Honeywell International Inc.

21111 N. 19th Ave.

Phoenix, AZ 85027-2708
U.S.A.
CAGE: 55939

TO HOLDERS OF SYSTEM DESCRIPTION AND OPERATION MANUAL, PUB. NO.

A15--1146--065, PRIMUS 1000 INTEGRATED AVIONICS SYSTEM

REVISION NO. 4 DATED 1 NOV 2006

HIGHLIGHTS

This revision replaces some data in the manual. All changed pages have a new date, as identified
in the List of Effective Pages. Revision bars identify the changed data.

Put the changed pages in the manual and remove and discard all replaced pages. Write the
revision number, revision date, and replacement date on the Record of Revisions page.

Page Description of Change Effectivity

T--1 Revised to show the revision date of this manual. Changed the All
Honeywell name and address. Added phone numbers.
T--2, T--3 Revised page T--2 and added page T--3 for Honeywell--Confidential All
legal data.
------ Removed the Business Reply Card (User Registration Card), All
Customer Response form, and Report of Possible Data Error form
because this data is available on the Honeywell Online Technical
Publications Web site. The location of the Web site is included in
the INTRODUCTION.
RR--1 Revised to add the entry for revisions 1 thru 4. All

LEP--1 thru LEP--13 Revised to show the changed pages in this manual. All

TC--1 thru TC--34 Revised to show the location of the data in this manual. All
INTRO--1 thru Replaced all pages of the INTRODUCTION. All
INTRO--12
Removed the Proprietary Notice and Export Notice data. Added a
Customer Support paragraph. Changed the sequence of the
INTRODUCTION data. Changed References, Acronyms and
Abbreviations data. Added Verification data. Revision bars are not
supplied.

4, 5 Updated Tables 1--1 and 1--2 with the latest correct system All
components.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Page Description of Change Effectivity

1--7, 1--15, 1--29, Updated illustrations with the latest system configuration. All
2--1--6, 2--1--33 thru
2--1--39, 2--1--133,
2--1--183, 2--1--229,
2--2--11, 2--4--4,
2--5--11, 2--8--13,
2--9--17, 2--10--22,
2--10--41, 2--10--49,
2--10--57, 2--11--15,
2--11--21, 2--13--9,
2--14--17, 2--15--15,
2--15--17, 2--15--19,
2--15--23, 2--15--25,
2--15--37, 2--15--41
1--9 Revised a figure title. All

1--4,1--5, 2--1--7, Update text with the latest correct information. All
2--1--13, 2--1--18,
2--1--22, 2--1--51,
2--1--65, 2--1--67,
2--1--204 thru
2--1--210, 2--1--231,
2--4--28, 2--6--1,
2--7--15, 2--10--23,
2--10--24, 2--10--43,
2--13--1, 2--13--2,
2--14--53, 2--14--54,
2--15--27, 2--15--33,
2--15--35, 2--15--36,
2--15--39, 2--16--1,
2--16--18
2--1--211, 2--1--212, Relocated text from other locations. No other changes were made. All
2--1--213, 4--9, 4--11,
4--13 thru 4--18, 4--20,
4--22, 4--24, 4--26,
4--31, 4--33, 4--36,
4--40 thru 4--53, 4--55,
4--56, 4--59, 4--60,
4--62, 4--66, 4--69,
4--70, 4--71, 4--73,
4--76, 4--78, 4--80,
4--81, 4--84, 4--86,
4--87, 4--88, 4--90,
4--96, 4--98 thru
4--101
4--1 Added a NOTE that refers to aircraft manufacturers’ aircraft All
maintenance manual for latest instructions.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Page Description of Change Effectivity

4--2 Added material WARNING and CAUTION. Removed a material All

hazard code.
4--3 Updated a software version number. All
4--4 Revised a CAUTION to update a source of reference. All

4--77 Added step (2)(c) to the reinstallation procedure for the RM--855 All
RMU.
4--82 Changed a word ’from’ to ’to’. All

4--4, 4--5, 4--6, 4--8, Added an ESDS CAUTION to Removal and Reinstallation All
4--10, 4--12, 4--19, Procedures for the Primus® 1000 system components.
4--21, 4--23, 4--25,
4--27 thru 4--30, 4--32,
4--34, 4--35, 4--37,
4--38, 4--39, 4--54,
4--57, 4--58, 4--61,
4--63, 4--64, 4--65,
4--67, 4--72, 4--74,
4--75, 4--77, 4--79,
4--83, 4--85, 4--89,
4--91 tru 4--95, 4--97
6--1 thru 6--6 Extensively revised Honeywell Support information. Revision bars All
are not supplied.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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 Honeywell International Inc.
21111 N. 19th Ave.
Phoenix, AZ 85027-2708
U.S.A.
CAGE: 55939
Telephone: (800) 601--3099
Telephone: (602) 365--3099 (International)

System Description and Operation

Manual

PRIMUS® 1000
Integrated Avionics System

Embraer Regional Jet ERJ--135, ERJ--140,

ERJ--145

This document contains technical data and is subject to U.S. export regulations.
These commodities, technology, or software were exported from the United States in accordance with the
export administration regulations. Diversion contrary to U.S. law is prohibited.

Title Page T--1

Printed in U.S.A. Pub. No. A15--1146--065, Revision 4 Revised 1 Nov 2006
1 Nov 1996
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

HONEYWELL -- CONFIDENTIAL

This copyrighted work and all information are the property of Honeywell International Inc., contain trade
secrets and may not, in whole or in part, be used, duplicated, or disclosed for any purpose without prior
written permission of Honeywell International Inc. All rights reserved.

Honeywell Materials License Agreement

The documents and information contained herein (“the Materials”) are the proprietary data of Honeywell
International Inc. and Honeywell Intellectual Properties Inc (collectively “Honeywell”). These Materials are
provided for the exclusive use of Honeywell Service Centers; Honeywell--authorized repair facilities;
operators of Honeywell aerospace products subject to an applicable product support agreement, their
wholly owned--subsidiaries or a formally designated thirdparty service provider thereunder; and direct
recipients of Materials from Honeywell’s Aerospace Technical Publication Distribution. The terms and
conditions of this License Agreement govern your use of these Materials, except to the extent that any terms
and conditions of another applicable agreement with Honeywell regarding the operation, maintenance, or
repair of Honeywell aerospace products conflict with the terms and conditions of this License Agreement,
in which case the terms and conditions of the other agreement will govern. However, this License Agreement
will govern in the event of a conflict between its terms and conditions and those of a purchase order or
acknowledgement.

1. License Grant

If you are a party to an applicable product support agreement, a Honeywell Service Center agreement, or
an authorized repair facility agreement, Honeywell hereby grants you a limited, non--exclusive license to use
these Materials to operate, maintain, or repair Honeywell aerospace products only in accordance with that
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If you are a direct recipient of these Materials from Honeywell’s Aerospace Technical Publication Distribution
and are not a party to an agreement related to the operation, maintenance or repair of Honeywell aerospace
products, Honeywell hereby grants you a limited, non--exclusive license to use these Materials to maintain
or repair the subject Honeywell aerospace products only at the facility to which these Materials have been
shipped (“the Licensed Facility”). Transfer of the Materials to another facility owned by you is permitted only
if the original Licensed Facility retains no copies of the Materials and you provide prior written notice to
Honeywell.

2. Rights In Materials -- Honeywell retains all rights in these Materials and in any copies thereof that are not
expressly granted to you, including all rights in patents, copyrights, trademarks, and trade secrets. No
license to use any Honeywell trademarks or patents is granted under this License Agreement.

3. Confidentiality -- You acknowledge that these Materials contain information that is confidential and
proprietary to Honeywell. You agree to take all reasonable efforts to maintain the confidentiality of these
Materials

4. Assignment And Transfer -- This License Agreement may be assigned to a formally designated service
designee to the extent allowed under an applicable product support agreement or transferred to a
subsequent owner or operator of an aircraft containing the subject Honeywell aerospace products. However,
the recipient of any such assignment or transfer must assume all of your obligations under this License
Agreement. No assignment or transfer shall relieve any party of any obligation that such party then has
hereunder.

Page T--2
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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

5. Copies of Materials -- Unless you have the express written permission of Honeywell, you may not make
or permit making of copies of the Materials. Notwithstanding the foregoing, you may make copies of only
portions of the Material for your internal use. You agree to return the Materials and any copies thereof to
Honeywell upon the request of Honeywell.

6. Term -- This License Agreement is effective until terminated as set forth herein. This License Agreement
will terminate immediately, without notice from Honeywell, if you fail to comply with any provision of this
License Agreement or will terminate simultaneously with the termination or expiration of your applicable
product support agreement, authorized repair facility agreement, or your formal designation as a third party
service provider. Upon termination of this License Agreement, you will return these Materials to Honeywell
without retaining any copies and will have one of your authorized officers certify that all Materials have been
returned with no copies retained.

7. Remedies -- Honeywell reserves the right to pursue all available remedies and damages resulting from
a breach of this License Agreement

8. Limitation of Liability -- IN NO EVENT WILL HONEYWELL BE LIABLE FOR ANY INCIDENTAL

DAMAGES, CONSEQUENTIAL DAMAGES, SPECIAL DAMAGES, INDIRECT DAMAGES, LOSS OF
PROFITS,LOSS OF REVENUES, OR LOSS OF USE, EVEN IF INFORMED OF THE POSSIBILITY OF
SUCH DAMAGES. TO THE EXTENT PERMITTED BY APPLICABLE LAW, THESE LIMITATIONS AND
EXCLUSIONS WILL APPLY REGARDLESS OF WHETHER LIABILITY ARISES FROM BREACH OF
CONTRACT, WARRANTY, TORT (INCLUDING BUT NOT LIMITED TO NEGLIGENCE), BY OPERATION
OF LAW, OR OTHERWISE

9. Controlling Law -- This License shall be governed and construed in accordance with the laws of the State
of New York without regard to the conflicts of laws provisions thereof. This license sets forth the entire
agreement between you and Honeywell and may only be modified by a writing duly executed by the duly
authorized representatives of the parties.

COPYRIGHT -- NOTICE

Copyright 2006 by Honeywell International Inc. Do not copy without express permission of Honeywell.

Honeywell is a U.S. registered trademark of Honeywell International Inc. All other marks are owned by their respective companies.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

RECORD OF REVISIONS
For each revision, put the revised pages in your manual and discard the superseded pages. Write
the revision number and date, date put in manual, and the incorporator’s initials in the applicable
columns on the Record of Revisions. The initial H shows Honeywell is the incorporator.

Revision Revision Date Put Revision Revision Date Put

Number Date In Manual By Number Date In Manual By

1 30 Aug 1999 30 Aug 1999 H

2 1 Sep 2000 1 Sep 2000 H

3 1 Jan 2004 1 Jan 2004 H

4 1 Nov 2006 1 Nov 2006 H

Page RR--1
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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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RECORD OF TEMPORARY REVISIONS

Instructions on each page of a temporary revision tell you where to put the pages in your manual.
Remove temporary revision pages only when discard instructions are given. For each temporary
revision, put the applicable data in the record columns on this page.

Temporary Temporary Temporary Date

Revision Revision Revision Date Put Removed
Number Date Status in Manual By * from Manual By *

* The initial H in this column shows Honeywell has done this task.
** Temporary revisions are incorporated in the manual by normal revision.

Page RTR--1
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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

SERVICE BULLETIN LIST

Identified Date Included

Service Bulletin Mod in this Manual Description

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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LIST OF EFFECTIVE PAGES

Subheading and Page Date Subheading and Page Date

Title TC--5 H 1 Nov 2006

T--1 1 Nov 2006 TC--6 H 1 Nov 2006
H
T--2 1 Nov 2006 TC--7 H 1 Nov 2006
H
TC--8 H 1 Nov 2006
Record of Revisions
TC--9 H 1 Nov 2006
RR--1 1 Jan 2004 TC--10 H 1 Nov 2006
RR--2 1 Jan 2004 TC--11 H 1 Nov 2006
Record of Temporary Revisions TC--12 H 1 Nov 2006
RTR--1 1 Jan 2004 TC--13 H 1 Nov 2006
RTR--2 1 Jan 2004 TC--14 H 1 Nov 2006
Service Bulletin List TC--15 H 1 Nov 2006
TC--16 H 1 Nov 2006
SBL--1 1 Jan 2004
TC--17 H 1 Nov 2006
SBL--2 1 Jan 2004
TC--18 H 1 Nov 2006
List of Effective Pages
TC--19 H 1 Nov 2006
LEP--1 H 1 Nov 2006 TC--20 H 1 Nov 2006
LEP--2 H 1 Nov 2006 TC--21 H 1 Nov 2006
LEP--3 H 1 Nov 2006 TC--22 H 1 Nov 2006
LEP--4 H 1 Nov 2006 TC--23 H 1 Nov 2006
LEP--5 H 1 Nov 2006 TC--24 H 1 Nov 2006
LEP--6 H 1 Nov 2006 TC--25 H 1 Nov 2006
LEP--7 H 1 Nov 2006 TC--26 H 1 Nov 2006
LEP--8 H 1 Nov 2006 TC--27 H 1 Nov 2006
LEP--9 H 1 Nov 2006 TC--28 H 1 Nov 2006
LEP--10 H 1 Nov 2006 TC--29 H 1 Nov 2006
LEP--11 H 1 Nov 2006 TC--30 H 1 Nov 2006
LEP--12 H 1 Nov 2006 TC--31 H 1 Nov 2006
LEP--13 H 1 Nov 2006 TC--32 H 1 Nov 2006
LEP--14 H 1 Nov 2006 TC--33 H 1 Nov 2006
Table of Contents TC--34 H 1 Nov 2006
TC--1 H 1 Nov 2006 Introduction
TC--2 H 1 Nov 2006 INTRO--1 H 1 Nov 2006
TC--3 H 1 Nov 2006 INTRO--2 H 1 Nov 2006
TC--4 H 1 Nov 2006

H indicates a changed or added page.

F indicates a foldout page.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subheading and Page Date Subheading and Page Date

Introduction (cont) 1--28 1 Jan 2004

1--29 H 1 Nov 2006
INTRO--3 H 1 Nov 2006
1--30 1 Jan 2004
INTRO--4 H 1 Nov 2006
1--31 1 Jan 2004
INTRO--5 H 1 Nov 2006
1--32 1 Jan 2004
INTRO--6 H 1 Nov 2006
F 1--33/1--34 1 Jan 2004
INTRO--7 H 1 Nov 2006
F 1--35/1--36 1 Jan 2004
INTRO--8 H 1 Nov 2006
1--37 1 Jan 2004
INTRO--9 H 1 Nov 2006
1--38 1 Jan 2004
INTRO--10 H 1 Nov 2006
1--39 1 Jan 2004
INTRO--11 H 1 Nov 2006
1--40 1 Jan 2004
INTRO--12 H 1 Nov 2006
1--41 1 Jan 2004
Section 1
System Overview 1--42 1 Jan 2004
1--1 1 Jan 2004 1--43 1 Jan 2004
1--2 1 Jan 2004 1--44 1 Jan 2004
1--3 1 Jan 2004 1--45 1 Jan 2004
1--4 H 1 Nov 2006 1--46 1 Jan 2004
1--5 H 1 Nov 2006 Section 2
System Description
1--6 1 Jan 2004
2--1 1 Jan 2004
F 1--7/1--8 H 1 Nov 2006
2--2 1 Jan 2004
F 1--9/1--10 H 1 Nov 2006
F 1--11/1--12 1 Jan 2004 Section 2--1
Electronic Display System (EDS)
F 1--13/1--14 1 Jan 2004
2--1--1 1 Jan 2004
F 1--15/1--16 H 1 Nov 2006
2--1--2 1 Jan 2004
1--17 1 Jan 2004
2--1--3 1 Jan 2004
1--18 1 Jan 2004
2--1--4 1 Jan 2004
1--19 1 Jan 2004
2--1--5 1 Jan 2004
1--20 1 Jan 2004
2--1--6 H 1 Nov 2006
1--21 1 Jan 2004
2--1--7 H 1 Nov 2006
1--22 1 Jan 2004
2--1--8 1 Jan 2004
1--23 1 Jan 2004
2--1--9 1 Jan 2004
1--24 1 Jan 2004
2--1--10 1 Jan 2004
1--25 1 Jan 2004
2--1--11 1 Jan 2004
1--26 1 Jan 2004
2--1--12 1 Jan 2004
1--27 1 Jan 2004

H indicates a changed or added page.

F indicates a foldout page.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subheading and Page Date Subheading and Page Date

Section 2--1 2--1--52 1 Jan 2004

Electronic Display System (EDS) (cont) 2--1--53 1 Jan 2004
2--1--13 H 1 Nov 2006 2--1--54 1 Jan 2004
2--1--14 1 Jan 2004 2--1--55 1 Jan 2004
2--1--15 1 Jan 2004 2--1--56 1 Jan 2004
2--1--16 1 Jan 2004 2--1--57 1 Jan 2004
2--1--17 1 Jan 2004 2--1--58 1 Jan 2004
2--1--18 H 1 Nov 2006 2--1--59 1 Jan 2004
2--1--19 1 Jan 2004 2--1--60 1 Jan 2004
2--1--20 1 Jan 2004 2--1--61 1 Jan 2004
2--1--21 1 Jan 2004 2--1--62 1 Jan 2004
2--1--22 H 1 Nov 2006 2--1--63 1 Jan 2004
2--1--23 1 Jan 2004 2--1--64 1 Jan 2004
2--1--24 1 Jan 2004 2--1--65 H 1 Nov 2006
2--1--25 1 Jan 2004 2--1--66 1 Jan 2004
2--1--26 1 Jan 2004 2--1--67 H 1 Nov 2006
2--1--27 1 Jan 2004 2--1--68 1 Jan 2004
2--1--28 1 Jan 2004 2--1--69 1 Jan 2004
2--1--29 1 Jan 2004 2--1--70 1 Jan 2004
2--1--30 1 Jan 2004 2--1--71 1 Jan 2004
2--1--31 1 Jan 2004 2--1--72 1 Jan 2004
2--1--32 1 Jan 2004 2--1--73 1 Jan 2004
F 2--1--33/2--1--34 H 1 Nov 2006 2--1--74 1 Jan 2004
F 2--1--35/2--1--36 H 1 Nov 2006 2--1--75 1 Jan 2004
F 2--1--37/2--1--38 H 1 Nov 2006 2--1--76 1 Jan 2004
F 2--1--39/2--1--40 H 1 Nov 2006 2--1--77 1 Jan 2004
F 2--1--41/2--1--42 1 Jan 2004 2--1--78 1 Jan 2004
2--1--43 1 Jan 2004 2--1--79 1 Jan 2004
2--1--44 1 Jan 2004 2--1--80 1 Jan 2004
2--1--45 1 Jan 2004 2--1--81 1 Jan 2004
2--1--46 1 Jan 2004 2--1--82 1 Jan 2004
2--1--47 1 Jan 2004 2--1--83 1 Jan 2004
2--1--48 1 Jan 2004 2--1--84 1 Jan 2004
2--1--49 1 Jan 2004 2--1--85 1 Jan 2004
2--1--50 1 Jan 2004 2--1--86 1 Jan 2004
2--1--51 H 1 Nov 2006 2--1--87 1 Jan 2004

H indicates a changed or added page.

F indicates a foldout page.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subheading and Page Date Subheading and Page Date

Section 2--1 2--1--123 1 Jan 2004

Electronic Display System (EDS) (cont) 2--1--124 1 Jan 2004
2--1--88 1 Jan 2004 2--1--125 1 Jan 2004
2--1--89 1 Jan 2004 2--1--126 1 Jan 2004
2--1--90 1 Jan 2004 2--1--127 1 Jan 2004
2--1--91 1 Jan 2004 2--1--128 1 Jan 2004
2--1--92 1 Jan 2004 2--1--129 1 Jan 2004
2--1--93 1 Jan 2004 2--1--130 1 Jan 2004
2--1--94 1 Jan 2004 2--1--131 1 Jan 2004
2--1--95 1 Jan 2004 2--1--132 1 Jan 2004
2--1--96 1 Jan 2004 2--1--133 H 1 Nov 2006
2--1--97 1 Jan 2004 2--1--134 1 Jan 2004
2--1--98 1 Jan 2004 2--1--135 1 Jan 2004
2--1--99 1 Jan 2004 2--1--136 1 Jan 2004
2--1--100 1 Jan 2004 2--1--137 1 Jan 2004
2--1--101 1 Jan 2004 2--1--138 1 Jan 2004
2--1--102 1 Jan 2004 2--1--139 1 Jan 2004
2--1--103 1 Jan 2004 2--1--140 1 Jan 2004
2--1--104 1 Jan 2004 2--1--141 1 Jan 2004
2--1--105 1 Jan 2004 2--1--142 1 Jan 2004
2--1--106 1 Jan 2004 2--1--143 1 Jan 2004
2--1--107 1 Jan 2004 2--1--144 1 Jan 2004
2--1--108 1 Jan 2004 2--1--145 1 Jan 2004
2--1--109 1 Jan 2004 2--1--146 1 Jan 2004
2--1--110 1 Jan 2004 2--1--147 1 Jan 2004
2--1--111 1 Jan 2004 2--1--148 1 Jan 2004
2--1--112 1 Jan 2004 2--1--149 1 Jan 2004
2--1--113 1 Jan 2004 2--1--150 1 Jan 2004
2--1--114 1 Jan 2004 2--1--151 1 Jan 2004
2--1--115 1 Jan 2004 2--1--152 1 Jan 2004
2--1--116 1 Jan 2004 2--1--153 1 Jan 2004
2--1--117 1 Jan 2004 2--1--154 1 Jan 2004
2--1--118 1 Jan 2004 2--1--155 1 Jan 2004
2--1--119 1 Jan 2004 2--1--156 1 Jan 2004
2--1--120 1 Jan 2004 2--1--157 1 Jan 2004
2--1--121 1 Jan 2004 2--1--158 1 Jan 2004
2--1--122 1 Jan 2004 2--1--159 1 Jan 2004

H indicates a changed or added page.

F indicates a foldout page.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subheading and Page Date Subheading and Page Date

Section 2--1 2--1--195 1 Jan 2004

Electronic Display System (EDS) (cont) 2--1--196 1 Jan 2004
2--1--160 1 Jan 2004 2--1--197 1 Jan 2004
2--1--161 1 Jan 2004 2--1--198 1 Jan 2004
2--1--162 1 Jan 2004 2--1--199 1 Jan 2004
2--1--163 1 Jan 2004 2--1--200 1 Jan 2004
2--1--164 1 Jan 2004 2--1--201 1 Jan 2004
2--1--165 1 Jan 2004 2--1--202 1 Jan 2004
2--1--166 1 Jan 2004 2--1--203 1 Jan 2004
2--1--167 1 Jan 2004 2--1--204 H 1 Nov 2006
2--1--168 1 Jan 2004 2--1--205 H 1 Nov 2006
2--1--169 1 Jan 2004 2--1--206 H 1 Nov 2006
2--1--170 1 Jan 2004 2--1--207 H 1 Nov 2006
2--1--171 1 Jan 2004 2--1--208 H 1 Nov 2006
2--1--172 1 Jan 2004 2--1--209 H 1 Nov 2006
2--1--173 1 Jan 2004 2--1--210 H 1 Nov 2006
2--1--174 1 Jan 2004 2--1--211 H 1 Nov 2006
2--1--175 1 Jan 2004 2--1--212 H 1 Nov 2006
2--1--176 1 Jan 2004 2--1--213 H 1 Nov 2006
2--1--177 1 Jan 2004 2--1--214 1 Jan 2004
2--1--178 1 Jan 2004 2--1--215 1 Jan 2004
2--1--179 1 Jan 2004 2--1--216 1 Jan 2004
2--1--180 1 Jan 2004 2--1--217 1 Jan 2004
F 2--1--181/2--1--182 1 Jan 2004 2--1--218 1 Jan 2004
F 2--1--183/2--1--184 H 1 Nov 2006 2--1--219 1 Jan 2004
2--1--185 1 Jan 2004 2--1--220 1 Jan 2004
2--1--186 1 Jan 2004 F 2--1--221/2--1--222 1 Jan 2004
2--1--187 1 Jan 2004 2--1--223 1 Jan 2004
2--1--188 1 Jan 2004 2--1--224 1 Jan 2004
2--1--189 1 Jan 2004 F 2--1--225/2--1--226 1 Jan 2004
2--1--190 1 Jan 2004 2--1--227 1 Jan 2004
2--1--191 1 Jan 2004 2--1--228 1 Jan 2004
2--1--192 1 Jan 2004 F 2--1--229/2--1--230 H 1 Nov 2006
2--1--193 1 Jan 2004 2--1--231 H 1 Nov 2006
2--1--194 1 Jan 2004 2--1--232 1 Jan 2004

H indicates a changed or added page.

