21
Copilot CDU CDU2, CPR R22
Copilot Inboard MFD MFD4, CPR C21
Copilot Outboard MFD MFD3, CPR R21

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TPN2396_01
Figure 24-34. CPAS-3000 Data Loader Screen

h. Select the software to be loaded under "Select Data/Software to be updated". Loadset part
numbers are as follows:
• 096-8282-01A - MFD loadset loaded on all six MFDs
i. Press Begin Load to start uploading data.

NOTE
If an error message pops up, close the current load tab (progress tab) and repeat Step 24.4.2.h
thru Step 24.4.2.i.

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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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24.5 REMOVAL AND INSTALLATION

Prior to removal or installation of any MFD, MFD control panel or IHC, power must be removed to
prevent inadvertent activation of the equipment that could cause injury.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter. When replacing static-sensitive components.

Always install ESD protective caps (or use static protective packaging, as applicable) as soon as
possible after removal of components.

The following paragraphs provide instructions for removing and installing all components of the
flight display system. Post installation checkout procedures of each component are contained in
the installation procedure for that component. Prior to installing any new component in the
following procedures, ensure mounting spaces are cleaned of any debris and are in good
condition. Inspect all electrical connectors prior to making connections. Ensure there are no
damaged pins, sockets, or connector shells. Ensure cable clamps and connector shells are intact
and tight. Observe precautions for handling electrostatic discharge sensitive items. Avoid touching
connector pins with fingers or with any foreign matter. When replacing static-sensitive
components, always install ESD protective caps or use static protective packaging, as applicable
as soon as possible after removing components.

24.5.1 Pilot and Copilot PFD Removal

The following steps are for pilot and copilot PFD removal.

Ensure electrical power is not applied to the aircraft during this procedure. This prevents shock to
personnel working behind the instrument panel.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

a. On Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT PFD
• COPILOT PFD FAN
b. On Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT PFD FAN
• PILOT PFD
c. Remove four screws to loosen the PFD from the mount.
d. Carefully slide the PFD out from the mount to expose the cable assemblies.
e. Disconnect the harness connectors from J1, J2, J3, and any coax harnesses on P4 or P5, at
the rear of the PFD.

NOTE
If the display is not going to be re-installed immediately, cover the connectors and stow the
harnesses on the aircraft side and install blanking caps to the connectors on the display.

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24.5.2 Pilot and Copilot PFD Installation
The following steps are for pilot and copilot PFD installation.

Ensure electrical power is not applied to the aircraft during this procedure. This prevents shock to
personnel working behind the instrument panel.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fin- gers or with any foreign matter.

a. On Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT PFD
• COPILOT PFD FAN
b. On Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT PFD FAN
• PILOT PFD
c. Ensure all blanking caps are removed and that there are no bent pins or objects that could
impede the mating of the connectors before attempting connecting of the connectors.
d. Connect the harness connectors J1, J2, J3, and any coax harnesses for P4 or P5, at the rear
of the PFD.
e. Carefully slide the PFD into position.
f. Secure PFD with four screws.
g. Close all previously opened circuit breakers.
h. Perform operational check procedures in accordance with Paragraph 24.2.4.

24.5.3 Pilot and Copilot MFD (MFD) Removal

The following steps are for Pilot and Copilot MFD (MFD) removal

Ensure electrical power is not applied to the aircraft during this procedure. This prevents shock to
personnel working behind the instrument panel.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

a. On Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT PFD
• COPILOT PFD FAN
b. On Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT PFD FAN
• PILOT PFD
c. Remove four screws to loosen the MFD from the mount.
d. Carefully slide the MFD out from the mount to expose the cable assemblies.
e. Disconnect the harness connectors from J1, J2, J3 and any coax harnesses on P4 or
P5, at the rear of the MFD.

NOTE

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If the display is not going to be re-installed immediately, cover the connectors and stow the
harnesses on the aircraft side and install blanking caps to the connectors on the display.

24.5.4 Pilot and Copilot MFD (MFD) Installation

The following steps are for Pilot and Copilot MFD (MFD) installation

Ensure electrical power is not applied to the aircraft during this procedure. This prevents shock to
personnel working behind the instrument panel.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

a. On Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT PFD
• COPILOT PFD FAN
b. On Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT PFD FAN
• PILOT PFD
c. Ensure all blanking caps are removed and that there are no bent pins or objects that could
impede the mating of the connectors before attempting connecting of the connectors.
d. Connect the harness connectors J1, J2, J3 and any coax harnesses for P4 or P5, at the rear
of the MFD.
e. Carefully slide the MFD into position.
f. Secure MFD with four screws.
g. Close all previously opened circuit breakers.
h. Perform operational checkout procedures in accordance with Paragraph 24.2.