F indicates a foldout page.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subheading and Page Date Subheading and Page Date

Section 2--2 F 2--3--9/2--3--10 1 Jan 2004

AHZ--800 Attitude and Heading Reference 2--3--11 1 Jan 2004
System (AHRS) 2--3--12 1 Jan 2004
2--2--1 1 Jan 2004 2--3--13 1 Jan 2004
2--2--2 1 Jan 2004 2--3--14 1 Jan 2004
2--2--3 1 Jan 2004 2--3--15 1 Jan 2004
2--2--4 1 Jan 2004 2--3--16 1 Jan 2004
2--2--5 1 Jan 2004 2--3--17 1 Jan 2004
2--2--6 1 Jan 2004 2--3--18 1 Jan 2004
2--2--7 1 Jan 2004 2--3--19 1 Jan 2004
2--2--8 1 Jan 2004 2--3--20 1 Jan 2004
F 2--2--9/2--2--10 1 Jan 2004 2--3--21 1 Jan 2004
F 2--2--11/2--2--12 H 1 Nov 2006 2--3--22 1 Jan 2004
2--2--13 1 Jan 2004
Section 2--4
2--2--14 1 Jan 2004 Laseref IV Inertial Reference System
2--2--15 1 Jan 2004 2--4--1 1 Jan 2004
2--2--16 1 Jan 2004 2--4--2 1 Jan 2004
2--2--17 1 Jan 2004 2--4--3 1 Jan 2004
2--2--18 1 Jan 2004 2--4--4 H 1 Nov 2006
2--2--19 1 Jan 2004 2--4--5 1 Jan 2004
2--2--20 1 Jan 2004 2--4--6 1 Jan 2004
2--2--21 1 Jan 2004 2--4--7 1 Jan 2004
2--2--22 1 Jan 2004 2--4--8 1 Jan 2004
2--2--23 1 Jan 2004 F 2--4--9/2--4--10 1 Jan 2004
2--2--24 1 Jan 2004 F 2--4--11/2--4--12 1 Jan 2004
2--2--25 1 Jan 2004 2--4--13 1 Jan 2004
2--2--26 1 Jan 2004 2--4--14 1 Jan 2004
Section 2--3 2--4--15 1 Jan 2004
AHZ--900 Attitude Heading Reference System 2--4--16 1 Jan 2004
(AHRS)
2--4--17 1 Jan 2004
2--3--1 1 Jan 2004
2--4--18 1 Jan 2004
2--3--2 1 Jan 2004
2--4--19 1 Jan 2004
2--3--3 1 Jan 2004
2--4--20 1 Jan 2004
2--3--4 1 Jan 2004
2--4--21 1 Jan 2004
2--3--5 1 Jan 2004
2--4--22 1 Jan 2004
2--3--6 1 Jan 2004
2--4--23 1 Jan 2004
F 2--3--7/2--3--8 1 Jan 2004

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subheading and Page Date Subheading and Page Date

Section 2--4 2--6--7 1 Jan 2004

Laseref IV Inertial Reference System (cont) 2--6--8 1 Jan 2004
2--4--24 1 Jan 2004 Section 2--7
2--4--25 1 Jan 2004 Primus 660/880 Weather Radar System
2--4--26 1 Jan 2004 2--7--1 1 Jan 2004
2--4--27 1 Jan 2004 2--7--2 1 Jan 2004
2--4--28 H 1 Nov 2006 2--7--3 1 Jan 2004
2--4--29 1 Jan 2004 2--7--4 1 Jan 2004
2--4--30 1 Jan 2004 2--7--5 1 Jan 2004
Section 2--5 2--7--6 1 Jan 2004
ADZ--850 Micro Air Data System 2--7--7 1 Jan 2004
2--5--1 1 Jan 2004 2--7--8 1 Jan 2004
2--5--2 1 Jan 2004 2--7--9 1 Jan 2004
2--5--3 1 Jan 2004 2--7--10 1 Jan 2004
2--5--4 1 Jan 2004 2--7--11 1 Jan 2004
2--5--5 1 Jan 2004 2--7--12 1 Jan 2004
2--5--6 1 Jan 2004 2--7--13 1 Jan 2004
F 2--5--7/2--5--8 1 Jan 2004 2--7--14 1 Jan 2004
2--5--9 1 Jan 2004 2--7--15 H 1 Nov 2006
2--5--10 1 Jan 2004 2--7--16 1 Jan 2004
F 2--5--11/2--5--12 H 1 Nov 2006 F 2--7--17/2--7--18 1 Jan 2004
2--5--13 1 Jan 2004 2--7--19 1 Jan 2004
2--5--14 1 Jan 2004 2--7--20 1 Jan 2004
2--5--15 1 Jan 2004 2--7--21 1 Jan 2004
2--5--16 1 Jan 2004 2--7--22 1 Jan 2004
2--5--17 1 Jan 2004 2--7--23 1 Jan 2004
2--5--18 1 Jan 2004 2--7--24 1 Jan 2004
2--5--19 1 Jan 2004 2--7--25 1 Jan 2004
2--5--20 1 Jan 2004 2--7--26 1 Jan 2004
Section 2--6 2--7--27 1 Jan 2004
AA--300 Radio Altimeter System 2--7--28 1 Jan 2004
2--6--1 H 1 Nov 2006 Section 2--8
2--6--2 1 Jan 2004 LSZ--860 Lightning Sensor System (LSS)
2--6--3 1 Jan 2004 (Optional)
2--6--4 1 Jan 2004 2--8--1 1 Jan 2004
2--6--5 1 Jan 2004 2--8--2 1 Jan 2004
2--6--6 1 Jan 2004 2--8--3 1 Jan 2004

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Subheading and Page Date Subheading and Page Date

Section 2--8 Section 2--10

LSZ--860 Lightning Sensor System (LSS) Primus II Integrated Radio System
(Optional) (cont) 2--10--1 1 Jan 2004
2--8--4 1 Jan 2004 2--10--2 1 Jan 2004
2--8--5 1 Jan 2004 2--10--3 1 Jan 2004
2--8--6 1 Jan 2004 2--10--4 1 Jan 2004
2--8--7 1 Jan 2004 2--10--5 1 Jan 2004
2--8--8 1 Jan 2004 2--10--6 1 Jan 2004
2--8--9 1 Jan 2004 2--10--7 1 Jan 2004
2--8--10 1 Jan 2004 2--10--8 1 Jan 2004
2--8--11 1 Jan 2004 2--10--9 1 Jan 2004
2--8--12 1 Jan 2004 2--10--10 1 Jan 2004
F 2--8--13/2--8--14 H 1 Nov 2006 2--10--11 1 Jan 2004
2--8--15 1 Jan 2004 2--10--12 1 Jan 2004
2--8--16 1 Jan 2004 2--10--13 1 Jan 2004
Section 2--9 2--10--14 1 Jan 2004
Mark V Enhanced Ground Proximity Warning 2--10--15 1 Jan 2004
System (EGPWS)
2--10--16 1 Jan 2004
2--9--1 1 Jan 2004
2--10--17 1 Jan 2004
2--9--2 1 Jan 2004
2--10--18 1 Jan 2004
2--9--3 1 Jan 2004
2--10--19 1 Jan 2004
2--9--4 1 Jan 2004
2--10--20 1 Jan 2004
2--9--5 1 Jan 2004
2--10--21 1 Jan 2004
2--9--6 1 Jan 2004
2--10--22 H 1 Nov 2006
2--9--7 1 Jan 2004
2--10--23 H 1 Nov 2006
2--9--8 1 Jan 2004
2--10--24 H 1 Nov 2006
2--9--9 1 Jan 2004
2--10--25 1 Jan 2004
2--9--10 1 Jan 2004
2--10--26 1 Jan 2004
2--9--11 1 Jan 2004
2--10--27 1 Jan 2004
2--9--12 1 Jan 2004
2--10--28 1 Jan 2004
2--9--13 1 Jan 2004
2--10--29 1 Jan 2004
2--9--14 1 Jan 2004
2--10--30 1 Jan 2004
2--9--15 1 Jan 2004
2--10--31 1 Jan 2004
2--9--16 1 Jan 2004
2--10--32 1 Jan 2004
F 2--9--17/2--9--18 H 1 Nov 2006
2--10--33 1 Jan 2004
2--9--19 1 Jan 2004
2--10--34 1 Jan 2004
2--9--20 1 Jan 2004

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Subheading and Page Date Subheading and Page Date

Section 2--10 2--11--8 1 Jan 2004

Primus II Integrated Radio System (cont) 2--11--9 1 Jan 2004
2--10--35 1 Jan 2004 2--11--10 1 Jan 2004
2--10--36 1 Jan 2004 2--11--11 1 Jan 2004
2--10--37 1 Jan 2004 2--11--12 1 Jan 2004
2--10--38 1 Jan 2004 2--11--13 1 Jan 2004
2--10--39 1 Jan 2004 2--11--14 1 Jan 2004
2--10--40 1 Jan 2004 F 2--11--15/2--11--16 H 1 Nov 2006
F 2--10--41/2--10--42 H 1 Nov 2006 F 2--11--17/2--11--18 1 Jan 2004
2--10--43 H 1 Nov 2006 F 2--11--19/2--11--20 1 Jan 2004
2--10--44 1 Jan 2004 F 2--11--21/2--11--22 H 1 Nov 2006
2--10--45 1 Jan 2004 2--11--23 1 Jan 2004
2--10--46 1 Jan 2004 2--11--24 1 Jan 2004
F 2--10--47/2--10--48 1 Jan 2004 2--11--25 1 Jan 2004
F 2--10--49/2--10--50 H 1 Nov 2006 2--11--26 1 Jan 2004
F 2--10--51/2--10--52 1 Jan 2004 2--11--27 1 Jan 2004
2--10--53 1 Jan 2004 2--11--28 1 Jan 2004
2--10--54 1 Jan 2004 2--11--29 1 Jan 2004
F 2--10--55/2--10--56 1 Jan 2004 2--11--30 1 Jan 2004
F 2--10--57/2--10--58 H 1 Nov 2006 2--11--31 1 Jan 2004
2--10--59 1 Jan 2004 2--11--32 1 Jan 2004
2--10--60 1 Jan 2004 Section 2--12
F 2--10--61/2--10--62 1 Jan 2004 Global Positioning System
2--10--63 1 Jan 2004 2--12--1 1 Jan 2004
2--10--64 1 Jan 2004 2--12--2 1 Jan 2004
2--10--65 1 Jan 2004 2--12--3 1 Jan 2004
2--10--66 1 Jan 2004 2--12--4 1 Jan 2004
Section 2--11 2--12--5 1 Jan 2004
Flight Management System (Single/dual) 2--12--6 1 Jan 2004
2--11--1 1 Jan 2004 2--12--7 1 Jan 2004
2--11--2 1 Jan 2004 2--12--8 1 Jan 2004
2--11--3 1 Jan 2004 2--12--9 1 Jan 2004
2--11--4 1 Jan 2004 2--12--10 1 Jan 2004
2--11--5 1 Jan 2004 2--12--11 1 Jan 2004
2--11--6 1 Jan 2004 2--12--12 1 Jan 2004
2--11--7 1 Jan 2004

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subheading and Page Date Subheading and Page Date

Section 2--12 2--14--11 1 Jan 2004

Global Positioning System (cont) 2--14--12 1 Jan 2004
2--12--13 1 Jan 2004 2--14--13 1 Jan 2004
2--12--14 1 Jan 2004 2--14--14 1 Jan 2004
Section 2--13 2--14--15 1 Jan 2004
Communication Management System (CMS) 2--14--16 1 Jan 2004
2--13--1 H 1 Nov 2006 F 2--14--17/2--14--18 H 1 Nov 2006
2--13--2 H 1 Nov 2006 F 2--14--19/2--14--20 1 Jan 2004
2--13--3 1 Jan 2004 F 2--14--21/2--14--22 1 Jan 2004
2--13--4 1 Jan 2004 F 2--14--23/2--14--24 1 Jan 2004
2--13--5 1 Jan 2004 2--14--25 1 Jan 2004
2--13--6 1 Jan 2004 2--14--26 1 Jan 2004
2--13--7 1 Jan 2004 2--14--27 1 Jan 2004
2--13--8 1 Jan 2004 2--14--28 1 Jan 2004
F 2--13--9/2--13--10 H 1 Nov 2006 2--14--29 1 Jan 2004
F 2--13--11/2--13--12 1 Jan 2004 2--14--30 1 Jan 2004
2--13--13 1 Jan 2004 2--14--31 1 Jan 2004
2--13--14 1 Jan 2004 2--14--32 1 Jan 2004
2--13--15 1 Jan 2004 2--14--33 1 Jan 2004
2--13--16 1 Jan 2004 2--14--34 1 Jan 2004
2--13--17 1 Jan 2004 2--14--35 1 Jan 2004
2--13--18 1 Jan 2004 2--14--36 1 Jan 2004
2--13--19 1 Jan 2004 2--14--37 1 Jan 2004
2--13--20 1 Jan 2004 2--14--38 1 Jan 2004
Section 2--14 2--14--39 1 Jan 2004
Flight Director System 2--14--40 1 Jan 2004
2--14--1 1 Jan 2004 2--14--41 1 Jan 2004
2--14--2 1 Jan 2004 2--14--42 1 Jan 2004
2--14--3 1 Jan 2004 2--14--43 1 Jan 2004
2--14--4 1 Jan 2004 2--14--44 1 Jan 2004
2--14--5 1 Jan 2004 2--14--45 1 Jan 2004
2--14--6 1 Jan 2004 2--14--46 1 Jan 2004
2--14--7 1 Jan 2004 2--14--47 1 Jan 2004
2--14--8 1 Jan 2004 2--14--48 1 Jan 2004
2--14--9 1 Jan 2004 2--14--49 1 Jan 2004
2--14--10 1 Jan 2004 2--14--50 1 Jan 2004

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Subheading and Page Date Subheading and Page Date

Section 2--14 2--14--90 1 Jan 2004

Flight Director System (cont) 2--14--91 1 Jan 2004
2--14--51 1 Jan 2004 2--14--92 1 Jan 2004
2--14--52 1 Jan 2004 2--14--93 1 Jan 2004
2--14--53 H 1 Nov 2006 2--14--94 1 Jan 2004
2--14--54 H 1 Nov 2006 2--14--95 1 Jan 2004
2--14--55 1 Jan 2004 2--14--96 1 Jan 2004
2--14--56 1 Jan 2004 2--14--97 1 Jan 2004
2--14--57 1 Jan 2004 2--14--98 1 Jan 2004
2--14--58 1 Jan 2004 2--14--99 1 Jan 2004
F 2--14--59/2--14--60 1 Jan 2004 2--14--100 1 Jan 2004
F 2--14--61/2--14--62 1 Jan 2004 2--14--101 1 Jan 2004
F 2--14--63/2--14--64 1 Jan 2004 2--14--102 1 Jan 2004
F 2--14--65/2--14--66 1 Jan 2004 2--14--103 1 Jan 2004
2--14--67 1 Jan 2004 2--14--104 1 Jan 2004
2--14--68 1 Jan 2004 2--14--105 1 Jan 2004
2--14--69 1 Jan 2004 2--14--106 1 Jan 2004
2--14--70 1 Jan 2004 Section 2--15
2--14--71 1 Jan 2004 Autopilot/Yaw Damper System
2--14--72 1 Jan 2004 2--15--1 1 Jan 2004
2--14--73 1 Jan 2004 2--15--2 1 Jan 2004
2--14--74 1 Jan 2004 2--15--3 1 Jan 2004
2--14--75 1 Jan 2004 2--15--4 1 Jan 2004
2--14--76 1 Jan 2004 2--15--5 1 Jan 2004
2--14--77 1 Jan 2004 2--15--6 1 Jan 2004
2--14--78 1 Jan 2004 2--15--7 1 Jan 2004
2--14--79 1 Jan 2004 2--15--8 1 Jan 2004
2--14--80 1 Jan 2004 2--15--9 1 Jan 2004
2--14--81 1 Jan 2004 2--15--10 1 Jan 2004
2--14--82 1 Jan 2004 2--15--11 1 Jan 2004
2--14--83 1 Jan 2004 2--15--12 1 Jan 2004
2--14--84 1 Jan 2004 2--15--13 1 Jan 2004
2--14--85 1 Jan 2004 2--15--14 1 Jan 2004
2--14--86 1 Jan 2004 F 2--15--15/2--15--16 H 1 Nov 2006
2--14--87 1 Jan 2004 F 2--15--17/2--15--18 H 1 Nov 2006
2--14--88 1 Jan 2004 F 2--15--19/2--15--20 H 1 Nov 2006
2--14--89 1 Jan 2004 2--15--21 1 Jan 2004

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subheading and Page Date Subheading and Page Date

Section 2--15 2--16--14 1 Jan 2004

Autopilot/Yaw Damper System (cont) F 2--16--15/2--16--16 1 Jan 2004
2--15--22 1 Jan 2004 2--16--17 1 Jan 2004
F 2--15--23/2--15--24 H 1 Nov 2006 2--16--18 H 1 Nov 2006
F 2--15--25/2--15--26 H 1 Nov 2006 2--16--19 1 Jan 2004
2--15--27 H 1 Nov 2006 2--16--20 1 Jan 2004
2--15--28 1 Jan 2004 Section 3
2--15--29 1 Jan 2004 System Interconnects
2--15--30 1 Jan 2004 3--1 1 Jan 2004
F 2--15--31/2--15--32 1 Jan 2004 3--2 1 Jan 2004
2--15--33 H 1 Nov 2006 Section 4
2--15--34 1 Jan 2004 Maintenance Practices
2--15--35 H 1 Nov 2006 4--1 H 1 Nov 2006
2--15--36 H 1 Nov 2006 4--2 H 1 Nov 2006
F 2--15--37/2--15--38 H 1 Nov 2006 4--3 H 1 Nov 2006
2--15--39 H 1 Nov 2006 4--4 H 1 Nov 2006
2--15--40 1 Jan 2004 4--5 H 1 Nov 2006
F 2--15--41/2--15--42 H 1 Nov 2006 4--6 H 1 Nov 2006
2--15--43 1 Jan 2004 4--7 1 Jan 2004
2--15--44 1 Jan 2004 4--8 H 1 Nov 2006
2--15--45 1 Jan 2004 4--9 H 1 Nov 2006
2--15--46 1 Jan 2004 4--10 H 1 Nov 2006
Section 2--16 4--11 H 1 Nov 2006
Cockpit Voice Recorder/Flight Data Recorder 4--12 H 1 Nov 2006
(CVR/FDR) 4--13 H 1 Nov 2006
2--16--1 H 1 Nov 2006 4--14 H 1 Nov 2006
2--16--2 1 Jan 2004 4--15 H 1 Nov 2006
2--16--3 1 Jan 2004 4--16 H 1 Nov 2006
2--16--4 1 Jan 2004 4--17 H 1 Nov 2006
2--16--5 1 Jan 2004 4--18 H 1 Nov 2006
2--16--6 1 Jan 2004 4--19 H 1 Nov 2006
2--16--7 1 Jan 2004 4--20 H 1 Nov 2006
2--16--8 1 Jan 2004 4--21 H 1 Nov 2006
2--16--9 1 Jan 2004 4--22 H 1 Nov 2006
2--16--10 1 Jan 2004 4--23 H 1 Nov 2006
F 2--16--11/2--16--12 1 Jan 2004 4--24 H 1 Nov 2006
2--16--13 1 Jan 2004

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subheading and Page Date Subheading and Page Date

Section 4 4--60 H 1 Nov 2006

Maintenance Practices (cont) 4--61 H 1 Nov 2006
4--25 H 1 Nov 2006 4--62 H 1 Nov 2006
4--26 H 1 Nov 2006 4--63 H 1 Nov 2006
4--27 H 1 Nov 2006 4--64 H 1 Nov 2006
4--28 H 1 Nov 2006 4--65 H 1 Nov 2006
4--29 H 1 Nov 2006 4--66 H 1 Nov 2006
4--30 H 1 Nov 2006 4--67 H 1 Nov 2006
4--31 H 1 Nov 2006 4--68 H 1 Nov 2006
4--32 H 1 Nov 2006 4--69 H 1 Nov 2006
4--33 H 1 Nov 2006 4--70 H 1 Nov 2006
4--34 H 1 Nov 2006 4--71 H 1 Nov 2006
4--35 H 1 Nov 2006 4--72 H 1 Nov 2006
4--36 H 1 Nov 2006 4--73 H 1 Nov 2006
4--37 H 1 Nov 2006 4--74 H 1 Nov 2006
4--38 H 1 Nov 2006 4--75 H 1 Nov 2006
4--39 H 1 Nov 2006 4--76 H 1 Nov 2006
4--40 H 1 Nov 2006 4--77 H 1 Nov 2006
4--41 H 1 Nov 2006 4--78 H 1 Nov 2006
4--42 H 1 Nov 2006 4--79 H 1 Nov 2006
4--43 H 1 Nov 2006 4--80 H 1 Nov 2006
4--44 H 1 Nov 2006 4--81 H 1 Nov 2006
4--45 H 1 Nov 2006 4--82 H 1 Nov 2006
4--46 H 1 Nov 2006 4--83 H 1 Nov 2006
4--47 H 1 Nov 2006 4--84 H 1 Nov 2006
4--48 H 1 Nov 2006 4--85 H 1 Nov 2006
4--49 H 1 Nov 2006 4--86 H 1 Nov 2006
4--50 H 1 Nov 2006 4--87 H 1 Nov 2006
4--51 H 1 Nov 2006 4--88 H 1 Nov 2006
4--52 H 1 Nov 2006 4--89 H 1 Nov 2006
4--53 H 1 Nov 2006 4--90 H 1 Nov 2006
4--54 H 1 Nov 2006 4--91 H 1 Nov 2006
4--55 H 1 Nov 2006 4--92 H 1 Nov 2006
4--56 H 1 Nov 2006 4--93 H 1 Nov 2006
4--57 H 1 Nov 2006 4--94 H 1 Nov 2006
4--58 H 1 Nov 2006 4--95 H 1 Nov 2006
4--59 H 1 Nov 2006 4--96 H 1 Nov 2006

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subheading and Page Date Subheading and Page Date

Section 4 Section 6
Maintenance Practices (cont) Honeywell Support
4--97 H 1 Nov 2006 6--1 H 1 Nov 2006
4--98 H 1 Nov 2006 6--2 H 1 Nov 2006
4--99 H 1 Nov 2006 6--3 H 1 Nov 2006
4--100 H 1 Nov 2006 6--4 H 1 Nov 2006
4--101 H 1 Nov 2006 6--5 H 1 Nov 2006
4--102 H 1 Nov 2006 6--6 H 1 Nov 2006
Section 5
Shipping/Handling and Storage
5--1 1 Jan 2004
5--2 1 Jan 2004

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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TABLE OF CONTENTS
Subject Page

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--1
1. How to Use This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--1
B. Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--1
C. Weights and Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--1
2. Customer Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
A. Honeywell Aerospace Online Technical Publications Web Site . . . . . . . . . . . INTRO--2
B. Customer Response Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
3. Data Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2
4. References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--3
A. Honeywell Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--3
B. Other Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--4
5. Acronyms and Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--4
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--4
SECTION 1
SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--1
2. System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--17
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--17
B. Electronic Display System (EDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--18
C. AHZ--800 Attitude Heading Reference System (AHRS) . . . . . . . . . . . . . . . . . . 1--19
D. AHZ--900 Attitude Heading Reference System (AHRS) . . . . . . . . . . . . . . . . . . 1--20
E. LaseRef IV Inertial Reference System (IRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--20
F. ADZ--850 Micro Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--20
G. AA--300 Radio Altimeter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--21
H. PRIMUS 660/880 Weather Radar System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--21
I. LSZ--860 Lightning Sensor System -- (LSS) Optional . . . . . . . . . . . . . . . . . . . 1--22
J. Enhanced Ground Proximity Warning System (EGPWS) . . . . . . . . . . . . . . . . 1--22
K. PRIMUS II Integrated Radio System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--22

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subject Page
L. Flight Management System (FMS) Single -- Optional Dual . . . . . . . . . . . . . . . 1--23
M. Global Positioning System (GPS) -- Optional . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--24
N. CM--950 Communication Management System . . . . . . . . . . . . . . . . . . . . . . . . 1--24
O. Flight Director System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--24
P. Autopilot/Yaw Damper System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--26
Q. Cockpit Voice Recorder/Flight Data Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . 1--26
3. Digital Data Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--27
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--27
B. Radio System Bus (RSB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--28
C. Digital Audio Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--37
D. Commercial Standard Digital Bus (CSDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--38
E. ARINC 429 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--38
SECTION 2
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1
SECTION 2--1
ELECTRONIC DISPLAY SYSTEM (EDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--3
A. IC--600 Integrated Avionics Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--3
B. IM--600 Configuration Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--5
C. DU--870 Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--8
D. BL--870 Bezel Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--10
E. BL--871 Bezel Controller (--831 and --851) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--12
F. DC--550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--14
G. GC--550 Guidance Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--18
H. Reversionary Panels (Embraer) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--26
I. DA--800 Data Acquisition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--27
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--28
A. Electronic Display System Bus Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--28
B. PFD/MFD Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--29

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subject Page
C. PFD Attitude Director Indicator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--43
D. PFD Horizontal Situation Indicator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--60
E. Partial Heading Compass Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--71
F. PFD Air Data Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--78
G. PFD TCAS Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--89
H. PFD Miscellaneous Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--92
I. PFD Comparison Monitor Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--98
J. PFD Test Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--101
K. Multifunction Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--104
L. Engine Instrument Crew Alerting System (EICAS) Display Interface . . . . . . 2--1--179
M. EICAS Display Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--185
N. EICAS Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--217
O. Reversionary Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--219
SECTION 2--2
AHZ--800 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) . . . . . . . . . . . 2--2--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--2
A. AH--800 Attitude Heading Reference Unit (AHRU) . . . . . . . . . . . . . . . . . . . . . . 2--2--2
B. Memory Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--4
C. FX--600 Flux Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--5
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--7
A. Pilots AHRS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--7
B. Copilots AHRS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--13
C. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--13
D. Reversionary Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--16
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--17
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--17
B. Fault Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--17
C. Power--On BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--17
D. Continuous BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--18
E. Fault Reaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--18
F. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--19

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subject Page
G. Fault Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--19
H. Flight Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--19
I. Ground Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--20
J. Fault Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--20
SECTION 2--3
AHZ--900 ATTITUDE HEADING REFERENCE SYSTEM (AHRS) (OPTIONAL) . . . . 2--3--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--2
A. AH--900 Attitude Heading Reference Unit (AHRU) . . . . . . . . . . . . . . . . . . . . . . 2--3--2
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--4
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--4
B. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--11
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--17
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--17
B. Noncritical Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--17
C. Critical Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--17
SECTION 2--4
LASEREFR IV INERTIAL REFERENCE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--2
A. Inertial Reference Unit (IRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--2
B. Mode Select Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--4
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--7
A. Pilots Inertial Reference System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--7
B. Copilots Inertial Reference System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--7
C. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--15
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--26
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--26
B. Noncritical Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--26
C. Critical Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--26
SECTION 2--5
ADZ--850 MICRO AIR DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--1

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subject Page
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--2
A. AZ--850 Micro Air Data Computer (MADC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--2
B. BL--870 PFD Bezel Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--4
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--5
A. Pilots Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--5
B. Copilots Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--9
C. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--13
D. MADC Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--13
E. Static Source Error Correction (SSEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--13
F. Operational Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--14
G. Overspeed Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--14
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--17
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--17
SECTION 2--6
AA--300 RADIO ALTIMETER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6--2
A. RT--300 Radio Altimeter Receiver Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6--2
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6--4
A. System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6--4
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6--8
A. Fault Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--6--8
SECTION 2--7
PRIMUSR 660/880 WEATHER RADAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--2
A. WU-660/880 Weather Radar Receiver Transmitter Antenna . . . . . . . . . . . . . 2--7--2
B. WC-660/880 Weather Radar Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--5
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--9
A. System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--9

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subject Page
B. Mode and Warning Annunciations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--14
C. Hidden Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--15
D. PRIMUS 660/880 Weather Radar Interface Diagrams . . . . . . . . . . . . . . . . . . . 2--7--15
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--19
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--7--19
SECTION 2--8
LSZ--860 LIGHTNING SENSOR SYSTEM (LSS) (OPTIONAL) . . . . . . . . . . . . . . . . . . 2--8--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--2
A. LP--860 Lightning Sensor Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--2
B. AT--850 Lightning Sensor Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--4
C. WC--660/880 Weather Radar Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--6
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--9
A. LSZ--860 Lightning Sensor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--9
B. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--11
C. Mode Annunciations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--12
D. Lightning Sensor System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--12
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--15
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--15
B. Power--On Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--15
C. On line BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--15
D. Pilot--Activated Self--Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--15
5. Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--16
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--16
SECTION 2--9
MARK V ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)
(OPTIONAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--2
A. Enhanced Ground Proximity Warning Computer . . . . . . . . . . . . . . . . . . . . . . . . 2--9--2
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--5
A. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--5

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Subject Page
B. Aural Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--5
C. EGPWS Basic Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--6
D. EGPWS Enhanced Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--10
E. Flight Display Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--12
F. EGPWS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--16
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--19
A. EGPWS Self--Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--19
B. Terrain Video Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--19
C. EGPWC Fault Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--19
SECTION 2--10
PRIMUS II INTEGRATED RADIO SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--2
A. RM--855 Radio Management Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--2
B. CD--850 Clearance Delivery Control Head (Tuning Backup Control Head) . 2--10--22
C. AV--850A Audio Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--25
D. RCZ--851(X) Integrated Communications Unit . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--28
E. RNZ--851(X) Integrated Navigation Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--31
F. AT--860 ADF Combined Sense/Loop Antenna . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--33
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--35
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--35
B. CD--850 Clearance Delivery Control Head (CDH) Interface . . . . . . . . . . . . . . 2--10--43
C. AV--850A Audio Control Unit Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--44
D. Communications Unit Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--53
E. Navigation Unit Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--59
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--63
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--63
B. PFD Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--63
C. RMU Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--63
SECTION 2--11
FLIGHT MANAGEMENT SYSTEM (SINGLE/DUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--1

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subject Page
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--3
A. NZ--2000 Navigation Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--3
B. IM--803 Configuration Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--5
C. CD--810 Control Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--6
D. DL--900 Data Loader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--10
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--12
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--12
B. Dual FMS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--13
C. FMS Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--14
D. FMS ARINC 429 Input/Output Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--24
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--27
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--27
B. PFD Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--27
C. MFD Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--29
D. CDU Scratchpad Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--31
SECTION 2--12
GLOBAL POSITIONING SYSTEM (OPTIONAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--1
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--2
A. Global Positioning System Sensor Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--2
B. CD--810 Control Display Unit (CDU) GPS Status . . . . . . . . . . . . . . . . . . . . . . . 2--12--3
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--6
A. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--6
B. GPS Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--8
C. ARINC 429 Input Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--10
D. ARINC 429 Output Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--11
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--13
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--13
SECTION 2--13
COMMUNICATION MANAGEMENT SYSTEM (CMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--1

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subject Page
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--1
2. Component Description and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--2
A. Communication Management Unit (CMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--2
B. IM--950 Aircraft Personality Module (APM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--4
C. Airborne Printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--6
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--8
A. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--8
B. CMU System Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--13
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--18
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--18
B. Failure Detection and Reporting Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--18
C. Monitoring and Testing Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--18
D. Failure Recording . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--20
SECTION 2--14
FLIGHT DIRECTOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--1
B. Flight Director Data Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--1
C. Flight Director Couple Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--2
D. Master/Slave Air Data Target Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--2
E. Flight Director Mode Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--2
F. Flight Director Mode Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--3
G. Flight Director Command Bar Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--3
H. Altitude Preselect Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--3
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--4
A. IC--600 Integrated Avionics Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--4
B. GC--550 Guidance Panel Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--6
C. DC--550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--10
D. PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--11
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--13
A. Flight Director Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--13
B. Flight Director Lateral (Roll) Channel Functional Operation . . . . . . . . . . . . . . 2--14--16
C. Flight Director Vertical (Pitch) Channel Functional Operation . . . . . . . . . . . . . 2--14--58

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Subject Page

SECTION 2--15
AUTOPILOT/YAW DAMPER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--1
B. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--1
C. Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--2
D. Autopilot/Yaw Damper (AP/YD) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--2
2. Component Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--3
A. IC--600 Integrated Avionics Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--3
B. GC--550 Guidance Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--5
C. PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--7
D. SM--200 Servo Drive and SB--201 Servo Bracket . . . . . . . . . . . . . . . . . . . . . . . 2--15--8
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--11
A. Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--11
B. Autopilot/Yaw Damper Engage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--21
C. Roll Axis Autopilot Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--27
D. Pitch Axis Autopilot Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--33
E. Pitch Axis Autopilot Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--36
F. Yaw Damper Rudder Axis Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--39
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--43
A. Autopilot/Yaw Damper Monitoring Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--43
B. Hardover Malfunction Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--43
C. System Response to Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--43
D. Monitor Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--44
SECTION 2--16
COCKPIT VOICE RECORDER/FLIGHT DATA RECORDER (CVR/FDR) . . . . . . . . . . 2--16--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--1
2. Components Descriptions and Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--2
A. Solid State Cockpit Voice Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--2
B. Microphone Monitor and Remote Microphones . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--4
C. Solid State Flight Data Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--6
3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--8

Page TC--10
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subject Page
A. Solid State Cockpit Voice Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--8
B. Solid State Flight Data Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--13
4. Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--20
A. Solid State Cockpit Voice Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--20
B. Solid State Flight Data Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--20
SECTION 3
SYSTEM INTERCONNECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3--1
SECTION 4
MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
B. Antenna Weather Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1
C. Antenna Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--2
D. General Antenna Removal Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--2
2. Equipment and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--2
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--2
3. Procedure for the Attitude Heading Reference Unit (AHRU) . . . . . . . . . . . . . . . . . 4--4
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--4
4. Procedure for the AHRU or IRU Mounting Tray Fan Filter . . . . . . . . . . . . . . . . . . . . 4--5
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--5
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--5
C. Cleaning Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--5
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--5
5. Procedure for the AHRU or IRU Mounting Tray Fan . . . . . . . . . . . . . . . . . . . . . . . . . 4--6
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--6
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--6
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--6
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--6

Page TC--11
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subject Page
6. Procedure for the AHRU or IRU Mounting Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--8
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--8
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--8
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--9
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--9
7. Procedure for the AT--860 ADF Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--10
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--10
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--10
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--10
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--11
8. Procedure for the AV--850A Audio Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--12
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--12
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--12
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--16
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--16
9. Procedure for the AZ--850 Micro Air Data Computer (MADC) . . . . . . . . . . . . . . . . 4--19
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--19
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--19
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--19
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--20
10. Procedure for the BL--870/871 Bezel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--21
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--21
B. PFD Bezel Assembly Inclinometer Level Adjustment Procedures . . . . . . . . . 4--21
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--21
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--22
11. Procedure for the CD--810 Control Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--23
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--23
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--23
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--23
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--24
12. Procedure for the CD--850 Clearance Delivery Control Head (CDH) . . . . . . . . . . 4--25
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--25
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--25

Page TC--12
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subject Page
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--25
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--26
13. Procedure for the CM--950 Communication Management Unit (CMU) . . . . . . . . . 4--27
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--27
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--27
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--27
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--27
14. Procedure for the CMU Mounting Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--28
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--28
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--28
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--28
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--28
15. Procedure for the Cockpit Area Microphone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--29
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--29
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--29
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--29
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--29
16. Procedure for the DA--800 Data Acquisition Unit (DAU) . . . . . . . . . . . . . . . . . . . . . 4--30
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--30
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--30
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--30
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--31
17. Procedure for the DC--550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--32
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--32
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--32
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--32
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--33
18. Procedure for the DL--900 Data Loader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--34
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--34
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--34
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--34
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--34
19. Procedure for the DU--870 Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--35

Page TC--13
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subject Page
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--35
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--35
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--36
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--36
20. Procedure for the Enhanced Ground Proximity Warning Computer (EGPWC) . . 4--37
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--37
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--37
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--37
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--37
21. Procedure for the EGPWC Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--38
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--38
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--38
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--38
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--38
22. Procedure for the FX--600 Thin Flux Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--39
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--39
B. FX--600 Thin Flux Valve Calibration Procedures . . . . . . . . . . . . . . . . . . . . . . . . 4--40
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--53
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--53
23. Procedure for the GC--550 Guidance Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . 4--54
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--54
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--54
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--54
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--56
24. Procedure for the Global Navigation System Sensor Unit (GNSSU) . . . . . . . . . . . 4--57
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--57
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--57
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--57
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--57
25. Procedure for the IC--600 Integrated Avionics Computer (IAC) . . . . . . . . . . . . . . . 4--58
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--58
B. Checklist Loading Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--58
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--60

Page TC--14
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subject Page
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--60
26. Procedure for the IM--803 Installation Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--61
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--61
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--61
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--62
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--62
27. Procedure for the IM--950 Aircraft Personality Module (APM) . . . . . . . . . . . . . . . . 4--63
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--63
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--63
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--63
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--63
28. Procedure for the Microphone Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--64
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--64
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--64
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--64
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--64
29. Procedure for the MM--260 AHRS Memory Module . . . . . . . . . . . . . . . . . . . . . . . . . 4--65
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--65
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--65
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--65
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--66
30. Procedure for the NZ--2000 FMS Navigation Computer . . . . . . . . . . . . . . . . . . . . . 4--67
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--67
B. Dataload and Data Transfer Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--68
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--69
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--71
31. Procedure for the PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--72
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--72
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--72
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--72
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--73
32. Procedure for the PTA--45B Data Printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--74
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--74

Page TC--15
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subject Page
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--74
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--74
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--74
33. Procedure for the RCZ--851(X) Integrated Communications Unit . . . . . . . . . . . . . 4--75
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--75
B. Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--75
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--76
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--76
34. Procedure for the RM--855 Radio Management Unit (RMU) . . . . . . . . . . . . . . . . . . 4--77
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--77
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--77
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--77
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--78
35. Procedure for the RNZ--851(X) Integrated Navigation Unit . . . . . . . . . . . . . . . . . . . 4--79
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--79
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--79
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--82
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--82
36. Procedure for the RNZ--851/RCZ--851 Strap Board Assembly . . . . . . . . . . . . . . . . 4--83
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--83
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--83
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--84
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--84
37. Procedure for the RT--300 Radio Altimeter Receiver Transmitter . . . . . . . . . . . . . 4--85
A. Removal and Reinstallation Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--85
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--85
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--88
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--88
38. Procedure for the SM--200 Servo Drive and SB--201 Drum and
Bracket Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--89
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--89
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--90
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--90
D. Return to Service Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--90

Page TC--16
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subject Page
39. Procedure for the Solid State Cockpit Voice Recorder Unit . . . . . . . . . . . . . . . . . . 4--91
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--91
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--91
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--91
D. Return to Service Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--91
40. Procedure for the Solid State Cockpit Voice Recorder Unit Mounting Tray . . . . . 4--92
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--92
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--92
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--92
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--92
41. Procedure for the Solid State Flight Data Recorder Unit . . . . . . . . . . . . . . . . . . . . . 4--93
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--93
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--93
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--93
D. Return to Service Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--93
42. Procedure for the Solid State Cockpit Voice Recorder Unit Mounting Tray . . . . . 4--94
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--94
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--94
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--94
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--94
43. Procedure for the WC--660/880 Weather Radar Controller . . . . . . . . . . . . . . . . . . . 4--95
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--95
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--95
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--95
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--96
44. Procedure for the WU--660/880 Antenna and Receiver Transmitter Unit (RTA) . 4--97
A. Removal and Reinstallation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--97
B. Adjustment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--97
C. Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--99
D. Return to Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--99
SECTION 5
SHIPPING/HANDLING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--1
1. Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--1

Page TC--17
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Subject Page
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--1
SECTION 6
HONEYWELL SUPPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
1. Worldwide Exchange/Rental Program for Corporate Operators . . . . . . . . . . . . . . . 6--1
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
B. Exchange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
C. Rental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
D. Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1
E. Warranty Statement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--2
F. Routine Repair Piece Part Orders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--2
G. Exchange and Rental Ordering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--2
H. Ordering Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--3
I. Return Shipping Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--3
J. Exchange Core Return Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--4
2. Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--5
A. Special Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--5
3. Customer Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--5
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--5
4. Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--5
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--5
5. Honeywell Product Support Centers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--6
A. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--6

Page TC--18
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Illustrations
Figure Page
Figure Intro--1. Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--1

Figure 1-1. PRIMUS 1000 System Flow Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--7

Figure 1-2. Embraer Cockpit (with all options) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--9
Figure 1-3. Typical Instrument Panel and Pedestal Component Locations
(Single FMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--11
Figure 1-4. Typical Instrument Panel and Pedestal Component Locations
(Dual FMS) .............................................. 1--13
Figure 1-5. PRIMUS 1000 Component Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--15
Figure 1-6. Radio System Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--29
Figure 1-7. RSB Data Field Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--31
Figure 1-8. Digital Audio Data Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--38
Figure 1-9. Octal Label 274 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--39
Figure 1-10. Data Field (Bits 11 thru 29) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--40
Figure 1-11. BCD Bit Assignments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--40
Figure 1-12. Selected Course Data Word . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--41
Figure 1-13. DME Distance Data Word . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--41
Figure 1-14. Present Position Longitude Data Word . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--41
Figure 1-15. ARINC 429 Transmission Waveforms . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--43

Figure 2--1--1. IC--600 Integrated Avionics Computer . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--3

Figure 2--1--2. IM--600 Configuration Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--6
Figure 2--1--3. DU--870 Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--8
Figure 2--1--4. BL--870 Bezel Controller (--921) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--10
Figure 2--1--5. BL--871 Bezel Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--12
Figure 2--1--6. DC--550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--14
Figure 2--1--7. GC--550 Flight Guidance Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--18
Figure 2--1--8. Reversionary Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--26
Figure 2--1--9. DA--800 Data Acquisition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--27
Figure 2--1--10. Electronic Display System Interface Diagram . . . . . . . . . . . . . . . . . . . 2--1--33
Figure 2--1--11. Pilots PFD/MFD Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--35
Figure 2--1--12. Copilots PFD/MFD Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--37
Figure 2--1--13. Guidance Control Unit Interface Diagram . . . . . . . . . . . . . . . . . . . . . . 2--1--39

Page TC--19
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Illustrations (cont)

Figure Page
Figure 2--1--14. Primary Flight Display -- ADI Display Formats . . . . . . . . . . . . . . . . . . 2--1--44
Figure 2--1--15. Pitch Attitude Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--46
Figure 2--1--16. Pitch Limit Indicator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--54
Figure 2--1--17. Primary Flight Display -- HSI Display Formats
(Full Heading Compass) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--60
Figure 2--1--18. Primary Flight Display -- HSI Display Formats
(Partial Heading Compass) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--72
Figure 2--1--19. Partial Heading Compass Display with Weather Radar Data . . . . . 2--1--74
Figure 2--1--20. PFD Altitude Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--79
Figure 2--1--21. PFD Airspeed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--83
Figure 2--1--22. PFD Vertical Speed Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--87
Figure 2--1--23. PFD TCAS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--90
Figure 2--1--24. PFD Miscellaneous Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--93
Figure 2--1--25. Comparison Monitor Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--99
Figure 2--1--26. PFD Familiarization Test Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--102
Figure 2--1--27. BL--871 MFD Bezel Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--104
Figure 2--1--28. BL--871 MFD Bezel Menu Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--105
Figure 2--1--29. MFD INOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--106
Figure 2--1--30. MFD Main Menu Display without EGPWS Installed . . . . . . . . . . . . . 2--1--107
Figure 2--1--31. System Page Menu Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--110
Figure 2--1--32. MFD Menu Display with a Single FMS Installed . . . . . . . . . . . . . . . . 2--1--112
Figure 2--1--33. MFD Menu Display with a Dual FMS Installed . . . . . . . . . . . . . . . . . . 2--1--113
Figure 2--1--34. Joystick Menu Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--115
Figure 2--1--35. Vspeeds Menu Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--116
Figure 2--1--36. Checklist Menu Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--119
Figure 2--1--37. PPOS INIT Menu Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--120
Figure 2--1--38. Common MFD MAP/PLAN Format Data . . . . . . . . . . . . . . . . . . . . . . . 2--1--124
Figure 2--1--39. MAP Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--133
Figure 2--1--40. MFD MAP Format Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--136
Figure 2--1--41. MFD PLAN Format Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--142
Figure 2--1--42. MFD TCAS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--144
Figure 2--1--43. MFD Checklist Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--148

Page TC--20
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Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Illustrations (cont)

Figure Page
Figure 2--1--44. Disclaimer Mode Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--152
Figure 2--1--45. Normal Procedures Index Mode Page . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--153
Figure 2--1--46. Waypoint Listing Mode Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--154
Figure 2--1--47. Normal Checklist Mode Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--155
Figure 2--1--48. Emergency/Abnormal Procedures Index Mode Page . . . . . . . . . . . . 2--1--156
Figure 2--1--49. Electrical System Page Format -- Normal Conditions . . . . . . . . . . . . 2--1--158
Figure 2--1--50. Electrical System Page -- Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--161
Figure 2--1--51. Hydraulic System Page Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--162
Figure 2--1--52. Hydraulic System Page -- Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--164
Figure 2--1--53. Takeoff System Page Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--165
Figure 2--1--54. Takeoff System Page -- Test Mod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--169
Figure 2--1--55. Environmental Control System Page Format . . . . . . . . . . . . . . . . . . . 2--1--169
Figure 2--1--56. Environmental Control System Page -- Test Mode . . . . . . . . . . . . . . 2--1--172
Figure 2--1--57. Fuel System Page Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--172
Figure 2--1--58. Fuel System Page -- Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--176
Figure 2--1--59. MFD Test Mode Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--177
Figure 2--1--60. EICAS Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--181
Figure 2--1--61. EICAS Display Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--186
Figure 2--1--62. ITT Arc Default . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--192
Figure 2--1--63. ITT Arc During Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--192
Figure 2--1--64. ITT Arc With Engine Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--193
Figure 2--1--65. EICAS Familiarization Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--218
Figure 2--1--66. Symbol Generator Reversion Mode Interface Diagram . . . . . . . . . . 2--1--221
Figure 2--1--67. MADC Reversion Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--225
Figure 2--1--68. AHRS Reversion Mode Interface Diagram . . . . . . . . . . . . . . . . . . . . . 2--1--227
Figure 2--1--69. DAU Reversionary Mode Interface Diagram . . . . . . . . . . . . . . . . . . . . 2--1--229

Figure 2--2--1. AH--800 Attitude Heading Reference Unit . . . . . . . . . . . . . . . . . . . . . . . 2--2--2

Figure 2--2--2. Memory Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--4
Figure 2--2--3. FX--600 Flux Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--5
Figure 2--2--4. Pilots AH--800 Attitude Heading Reference System
Interconnect Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--9

Page TC--21
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Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Illustrations (cont)

Figure Page
Figure 2--2--5. Copilots AH--800 Attitude Heading Reference System
Interconnect Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--11
Figure 2--2--6. PFD AHRS Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--21
Figure 2--2--7. MFD MAP Mode AHRS Failure Indications . . . . . . . . . . . . . . . . . . . . . . 2--2--23
Figure 2--2--8. MFD PLAN Mode AHRS Failure Indications . . . . . . . . . . . . . . . . . . . . . 2--2--24

Figure 2--3--1. AH--900 Attitude Heading Reference Unit . . . . . . . . . . . . . . . . . . . . . . . 2--3--2

Figure 2--3--2. Pilots AH--900 Attitude Heading Reference System
Interconnect Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--7
Figure 2--3--3. Copilots AH--900 Attitude Heading Reference System
Interconnect Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--9
Figure 2--3--4. Polar Cutout Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--13
Figure 2--3--5. PFD AHRS Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--18
Figure 2--3--6. MFD MAP Mode AHRS Failure Indications . . . . . . . . . . . . . . . . . . . . . . 2--3--20
Figure 2--3--7. MFD PLAN Mode AHRS Failure Indications . . . . . . . . . . . . . . . . . . . . . 2--3--21

Figure 2--4--1. Inertial Reference Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--2

Figure 2--4--2. Mode Select Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--4
Figure 2--4--3. Pilots LaseRef Inertial Reference System Interconnect Diagram . . . 2--4--9
Figure 2--4--4. Copilots LaseRef Inertial Reference System Interconnect Diagram . 2--4--11
Figure 2--4--5. Magnetic Variation Cutout Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--20
Figure 2--4--6. PFD IRS Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--27
Figure 2--4--7. MFD Map Mode IRS Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . 2--4--29
Figure 2--4--8. MFD Plan Mode IRS Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . 2--4--30

Figure 2--5--1. AZ--850 Micro Air Data Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--2

Figure 2--5--2. BL--870 PFD Bezel Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--4
Figure 2--5--3. Pilots MADC Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--7
Figure 2--5--4. Copilots MADC Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--11
Figure 2--5--5. Vmo/Mmo Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--14
Figure 2--5--6. PFD MADC Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--18
Figure 2--5--7. MFD MAP Mode MADC Failure Indications . . . . . . . . . . . . . . . . . . . . . 2--5--19

Page TC--22
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Illustrations (cont)

Figure Page
Figure 2--6--1. RT--300 Radio Altimeter Receiver Transmitter . . . . . . . . . . . . . . . . . . . 2--6--2
Figure 2--6--2. Single AA--300 Radio Altimeter Interface Diagram . . . . . . . . . . . . . . . 2--6--6
Figure 2--6--3. Optional Dual AA--300 Radio Altimeter Interface Diagram . . . . . . . . . 2--6--7
Figure 2--6--4. PFD Radio Altitude Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . 2--6--8

Figure 2--7--1. Typical Weather Radar Receiver Transmitter Antenna . . . . . . . . . . . . 2--7--2

Figure 2--7--2. Maximum Permissible Exposure Level Boundary . . . . . . . . . . . . . . . . 2--7--4
Figure 2--7--3. WC-660/880 Weather Radar Controllers . . . . . . . . . . . . . . . . . . . . . . . . 2--7--5
Figure 2--7--4. PRIMUS 660/880 Weather Radar System Interface Diagrams . . . . . 2--7--17
Figure 2--7--5. PFD Weather Radar Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . 2--7--19
Figure 2--7--6. MFD Weather Radar Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . 2--7--20
Figure 2--7--7. PRIMUS 660/880 MFD Weather Radar Test Mode Indications . . . . . 2--7--23

Figure 2--8--1. LP--860 Lightning Sensor Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--2

Figure 2--8--2. AT--850 Lightning Sensor Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--4
Figure 2--8--3. WC--660/880 Weather Radar Controller with LSS Mode Switch . . . . 2--8--6
Figure 2--8--4. Rate of Occurrence Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--9
Figure 2--8--5. Lightning Rate Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--10
Figure 2--8--6. PRIMUS 660/880 Lightning Sensor System Interface Diagrams . . . 2--8--13

Figure 2--9--1. Enhanced Ground Proximity Warning Computer (EGPWC) . . . . . . . . 2--9--2