24.5.5 Pilot and Copilot PFD Control Panel Removal

The following steps are for Pilot and Copilot PFD control panel removal.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

a. On Copilot Upper Circuit Breaker panel, open COPILOT DCP circuit breaker.
b. On Pilot Upper Circuit Breaker panel, open PILOT DCP circuit breaker.
c. Turn four Dzus fasteners counter clockwise (ccw) and loosen the PFD control panel.
d. Carefully slide the PFD control panel out from the mount to expose the cable assembly.
e. Disconnect cable connector from J1 at rear of the PFD.

NOTE
If the control panel is not re-installed immediately, cover the connector and stow the harnesses on
the aircraft side. Install blanking cap to the connectors on the control panel.

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24.5.6 Pilot and Copilot PFD Control Panel Installation
The following steps are for Pilot and Copilot PFD control panel installation.

Observe precautions for handling electrostatic discharge sensitive items. Avoid touching connector
pins with fingers or with any foreign matter.

a. On Copilot Upper Circuit Breaker panel, open COPILOT DCP circuit breaker.
b. On Pilot Upper Circuit Breaker panel, open PILOT DCP circuit breaker.
c. Ensure all blanking caps are removed and that there are no bent pins or objects that
could impede the mating of the connectors before attempting connecting of the
connectors.
d. Connect cable connector at J1 at rear of the PFD control panel.
e. Carefully slide the PFD control panel into position on rail.
f. Turn four Dzus fasteners clockwise (cw) to secure the PFD control panel.
g. Close previously opened circuit breakers.
h. Perform operational checkout procedures in accordance with Paragraph 24.2.4.

24.5.7 Pilot and Copilot IHC Removal

The following steps are for pilot and copilot IHC removal.
a. On Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT MFD
• COPILOT MFD FAN
b. On Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT MFD FAN
• PILOT MFD
c. Remove electrical connector from J1 plug at Pilot and Copilot middle pedestal section.
d. Remove four screws securing IHC to mounting plate.
e. Remove IHC.

24.5.8 Pilot and Copilot IHC Installation

The following steps are for pilot and copilot IHC installation.
a. On Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT MFD
• COPILOT MFD FAN
b. On Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT MFD FAN
• PILOT MFD
c. Install IHC into mount plate and secure in place with four screws.
d. Ensure all blanking caps are removed and that there are no bent pins or objects that could
impede the mating of the connectors before attempting connecting of the connectors.
e. Install electrical connector to J1 plug at Pilot and Copilot middle pedestal section.
f. Perform IHC operational checkout in accordance with Paragraph 24.2.6.

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24.5.9 Pilot and Copilot Display Control Panel Removal
The following steps are for Pilot and Copilot DCP removal
a. On Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• COPILOT DCP
• CPLT CDU
• COPILOT DCP
b. On Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT PFD
• PILOT MFD
• PILOT PFD FAN
• PILOT MFD FAN
• PLT CDU
• PILOT DCP
c. Turn two Dzus fasteners counter clockwise (ccw) and loosen the DCP.
d. Remove DCP from panel.
e. Disconnect the connector from the rear of the control panel.

NOTE
If the DBCP is not replaced immediately, ensure that the connector and harness on the aircraft
side is not capped and stowed. Place a blanking cap on the DCP connector.

24.5.10 Pilot and Copilot Display Control Panel Installation

The following steps are for Pilot and Copilot DCP Installation.
a. On Copilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• COPILOT PFD
• COPILOT MFD
• COPILOT PFD FAN
• COPILOT MFD FAN
• COPILOT DCP
• CPLT CDU
• COPILOT DCP
b. On Pilot Upper Circuit Breaker panel, ensure the following circuit breakers are open:
• PILOT PFD
• PILOT MFD
• PILOT PFD FAN
• PILOT MFD FAN
• PLT CDU
• PILOT DCP
c. Ensure the blanking plugs are removed and that no bent pins or any objects are present that
could impede the mating of the connectors.
d. Connect cable connectors to rear of DCP.
e. Install DCP into mount plate and secure in place with two dzus fasteners.
f. Perform operational checkout procedures in accordance with Paragraph 24.2.5.

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FAM C-130K MAINTENANCE MANUAL SUPPLEMENT
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CHAPTER 25
FLIGHT CONTROLS
25.1 GENERAL.

This section refers to the Elevator Control System rigging of Step 24 of Maintenance Manual
CH 27-30, pg 235.

25.1.1 PROCEDURE

STEP 24

With the torque tube stop lever (2) against the down-stop (17), adjust the control rod (12) from
the pilot control column until the centre of the top screw (19) in the pilot wheel is 9.65 ± 0.25
centimetres (3.80 ± 0.10 inches) from the pilot instrument panel. If measuring from the front
face of the Pilot’s Multi-Function Display then adjust the control rod (12) from the pilot control
column until the centre of the top screw (19) in the pilot wheel is 8.38 ± 0.25 centimetres (3.30
± 0.10 inches). Adjust the control rod (12) from the copilot control column until the centre of
the top screw (19) in the copilot wheel is 9.65 ± 0.25 centimetres (3.80 ± 0.10 inches) from
the copilot instrument panel. If measuring from the front face of the Copilot’s Multi-Function
Display then adjust the control rod (12) from the pilot control column until the centre of the top
screw (19) in the pilot wheel is 8.38 ± 0.25 centimetres (3.30 ± 0.10 inches). These
dimensions should be taken with the control column pushed against the down-stop limit by a
force of 5 to 7 kilograms (10 to 15 pounds) applied at the hub of the control wheel.