Figure 2--9--2. MFD Main Menu Display with EGPWS . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--11
Figure 2--9--3. EGPWS Primary Flight Display (PFD) Annunciations . . . . . . . . . . . . . 2--9--13
Figure 2--9--4. EGPWS Multifunction Display (MFD) Annunciations . . . . . . . . . . . . . . 2--9--15
Figure 2--9--5. EGPWS Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--17

Figure 2--10--1. Typical RM--855 Radio Management Unit . . . . . . . . . . . . . . . . . . . . . . 2--10--2

Figure 2--10--2. Backup Navigation Display Overview . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--8
Figure 2--10--3. Typical TO Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--10
Figure 2--10--4. Typical FROM Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--11
Figure 2--10--5. Typical ILS Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--12
Figure 2--10--6. 90--Degree Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--13

Page TC--23
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Illustrations (cont)

Figure Page
Figure 2--10--7. VOR Information Not Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--14
Figure 2--10--8. ILS Information Not Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--15
Figure 2--10--9. ADF Information Not Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--16
Figure 2--10--10. RSB Information Not Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--17
Figure 2--10--11. Heading Information Not Available . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--18
Figure 2--10--12. Backup Engine Page No. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--20
Figure 2--10--13. Backup Engine Page No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--21
Figure 2--10--14. Typical CD--850 Clearance Delivery Control Head (--835 shown) 2--10--22
Figure 2--10--15. AV--850A Audio Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--25
Figure 2--10--16. RCZ--851(X) Integrated Communications Unit . . . . . . . . . . . . . . . . . 2--10--28
Figure 2--10--17. RNZ--851(X) Integrated Navigation Unit . . . . . . . . . . . . . . . . . . . . . . 2--10--31
Figure 2--10--18. AT--860 ADF Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--33
Figure 2--10--19. Radio System Data Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--36
Figure 2--10--20. Radio Management Unit Interface Diagram . . . . . . . . . . . . . . . . . . . 2--10--41
Figure 2--10--21. CD--850 Clearance Delivery Control Head Interface Diagram . . . 2--10--43
Figure 2--10--22. Audio Control Unit Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . 2--10--47
Figure 2--10--23. Communication Unit Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . 2--10--55
Figure 2--10--24. Navigation Unit Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--61
Figure 2--10--25. PFD Radio System Failure Indications . . . . . . . . . . . . . . . . . . . . . . . 2--10--64
Figure 2--10--26. RMU Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--10--65

Figure 2--11--1. NZ--2000 Navigation Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--3

Figure 2--11--2. IM--803 Configuration Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--5
Figure 2--11--3. CD--810 Control Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--6
Figure 2--11--4. DL--900 Data Loader (Access Door Open) . . . . . . . . . . . . . . . . . . . . . 2--11--10
Figure 2--11--5 (Sheet 1). Single FMS Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . 2--11--15
Figure 2--11--5 (Sheet 2). Single FMS Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . 2--11--17
Figure 2--11--6 (Sheet 1). Dual FMS Interface Diagram . . . . . . . . . . . . . . . . . . . . . . . . 2--11--19
Figure 2--11--6 (Sheet 2). Dual FMS Radio Interface Diagram . . . . . . . . . . . . . . . . . . 2--11--21
Figure 2--11--7. PFD FMS Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--28
Figure 2--11--8. MFD FMS Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--30

Page TC--24
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Illustrations (cont)

Figure Page
Figure 2--12--1. Global Positioning System Sensor Unit . . . . . . . . . . . . . . . . . . . . . . . . 2--12--2
Figure 2--12--2. GPS STATUS Page 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--4
Figure 2--12--3. GPS STATUS Page 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--4
Figure 2--12--4. Global Positioning System Interface . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--9

Figure 2--13--1. Configuration Management Unit (CMU) . . . . . . . . . . . . . . . . . . . . . . . . 2--13--2

Figure 2--13--2. Aircraft Personality Module (APM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--4
Figure 2--13--3. PTA--45B Multi--Input Cockpit Printer . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--6
Figure 2--13--4 (Sheet 1). Communication Management System Interface Diagram 2--13--9
Figure 2--13--4 (Sheet 2). Communication Management System Interface Diagram 2--13--11
Figure 2--13--5. CMU System Menu Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--13
Figure 2--13--6. CMU Air Traffic Services (ATS) System Display . . . . . . . . . . . . . . . . . 2--13--15
Figure 2--13--7. CMU Airline Operational Control Display . . . . . . . . . . . . . . . . . . . . . . . 2--13--17

Figure 2--14--1. IC--600 Integrated Avionics Computer . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--4

Figure 2--14--2. GC--550 Guidance Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--6
Figure 2--14--3. DC--550 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--10
Figure 2--14--4. PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--11
Figure 2--14--5. Flight Director Lateral Modes Interface -- Pilots Side . . . . . . . . . . . . 2--14--17
Figure 2--14--6. Flight Director Lateral Modes Interface -- Copilots Side . . . . . . . . . . 2--14--21
Figure 2--14--7. VOR ARM Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--32
Figure 2--14--8. VOR (NAV) Mode Armed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--33
Figure 2--14--9. VOR Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--34
Figure 2--14--10. VOR (NAV) Mode Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--35
Figure 2--14--11. VOR Course Cut Limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--36
Figure 2--14--12. VOR Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--37
Figure 2--14--13. VOR Overstation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--38
Figure 2--14--14. Localizer ARM Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--43
Figure 2--14--15. Localizer (NAV) Mode ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--44
Figure 2--14--16. Localizer Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--45
Figure 2--14--17. Localizer Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--46
Figure 2--14--18. Localizer Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--47

Page TC--25
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Illustrations (cont)

Figure Page
Figure 2--14--19. Back Course Mode Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--48
Figure 2--14--20. Back Course ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--49
Figure 2--14--21. Back Course Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--50
Figure 2--14--22. Back Course Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--51
Figure 2--14--23. Long Range Navigation Capture Pictorial and Tracking . . . . . . . . . 2--14--55
Figure 2--14--24. Long Range Navigation Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--56
Figure 2--14--25. Flight Director Vertical Modes Interface -- Pilots Side . . . . . . . . . . . 2--14--59
Figure 2--14--26. Flight Director Vertical Modes Interface -- Copilots Side . . . . . . . . 2--14--63
Figure 2--14--27. Vertical Speed (VS) Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--75
Figure 2--14--28. Speed Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--78
Figure 2--14--29. FLC Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--81
Figure 2--14--30. Altitude Preselect Mode Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--84
Figure 2--14--31. Prior to Descent -- Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . 2--14--85
Figure 2--14--32. During Descent -- ASEL Armed Mode . . . . . . . . . . . . . . . . . . . . . . . . 2--14--86
Figure 2--14--33. Start of Flare -- ASEL Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--87
Figure 2--14--34. Level at New Altitude -- Altitude Hold Mode . . . . . . . . . . . . . . . . . . . 2--14--88
Figure 2--14--35. Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--91
Figure 2--14--36. ILS Approach Arm Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--94
Figure 2--14--37. ILS Approach Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--95
Figure 2--14--38. ILS Approach Capture Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--96
Figure 2--14--39. ILS Approach (LOC) Capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--97
Figure 2--14--40. ILS Approach (APR) Mode Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--98
Figure 2--14--41. Go--Around Mode (Wings Level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--102
Figure 2--14--42. Windshear Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--14--105

Figure 2--15--1. IC--600 Integrated Avionics Computer . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--3

Figure 2--15--2. GC--550 Guidance Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--5
Figure 2--15--3. PC--400 Autopilot Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--7
Figure 2--15--4. SM--200 Servo Drive and SB--201 Servo Bracket . . . . . . . . . . . . . . . 2--15--8
Figure 2--15--5. Pilots Autopilot/Yaw Damper Interface . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--15
Figure 2--15--6. Copilots Autopilot/Yaw Damper Interface . . . . . . . . . . . . . . . . . . . . . . 2--15--19
Figure 2--15--7. Autopilot/Yaw Damper Engage Logic . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--23

Page TC--26
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Illustrations (cont)

Figure Page
Figure 2--15--8. Autopilot Roll Axis Servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--31
Figure 2--15--9. Pitch Autopilot Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--37
Figure 2--15--10. Yaw Damper Servo Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--41

Figure 2--16--1. Solid State Cockpit Voice Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--2

Figure 2--16--2. Microphone Monitor and Area Microphone . . . . . . . . . . . . . . . . . . . . . 2--16--4
Figure 2--16--3. Solid State Flight Data Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--16--6
Figure 2--16--4 . Solid State Cockpit Voice Recorder Interface Diagram . . . . . . . . . . 2--16--11
Figure 2--16--5. Solid State Flight Data Recorder Interface Diagram ........... 2--16--15

Figure 4--1. AHRU Mounting Tray Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--7

Figure 4--2. AV--850A Audio Control Unit Adjustment Locations . . . . . . . . . . . . . . . . . 4--18
Figure 4--3. Nomograph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--43
Figure 4--4. Checklist Loading Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--59
Figure 4--5. COM Unit Adjustment Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--76
Figure 4--6. NAV Unit Adjustment Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--80
Figure 4--7. RT--300 Zero Adjustment Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--87
Figure 4--8. Typical PRIMUS 660/880 Stabilization Trim Mode Entry Page . . . . . . . 4--100
Figure 4--9. Typical PRIMUS 660/880 Stabilization Trim Adjustment Page . . . . . . . 4--101

Page TC--27
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Tables
Table Page
Table Intro--1. Data Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO--2

Table 1--1. System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--2

Table 1--2. Optional System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--5
Table 1--3. RSB Message Numbers (Normal Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--33
Table 1--3. RSB Message Numbers (Normal Mode) (cont) .................... 1--35
Table 1--4. Sign Status Matrix Bit Assignments ............................... 1--41
Table 1--5. Transmission Waveform Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1--43

Table 2--1. System Description Subsections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1

Table 2--1--1. IC--600 Integrated Avionics Computer Leading Particulars ......... 2--1--4
Table 2--1--2. IM--600 Configuration Module Leading Particulars ................ 2--1--7
Table 2--1--3. DU--870 Display Unit Leading Particulars ........................ 2--1--9
Table 2--1--4. BL--870 Bezel Controller Leading Particulars ..................... 2--1--11
Table 2--1--5. BL--871 Bezel Controller Leading Particulars ..................... 2--1--13
Table 2--1--6. DC--550 Display Controller Leading Particulars ................... 2--1--14
Table 2--1--7. GC--550 Guidance Control Unit Leading Particulars ............... 2--1--19
Table 2--1--8. DA--800 Data Acquisition Unit Leading Particulars ................ 2--1--28
Table 2--1--9. Attitude Source Annunciators ................................. 2--1--47
Table 2--1--10. Autopilot Annunciators ...................................... 2--1--48
Table 2--1--11. Yaw Damper Annunciators .................................. 2--1--49
Table 2--1--12. Lateral Flight Director Modes ................................ 2--1--51
Table 2--1--13. Vertical Flight Director Modes ................................ 2--1--51
Table 2--1--14. Priority Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--51
Table 2--1--15. Vertical Deviation Pointer Display Colors ...................... 2--1--55
Table 2--1--16. Glideslope Deviation Scale .................................. 2--1--56
Table 2--1--17. FMS Vertical Deviation Scale (GPS Valid) ..................... 2--1--56
Table 2--1--18. FMS Vertical Deviation Scale (GPS Invalid) . . . . . . . . . . . . . . . . . . . . 2--1--56
Table 2--1--19. Heading Source Annunciators ............................... 2--1--61
Table 2--1--20. Bearing Source No. 1 Identifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--65
Table 2--1--21. Bearing Source No. 2 Identifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--66
Table 2--1--22. VOR Lateral Deviation Scale ................................ 2--1--67

Page TC--28
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Tables (cont)

Table Page
Table 2--1--23. Localizer Deviation Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--67
Table 2--1--24. FMS Lateral Deviation Scale (GPS Valid) . . . . . . . . . . . . . . . . . . . . . . 2--1--68
Table 2--1--25. FMS Lateral Deviation Scale (GPS Invalid) .................... 2--1--68
Table 2--1--26. VOR To/From Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--69
Table 2--1--27. FMS To/From Indications ................................... 2--1--69
Table 2--1--28. Weather Radar Ranges ..................................... 2--1--75
Table 2--1--29. Color Codes for Weather Radar Data ......................... 2--1--76
Table 2--1--30. PFD WX Mode Annunciators ................................ 2--1--77
Table 2--1--31. WX Warning Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--78
Table 2--1--32. Barometric Correction Range and Resolution .................. 2--1--81
Table 2--1--33. PFD TCAS Mode Annunciators .............................. 2--1--91
Table 2--1--34. ADC Source Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--92
Table 2--1--35. Navigation Source Annunciators ............................. 2--1--95
Table 2--1--36. FMS Status Annunciators ................................... 2--1--96
Table 2--1--37. Windshear Annunciators .................................... 2--1--98
Table 2--1--38. Menu Key Operations ....................................... 2--1--106
Table 2--1--39. PFD and MFD WX Mode and Warning Annunciations . . . . . . . . . . . . 2--1--127
Table 2--1--40. LSS Mode Annunciations .................................... 2--1--129
Table 2--1--41. Heading Source Annunciators ................................ 2--1--138
Table 2--1--42. WX and GMAP Mode Return Colors . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--139
Table 2--1--43. MFD TCAS Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--143
Table 2--1--44. Checklist Color Assignments ................................. 2--1--149
Table 2--1--45. Waypoint Listing Data ....................................... 2--1--153
Table 2--1--46. Takeoff Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--166
Table 2--1--47. Engine Takeoff Data Logic ................................... 2--1--166
Table 2--1--48. N1 Indicator Dial Parameters ................................. 2--1--190
Table 2--1--49. ITT Engine Start Logic ....................................... 2--1--192
Table 2--1--50. Engine Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--199
Table 2--1--51. Ignition Annunciator ......................................... 2--1--200
Table 2--1--52. Cabin Differential Pressure Readout . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--1--201
Table 2--1--53. APU Turbine Speed ......................................... 2--1--202
Table 2--1--54. APU Exhaust Temperature ................................... 2--1--203

Page TC--29
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Tables (cont)

Table Page
Table 2--1--55. Message Inhibit Parameters .................................. 2--1--212
Table 2--1--56. Landing Gear Positions ...................................... 2--1--213
Table 2--1--57. Flap Positions .............................................. 2--1--214
Table 2--1--58. Pitch Trim Display ........................................... 2--1--216
Table 2--1--59. DAU Reversion States ....................................... 2--1--228
Table 2--1--60. DU Reversion States ........................................ 2--1--231

Table 2--2--1. AH--800 Attitude Heading Reference Unit Leading Particulars ...... 2--2--3
Table 2--2--2. Memory Module Leading Particulars ............................ 2--2--4
Table 2--2--3. FX--600 Flux Valve Leading Particulars .......................... 2--2--6
Table 2--2--4. AH--800 ARINC 429 Output Data ............................... 2--2--13
Table 2--2--5. AH--800 Full Performance Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2--15
Table 2--2--6. AHRS ARINC 429 Output Test Mode Data ....................... 2--2--16

Table 2--3--1. AH--900 Attitude Heading Reference Unit Leading Particulars . . . . . 2--3--3
Table 2--3--2. AH--900 ARINC 429 Output Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--3--5

Table 2--4--1. Inertial Reference Unit Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . 2--4--3

Table 2--4--2. Mode Select Unit Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--4
Table 2--4--3. IRS Digital Accuracy and Resolution . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--13
Table 2--4--4. Inertial Outputs Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--4--25

Table 2--5--1. AZ--850 Micro Air Data Computer Leading Particulars . . . . . . . . . . . . . 2--5--3
Table 2--5--2. BL--870 PFD Bezel Controller Leading Particulars ................ 2--5--4
Table 2--5--3. AZ--850 MADC Performance Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . 2--5--15
Table 2--5--4. MADC Functional Test Outputs ................................ 2--5--16

Table 2--6--1. RT--300 Radio Altimeter Receiver Transmitter Leading Particulars . . 2--6--3

Table 2--7--1. Weather Radar Receiver Transmitter Antenna Leading Particulars . 2--7--2
Table 2--7--2. WC-660/880 Weather Radar Controller Leading Particulars . . . . . . . . 2--7--6
Table 2--7--3. WC-660/880 Control Functions ................................ 2--7--7

Page TC--30
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Tables (cont)

Table Page
Table 2--7--4. Target Intensity Levels ........................................ 2--7--10
Table 2--7--5. Target Alert Range and Depth ................................. 2--7--13
Table 2--7--6. PFD and MFD WX Mode and Warning Annunciations . . . . . . . . . . . . . 2--7--14
Table 2--7--7. PRIMUS 660/880 Fault Codes ................................. 2--7--24

Table 2--8--1. LP--860 Lightning Sensor Processor Leading Particulars .......... 2--8--2
Table 2--8--2. AT--850 Lightning Sensor Antenna Leading Particulars ........... 2--8--5
Table 2--8--3. WC--660/880 Weather Radar Controller Leading Particulars . . . . . . . . 2--8--6
Table 2--8--4. WC-660/880 Control Functions ................................ 2--8--7
Table 2--8--5. Lightning Sensor System Mode Annunciator . . . . . . . . . . . . . . . . . . . . . 2--8--12
Table 2--8--6. Lightning Sensor System Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--8--16

Table 2--9--1. Enhanced Ground Proximity Warning Computer (EGPWC)

Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--3
Table 2--9--2. EGPWS Modes and Voice Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--9--6

Table 2--10--1. RM--855 Radio Management Unit Leading Particulars ........... 2--10--3
Table 2--10--2. CD--850 Clearance Delivery Control Head Leading Particulars . . . . 2--10--22
Table 2--10--3. AV--850A Audio Control Unit Leading Particulars . . . . . . . . . . . . . . . . 2--10--25
Table 2--10--4. RCZ--851(X) Integrated Communications Unit Leading Particulars . 2--10--29
Table 2--10--5. RNZ--851(X) Integrated Navigation Unit Leading Particulars ...... 2--10--32
Table 2--10--6. AT--860 ADF Antenna Leading Particulars . . . . . . . . . . . . . . . . . . . . . . 2--10--34

Table 2--11--1. NZ--2000 Navigation Computer Leading Particulars . . . . . . . . . . . . . . 2--11--4

Table 2--11--2. IM--803 Configuration Module Leading Particulars . . . . . . . . . . . . . . . 2--11--5
Table 2--11--3. CD--810 Control Display Unit Leading Particulars . . . . . . . . . . . . . . . . 2--11--7
Table 2--11--4. DL--900 Data Loader Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . 2--11--10
Table 2--11--5. FMS Operating Mode Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--14
Table 2--11--6. FMS Navigation Computer ARINC 429 Output Data Table . . . . . . . . 2--11--24
Table 2--11--7. FMS Navigation Computer Unused ARINC 429 Output Data Table . 2--11--25
Table 2--11--8. IAC to Navigation Computer ARINC 429 Input Data Table . . . . . . . . . 2--11--26
Table 2--11--9. PFD Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--27

Page TC--31
1 Nov 2006
Use or disclosure of information on this page is subject to the restrictions in the proprietary notice of this document.
 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

List of Tables (cont)

Table Page
Table 2--11--10. MFD Failure Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--11--29
Table 2--11--11. Dual FMS Configuration Message List and Definition . . . . . . . . . . . 2--11--31

Table 2--12--1. Global Positioning System Sensor Unit Leading Particulars . . . . . . . 2--12--2
Table 2--12--2. GNSSU ARINC 429 Input Data ............................... 2--12--10
Table 2--12--3. GNSSU ARINC 429 Output Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--12--11

Table 2--13--1. Configuration Management Unit (CMU) Leading Particulars . . . . . . 2--13--3

Table 2--13--2. Aircraft Personality Module (APM) Leading Particulars . . . . . . . . . . . 2--13--4
Table 2--13--3. APM Input and Output Discretes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--5
Table 2--13--4. PTA--45B Multi--Input Cockpit Printer Leading Particulars . . . . . . . . 2--13--6
Table 2--13--5. Levels of Failure Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--13--18

Table 2--14--1. IC--600 Integrated Avionics Computer Leading Particulars . . . . . . . . 2--14--5

Table 2--14--2. GC--550 Guidance Panel Unit Leading Particulars . . . . . . . . . . . . . . . 2--14--6
Table 2--14--3. DC--550 Display Controller Leading Particulars ................. 2--14--10
Table 2--14--4. PC--400 Autopilot Controller Leading Particulars ................ 2--14--12
Table 2--14--5. Heading Select Mode Operating Limits ........................ 2--14--30
Table 2--14--6. VOR/VOR Approach Operating Limits ......................... 2--14--39
Table 2--14--7. Localizer (LOC) and Back Course (BC) Mode Operating Limits ... 2--14--52
Table 2--14--8. LNAV Mode Operating Limits ................................. 2--14--57
Table 2--14--9. Pitch Attitude Hold Operating Limits ........................... 2--14--73
Table 2--14--10. Vertical Speed Hold Operating Limits ......................... 2--14--76
Table 2--14--11. Speed (SPD) Hold Mode Operating Limits . . . . . . . . . . . . . . . . . . . . . 2--14--79
Table 2--14--12. Flight Level Change (FLC) Hold Mode Operating Limits . . . . . . . . . 2--14--82
Table 2--14--13. Altitude Preselect (ASEL) Mode Operating Limits .............. 2--14--89
Table 2--14--14. Altitude Hold (ALT) Mode Operating Limits .................... 2--14--92
Table 2--14--15. ILS Approach (APR) Mode Operating Limits . . . . . . . . . . . . . . . . . . . 2--14--99

Table 2--15--1. IC--600 Integrated Avionics Computer (Autopilot/Yaw Damper

Function) Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--4
Table 2--15--2. GC--550 Flight Guidance Control Unit Leading Particulars . . . . . . . . 2--15--5

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List of Tables (cont)

Table Page
Table 2--15--3. PC--400 Autopilot Controller Leading Particulars ................ 2--15--7
Table 2--15--4. SM--200 Servo Drive and SB--201 Servo Bracke
Leading Particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--9
Table 2--15--5. Autopilot Roll Axis Operating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--15--29
Table 2--15--6. Pitch Channel Axis Operating Limits ........................... 2--15--36

Table 2--16--1. Solid State Cockpit Voice Recorder Leading Particulars . . . . . . . . . . 2--16--3
Table 2--16--2. Microphone Monitor and Remote Microphones Leading Particulars 2--16--5
Table 2--16--3. Solid State Flight Data Recorder Leading Particulars . . . . . . . . . . . . 2--16--6

Table 4--1. AV--850A Audio Control Unit Adjustments ......................... 4--17

Table 4--2. Aircraft Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--42
Table 4--3. Aircraft Alignment Example 1 .................................... 4--44
Table 4--4. Aircraft Alignment Example 2 .................................... 4--44
Table 4--5. Aircraft Alignment Example 3 .................................... 4--45

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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INTRODUCTION

1. How to Use This Manual

A. General

(1) The instructions in this manual give the data necessary to do all recommended
maintenance functions to put the Primus 1000 Integrated Avionics System (IAS) in
serviceable condition. The instructions in this manual do not give standard
maintenance procedures that technicians must know.

(2) Honeywell recommends that you do the tests in TESTING AND FAULT ISOLATION
before you disassemble the unit. These tests can show the condition of the IAS or
most possible cause of a malfunction. If a malfunction occurs, repair as necessary.

(3) Warnings, cautions, and notes in this manual give the data that follows:

• A WARNING gives a condition that, if you do not obey, can cause injury or death.
• A CAUTION gives a condition that, if you do not obey, can cause damage to the
equipment.
• A NOTE gives data to make the work easier or gives direction to go to a
procedure.

(4) Warnings and cautions go before the applicable paragraph or step. Notes follow the
applicable paragraph or step.

(5) All personnel who operate equipment and do the specified maintenance must know
and obey the safety precautions.

B. Symbols

(1) The symbols in Figure Intro--1 identify ESDS and moisture sensitive devices in this
manual, if applicable.

ESDS Moisture Sensitive

Figure Intro--1. Symbols

C. Weights and Measurements

(1) All weights and measurements are in U.S. and S.I. (metric) values.

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2. Customer Support
A. Honeywell Aerospace Online Technical Publications Web Site

(1) If you have access to the Internet, go to the Honeywell Online Technical Publications
web site at https://pubs.cas.honeywell.com/ to:
• Download or see publications online
• Make an order for a publication
• Tell Honeywell of a possible data error in a publication.
B. Customer Response Center

(1) If you do not have access to the Internet, send an e--mail message or a fax, or speak
to a person at the Customer Response Center:
• E--mail: [email protected]
• Fax: 1--602--822--7272
• Phone: 1--800--601--3099 (U.S.A.)
• Phone: 1--602--365--3099 (International).
(2) Also, the Customer Response Center is available if you need to:
• Identify a change of address, telephone number, or e--mail address
• Make sure that you get the next revision of this manual.
3. Data Verification
A. General

(1) Verification of these technical instructions is done by performance or by simulation of

the necessary procedures. Checks of the manual by the engineering staff make sure
that the instructions and description data agree with the applicable engineering
specifications and drawings and are accurate and sufficient. The dates of verification
for this manual are given in Table Intro--1.

Table Intro--1. Data Verification

Procedure Type Date
Testing By performance Refer to applicable test procedure.
Disassembly By performance Refer to aircraft manufacturers’
aircraft maintenance manual.
Assembly By performance Refer to aircraft manufacturers’
aircraft maintenance manual.

(2) Honeywell makes changes to this manual as necessary. The sources for data
supplied in this manual include engineering drawings and change orders released as
of 21 Mar 2005.

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4. References

A. Honeywell Publications

(1) The list that follows identifies Honeywell publications that are related to this manual:

• Pub. No. A28--1146--112, PRIMUS® 1000 Integrated Avionics System for the Embraer
ERJ 135/140/145 and Legacy Aircraft Pilot’s Manual
• Pub. No. A28--1146--111, RRIMUS® 660 Digital Weather Radar System Pilot’s Manual
• Pub. No. A28--1146--102, PRIMUS® 880 Digital Weather Radar System Pilot’s Manual
• Pub. No. A09--3944--001, PRIMUS® 880/660/440 Digital Weather Radar System
System Description and Installation Manual
• Pub. No. A28--1146--050, PRIMUS® II Integrated Radio System Pilot’s Manual
• Pub. No. A15--3800--001, PRIMUS II SRZ--85X Series Integrated Radio System
Operation and Installation Manual
• Pub. No. A04--3800--01, PRIMUS® II Integrated Radio System Event Codes Pocket
Guide
• Pub. No. A62--0097--000, RCZ--8XX Series Integrated Communication Unit
Module Removal/Installation Instructions
• Pub. No. A62--0096--000, RNZ--85X Series Integrated Navigation Unit
Module Removal/Installation Instructions
• Pub. No. A28--1146--122, FMZ Series Flight Management System (FMS)
Pilot’s Operating Manual -- Software Version 4.8
• Pub. No. A28--1146--133, FMZ Series Flight Management System (FMS)
Pilot’s Operating Manual -- Software Version 5.2
• Pub. No. A28--1146--058, Honeywell Flight Management System Quick Reference Pocket
Guide
• Pub. No. 15--3321--06, AA--300 Series Radio Altimeter System
Operation and Installation Manual
• Pub. No. A15--1146--090, System Test and Fault Isolation Manual for Embraer
135/140/145
• Pub. No. 95--8698, Global Positioning System Sensor Unit Installation Manual
• Pub. No. A28--1146--070, Traffic Alert and Collision Avoidance System Pilot’s Manual
• Pub. No. A15--3840--001, TCZ--910 Traffic Alert and Collision Avoidance System
System Description and Installation Manual
• Pub. No. A09--3841--001, TCAS 2000 Traffic Alert and Collision Avoidance System
System Description and Installation Manual
• Pub. No. A35--3642--002, Electronic Programmable Checklist Pilot’s Manual
• Pub. No. A09--1100--001, Handling, Storage, and Shipping Procedures for

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Honeywell Avionics Equipment Instruction Manual

• Pub. No. A09--1100--004, Standard Repair Procedures for Honeywell Avionics
Equipment Instruction Manual
• Pub. No. A62--0119--001, Honeywell Material Number (HMN) Codes
• Pub. No. C44--9000--001, Catalog of Test Programs and Operational Software
(TPOS)
• EB7021523 Rev P, Installation Bulletin for the Primus 1000 Avionics System in the
Embraer EMB--145.
B. Other Publications

(1) These publications are standard references:

• The United States Government Printing Office (GPO) Style Manual 2000
(available at http://www.gpoaccess.gov/stylemanual/browse.html)
• ANSI/IEEE Std 260 (1978), Standard Letter Symbols for Units of Measurement
(available from the American National Standards Institute, New York, NY)
• ASME Y14.38--1999 (Formerly ASME Y1.1--1989), Abbreviations for Use on
Drawings and in Text (available from the American National Standards Institute,
New York, NY)
• ANSI/IEEE Std 315--1975 (Replaces ANSI Y32.2--1975), Graphic Symbols for
Electrical and Electronics Diagrams (available from the American National
Standards Institute, New York, NY)
• ANSI/IEEE Std 91 (1984), Graphic Symbols for Logic Functions (available from
the American National Standards Institute, New York, NY)
• H4/H8 Commercial and Government Entity (CAGE) Codes (available at
http://www.dlis.dla.mil/cage_welcome.asp).

5. Acronyms and Abbreviations

A. General

(1) Refer to the list that follows for acronyms and abbreviations in this manual.

List of Acronyms and Abbreviations

Term Full Term

ACARS aircraft communications addressing and reporting system

ACT altitude compensated tilt
ADC air data computer
ADF automatic direction finder
ADI attitude director indicator
ADL airborne data loader
ADS automatic dependent surveillance

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List of Acronyms and Abbreviations (cont)

Term Full Term
AFCS automatic flight control system
AFIS airborne flight information system
AGL above ground level
AHRS attitude and heading reference system
AHRU attitude heading reference unit
ALT altitude
AMM aircraft maintenance manual
ANR automatic navigation realignment
AOA angle of attack
AOC aeronautical operational communication
AOSS after over station sensor
AP autopilot
AP/YD autopilot/yaw damper
APM aircraft personality module
APR approach
APT airport
APU auxiliary power unit
ARINC Aeronautical Radio, Inc.
ASCII American standard code for information exchange
ASEL altitude preselect
ASL above sea level
ATC air traffic control
ATCRBS air traffic control radar beacon system
ATIS air traffic information services
ATN aeronautical telecommunications network
ATTCS automatic takeoff thrust control system
ATU acceptance test unit

Baro barometric
BC back course
BCD binary coded decimal
BIT built--in test
BITE built--in test equipment
BNK bank
BNR binary
BOSC bottom of step climb
BRG bearing

CAIMS central aircraft information maintenance system

CAS crew alerting system

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List of Acronyms and Abbreviations (cont)

Term Full Term
CCA circuit card assembly
CCW counterclockwise
CDH clearance delivery control head
CDU control display unit
CFIT controlled flight into terrain
CLB climb
CLR clear
CM configuration module
CMC central maintenance computer
CMS communication management system
CMU communications management unit
CNS/ATM communications navigation and surveillance/air traffic management
COMM communications
CPDLC controller pilot data link communication
CPL couple
CPU central processing unit
CRC cyclic redundancy check
CRS course
CRT cathode ray tube
CSDB commercial standard digital bus
CSMU crash survivable memory unit
CVR cockpit voice recorder
CVR/FDR cockpit voice recorder/flight data recorder
CW clockwise

DADC digital air data computer

DAU data acquisition unit
DC display controller
dc direct current
DES descent
DFDAU digital flight data acquisition unit
DG directional gyro
DH decision height
DIM dimming
DME distance measuring equipment
DU display unit

ECS environmental control system

EDS electronic display system
EEPROM electrically erasable programmable read--only memory

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List of Acronyms and Abbreviations (cont)

Term Full Term
EFIS electronic flight instrument system
EGPWC enhanced ground proximity warning computer
EGPWS enhanced ground proximity warning system
EIA Electronic Industries Association
EICAS engine indicating crew alerting system
ELEC electrical
EMER emergency
EMRG emergency
ESCI enhanced serial control interface
ESDS electrostatic discharge sensitive
ET elapsed time
ETI elapsed time indicator

FAA Federal Aviation Administration

FADEC full authority digital engine computer
FD flight director
FDAU flight data acquisition unit
FDR flight data recorder
FF fuel flow
FGS flight guidance system
FLC flight level control
FLCH flight level change
FMC flight management computer
FMS flight management system
FOM figure of merit
FP flight plan
FPM feet per minute
FQ fuel tank quantity
FWC fault warning computer

GA go--around
GBE ground based equipment
GHz gigahertz
GLONASS global orbiting navigation satellite system
GMAP ground map
GMT Greenwich mean time
GND ground
GNSSU global navigation system sensor unit
GPIRS global positioning/inertial reference system
GPS global positioning system

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List of Acronyms and Abbreviations (cont)

Term Full Term
GPU ground power unit
GPWS ground proximity warning system
GS glideslope
GSE ground support equipment
GSPD ground speed

HDG heading
HDLC high--level data link control
HDOP horizontal dilution of precision
HF high frequency
hPa pressure in hectoPascals
HPN Honeywell part number
HSI horizontal situation indicator
HYD hydraulic
Hz hertz

I/O input/output
IAC integrated avionics computer
IAS indicated airspeed
IC integrated computer
ICB integrated computer bus
ID identification
IF intermediate frequency
IFOG interferometric fiber optic gyroscope
ILS Instrument Landing System
IM inner marker
inHg pressure in inches of mercury
INPH interphone
IR inertial reference
IRS Inertial Reference System
IRU inertial reference unit
ITT inter turbine temperature

JAA Joint Airworthiness Authorities (European)

JSTK joystick

kHz kilohertz
KG kilograms
KPH kilograms per hour
kts knots

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List of Acronyms and Abbreviations (cont)

Term Full Term

LBS lateral beam sensor

LCD liquid crystal display
LED light emitting diode
LH left--hand
LNAV lateral navigation
LOC localizer
LRN long range navigation
LRU line replaceable unit
LSB least significant
LSS lightning sensor system

MADC micro air data computer

MFD multifunction display
MHz megahertz
MKR marker beacon
MM middle marker
Mmo maximum operating mach
MPEL maximum permissible exposure level
MSB most significant bit
MSG message
MSL mean sea level
MSU mode select unit

N/A not applicable

NAV navigation
NOC navigation on course
NRZ non--return--to--zero
NVM non--volatile memory

OM outer marker
OMS onboard maintenance system
OSS over station sensor

PA passenger address
PAG page
PAST pilot--activated self--test
PATS playback and test station
PAX passenger address
PCMCIA Personal Computer Memory Card Industry Association

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List of Acronyms and Abbreviations (cont)

Term Full Term
PDL portable data loader
PFD primary flight display
PLI pitch limit indicator
PN part number
POST power--on self--test
PPH pounds per hour
PRF pulse repetition frequency
PS power supply
psi pounds per square inch
PT proximate traffic
PTT push--to--talk

Qty quantity

RA radio altitude
RA resolution advisories
RAIM receiver autonomous integrity monitor
RAM random--access memory
RCL recall
RCT react
REACT rain echo attenuation compensation technique
RES resolution
Rev reversion
RF radio frequency
RH right--hand
RMU radio management units
RPE radial position error
rpm revolutions per minute
RSB radio system bus
RT receiver transmitter
RTA receiver transmitter antenna
RTN return
RX receive

SAT static air temperature

SBY standby
SCI serial control interface
SDI source/destination identifier
SG symbol generator
SKP skip

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List of Acronyms and Abbreviations (cont)

Term Full Term
SLV slave
SPD speed
SPDS speeds
SQ squelch
SRC source
SRN short range navigation
SRU shop replaceable unit
SSCVR solid state cockpit voice recorder
SSEC static source error correction
SSFDR solid state flight data recorder
ST sidetone
STAB stabilization
STC sensitivity time control
STD standard
STO store

T/R transmit/receive
TA traffic advisory
TAAD terrain awareness and alerting display
TACAN tactical air navigation
TAS true airspeed
TAT total air temperature
TBD to be determined
TCF terrain clearance floor
TCS touch control steering
TGT target alert
TLA thrust lever angle
TO takeoff
TOC top of climb
TOD top of descent
TRB turbulence
TSO Technical Standard Order
TST test
TTFF time--to--first--fix
TTG time--to--go
TTL tuned--to--localizer
TTN time to navigation
TWIP terminal weather information for pilots
TX transmit

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List of Acronyms and Abbreviations (cont)

Term Full Term

ULB underwater locator beacon

UTC universal time coordinated

V ac Volts alternating current

V dc Volts direct current
VAR variable
VBS vertical beam sensor
VDOP vertical dilution of precision
VHF very high frequency
VLSI very large scale integration
Vmo velocity maximum operating
VOR very high frequency omnidirectional range

VS vertical speed
VSI vertical speed indications
VTA vertical track alert

WOW weight--on--wheels
WSHR windshear
WX weather
WXPD weather radar picture data

XMIT transmit
xside cross--side
XSTC extended sensitivity time control

YD yaw damper

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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SECTION 1
SYSTEM OVERVIEW
1. Overview
A. General

(1) The PRIMUS 1000 Integrated Avionics System, as shown in Figure 1-1, is made up
of the following subsystems:
-- Electronic Display System (EDS)
-- AHZ--800 Attitude Heading Reference System (AHRS)
-- AHZ--900 Attitude Heading Reference System (AHRS) -- Optional
-- LaseRef IV Inertial Reference System (IRS) -- Optional
-- ADZ--850 Micro Air Data System
-- AA--300 Radio Altimeter System
-- PRIMUSR 660/880 Weather Radar System
-- Lightning Sensor System (LSS) -- Optional
-- Mk V Enhanced Ground Proximity Warning System (EGPWS) -- Optional
-- PRIMUSR II Integrated Radio System
-- FMZ--2000 Flight Management System (FMS) Single -- Optional Dual
-- Global Positioning System (GPS) -- Optional
-- Communication Management System (CMS)
-- Flight Director System
-- Autopilot/Yaw Damper (AP/YD) System.
(2) The PRIMUS 1000 Integrated Avionics System also provides for automatic fault
reporting and non--intrusive monitoring of sensor data during on--ground
maintenance.

(3) The PRIMUS 1000 Integrated Avionics System is a completely integrated,

fail--passive autopilot/yaw damper/flight director and display system, which has a full
complement of horizontal and vertical flight guidance modes. These include all radio
guidance modes, long range navigation (LRN) system tracking, and air data oriented
vertical modes.

(4) Three--axis aircraft attitude stabilization and path control is provided throughout the
aircraft’s normal flight regime. The automatic path mode commands (flight director)
are generated by either IC--600 Integrated Avionics Computer (IAC), which integrates
the attitude and heading reference, air data and symbol generator functions into a
complete aircraft control system. The single autopilot/yaw damper is located in the
pilots IC--600 IAC.

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(5) The PRIMUS 1000 Integrated Avionics System also has provisions for input/output
(I/O) and data management with external radio navigation subsystems through
digital/serial data bus interfaces (radio systems bus). Additional data management
activities that cross the boundaries of the functions listed above, include system
monitoring, self--test, and failure annunciation. Both IC--600 Integrated Avionics
Computers communicate with each other over a dedicated integrated computer bus
(ICB).

(6) Table 1--1 gives the components and part numbers that make up a standard system,
and Table 1--2 gives optional subsystem components. Figure 1-1 shows an
architectural diagram for the entire PRIMUS 1000 system, and Figure 1-2 shows the
cockpit layout for the Honeywell equipment. Figure 1-3 shows the component
locations of the instrument panel and the pedestal with a single FMS. Figure 1-4
shows the component locations of the instrument panel and the pedestal with a dual
FMS. Figure 1-5 shows the approximate component locations of the Honeywell
equipment on the Embraer 145.

Table 1--1. System Components

Aircraft Reference
System Component Qty. Part Number Designator
AH--800 Attitude Heading 2 HG2010AC02 1/C1
Reference Unit
FX--600 Flux Valve 2 7010133 4/C4
AZ--850 Micro Air Data 2 7014700--921 9/C9
Computer
GC--550 Guidance Control 1 7021170--951 11
Unit
SM--200 Servo (Aileron) 1 4006719--906 12
SB--201 Servo Bracket 1 4005842 12A
SM--200 Servo (Elevator) 1 4006719--906 13
SB--201 Servo Bracket 1 4005842 13A
SM--200 Servo (Rudder) 1 4006719--906 14
SB--201 Servo Bracket 1 4005842 14A
RT--300 Radio Altimeter 1 7001840--937 20
Receiver Transmitter
WU--660 Weather Radar 1 7021450--601 59
Receiver Transmitter Antenna
WC--660 Weather Radar 1 7008471--667 61
Controller

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Table 1--1. System Components (cont)

Aircraft Reference
System Component Qty. Part Number Designator
DC--550 Display Controller 2 7016986--401 115/C115
7016986--403
(Required for JAA CAT2
aircraft only)
PC--400 Autopilot Controller 1 7003897--925 129
DU--870 Display Unit 5 7014300--901 130/C130
131/C131
132
BL--870 Bezel (PFD with 2 7014331--921 N/A
Inclinometer)
BL--871 Bezel 2 7014332--931 N/A
(MFD with Buttons)
BL--871 Bezel 1 7014332--951 N/A
(EICAS with Knob)
DA--800 Data Acquisition Unit 2 7013348--940 (Phase 7, See 136/137
note)
7013348--944 (Phase 8, See
note)
7013348--947 (Phase 9, See
note)
RCZ--851E Integrated Comm 1 7510700--806 143
Unit (Diversity Mode S)
RCZ--833E 1 7510700--866 (Retrofit of 143
8.33kHz/25kHz Integrated --806)
Comm Unit (Diversity Mode
S)
RCZ--833E 1 7510700--766 143
8.33kHz/25kHz Integrated
Comm Unit (Diversity Mode
S)
RCZ--854E 1 7510700--726 143
25kHz Integrated Comm Unit
(Diversity Mode S)
RCZ--851G Integrated Comm 1 7510700--808 C143
Unit (ATCRBS)
RCZ--851H Integrated Comm 1 7510700--809 C143
Unit (Comm Only)
RCZ--833G 1 7510700--768 C143
8.33kHz/25kHz Integrated
Comm Unit (ATCRBS)

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Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Table 1--1. System Components (cont)

Aircraft Reference
System Component Qty. Part Number Designator
RCZ--833H 1 7510700--769 C143
8.33kHz/25kHz Integrated
Comm Unit (Comm Only)
RCZ--854G 1 7510700--728 C143
25kHz Integrated Comm Unit
(ATCRBS)
RCZ--854H 1 7510700--729 C143
25kHz Integrated Comm Unit
(Comm Only)
RM--855 Radio Management 2 7013270--943 144/C144
Unit (Flat Panel)
RM--855 2 7013270--965 144/C144
8.33kHz/25kHz
Radio Management Unit
(Flat Panel)
AT--860 ADF Antenna 1 7510300--901 158
AV--850A Audio Panel 3 7511001--939 160/C160/E160
RNZ--851 Integrated Nav Unit 1 7510100--831 164
(NAV/DME/ADF)
RNZ--851C Integrated Nav 1 7510100--834 C164
Unit (NAV only)
CD--850 Clearance Delivery 1 7513000--805 165
Control Head
CD--850 1 7513000--835 165
8.33kHz/25kHz
Clearance Delivery Control
Head
IC--600 Integrated Avionics 1 7017000--82407 (Phase 7) 190
Computer (with AP) 7017000--82427 (Phase 7.5)
7017000--82408 (Phase 8)
7017000--82428 (Phase 8.5)
7017000--82409 (Phase 9)
7017000--82410 (Phase 10)
IC--600 Integrated Avionics 1 7017000--83407 (Phase 7) C190
Computer (without AP) 7017000--83427 (Phase 7.5)
7017000--83408 (Phase 8)
7017000--83428 (Phase 8.5)
7017000--83409 (Phase 9)
7017000--83410 (Phase 10

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Table 1--1. System Components (cont)

Aircraft Reference
System Component Qty. Part Number Designator
Mark III Communication 1 7519200--920 228
Management Unit (CMU)
Cockpit Voice Recorder 1 980--6022--001 236
Cockpit Voice Recorder 1 980--6113--005 N/A
Microphone Monitor
Flight Data Recorder 1 980--4700--019 237
980--4700--042
Flight Data Recorder/Cockpit 1 980--6117--006 N/A
Voice Recorder Panel
NOTE: Do not install a Phase 4, or later DAU with an earlier dash number.

Table 1--2. Optional System Components

Aircraft Reference
System Component Qty. Part Number Designator
RT--300 Radio Altimeter 1 7001840--937 C20
Receiver Transmitter (dual configuration)
WU--880 Weather Radar 1 7021450--801 59
Receiver Transmitter Antenna
WC--880 Weather Radar 1 7008471--407 61
Controller
DC--550 Display Controller 2 7016986--501 115/C115
7016986--505 (Required for
JAA Cat 2 aircraft only)
CD--810 Control Display Unit 1 7007549--901 120
NS--2000 Navigation 1 7018879--02006 121
Computer Software Version 4.8
7018879--03014
Software Version 5.2
DL--900 Data Loader 1 7016600--901 123
RCZ--851E Integrated Comm 1 7510700--806 C143
Unit (Diversity Mode S)
RCZ--833 1 7510700--866 (Retrofit of --806) 143
8.33kHz/25kHz Integrated
Comm Unit (Diversity Mode S)
LSZ--860 Lightning Sensor 1 7011822--904 145
System

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Table 1--2. Optional System Components (cont)

Aircraft Reference
System Component Qty. Part Number Designator
AT--850 Lightning Sensor 1 4057697--901 147
Antenna
Global Navigation System 1 HG2021GD02 149
Sensor Unit (GNSSU)
AT--860 ADF Antenna 1 7510300--901 C158
RNZ--851 Nav Unit 1 7510100--831 C164
(NAV/DME/ADF)
AH--900 Attitude Heading 2 HG2011AC03 170/C170
Reference Unit
LASEREF IV Inertial 2 HG2001GD03 170/C170
Reference Unit
Mode Selection Unit for 2 CG1042AB03 172/C172
LASEREF IV
IM--803 Installation Module 1 7014940--902 199
IM--600 IAC Configuration 2 7025973--03000 199A/C199A
Module
Mark V Enhanced Ground 1 965--0976--003--202--202 238
Proximity Warning System 965--0976--003--213--213 (115
(EGPWS) Vac)
965--0976--040--213--213 (28
Vdc)

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Figure 1-1. PRIMUS 1000 System Flow Diagram

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Figure 1-2. Embraer Cockpit (with all options)

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Figure 1-3. Typical Instrument Panel and Pedestal Component Locations (Single FMS)

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Figure 1-4. Typical Instrument Panel and Pedestal Component Locations (Dual FMS)

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Figure 1-5. PRIMUS 1000 Component Locations

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2. System Description
A. General

(1) The PRIMUS 1000 Integrated Avionics System line replaceable units, given in
Table 1--1, have been organized into the following subsystems:
-- Electronic Display System (EDS)
-- AHZ--800 Attitude and Heading Reference System (AHRS)
-- AHZ--900 Attitude and Heading Reference System (AHRS) -- Optional
-- LaseRef IV Inertial Reference System (IRS) -- Optional
-- ADZ--850 Micro Air Data System
-- AA--300 Radio Altimeter System
-- PRIMUSR 660/880 Weather Radar System
-- Lightning Sensor Systems (LSS) -- Optional
-- Mark V Enhanced Ground Proximity Warning (EGPWS) -- Optional
-- PRIMUSR II Integrated Radio System
-- FMZ--2000 Flight Management System (FMS) Single -- Optional Dual
-- Global Positioning System (GPS) -- Optional
-- CM--950 Communication Management System (CMS)
-- Flight Director System
-- Autopilot/Yaw Damper (AP/YD) System
-- Cockpit Voice Recorder/Flight Data Recorder (CVR/FDR) System
(2) The PRIMUS 1000 system organization is centered around the concept of an
integrated avionics computer (IAC) that performs the display and flight guidance
functions normally associated with a symbol generator, flight director, and
autopilot/yaw damper. These functions are all co--located in the IC--600 IAC on
separate circuit card assemblies (CCA). The IC--600 IAC reduces the number of
aircraft line replaceable units (LRU) by housing a number of independent functions in
one (LRU). Some of these functions are managed by dedicated I/O hardware and
some are managed by a micro--processor in conjunction with individual commands,
switching logic, and drive circuitry. As installed in this aircraft, only the pilots IC--600
IAC has an autopilot/yaw damper function.

(3) During normal operation, the system displays heading, course, radio bearing, pitch
and roll attitude, radio altitude, course deviation, glideslope deviation, to--from and
distance measuring equipment (DME) indications. Lighted annunciators denote
selected flight director modes. Pitch and roll flight director steering commands
developed by the IC--600 IAC, are displayed on the primary flight display (PFD) in the
cockpit. This computed steering information enables the pilot to reach and/or
maintain the desired flight path or attitude.

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(4) When the autopilot is engaged and coupled to either the pilots or copilots flight
director, the aircraft is controlled with the same commands that are displayed on the
PFD. When the autopilot is engaged and no flight director modes are active, the
aircraft is controlled by the pilot in pitch and roll and by inserting commands through
touch control steering (TCS).

(5) Operation of a specific system component by the IC--600 IAC is dependent upon the
system and other aircraft sensor data inputs. The IC--600 IAC uses software tests, in
combination with built--in test (BIT) hardware to detect failures and determine
input/output (I/O) signal validity. Based on the results of these tests, the IC--600 IAC
determines if the system is capable of providing proper display, FD, AP, and YD
mode control and/or mode annunciation. System monitoring is active in all modes of
operation.

B. Electronic Display System (EDS)

(1) The EDS is made up of the following LRUs:

• DU--870 Electronic Display Units
-- Primary Flight Display (PFD) for Each Pilot
-- Multifunction Display (MFD) for Each Pilot
-- A Single Engine Indicating Crew Alerting System (EICAS) Display
• BL--870 Bezel Controller for Each PFD
• BL--871 Bezel Controller for Each MFD and the EICAS
• IC--600 Integrated Avionics Computer No. 1 and No. 2
• DC--550 Display Controller for Each Pilot
• GC--550 Guidance Control Unit
• DA--800 Data Acquisition Unit No. 1 and No. 2
• Reversionary Controllers.
(2) The primary flight display (PFD) displays pitch and roll attitude, heading,
course/desired track orientation, and flight path commands, as well as selected mode
and source annunciations. The PFD also displays indicated airspeed, barometric
altitude, vertical speed, and radio altitude.