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FWD

Elevator Control System Rigging (Sheet 4 of 6)

Figure 27tr-30-14.

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CHAPTER 26
FLIGHT CONTROLS - FLAPS
26.1 GENERAL.

This section refers to the Flap Control System:

1. Operational Checkout Maintenance Manual CH 27-50, pg 201 thru 203.
2. Installation of Position Transmitter Maintenance Manual CH 27-50, pg 213.
3. Wing Flap Control system Rigging Maintenance Manual CH 27-50, pg 240.

26.1.1 Operational Checkout

The following steps of the operational checkout have been changed.

(9) Place the Flap control lever in the UP position.

RESULT: The wing flap position indication on the EIDS should indicate UP.
The microswitch should be open.

(14) Move the flaps control lever slowly past the 50 percent flaps marking on the flaps
lever quadrant.
RESULT: The detent should be felt at the 50 percent position, and the flaps
position indication on the EIDS should read 50 (± 3) percent.

(17) Move the flaps control lever to the DN position. Measure the time required for the
flaps to move from full retraction to full extension.
RESULT: The flaps should move from full retraction to full extension in 8 to 15
seconds. The microswitch should be open, and the flaps position
indication on the EIDS should be within ±3 percent of the down mark
on the dial.

(18) Move the flaps control lever to the UP position. Measure the time required for the
flaps to move from full extension to full retraction.
RESULT: The flaps should move from full extension to full retraction in 10 to 15
seconds. The microswitch should be open, and the flaps position
indication on the EIDS should be at the up mark when the flaps are
fully retracted.

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26.1.2 Position Transmitter Installation

The Position Transmitter installation has been changed as follows.

(2) Installation of Position Transmitter. (See figure 27-50-09.)

(a) Reverse the removal procedures.

(b) CHECK FLAP POSITION:

1) Energize the airplane electrical power system.
2) Ensure flap control handle is at UP position and flaps are at full up
position.
3) Connect a laptop computer that has the WinViews software installed to
the EGPWS computer. Refer to 34-44.
1) On the PC, start the WinVIEWS program
2) WinVIEWS opens in the Terminal Mode. Type “RawFlpAng” to
see the current Flap Angle in degrees. Press CTRL-R to refresh
the command any time the reading might have changed.
4) If both flap position indications read zero, proceed to step (e).
5) If either or both flap position indications do not read zero, proceed to step
(c).

(c) ADJUSTMENT OF FLAP POSITION TRANSMITTER:

1) Check that the flap position indication on the EIDS shows 0% (UP) with
the flaps in the full up position.
2) Check the EGPWS computer is indicating zero degrees.
3) If either or both indications do not show zero, loosen the cam screws.
Rotate the transmitter until the two indications are reading zero
4) If flap position transmitter cannot be adjusted so both indications read
zero, rotate cam to center of travel, tighten cam screws, and proceed to
step (d) for coarse adjustment.

(d) COURSE ADJUSTMENT OF FLAP POSITION TRANSMITTER:

1) Loosen the cam screws.
2) Remove the cover and disengage the spline on the end of the transmitter
gear train.
3) Rotate the spline to a new position and re-engage the splines.
4) Rotate the transmitter as required to obtain the correct readings.
5) Tighten the cam screws and re-install the cover.

(e) Operate the flaps through several operations. Note that the EIDS indication
reads within ±3 percent of the down mark with the flaps fully extended, and
UP (±0 percent) with the flaps fully retracted.

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26.1.3 Wing Flap Control System Rigging

STEP 25

CHECK THE WlNG FLAPS POSITION INDICATION (23) ON THE EIDS AND IN THE
EGPWS COMPUTER, REFER TO POSITION TRANSMITTER INSTALLATION
PROCEDURE. IF THE INDICATION DOES NOT SHOW UP, LOOSEN THE THREE
SCREWS (24) IN THE POSITION TRANSMITTER MOUNTING CAM (26) OF THE FLAPS
DRIVE ASSEMBLY, THEN ROTATE THE POSITION TRANSMITTER (25) AS REQUIRED
UNTIL THE POSITION INDICATIONS READ UP. IF LARGER ADJUSTMENT IS REQUIRED
THAN CAN BE OBTAINED WlTH THE SLOTTED HOLES IN THE MOUNTING CAM,
ADJUST IN ACCORDANCE WITH POSITION TRANSMITTER INSTALLATION
PROCEDURE IN THIS SECTION.

23

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