(3) The multifunction display (MFD) is used to present a variety of data that includes:
long range navigation mapping, weather radar display, SAT, TAS, and TAT data, and
TCAS Traffic displays. Through the use of the BL--871 Bezel Controller buttons
mounted on the front of the display, the pilot can access menus that allow selection
of system pages, electronic checklists, and Vspeeds, to mention a few.

(4) The engine indicating crew alerting system (EICAS) is an integrated display that
replaces the majority of the traditional engine gauges and warning lights in the
cockpit. The EICAS DU is used to display the primary engine, essential subsystem,
and crew alerting messages in a single format.

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(5) The DA--800 Data Acquisition Unit (DAU) is the interface for engine data. DAU No. 1
is for the left engine and aircraft sensors and DAU No. 2 is for the right engine and
aircraft sensors.

(6) The IC--600 IAC is the heart of the system and processes all data for display on the
PFD, MFD, and EICAS. The symbol generator portion of the IC--600 IAC is the focal
point for information flow for the EDS. Aircraft configuration data is stored in the
IM--600 Configuration Module.

(7) The DC--550 Display Controller provides the means for pilot control of various display
formats on the PFD, including bearing pointer select functions. The DC--550 Display
Controller also provides a data acquisition function for the GC--550 Guidance Control
Unit and BL--870/BL--871 bezels.

(8) The GC--550 Guidance Control Unit allows for pilot inputs of selected heading and
selected course for lateral flight director modes. Pilot selection of IAS, Mach, and
vertical speed targets, as well as altitude preselect target is also through the GC--550
Guidance Control Unit.

(9) Three reversionary controllers are used in the system. Each crew member has an
Embraer--supplied reversionary panel. This panel allows each crew member to switch
the on--side PFD or the EICAS display to the on--side MFD display unit. It also allows
on--side or cross--side selection of ADC, SG, and/or AHRS. The third controller is
available to both crew members to select DAU reversionary modes.

(10) The switching of navigation sensor data for display and for flight guidance is provided
electronically. All comparison monitoring of critical display data is done within the
EDS.

C. AHZ--800 Attitude Heading Reference System (AHRS)

(1) The AHZ--800 AHRS is made up of the following LRUs:

• AH--800 Attitude Heading Reference Unit (AHRU)

• FX--600 Flux Valve
• AHRS Control Panel (Non--Honeywell).

(2) The AHRU uses three interferometric fiber optic gyroscope (IFOG), which measure
the phase shift produced between two beams of light traveling in opposite directions
through optical fiber wrapped around a core, in place of the spinning mass. These
gyros are rate sensing and measure angular motion. The attitude heading reference
unit (AHRU) also uses three accelerometers to measure linear motion.

(3) The FX--600 Flux Valve detects the horizontal component of the earth’s magnetic
field and provides the long term magnetic reference for the AHRS. A flux valve
compensator is not required in the system. Compass calibration data is computed by
the AHRU and is stored in a memory module.

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(4) The AHRS Control Panel is located on the instrument panel, adjacent to the
reversionary panel. The switches on the panel let the operator select the Slaved
mode of AHRS operation. This mode slaves the flux valves to the AHRS. The Panel
also permits selection of the DG mode. In this mode, the AHRS heading channel
operates as a free non--slaved gyro. When in the DG Mode, the desired heading to
which the gyro is slaved is selected by the operator through the use of a cw/ccw
switch on the AHRS Control Panel. The switch permits the selection in clockwise or
counterclockwise directions.
D. AHZ--900 Attitude Heading Reference System (AHRS)
(1) The AHZ--900 AHRS is made up of the following LRU:
• AH--900 Attitude Heading Reference Unit (AHRU)
(2) The AHRU contains three laser gyros and three accelerometers. They are mounted
on each of the three axes and are used to measure inertial motion. Inertial motion
sensing requires initialization data from the flight management computer (FMC). The
AHRU performs the calculations to provide position, heading, and attitude data to the
aircraft.
E. LaseRef IV Inertial Reference System (IRS)
(1) The LaseRef IRS is made up of the following LRUs/controls:
• LaseRef Inertial Reference Unit (IRU)
• LaseRef Mode Selection Unit (MSU)
(2) The IRU has two sections:
• An inertial reference (IR) section contains three laser gyros and three
accelerometers, mounted on each of three axes inside of the IRU, to measure
inertial motion. The IR section requires initialization data from the flight
management computer (FMC) and altitude inputs from the digital air data
computer (DADC). From the inertial measurements, initialization data, and air data
inputs, the IRU performs the calculations necessary to provide position, velocity,
heading, and attitude data to the aircraft.
• A global positioning section receives position, range rate, and other
satellite--derived information from the global navigation system sensor units
(GNSSUs). The IRU outputs autonomous data based on the information that it
receives from the GNSSU. It outputs hybrid data based on satellite, inertial sensor,
and air data information. This section is not enabled on the ERJ 135/145.
(3) The MSU is located on the pilots and copilots instrument panel, above the audio
panels. The panel contains a four position mode select switch, six status
annunciators, and test initiation switch for the IRUs.
F. ADZ--850 Micro Air Data System
(1) The ADZ--850 Micro Air Data System is made up of the following LRUs/controls:
• AZ--850 Micro Air Data Computer (MADC)
• Baro set knob and standard (STD) pushbutton on the PFD bezel.

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(2) The AZ--850 MADC provides the IC--600 IAC with an ARINC 429 input of baro
corrected altitude, IAS, MACH, Vmo, TAS, TAT, SAT, and altitude rate. The baro set
knob on the PFD bezel allows for pilot input of barometric pressure. The STD
pushbutton on the PFD bezel allows for automatic barometric correction settings of
either 29.92 inHg or 1013 hPa. The AZ--850 MADC is connected to the pitot/static
and outside air temperature probes.

(3) Air data parameters displayed on the PFD are as follows:

• IAS/Mach
• Barometric Altitude
• Vertical Speed.

(4) Air data parameters displayed on the MFD are as follows:

• True Airspeed (TAS)

• Static Air Temperature (SAT)
• Total Air Temperature (TAT).

G. AA--300 Radio Altimeter System

(1) The AA--300 Radio Altimeter System is made up of the RT--300 Radio Altitude
Receiver Transmitter and Embraer--supplied transmit/receive antenna. The AA--300
Radio Altimeter system provides an output of absolute height above the terrain. This
radio altitude is displayed on the PFDs. The radio altitude output is also used in
determining that decision height has been reached and for gain programming in the
flight director for instrument landing system (ILS) approaches. Radio altitude is also
used by TCAS to inhibit resolution advisories (RA) when close to the ground.

H. PRIMUS 660/880 Weather Radar System

(1) The PRIMUS 660/880 Weather Radar System is comprised of the following LRUs:

• WU--660/880 Receiver Transmitter Antenna Unit

• WC--660/880 Weather Radar Controller.

(2) The PRIMUS 660/880 Weather Radar System is an X--band radar designed for
weather detection, ground mapping, and analysis. Data is displayed on the PFD and
the MFD. Storm intensity levels are displayed in bright colors against a deep black
background. Areas of heaviest rainfall appear in magenta, next heaviest appear in
red, rainfall of medium intensity appear in yellow and areas of weakest rainfall appear
in green.

(3) In the ground mapping mode, prominent landmarks are displayed that enable the
pilot to identify coastline, hilly and mountainous regions, as well as cities or even
large structures. In GMAP mode, video levels of increasing reflectivity are displayed
as black, cyan, yellow, and magenta.

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(4) A rain echo attenuation compensation technique (REACT) mode automatically

increases receiver gain as a function of attenuation due to intervening rainfall. At the
point where the receiver can no longer detect levels less than red, a blue field is
displayed indicating an out--of--calibration region. Target alert (TGT) mode is selected
to indicate when level 3 (red) or greater weather is present in a sector beyond the
currently displayed range.

(5) Weather radar mode selection, range, and tilt control are provided by the
WC--660/880 Weather Radar Controller.

I. LSZ--860 Lightning Sensor System -- (LSS) Optional

(1) The Lightning Sensor System is comprised of the following LRUs:

• LP--860 Lightning Sensor Processor
• AT--850 Lightning Sensor Antenna
• WC--660/880 Weather Radar Controller.
(2) The optional LSS is an onboard advisory system that is used to detect lightning
activity in the region around the aircraft within 200 NM and determines the range and
bearing of each lightning discharge. A symbol plan display is generated with special
symbols and these symbols are displayed in conjunction with weather radar displays
on the MFD.

(3) The WC--660/880 Weather Radar Controller contains the switch used for the
selection of the modes of operation.

J. Enhanced Ground Proximity Warning System (EGPWS)

(1) The EGPWS is comprised of the following LRU:

• Enhanced Ground Proximity Warning Computer (EGPWC)
(2) The purpose of the Enhanced Ground Proximity Warning System (EGPWS) is to
prevent accidents caused by Controlled Flight Into Terrain (CFIT) or severe
windshear. The EGPWC receives various aircraft parameters and provides aural
warnings, annunciation warnings on the PFD and mode annunciations and graphical
terrain data on the MFD.

K. PRIMUS II Integrated Radio System

(1) The PRIMUS II Integrated Radio System is made up of the following LRUs:
• RM--855 Radio Management Unit
• AV--850A Audio Control Unit
• CD--850 Clearance Delivery Head (Tuning Backup Control Head)
• RCZ--851E/851G/851H Integrated Communications Unit
• RNZ--851/851C Integrated Navigation Unit.

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(2) The PRIMUS II Integrated Radio System is a dual, remote--mounted digital radio
system which encompasses all standard navigation and communication functions,
including VOR, DME, ILS, and VHF communications. Marker beacon and
transponder (mode A/C/S) depending on installation is also included. All control
functions are operated from two RM--855 Radio Management Units (RMUs). A
CD--850 Clearance Delivery Control Head is also part of the system. Interface with
the non--Honeywell traffic alert and collision avoidance system (TCAS) is from the
RMU and through the diversity Mode S transponder.

L. Flight Management System (FMS) Single -- Optional Dual

(1) The FMS is made up of the following components:

• one NZ--2000 Navigation Computer (NZ)
• one CD--810 Control Display Unit (CDU)
• one DL--900 Data Loader
• one IM--803 Configuration Module.
(2) The dual FMS system contains the following components:
• two NZ--2000 Navigation Computers (NZ)
• two CD--810 Control Display Unit s (CDU)
• one DL--900 Data Loader
• two IM--803 Configuration Modules.
(3) The FMS provides lateral and vertical navigation guidance for display and coupling
(lateral only) to the AFCS. To provide high accuracy long--range navigation, the FMS
computer is designed to connect to AHRS, GPS, and/or VOR/DME. With links to the
onboard navigation sensors, the computer develops an FMS position based on a
blend or mix of the sensors. The fundamental purpose of the FMS is to provide
navigation information relative to a selected geographically located point. Navigation
management allows the flight crew to define a route from the aircraft present position
to any point in the world.

(4) The system outputs advisory information and steering signals to allow the flight crew
or the AFCS to steer the aircraft along a desired route. Routes are defined from the
aircraft present position to a destination waypoint through a direct great circle route or
through a series of great circle legs connected by intermediate waypoints.

(5) The CD--810 CDU is the pilot interface with the FMS. The CRT displays relative flight
information to the pilot. The pilot enters alphanumeric data into the system through
the full alphanumeric keyboard.

(6) The DL--900 Data Loader is used to transfer navigation data and custom data to the
NZ.

(7) The IM--803 Configuration Module contains a strap board. The strap lets a number of
FMS options be selected.

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M. Global Positioning System (GPS) -- Optional

(1) The optional GPS is made up of the global navigation system sensor unit (GNSSU)
component.
(2) The GNSSU is a 12--channel receiver that receives the L1 transmissions (centered at
1575.42 MHz) from the NAVSTAR GPS satellite constellation. The GPS tracks a
minimum of four satellites, processes the received signals, and determines the
system latitude, longitude, altitude, time, and velocity. When less than four satellites
remain trackable, the system uses inertial information from the IRS and air data
information from the MADCs to continue determination of position. When a fourth
satellite is acquired, the system reverts to normal tracking mode.
N. CM--950 Communication Management System
(1) The communications management system (CMS) is an airborne communications
router that supports data link service access between the aircraft and the available
ground service providers.
(2) The system uses a VHF frequency, through the VHF--3 transceiver, for sending and
receiving data. The VHF--3 is controlled by the communications management unit
(CMU) for data communication and by the RMU for voice communication. The system
configuration enables voice communication through VHF--3 only when the CMU is
not transmitting data.
(3) The CMS contains the following LRU’s:
• CM--950 communications management unit (CMU)
• IM--950 aircraft personality module (APM)
• Airborne printer
(4) The IM--950 Aircraft Personality Module (APM) is an external device which provides
aircraft configuration data to its host line replaceable unit (LRU). The APM contains a
nonvolatile memory device. The information stored in the APM includes:
• Aircraft type
• Aircraft registration
• Equipment configuration information.
O. Flight Director System
(1) The flight director system is made up of the following components:
• IC--600 Integrated Avionics Computer (IAC)
• GC--550 Guidance Controller.
(2) The PRIMUS 1000 Flight Director System features an integrated avionics computer
concept which combines the normal EDS display function with the flight director
function. This level of integration provides a number of benefits over existing systems
and greatly simplifies the interface requirements of the flight director function. This
level of integration implies that if the EDS is operational, the flight director will be
operational. Conversely, if the EDS has failed, the flight director will also be failed.

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(3) Input data requirements for the flight director are totally encompassed by the EDS
function. By combining the flight director and EDS processors, the flight director I/O
hardware and software can be virtually eliminated.

(4) The flight director provides computed steering commands to the autopilot and for
display on the PFD. If the autopilot is not engaged, the pilot can manually fly the
steering command presented on the PFD. The flight director provides both lateral
(roll) and vertical (pitch) steering commands. One lateral and one vertical flight
director mode can be active simultaneously. Other flight director modes can be armed
to automatically become active at the proper time.

(5) For the flight director to do its job, it looks at the following:
• What is the pilots desired attitude/position/heading/etc?
• What is the aircraft’s actual attitude/position/heading/etc?
• If there is a difference between desired and actual data, correct for the difference
and control the speed at which the correction takes place.
(6) The flight director computes pitch and roll steering commands based on data from a
variety of sources including:
• Air data
• Pitch and roll attitude
• Flight management system
• Magnetic heading
• VOR/DME/ILS
• Pilot inputs
• Radio altimeter.
(7) Flight director steering commands provide a key data point in the Display and Flight
Guidance System. These steering commands are output to the following subsystems:
• EDS for pilot display
• Autopilot for automatic flight path control
• Autopilot monitors.
(8) The IC--600 IAC processes course, selected heading, attitude, air data, DME, and
radio navigation data to provide computed pitch and roll steering commands for
display on the PFD and for autopilot automatic flight path steering through control of
the flight control surfaces through the SM--200 Servo Motors.

(9) Flight director mode selection and annunciation is accomplished through mode select
buttons on the GC--550 Guidance Controller. The flight director command cue on the
PFD also reflects the selected mode.

(10) Flight director couple switching between the pilots and copilots flight director is
accomplished through the GC--550 Guidance Controller.

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P. Autopilot/Yaw Damper System

(1) The Autopilot/Yaw Damper System is comprised of the following LRUs:
• IC--600 Integrated Avionics Computer (IAC) -- pilots only
• GC--550 Guidance Controller
• SM--200 Servos
• Trim Power Amplifier (not Honeywell)
• PC--400 Turn/Pitch Controller.
(2) The PRIMUS 1000 system autopilot is a fail--passive design featuring digital attitude
and servo loops. The autopilot provides aircraft stabilization and tracking of pitch and
roll steering commands from the flight director. The autopilot is not aware of which
flight director mode(s) if any are active. The autopilot simply tracks the pitch and roll
steering commands from the selected flight director as attitude changes.
(3) The yaw damper provides yaw rate damping only and makes no effort to control the
flight path of the aircraft. Servo position reference is synchronized to zero at
engagement and is constantly washed out to ensure that steady state rudder forces
are zero. If the rudder trim position changes due to pilot input or aircraft configuration
changes, the rudder washes out the steady state force and allows rudder servo
resynchronization.
(4) The autopilot/yaw damper monitors are capable of disengaging the autopilot and yaw
damper as an independent function. Data used in the autopilot/yaw damper
computations are processed in a manner consistent with autopilot flight--safety
requirements while also maximizing autopilot availability. The autopilot/yaw damper
engage and disengage process is also monitored to ensure that the actual engage
situation at the servos correctly reflects the engage function status in software.
(5) The pitch axis autopilot trim function works to maintain the aircraft attitude against
long-- term attitude disturbances, such as fuel burn and passenger movement.
(6) For the autopilot to do its job, it looks at the following:
• What is the pilots desired attitude?
• What is the aircrafts actual attitude?
• If there is a difference between desired and actual data, correct for the difference
and control the speed at which the correction takes place.
(7) The autopilot and yaw damper engagement is accomplished through the GC--550
Guidance Controller. Basic pitch and roll movements can also be made using the
PC--400 Turn/Pitch Controller.
Q. Cockpit Voice Recorder/Flight Data Recorder
(1) The cockpit voice recorder/flight data recorder system is comprised of the following
LRUs:
• Solid State Cockpit Voice Recorder (SSCVR)
• Solid State Flight Data Recorder (SSFDR)
• CVR Microphone Monitor panel

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(2) The SSCVR uses a modular crash survivable memory unit (CSMU) for protection of
the solid state flight data recording memory. It holds the most recent 25 hours of
digital flight data and timing information.

(3) The SSFDR uses a modular crash survivable memory unit (CSMU) for protection of
the solid state voice recording memory. It holds the most recent 30 minutes or 2
hours of audio, digital and timing information.

(4) The microphone monitor panel is located on the left side of the overhead control
panel. An area microphone is located on the top of the instrument panel to pick up
the cockpit area audio. This audio includes crew conversations and ambient sounds
(i.e.: engines, actuators or control switch toggles). Audio input from each aircrew
microphone is also recorded.

3. Digital Data Buses

A. General

(1) An essential function of the PRIMUS 1000 Integrated Avionics System is information
interchange between subsystems and/or between LRUs within a subsystem.

(2) Some of this information is in the form of discrete data. Discrete data is carried on a
single wire and typically switches between +28 V dc and open, or between ground
and open. This switched data is used for annunciators, warnings, and anywhere that
simple “condition information” will suffice. This is a small portion of the total
information interchange.

(3) Most of the information transfer between subsystems is accomplished through the
use of digital data buses. The data buses found in the PRIMUS 1000 Integrated
Avionics System include:

• Radio System Bus (RSB)

• Digital Audio Bus
• Commercial Standard Digital Bus (CSDB)
• ARINC 429
• RS--422
• RS--232
• Serial Control Interface (SCI)
• Weather Radar Picture Data (WXPD)
• Integrated Computer Bus (ICB)
• SG/DU Bus.

(4) The following paragraphs describe the operation and uses of each of the above
buses.

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B. Radio System Bus (RSB)

(1) The Honeywell radio system bus (RSB), as shown in Figure 1-6, is the principal
communications network interconnecting the LRUs in the PRIMUS II Integrated
Radio subsystem. All the LRUs in the radio system, except the audio control units,
are connected to the RSB. Specific details regarding the operation of the radio
system is covered elsewhere in this manual.

(2) Reliable transfers of data through RSB are ensured by designed--in redundancy and
predefined protection and isolation mechanisms. Control and data protocols are also
predefined to ensure consistent application of the data bus. It is a fail--operational
data bus system and actually consists of three shielded--twisted--pairs. These are the
PRIMARY bus, LEFT--SIDE SECONDARY bus, and RIGHT--SIDE SECONDARY
bus. “Fail--operational” means that if any device connected to the bus fails, the bus
remains operational.

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Figure 1-6. Radio System Bus

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(3) All units that are connected to the RSB [radio management unit (RMU), integrated
avionics computer (IAC), remote NAV unit, etc.] are defined as users. The RSB users
are all transformer coupled and impedance--matched to the data bus transmission
lines. The bus is a shielded--twisted--pair which is differentially driven. Data
transmitted onto the bus drives one line more positive, and the other line more
negative. This interface method provides protection from faults, transients, and RF
interference. By design, the RSB interfaces are virtually immune to lightning--induced
transients, hot shorts, ground shorts, and RF threats. The design precludes any fault
propagation (through RSB) between the various interconnected users. At the same
time, the RSB interconnect structure provides superior RF emissions characteristics,
ensuring that RSB will not interfere with sensitive receivers on--board the aircraft. The
users are connected to the data buses through a splicing arrangement (using solder
rings) which experience has shown to be extremely reliable and damage resistant.
The type of cable that is specified for use meets regulatory guidelines for flammability
and smoke, and is resistant to hydraulic fluids and fuel.

(4) Data flow on RSB is bidirectional with a bit transmission rate of 2/3 MHz (1.5 ms/bit).
Data traffic flow on RSB does not require a bus controller. All users receive and
identify all bus data. Since each user knows its own user number, it sets up an
internal timer, based upon the last message received, and transmits at the
appropriate time. Each RSB user (other than those described as “Listen Only”)
outputs its message on the PRIMARY and its “ON--SIDE” SECONDARY buses
simultaneously. This arrangement provides each user with dual--path access to its
own--side data and single--path access to all cross--side data. It also makes it
impossible for any single--point fault (such as a fire--ax or a projectile) to disable all
three data buses. For example, a failure of the PRIMARY bus will merely disable
cross--side tuning of the radios, and will cause no other problems.

(5) The clearance delivery CDH and the IC--600 are “Listen Only” devices. They DO
NOT transmit on the RSB.

(6) Each bus user’s transmitters are safety interlocked to ensure that no user can
broadcast outside its allotted time slot or in response to another user’s request. The
user interlock mechanisms effectively keep the bus users from competing for
simultaneous bus time windows, and thereby ensure reliable data flow.

(7) A field is defined as a 192 millisecond time period that contains a sequence of
24 messages spaced 8 milliseconds apart, starting with message 0 (transmits
address 0) and progressing in sequence to message number 23. Thus, there are 24
possible message time slots for this bus.

(8) As shown in Figure 1-7, in the message 0 time slot, the left side NAV unit transmits
on both the PRIMARY and LEFT--SIDE SECONDARY buses. Then, in the message
1 time slot, the right side NAV unit transmits on both the PRIMARY and RIGHT--SIDE
SECONDARY buses. Then, there is a spare time slot (message 2) for future
expansion. Since some messages combine data from more than one radio function,
RMU, COM, Transponder, VOR/LOC, Glideslope, Marker, DME, ADF, and MLS
require eight messages per system side. Left side system = 8, right side system = 8,
and spare time slots = 8 more, totaling 24.

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Figure 1-7. RSB Data Field Structure

(9) When message number 23 is completed, the cycle begins again with message
number 0, and the cycle repeats for as long as the system has power applied. During
initial power up, the RMUs are programmed to start the bus activity by transmitting
messages 3 or 4, depending on which RMU comes on line first. The sequence of
transmissions is fixed, and any LRU user that is not installed in the aircraft will still
have a time slot assigned at the appropriate time in the field. Therefore, removal of a
unit will not disable the bus functions.

(10) Table 1--3 shows the message content for each message in the sequence in the
normal operational mode.

(11) The data format of the messages on the RSB is similar to high--level data link control
(HDLC). This format is described by International Standard ISO 3309--1979 (E).

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Table 1--3. RSB Message Numbers (Normal Mode)

WORD 0, 1, 2 3, 4, 5 6, 7, 8 9, 10, 11 12, 13, 14 15, 16, 17 18, 19, 20 21, 22, 23
POS. Nav Rem RMU Com Nav Rem Com Rem Nav Rem RMU Nav Nav Rem IAC/FMS
1 Low MSG NO. MSG NO. MSG NO. MSG NO. MSG NO. MSG NO. MSG NO. MSG NO.
1 High CONTROL CONTROL CONTROL CONTROL CONTROL CONTROL CONTROL CONTROL
2 Low MLS COM ADF COM MLS ADF ADF ATC
2 High OUTPUT AZ OPMODE REL BRG STATUS OUTPUT AZ OPMODE REL BRG OPMODE
3 Low MLS COM ADF COM MLS ADF ADF ATC
3 High OUTPUT GP CHAN MAG BRG CHAN OUTPUT GP CHAN MAG BRG REPLY CODE
4 Low MLS COM VOR/ILS COM MLS ADF VOR/ILS MISC
4 High AZ DEV PRESET BRG/LOC DEV PRESET AZ DEV PRESET BRG/LOC DEV STATUS
5 Low MLS ATC LEFT VOR/ILS COM MLS VOR/ILS VOR/ILS ATC
5 High GP DEV OPMODE GS DEV GP DEV OPMODE GS DEV ALTITUDE
6 Low DME ATC LEFT VOR/ILS COM DME VOR/ILS VOR/ILS VHF COM
6 High DIST REPLY CODE MARKER DIST CHAN MARKER OPMODE
7 Low RT--SIDE ATC RIGHT DME DIST ATC RT--SIDE VOR/ILS DME STA VHF COM
7 High DME OPMODE RT--SIDE STATUS DME PRESET FMS a CHANNEL
8 Low DIST ATC RIGHT PRESET ATC DIST VOR--DME DME CHAN VOR/ILS
8 High FMS a REPLY CODE DME DIST REPLY CODE FMS a OPMODE FMS a OPMODE
9 Low DME ATC/TCAS LFT--SIDE ATC DME VOR--DME DME GS VOR/ILS
9 High DIST OPMODE PRESET DATA DIST CHAN FMS a CHANNEL
10 Low FMS b ATC/TCAS DME STATUS ATC FMS b MLS DME TTS VOR--DME
10 High DME ALT/RANGE R--S PRESET ALTITUDE DME OPMODE FMS a OPMODE
11 Low DIST COM STRAPS DME CHAN ATC DIST MLS DME STATUS VOR--DME
11 High LFT--SIDE WORD 1 R--S PRESET LFT--SIDE CHAN FMS b CHANNEL
12 Low DME STATUS COM STRAPS DME GS ATC/TCAS DME STATUS MLS FWD. DME CHAN MLS--DME
12 High LFT--SIDE WORD 2 R--S PRESET STATUS RT--SIDE SEL. AZ FMS b OPMODE
13 Low DME CHAN COM STRAPS DME TTS ATC/TCAS DME CHAN MLS SEL. GP DME GS MLS--DME
13 High LFT--SIDE WORD 3 R--S PRESET ALT/RANGE RT--SIDE MLS BKWD. FMS b CHANNEL
14 Low DME GS COM STRAPS DME IDENT AUX1 DME GS SEL. AZ DME TTS FMS a
14 High LFT--SIDE WORD 4 R--S PRESET STATUS RT--SIDE RES FOR DME FMS b DME OPMODE
15 Low DME TTS DME IDENT AUX1 DME TTS MLS--DME MLS FMS a
15 High LFT--SIDE R--S PRESET RT--SIDE OPMODE STATUS DME CHAN

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Table 1--3. RSB Message Numbers (Normal Mode) (cont)

WORD 0, 1, 2 3, 4, 5 6, 7, 8 9, 10, 11 12, 13, 14 15, 16, 17 18, 19, 20 21, 22, 23
POS. Nav Rem RMU Com NAV Rem Com Rem NAV Rem RMU NAV NAV Rem IAC/FMS
16 Low DME IDENT DME STATUS AUX1 DME IDENT MLS--DME MLS FMS b
16 High LFT--SIDE L--S PRESET RT--SIDE CHAN CHAN DME OPMODE
17 Low DME IDENT DME CHAN AUX1 DME IDENT NAV STRAPS MLS FWD. FMS b
17 High LFT--SIDE L--S PRESET RT--SIDE WORD 1 SEL AZ DME CHAN
18 Low VOR/ILS DME GS AUX2 MLS AUX NAV STRAPS MLS SEL GP MLS
18 High STATUS L--S PRESET STATUS DATA WORD 1 WORD 2 MLS GSTATUS OPMODE
19 Low VOR/ILS DME TTS AUX2 MLS AUX NAV STRAPS MLS BKWD MLS
19 High CHAN L--S PRESET DATA WORD 1 WORD 3 SEL AZ CHANNEL
20 Low VOR/ILS DME IDENT AUX2 MLS AUX NAV STRAPS MLS BASIC MLS
20 High PRESET L--S PRESET DATA WORD 2 WORD 4 1,3,4,5,6 FORW/BACK
21 Low VOR/ILS DME IDENT COM CLUSTER MLS AUX AHRS--A429 MLS BASIC
21 High IDENT L--S PRESET STRAPS DATA WORD 2 NAV HEADING 1,3,4,5,6 MLS GP
22 Low VOR/ILS AUX1 ADF ATC MLS AUX MLS BASIC ADF
22 High IDENT OPMODE STATUS CONFIG DATA WORD 3 WORD 2 OPMODE
23 Low AUX1 ADF ATC MLS AUX MLS BASIC ADF
23 High CHAN CONFIG DATA WORD 3 WORD 2 CHANNEL
24 Low NAV CLUSTER AUX1 ADF ATC MLS AUX MLS COM CLUSTER
24 High STRAPS PRESET CONFIG DATA WORD 4 GEN DATA OPMODE
25 Low NAV CLUSTER AUX1 ADF COM CLUSTER MLS AUX MLS NAV CLUSTER
25 High STATUS IDENT STATUS DATA WORD 4 GEN DATA OPMODE
26 Low NAV CLUSTER AUX2 ADF COM CLUSTER
26 High STRAPS OPMODE IDENT STRAPS
27 Low NAV CLUSTER AUX2 COM CLUSTER SYSTEM
27 High STRAPS STRAPS ON/OFF
28 Low NAV CLUSTER AUX2 COM CLUSTER POST SYS
28 High STRAPS STRAPS POST RADIOS
29 Low NAV CLUSTER AUX2 ADF COM CLUSTER MLS MISC CONTRL
29 High STRAPS CONFIG STRAPS CONFIG FMCS CONTR
30 Low VOR COM CLUSTER ADF COM DME NAV CLUSTER
30 High CONFIG OPMODE CONFIG CONFIG CONFIG OPMODE
31 Low CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM
31 High CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM CHECKSUM

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C. Digital Audio Bus

(1) The PRIMUS 1000 system uses a digital data bus to carry digital audio information
from the remote radio system line replaceable units (LRU) to the flightcrew’s audio
panels. Digitizing the audio offers the advantage of complete independence from
grounding problems within the aircraft and the absolute elimination of ground noise
pick--up, whine, and cross--talk.

(2) Each side has a “One--Way” digital audio bus, consisting of a shielded--twisted--pair
which is differentially driven, feeding up to four audio panels. Data transmitted onto
the bus drives one line more positive and the other line more negative. This interface
method provides protection from faults, transients, and RF interference. By design,
the interfaces are virtually immune to lightning--induced transients, hot shorts, ground
shorts, and RF threats. The design precludes any fault propagation (through digital
audio bus) between the various interconnected users. At the same time, the digital
audio bus interconnect structure provides superior RF emissions characteristics,
ensuring that the digital audio bus will not interfere with sensitive receivers on--board
the aircraft. The users are connected to the data buses through a splicing
arrangement (using solder rings) which experience has shown to be extremely
reliable and damage resistant. The type of cable that is specified for use meets
regulatory guidelines for flammability and smoke, and is resistant to hydraulic fluids
and fuel.

(3) Each remote LRU contains a cluster module which, in turn, contains five digitizer
chips. These are standard “off--the--shelf” chips (called CODECs -- for
COder/DECoder) that are used by many telephone companies. The five digitizers are
sampled in sequence, their digital outputs are assembled into a digital data message,
and the message is transmitted on the digital audio bus.

(4) The remote COM units provide digitized COM receive audio, and the remote NAV
units provide digitized VOR/LOC, ADF, and MARKER BEACON audio. The NAV units
also feed discrete digital bits (in a status byte) to enable an audio oscillator in the
audio panel when MLS or DME Morse Code Identifier audio is present. Both remote
units contain additional unassigned digitizers for future growth, one of which is
frequently used for HF received audio.

(5) The two separate digital audio buses are fed to all audio panels for flightcrew
selection. This allows the flightcrew to conveniently select and control each individual
audio source. Data flow on the digital audio bus is unidirectional with a bit
transmission rate of 1.0 MHz (1.0 ms/bit). Data traffic flow on the digital audio bus
does not require a bus controller. The COM unit transmits a data string of
approximately 60 ms every 128 ms (see Figure 1-8). The NAV unit receives the COM
message, synchronizes its transmitter, and then, transmits the approximately 60 ms
NAV message immediately after the COM message. Should the COM unit fail, the
NAV unit goes into a free run mode so as not to lose the NAV digital audio.

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(6) In each transmitted message, the preamble consists of 8  1 Manchester one bits;
and the sync consists of 1--1/2 bits of HIGH followed by 1--1/2 bits of LOW, which the
receiver uses for synchronization. The remaining six bytes contain eight bits each, at
1.0 ms/Bit. The status byte identifies the message as COM or NAV. The digital audio
panel then decodes and processes the individual bytes as appropriate to the
flightcrew selections.
(7) The digital audio bus is very similar to RSB described earlier in this section. The clock
frequency is 1 MHz instead of 2/3 MHz, and the data bit assignments are different.
Refer to the explanation associated with Figure 1-9 thru Figure 1-11.

Figure 1-8. Digital Audio Data Sequence

D. Commercial Standard Digital Bus (CSDB)
(1) The PRIMUS 1000 system uses CSDBs for some data handling. For example,
backup VOR/LOC/GS/MKR navigation display data is sent to the radio management
units (RMU) from the No. 2 Navigation Unit on CSDB.
(2) The CSDB system is made up of transmitters and receivers connected by shielded
twisted pairs. Data is transmitted by a single transmitter to either a single receiver or
to a group of up to 20 receivers connected in parallel. Each CSDB carries data in one
direction only. Bidirectional transmission between two Line Replaceable Units (LRUs)
must be accomplished by using two sets of transmitters, receivers, and twisted wire
pair buses.
(3) The data format is in accordance with Collins Standard 523--0772774--00611R,
commercial standard digital bus (CSDB). This data bus is frequently referred to as
the “Collins Pro--Line II Serial Data” bus, or simply “PL--II.”
E. ARINC 429
(1) The PRIMUS 1000 system uses ARINC 429 data buses for most of the data
handling. For example, AHRS, MADC, and EICAS data are transmitted from/to
various units on ARINC 429 buses.

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(2) The 429 bus system is made up of transmitters and receivers connected by
shielded--twisted wire pairs. Data is transmitted by a single transmitter to either a
single receiver or to a group of up to 20 receivers connected in parallel. Each 429
bus carries data in one direction only. Bidirectional transmission between two line
replaceable units (LRU) must be accomplished by using two sets of transmitters,
receivers, and twisted wire pair buses.

(a) Field Definitions

1 ARINC 429 transmissions consist of “words” made up of 32 bits. These

words are transmitted at either 12.5 kHz (low speed) or 100 kHz (high
speed) depending on the system. Bit number 1 is always the first bit
transmitted, and bit number 32 is always the last bit transmitted. Bits 1 thru 8
are called the octal label, which identifies the type of information contained
within the word. For example, true airspeed has an octal label of 210. In
most cases, bits 9 and 10 are the source/destination identifier (SDI), which
indicates the source LRU in multibox installations, by system number (1 thru
4). Bits 9 and 10 may also be used as data bits in high resolution data
words. Bits 11 thru 29 compose the data field. Bit 11 is the least significant
bit (LSB) and bit 29 is the most significant bit (MSB). In most cases, bits 30
and 31 form the sign status matrix (SSM), which identifies the sign and
validity of the data. Like bits 9 and 10 above, bits 30 and 31 may also be
used as data bits in high resolution data words. Bit 32 is used for parity.

(b) Label -- Bits 1 thru 8

1 In the octal label, bits 1 thru 8 are used to represent numbers 0 thru 377.
The eight bits are broken into two groups of three and one group of two.
Each group represents a digit encoded in binary with the least significant bit
(LSB) having a value of one. The octal label is transmitted with the most
significant bit (MSB) of the most significant digit first. This “reversed label”
characteristic is a legacy from past systems in which octal coding of the label
field was, apparently, of no particular significance. Figure 1-9 shows the data
bit format for octal label 274.

Figure 1-9. Octal Label 274

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(c) Data Field -- Bits 11 thru 29

1 Units, ranges, resolution, refresh rate, and number of significant bits for
information transferred are encoded in either binary coded decimal (BCD), or
binary (BNR) notation. Discrete information is also sent through the ARINC
429 bus. In the data field, bits 11 thru 29 are the data bits (see Figure 1-10).
For some high resolution data words, bits 9 and 10 are also data bits. Bits
30 and 31 may also be data bits.

Figure 1-10. Data Field (Bits 11 thru 29)

2 If bits 11 thru 29 contain data bits in a binary (BNR) format, the most
significant bit of the data field represents one half of the maximum possible
of the value transmitted. Each successive (less significant) bit represents
one half of the previous (more significant) bit. Negative numbers are
encoded as the two’s complement of positive values, with the negative sign
reflected in the sign/status matrix.

3 For example, if we wish to encode a quantity whose maximum value is 2500,

bit number 29 would represent a value of 1250, bit number 28 would
represent a value of 625, bit number 27 would represent a value of 312.5,
and so on to bit number 11 which would represent a value of
0.004768371541. Adding up the individual bit values yields the total value of
the quantity being transmitted.

4 If bits 11 thru 29 contain data bits in a binary coded decimal (BCD) format
(see Figure 1-11), the data is grouped into four bit--bytes, each byte
denoting a decimal column. The 19 data bits are broken up into four groups
of four bits and one group of three bits. Each group of four can represent a
number from 0 to 9; the fifth group can represent a number from 0 to 7.
Refer to the following examples of binary--coded decimal (BCD) data fields.
Data bit number 11 (the eleventh bit transmitted in a word) has the binary
value of 1. Data bits numbered 12, 13, and 14 have the arithmetic value of
2, 4, and 8 respectively. Each group of bits 15 thru 29 have similarly
assigned values as shown below. Using this format, decimal numbers (or
characters) between 0 and 9 can be assembled using combinations of these
four binary values.

Figure 1-11. BCD Bit Assignments

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5 In the data field, only those bits which are required to transmit parameter
range and resolution are used, and the remaining bits are set to 0 (zero). For
example, Figure 1-12 shows the data word for selected course, with an octal
label of 024, and a value of 254 degrees, which only requires three
characters. The remaining two characters are filled with zeros.

Figure 1-12. Selected Course Data Word

6 Figure 1-13 shows a DME data word which requires five characters.

Figure 1-13. DME Distance Data Word

7 Figure 1-14 shows a position data word requiring six characters. As can be
seen, bits 9 and 10 are used, and the format is changed slightly.

Figure 1-14. Present Position Longitude Data Word

(d) Sign Status Matrix (Bits 30 and 31)

1 When bits 30 and 31 are being utilized for the sign status matrix (SSM)
function, the bits assignments are as shown in Table 1--4.

Table 1--4. Sign Status Matrix Bit Assignments

BIT
MEANING
31 30
0 0 Plus, North, East, Right, To, Above
0 1 No Computed Data

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Table 1--4. Sign Status Matrix Bit Assignments (cont)

1 0 Functional Test
1 1 Minus, South, West, Left, From, Below

2 In those data words which are BCD encoded for longitude and latitude, bits
30 and 31 are both encoded to zeros for East or North, or both to ones for
West or South. In addition, bits 9 and 10 are not used for SDI, but are
included in the data field to give the resolution required for position.

3 For angular range, 0 thru 359.xxx degrees is encoded as 0 thru 179.xxx

degrees. The sign bits (30 and 31) determine the semicircle being
referenced. The positive portion of the semicircle includes 0 thru 179.xxx
degrees. The negative portion includes 180 thru 359.xxx degrees. An
all--zeros configuration represents 0 and 180 degrees. All ones represents
179.xxx and 359.xxx degrees. Two’s complement notation is used for the
negative half.

(e) Parity (Bit 32)

1 Parity is one of the simplest of all the error checking methods used in data
handling. There are two basic parity configurations, ODD and EVEN. ARINC
429 transmissions are always odd parity, and bit 32 is the parity bit. ARINC
429 receivers are programmed to always expect an odd number of binary 1s
in each 32--bit word. Bit 32 is set to 1 (one) when there are an even number
of binary 1s in the word, and set to a 0 (zero) when there are an odd number
of binary 1s in the word. This creates a word which always contains an
overall odd number of 1s.

(f) Waveform Parameters

1 To be compatible with the transformer--coupled data bus, all ARINC 429

messages are Manchester II encoded before being applied to the bus.
Unlike non--return--to--zero (NRZ) data, which requires a bandwidth of dc to
fc (clock frequency), Manchester encoded data is limited to the frequency
range of fc/2 to fc. Also, since Manchester data must transition in the middle
of each bit period, the data clock is contained within the data and is easily
extracted at each receiver for data decoding. This feature avoids having to
send a synchronous clock on separate lines along with the data. Manchester
II encoding is as follows:

2 ARINC 429 transmissions return to the zero voltage condition at the end of
each bit period. As shown in Figure 1-15, a high on Line A, and a low on
Line B is a binary one. In addition, a low on Line A, and a high on Line B is a
binary zero. When both Line A and Line B are at zero volts, there is no data
bit being transmitted. ARINC 429 transmitters must provide a minimum dead
time of four bits between messages because the receivers synchronize to
the transmitted data by recognizing the four--bit dead time as the
synchronizing command.

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Figure 1-15. ARINC 429 Transmission Waveforms

3 Trilevel bipolar modulation consisting of HI (binary one), LO (binary zero)

and NULL (no data) states are used in the transmission of data. The
differential output signal voltage across the specified output terminals
(balanced to ground at the transmitter) should be as given in Table 1--5
when the transmitter is open circuit.

Table 1--5. Transmission Waveform Voltages

HI (1) NULL (V) LO (0)
Line A to Line B +10  1.0 0  0.5 –10  1.0
Line A to Ground +5  0.5 0  0.25 –5  0.5
Line B to Ground –5  0.5 0  0.25 +5  0.5

4 The differential voltage presented at the receiver is dependent upon line

length and the number of receivers connected to a transmitter. The nominal
voltage range at the terminals is likely to be between 6.5 and 13 volts
peak--to--peak. Receiver input common mode voltages (Line A to Ground
and Line B to Ground) are not specified because of the difficulties of defining
ground with any satisfactory degree of precision.

5 The transmitter output impedance is 75 ohms balanced to ground. The

receiver input impedance is typically 8000 ohms. No more than 20 receivers
(400 ohms minimum for 20--receiver loads) should be connected to one
digital data bus, and each receiver contains isolation provisions to ensure
that the occurrence of any reasonably probable failure does not cause loss
of data to the others. Bus fault tolerances for shorts and steady state
voltages are designed into the transmitters and receivers.

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(g) RS--422
1 RS--422 refers to an electrical specification defined by the Electronic
Industries Association (EIA). The term RS--422 is used throughout this
manual to describe any data bus that consists of shielded twisted pairs that
have not been previously described in this manual.
2 Examples are:
• The bus that carries data between the DA--800 Data Acquisition Units
(DAU)
• The bus that carries data from the integrated avionics computers to the
display units
• The bus that carries data from the radar receiver transmitter to the display
units
(h) RS--232
1 Like the RS--422, RS--232 also refers to an electrical specification as defined
by EIA. It is used throughout this manual to describe any of the buses that
are used to connect to a personal or laptop computer. This data bus typically
carries (ASCII) data between the computer and one or more of the LRUs in
the PRIMUS 1000 system.
2 Examples are as follows:
• The link between the personal or laptop computer and the IAC test
function.
• The link between the personal or laptop computer and the DAU test
function.
• The link between the personal or laptop computer and the AHRS test
function.
(i) Serial Control Interface (SCI)
1 The mode, range, tilt, gain, and controller switch data is sent from the
WC--660 Radar Controller to the WU--660 RTA. This data is sent over the
serial control interface (SCI) bus to the IC--600 IACs.
(j) Weather Radar Picture Data (WXPD)
1 The weather radar picture data (WXPD) bus is a 1 MHz dedicated digital bus
that interfaces with the RTA, MFDs and PFDs. Picture data video information
is supplied from the RTA to the MFDs and PFDs.
(k) Integrated Computer Bus (ICB)
1 The ICB is a 1 MHz bus used for communication between the IC--600s. This
bus operates on the high--level data link control (HDLC) hardware interface.
The IC--600 uses this bus for the following:
• Reception of data from the cross--side (xside) IC--600
• Transmission of data to the xside IC--600.

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2 These are run--time messages. There is also a “boot” message that is

controlled by the Boot software and is used for downloading new software.

3 This data bus provides means to communicate between the left and right IC
and to load software in the IC--600.

(l) SG/DU Bus

1 The IC--600 contains a 1 MHz picture bus that is used to transmit display
formats to the PFD, MFD, and EICAS DU--870s. This bus operates on the
HDLC interface.
• Each format transmission is encoded with an identifier specifying which
display (PFD, MFD, and EICAS) is required to display the format
• Each IC--600 transmits data to the DU--870s at a transmission rate of
every 50 ms (a 20 Hz update rate), although not all the data for a
complete format is sent each time. Some data is updated at slower rates,
multiplexed in the 20 Hz transmissions.

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SECTION 2
SYSTEM DESCRIPTION
1. Overview
A. General

(1) This section gives a detailed description of the general operation and cockpit displays
for the PRIMUS 1000 Integrated Avionics System. The operation and display
descriptions of the PRIMUS 1000 Integrated Avionics System subsystems are
presented in subsections. Each subsection includes interface diagrams, component
location diagrams, and outline illustrations. Tables of leading particulars for each line
replaceable unit (LRU) are also provided. The subsections are given in Table 2--1.

Table 2--1. System Description Subsections

Sub Page
Section Subsystem Number
2.1 Electronic Display System (EDS) 2--1--1
2.2 AHZ--800 Attitude and Heading Reference System (AHRS) 2--2--1
2.3 AHZ--900 Attitude and Heading Reference System (AHRS) -- Optional 2--3--1
2.4 LaseRef IV Inertial Reference System 2--4--1
2.5 ADZ--850 Micro Air Data System 2--5--1
2.6 AA--300 Radio Altimeter System 2--6--1
2.7 PRIMUSR 660/880 Weather Radar System 2--7--1
2.8 Lightning Sensor System (LSS) -- Optional 2--8--1
2.9 Mark V Enhanced Ground Proximity Warning System (EGPWS) -- 2--9--1
Optional
2.10 PRIMUSR II Integrated Radio System 2--10--1
2.11 Flight Management System (FMS) -- Optional 2--11--1
2.12 Global Positioning System (GPS) -- Optional 2--12--1
2.13 Communication Management System (CMS) 2--13--1
2.14 Flight Director System 2--14--1
2.15 Autopilot/Yaw Damper (AP/YD) System 2--15--1
2.16 Cockpit Voice Recorder/Flight Data Recorder (CVR/FDR) 2--16--1

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SECTION 2-- 1
ELECTRONIC DISPLAY SYSTEM (EDS)
1. Overview
A. General
(1) The PRIMUS 1000 Integrated Avionics System includes an electronic display system
(EDS) made up of the following LRUs:
• Dual IC--600 Integrated Avionics Computers (IAC)
• IM--600 Configuration Module (CM)
• Five DU--870 Display Units (DU)
• Two BL--870 Bezel Controllers for the PFD function
• Three BL--871 Bezel Controllers for the MFD/EICAS functions
• Dual DC--550 Display Controllers
• One GC--550 Guidance Control Unit
• Three Reversionary Control Panels (Embraer supplied)
• Two DA--800 Data Acquisition Units (DAU).
(2) Two DUs display primary flight data and are called primary flight displays (PFD). Two
DUs are used as multifunction displays and are called the multifunction display
(MFD). The other DU is used to present engine indications and crew alerting
messages and is called the EICAS display.
(3) The EDS is a totally integrated system that combines the processing of primary flight
display data with flight guidance data. This level of integration supplies a number of
cost and weight benefits over traditional avionic systems and greatly simplifies the
interface requirements for the flight director. The manner of integration also implies
that if the EDS is operational, the flight director is also operational, and conversely if
the EDS is failed, the flight director is also failed. This approach features all the
performance advantages of display integration, flexibility, redundancy, and reliability.
(4) The EDS displays the following information in the prime viewing area on both
the pilots and copilots PFD:
• Pitch and roll attitude
• Indicated airspeed and Mach
• Barometric altitude
• Selected alert altitude
• Heading
• Course/Desired track orientation
• Vertical speed
• Flight director commands
• Mode and source annunciations.

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(5) The MFD supplies the pilot or copilot with a variety of displays that are menu driven
and controlled by six bezel--mounted buttons and one rotary knob. The menu
selections for the buttons are shown at the bottom of the MFD. The menu selections
change as a function of which mode is selected for display. The MFD display formats
include:

• Map display for FMS navigation

• Plan display for FMS navigation
• Weather radar display
• TCAS data
• System pages
• Electronic checklist
• Weather radar data window
• SAT/TAS/TAT data window
• Wind display.

(6) The EICAS display is a single--format display that supplies full--time engine and
aircraft data, as well as caution and advisory status messages for the flight crew.
Engine and aircraft data displayed includes:

• N1 engine turbine RPMs

• N2 engine power turbine RPM
• Analog inter turbine temperature (ITT) scales with digital readout
• Abnormal ITT range indication
• Digital fuel flow readout
• Digital and analog readouts of main fuel quantities
• Digital and analog readouts of central fuel tank quantities
• Digital and analog readouts of oil temperature
• Digital and analog readouts of oil pressure
• Engine low and high pressure vibration
• APU and cabin data
• Flight control information (control surfaces, landing gear, etc).

(7) The crew alerting system message field can display 16 messages simultaneously.
The messages fall into three categories and are differentiated by color. Warning
messages are red in color (top message stack). Caution messages are amber
(middle message stack). Advisory messages are cyan (bottom message stack). The
EICAS bezel controller contains a knob for scrolling messages into and out of the
message field.

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2. Component Descriptions and Locations

A. IC--600 Integrated Avionics Computer

(1) Two IC--600 Integrated Avionics Computers are located below the cockpit floor.
Figure 2--1--1 shows a graphical view of the IC--600 Integrated Avionics Computer.
Table 2--1--1 gives items and specifications particular to the computer.

Honeywell

ID--48531

Figure 2--1--1. IC--600 Integrated Avionics Computer

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Table 2--1--1. IC--600 Integrated Avionics Computer Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.62 in. (193.55 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13 in. (104.90 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.45 in. (418.83 mm)
Weight (maximum):
• With Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.5 lb (7.05 kg)
• Without Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.0 lb (6.82 kg)
Power Requirements:
• Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 50 W (max)
• In--Rush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc (0.5 sec) 200 W (max)
• Servo Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 210 W (max)/112 W (nom)
Power Requirements (without autopilot):
• Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 50 W (max)
• In--Rush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc (0.5 sec) 200 W (max)
Mating Connectors:
• J1, J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ITT Cannon Part No.
DPX2MA--A106P--A106P--33B--0001

NOTE: Sunbank backshell (4) required

Part No. J1560--12--2
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, Honeywell Part No. (HPN)
7017095--903

(2) The IC--600 Integrated Avionics Computer (IAC) is the primary LRU of the EDS. The
pilots IC--600 IAC is a symbol generator, flight director, and autopilot/yaw damper
computer integrated into a single unit. The copilots IC--600 IAC is a flight director and
symbol generator only. Integrating the autopilot control and flight director functions
with the symbol generator eliminates the external interfaces between these
computers. All aircraft sensors and navigation sources are connected directly to the
IC--600 IAC since all flight control functions reside inside this computer.

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(3) The IC--600 IAC is the focal point of information flow in the EDS. Its primary task is to
convert a variety of sensor data into digital data (word) formats for storage in memory
until the data can be transmitted over a 1 MHz serial (EDS) bus to the PFD, MFD,
and EICAS displays. Control signals from the display and bezel controllers are used
by the symbol generators contained within each display unit to select display format
and information source. The system architecture also allows comparison monitoring
to be performed continuously in the IC--600 IAC, eliminating the need for a separate
comparison monitor.

(4) Information processed in the symbol generator includes attitude (pitch and roll),
heading, glideslope, localizer, course deviation, bearing (ADF, FMS and NAV), and
selected air data quantities.

(5) The IC--600 IAC features a distributed processor architecture that uses independent
hardware elements to perform the aircraft control and monitor functions. The
architecture is designed around functional circuit card assemblies (CCA). These
separate assemblies are the power supply, analog interface, digital interface, primary
CPU, and autopilot. The autopilot CCA is not installed in the copilots IC--600 IAC.
The two IC--600 IACs communicate with each other through the IC bus, a
bi--directional high--speed data bus.

B. IM--600 Configuration Module

(1) An IM--600 IAC configuration module is mounted on the back of each IC--600 IAC
mounting tray. Figure 2--1--2 shows a graphical view of the IM--600 Configuration
Module. Table 2--1--2 gives items and specifications particular to the module.

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Figure 2--1--2. IM--600 Configuration Module

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Table 2--1--2. IM--600 Configuration Module Leading Particulars

Item Specification
Dimensions (maximum):
• Height (including connector) . . . . . . . . . . . . . . . . . . . . 1.876 in. (47.65 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2135 in. (54.23 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.603 in. (15.32 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5 lb (7.05 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supplied by IAC
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . None
Connector Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7028274--1
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two mounting screws

(2) The IM--600 configuration module is based on a serial EEPROM with 8 kilobytes of
memory. Of the 8 kilobytes, 256 bytes are used for aircraft configuration data by the
IC--600 IAC. The configuration module and the IC--600 IAC communicates through a
3--wire serial bus.

(3) The IAC will only read the configuration module after a cold start and the aircraft is on
the ground. It reads the configuration module and places the configuration data into
an internal RAM and performs a configuration validation check. Valid configuration
data is stored in the IC--600 EEPROM. If the IM--600 fails, the IAC defaults to
configuration data stored within its own memory. If a cold start is performed on the
IAC in the air, it will read the internal default configuration data and will not read from
the IM--600 configuration module.

(4) The CAS messages for the IM--600 module are the advisory messages IC 1 CONFIG
FAIL and CONFIG MISMATCH and the caution message CHECK IC CONFIG.

(5) The IC 1 CONFIG FAIL advisory message is triggered when any of the following
occurs:
• The IC--600 is able to read the IM--600 and no configuration data is loaded in the
IC--600 EEPROM.
• The IC--600 is able to read the IM--600.
• Data in the IM--600 is not valid.
(6) The CONFIG MISMATCH advisory message is triggered when any of the following
configurations miscompare:
• ATT/HDG Source #1 Config
• ATT/HDG Source #2 Config
• CAT2--AP Engaged Config

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• CAT II Enable Config

• Flap 9 Available Config
• Flap 18 Available Config
• Flap 22 Available Config
• FMS Installed Config
• GLS Installed Config (Growth)
(7) The CHECK IC CONFIG caution message is triggered when any of the following
configurations miscompare:
• Aircraft Config
• Engine Type Config
• English/Metric Config
• Long Range AC Config
C. DU--870 Display Units

(1) Five DU--870 Display Units are mounted in the aircraft instrument panel.
Figure 2--1--3 shows a graphical view of the DU--870 Display Unit. Table 2--1--3 gives
items and specifications particular to the display unit.

Figure 2--1--3. DU--870 Display Unit

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Table 2--1--3. DU--870 Display Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.0 in. (228.60 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7 in. (170.18 mm)

• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.53 in. (343.66 mm)

Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.6 lb (11.61 kg)
Power Requirements:
• Nominal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 138 W
• Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 177 W
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . None
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ITT Cannon, Part No.
DPXBMA--A106--33P--0415
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, HPN 7018724--902

(2) The DU--870 Display Unit (DU) is a large format (8--inch by 7--inch), 16--color, high
resolution cathode ray tube (CRT) and symbol generator integrated into a single
LRU. The DU presents dynamic displays to the pilot as part of the EDS. The DU
symbol generator uses two modes to generate the displays: stroke and raster. The
stroke mode supplies the symbols and characters, and the raster mode supplies
background shades (i.e., the blue/brown sphere) and weather radar information.
Stroke writing activities are directed by a vector generator capable of both translating
and rotating characters and symbols for maximum display flexibility.

NOTE: The DU has a blank plate mounted to the lower bezel assembly. The PFD
BL--870 or MFD/EICAS BL--871 Bezel Controller should be used as an
alternative.

(3) The DUs are identical and interchangeable, except when a bezel controller is
mounted to the front of the unit. The BL--870 Bezel Controller with inclinometer is
mounted to the front of the DU when used as a PFD. The BL--871 Bezel Controller is
mounted to the DU when used as an MFD or EICAS. Provisions have been made to
light the inclinometer from a standard aircraft 5--volt lighting bus. The DU wiring
sends bezel controller signals to the DU rear connector.

(4) A hold--down tray assembly holds the DU in the aircraft instrument panel. The blank
plate or bezel controller must be removed to lock or unlock the DU hold--down
assembly. Do not block the center cutout in the bottom of the tray. The physical
design of the DU requires forced--air circulation for cooling its internal subassemblies.
Two fans mounted on the rear of the DU supply the forced--air cooling. The fans pull
air into the DU through the tray cutout and ventilation holes in the bottom of the DU,
where the air is then directed over the subassemblies.

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(5) The DU also has non--volatile maintenance memory, that records in--flight faults. The
maintenance memory can be read when the DU is in a factory test environment.

(a) Video and Dimming System

1 The DU can operate in either the raster scan or stroke writing mode. The
auto--dimming system sends a signal to the video system to control the
overall display intensity. In the auto--dimming system, two strategically
placed ambient light sensors generate a control signal to modulate the
pilot--selected display intensity (from the Embraer dimming controller).

(b) System Monitor

1 The DU incorporates a system monitor to supply CRT phosphor protection

and a system invalid signal to the IC--600 IAC whenever the following
conditions are detected:
• Loss of deflection in both axes
• Abnormal power supply outputs
• Improper CRT filament current.
D. BL--870 Bezel Controller

(1) The BL--870 Bezel Controller (--921) mounts on the front of each DU--870 Display
Unit used as a PFD. Figure 2--1--4 shows a graphical view of the BL--870 Bezel
Controller. Table 2--1--4 gives items and specifications particular to the controller.

Figure 2--1--4. BL--870 Bezel Controller (--921)

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Table 2--1--4. BL--870 Bezel Controller Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.42 in. (36.27 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.71 in. (170.51 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.10 in. (0.135 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 lb (0.135 kg)
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . None
• Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7003115--905
• Knobs (Baro) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7000895--3
• Setscrew (Hex Socket, 6--32 x 3/16--inch, cup point) HPN 0455--224

(2) The BL--870 Bezel Controller has the following functions:

(a) IN/HPA Button

1 Pushing the IN/HPA button toggles the baro set digital readout on the PFD
between inches of mercury (inHg) and HectoPascals (hPa). The data for this
button goes through the DC--550.

(b) Standard (STD) Button

1 Pushing the STD button selects the standard barometric correction value for
the baro set digital readout on the PFD. Barometric correction is displayed in
29.92 inHg if inches of mercury is selected, or 1013 hPa if HectoPascals is
selected.

(c) BARO Knob

1 The knob controls the barometric correction digital readout on the on--side
PFD. The signal from the knob bypasses the DC--550 Display Controller and
is sent directly to the on--side MADC, that in turn supplies a signal to the
IC--600 IAC for display processing. Rotating the knob selects a barometric
correction readout in 0.01 inHg or 1 hPa increments.

(d) Inclinometer

1 The ball in the glass track is used to indicate a slip or skid and is used as an
aid for coordinated maneuvers.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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E. BL--871 Bezel Controller (--831 and --851)

(1) The BL--871 Bezel Controller (--831) mounts on the front of each DU--870 Display
Unit used as an MFD. The BL--871 Bezel Controller (--851) mounts on the front of the
DU--870 Display Unit used as an EICAS display. Figure 2--1--5 shows a graphical
view of each BL--871 Bezel Controller (--831 and --851). Table 2--1--5 gives items and
specifications particular to the controllers.

Figure 2--1--5. BL--871 Bezel Controllers

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--1--5. BL--871 Bezel Controller Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.42 in. (36.27 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.71 in. (170.51 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.10 in. (0.135 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 lb (0.135 kg)
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . None
• Deleted
• Knob, set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7000895--3
• Setscrew
(Hex Socket, 6--32 x 3/16--inch, cup point) . . . . . . . . HPN 0455--224

(2) The BL--871 Bezel Controller (--831) has six bezel buttons (keys) and one rotary set
knob letting the pilot or copilot select display menu options. The menu selections are
shown above the corresponding buttons on the bottom of the MFD display format.
These menu selections change as a function of which mode is selected on the MFD.
This flexibility lets the bezel buttons control a variety of functions, while maintaining a
minimum of operational complexity.

(3) Pushing the submenu selection key causes the MFD to display that submenu.
Pushing the RTN key causes the MFD to return to the top--level menu, referred to as
the main menu. The pilot or copilot use the rotary knob to select various map ranges
when map or plan displays are shown. Complete descriptions of the MFD menu
selections are found in the operations section of this section.

(4) The BL--871 Bezel Controller (--851) is mounted on the front of the DU in the EICAS
position. The bezel controller has a rotary knob letting the pilot to scroll through the
crew alerting system (CAS) messages on the EICAS display.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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F. DC--550 Display Controller

(1) Two DC--550 Display Controllers are mounted in the glareshield; one for the pilot and
one for the copilot. Figure 2--1--6 shows a graphical view of the DC--550 Display
Controller. Table 2--1--6 gives items and specifications particular to the controller.

Figure 2--1--6. DC--550 Display Controller

Table 2--1--6. DC--550 Display Controller Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.05 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.87 in. (174.50 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0 lb (0.91 kg)
Power Requirements:
• Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 5.0 W (max)
• Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V ac, 5.0 W (max)

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--1--6. DC--550 Display Controller Leading Particulars (cont)

Item Specification
User Replaceable Parts:
Knobs
-- BRG ○ (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . . . HPN 7009437
-- BRG Z (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . . . HPN 7009437
-- RA (Setscrew B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7018748--1
-- Test Button HUB (Setscrew B) . . . . . . . . . . . . . . . . HPN 7009644--3
Setscrews
-- A (Multi--Spline, 2--56 x 1/8--inch, cup point) . . . . HPN 2500148--64
-- B (Multi--Spline, 4--40 x 3/16--inch, cup point) . . . HPN 2500148--130
Mating Connectors:

• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20--B35SB

Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail

(2) The DC--550 Display Controller supplies the pilot or copilot with a convenient method
of selecting the following EDS display functions:
• Selecting a bearing pointer
• Selecting a compass format for weather radar display
• Selecting groundspeed or time--to--go display
• Resetting the elapsed timer display
• Selecting the navigation source.
(3) The display controller also gives a data acquisition function for the following remotely
mounted controllers:
• PFD Bezel Controllers
• MFD Bezel Controllers
• GC--550 Guidance Controller
• Pilot and Copilot Master Caution/Warning Controller (Embraer controller)
• Reversionary Panel Controllers (Embraer controller)
• EICAS Reversion Controller (Embraer controller).
(4) Upon receiving signals from a remote controller, the display controller transmits the
acquired information to the IC--600 IAC on a two--wire digital interface bus (DC/IC).
One bit is assigned on the digital bus for each button and switch input. The IC--600
IAC is configured through software to assign the appropriate function to each bit.

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(5) A listing of the display controller functions follows. Each function can have more than
one toggling sequence as follows:

(a) FULL/WX Button

1 The pilot or copilot uses the FULL/WX button to change the PFD from a full
heading compass format to a partial heading compass format. In the full
heading compass mode, 360 degrees of heading are displayed. In the
partial heading compass mode, 90 degrees of heading along with weather
radar data. The power--up default for this selection is FULL.

(b) GSPD/TTG Button

1 The pilot or copilot uses the GSPD/TTG button to display ground speed
(GSPD) or time--to--go (TTG) in the lower right corner of the PFD. The PFD
alternates between displaying GSPD or TTG each time the button is pushed.
If elapsed time (ET) is currently being displayed, pushing the GSPD/TTG
button selects whichever parameter was previously displayed. The
power--up default for this selection is GSPD.

(c) ET Button

1 The ET button lets the pilot or copilot control an ET display on the PFD and
MFD. Initial switch actuation starts the timer sequence at the previous
position. Subsequent switch actuation follows this toggle sequence:
• Reset
• Elapsed Time
• Stop
• Repeat.
(d) NAV Button

1 The pilot or copilot uses the NAV button to select short range navigation
(NAV) sources for display on the PFD, HSI, and MFD compass. The
power--up default for this selection is on--side NAV source. The toggling
sequence is as follows:
• First Push: On--side NAV
• Second Push: Cross--side NAV
• Repeat.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(e) FMS Button

1 The pilot or copilot uses the FMS button to select long--range navigation
(FMS) sources for display on the PFD. The power--up default for this
selection is on--side FMS source. The toggling sequence is as follows:

Single Dual
First Push: On--side FMS On Side FMS
Second Push: No Effect Cross Side FMS

2 If a display controller is invalid when power is applied to the system after a

cold--start, the following selections are automatically displayed on the PFD:

Function Left Display Right Display

Compass Display Format Full Full
FD Commands Displayed Displayed
FD Modes Inhibited Inhibited
Selected Source NAV 1 NAV 2
GSPD/TTG GSPD GSPD
(f) Bearing (BRG) Source Select Knobs
1 The HSI portion of the PFD can display two independent bearing pointers
(BRG f or BRG Z). Bearing source BRG f is dedicated to the sources on
the left side of the cockpit, and BRG Z is dedicated to sources on the right
side. The following bearing sources can be selected for each pointer:

BRG f BRG Z
OFF OFF
NAV1 NAV2
ADF1 ADF2

2 If the display controller is invalid, the on--side NAV bearing is displayed by

default.
(g) Radio Altitude (RA) Set Knob
1 The radio altitude control consists of a knob with a button in the center. The
pilot or copilot turns the knob to adjust the RA minimums setting, shown as
an RA digital readout on the PFD.
(h) System TEST Button
1 The RA set knob has a momentary action TEST button. The pilot or copilot
pushes and holds the TEST button for 5 to 6 seconds while the aircraft is on
the ground weight--on--wheels (WOW) to initiate the test mode, and to do a
check of the radio altimeter.

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2 The pilot or copilot pushes the TEST button while the aircraft is in the air to
do a check of the radio altimeter only.

NOTE: The radio altimeter test is functional only if the radio altimeter is
connected to the IC--600 IAC test output. If connected, the radio
altimeter test can be initiated at any time except during glideslope
capture or glideslope track.

NOTE: If the aircraft is on the ground and the TEST button is held for more
than 5 to 6 seconds, the system enters the initiated test mode.
Refer to Publication number A15--1146--090 for information about
initiated tests.

3 The following test displays are shown on the PFD and MFD as long as the
TEST button is pushed with WOW:
• The course select, heading select, distance and GSPD/TTG digital
displays are replaced by amber dashes
• The ATT and HDG displays are flagged
• All pointers/scales are flagged
• All heading related bugs/pointers are removed
• The flight director command bars go out of view
• The radio altimeter digital readout displays the radio altimeter self--test
value
• The comparator monitor annunciates ATT, HDG, and ILS (if ILS sources
are selected on both sides)
• The word TEST (in magenta) is annunciated in the lateral capture
location on the top left of the PFD
• The flight director mode annunciations are removed
• CAS MSG, RA (comparison monitor).
G. GC--550 Guidance Control Unit

(1) The GC--550 Guidance Control Unit is mounted in the center of the glareshield.
Figure 2--1--7 shows a graphical view of the GC--550 Guidance Control Unit.
Table 2--1--7 gives items and specifications particular to the controller.

FD1 HDG NAV AP SPD FLC ALT FD2

CRS 1 HDG SPD ASEL CRS 2

APR CPL VS
ID--48536

BNK YD
PUSH SYNC PUSH SYNC PUSH IAS/M PUSH SYNC

Figure 2--1--7. GC--550 Flight Guidance Controller

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--1--7. GC--550 Guidance Control Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.65 in. (295.91 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.51 in. (114.51 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.23 lb (1.01 kg)
Power Requirements:
• Panel Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V dc, 21.2 W (max)
User Replaceable Parts:
• Knobs:
-- CRS (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7018485--4
-- HDG (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7009644--1
-- SPD (Setscrew B) . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7020161
-- ASEL (Setscrew B) . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7019971--1
-- CRS 2 (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7018485--4
-- CRS 1 PUSH SYNC (Setscrew B) . . . . . . . . . . . . . HPN 7015342--13
-- HDG PUSH SYNC (Setscrew B) . . . . . . . . . . . . . . HPN 7015342--12
-- SPD PUSH SYNC (Setscrew B) . . . . . . . . . . . . . . HPN 7015342--12
-- CRS 2 PUSH SYNC (Setscrew B) . . . . . . . . . . . . . HPN 7015342--13
• Setscrews:
-- A (Bristol, 4--40 x 1/8--inch, cone point) . . . . . . . . . HPN 2500148--128
-- B (Bristol, 2--56 x 3/32--inch, cup point) . . . . . . . . . HPN 2500148--63
• Lamps:
-- Blue--White (all buttons) . . . . . . . . . . . . . . . . . . . . . . HPN 7011974--2
-- Clear (all buttons except CPL) . . . . . . . . . . . . . . . . HPN 7011974--6
Mating Connector:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20B--35S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail

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(2) The GC--550 Guidance Control Unit is a 13 button controller with mode activation
lights installed inside each mode button. The activation light lights if the
corresponding mode is in the arm or capture mode. The buttons supply the means of
engaging the autopilot and yaw damper, selecting flight director couple, and selecting
the flight director modes for each flight director. Five rotary knobs control reference
selections for vertical speed, indicated airspeed (IAS) and Mach targets, altitude
preselect, and course and heading.
(3) The following paragraphs describe the functions of each knob and button:
(a) Flight Director 1 (FD1) Button
1 The primary function of the FD1 button is to turn ON or OFF the flight
director (FD) command bar display on the pilots PFD. There are exceptions
based on the engage status of the autopilot as follows:
a Autopilot Disengaged
(1) Pushing the FD1 button does not bring the FD command bars into
view if no flight director modes are selected. Any subsequent flight
director mode selection in the pitch or roll axis causes the FD
command bars to be displayed on the pilots PFD. If the flight
director mode is not selected in the pitch or roll axis, basic attitude
hold is active.
(2) When the FD command bars are in view on both PFDs, pushing the
FD1 button removes the command bars from the pilots PFD only.
When the FD command bars are in view on the pilots PFD only,
pushing the FD1 button disengages all selected flight director
modes.
(3) If the autopilot disengages due to the A/P DISC switch, trim switch,
or secondary trim switch, the flight director remains active in the
mode prior to the autopilot disconnect. If the autopilot disengages
due to an Autopilot Fail (AP FAIL) condition or automatic
disconnects from the autopilot monitor, the FD bars on both PFDs
go out of view and all flight director modes are canceled, regardless
of the flight director engage status.
b Autopilot Engaged
(1) When the autopilot is engaged, the coupled side FD command bars
are always displayed. The uncoupled side FD command bars
continue to be toggled ON or OFF with the FD1 button.
(b) Course 1 (CRS 1) Knob
1 The CRS 1 knob is a rotary knob with a course symbol on the knob face.
This knob controls the course select readout on the pilots PFD. The knob
supplies the selected course to the flight director and autopilot for the VOR
mode. Clockwise (CW) knob rotation changes the selected course in
one--degree increments. Counterclockwise (CCW) knob rotation changes
the selected course in 1--degree decrements.

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2 The CRS 1 knob is also an integral button used to synchronize course.

Pushing the CRS 1 knob synchronizes the course readout on the pilots PFD
to the aircraft’s direct--to course when VOR is the selected navigation
source. The knob signal is sent to the DC--550 Display Controller, that in turn
supplies a grey code signal on the DC/IC interface bus to the IC--600 IAC for
processing.

(c) Heading (HDG) Button

1 The primary function of the HDG button is to couple the heading select
mode to both the left hand (LH) and right hand (RH) flight directors. When
the function is selected, the green bar on the left side of the button lights.
This green bar turns OFF when the heading select mode is deselected, or
the monitor trips the mode off line. The power--up default for this selection is
NOT selected.

(d) Heading (HDG) Knob

1 The HDG knob is a rotary knob with a heading bug symbol on the knob face.
This knob controls the heading select digital readout and the heading select
bug on both PFDs. The knob also supplies the selected heading to the flight
director/autopilot for the turn direction. Clockwise (CW) knob rotation
changes the selected heading in one--degree increments. Counterclockwise
knob rotation changes the selected heading in 1--degree decrements.

2 The HDG knob is also an integral button used to synchronize heading.

Pushing the knob synchronizes the heading select digital readout and
heading select bug to the current aircraft heading. The knob signal is sent to
the DC--550 Display Controller, that in turn supplies a grey code signal on
the DC/IC interface bus to the IC--600 IAC for processing.

(e) Navigation (NAV) Button

1 The primary function of the NAV button is to couple the navigation mode to
both the LH and RH flight directors. When the function is selected, the green
bar on the left side of the button lights. This green bar turns OFF when the
navigation mode is deselected, or the monitor trips the mode off line. The
power--up default for this selection is NOT selected.

(f) Approach (APR) Button

1 The primary function of the APR button is to couple the localizer and
glideslope (when tuned to an ILS frequency) or very high frequency
omnidirectional range (VOR) approach (when tuned to VOR) to both the LH
and RH flight directors, depending upon the navigation source selection
through the DC--550 Display Controller. When the function is selected, the
green bar on the left side of the button lights. This green bar turns OFF
when the approach mode is deselected, or the monitor trips the mode off
line. The power--up default for this selection is NOT selected.

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(g) Bank (BNK) Button

1 The primary function of the BNK button is to select a reduced maximum

bank angle for both the LH and RH flight directors while operating in the
heading select mode. The bank mode is selected by pressing the BNK
button or it is selected automatically by climbing through 25,000 ft. When the
function is selected, the green bar on the left side of the button lights. This
green bar turns OFF when the heading select low bank mode is deselected,
the monitor trips the mode off line or the aircraft descends below 24,750 ft.
The power--up default for this selection is NOT selected.

(h) Autopilot (AP) Engage Button

1 The primary function of the AP button is to engage and disengage the

autopilot. The autopilot only engages if both attitude heading reference
systems or IRS are valid. When the AP button is pushed, the green bar on
the left side of the button lights. Activation of the AP button also engages the
yaw damper, and the green light on the left side of the YD button lights.
Deactivation of the AP button does not disengage the yaw damper. The
green bar on the right side of the AP button turns OFF when the AP
command is manually deselected or automatically disengaged. Activation of
the AP button engages the autopilot to the flight director selected by the
CPL button.

(i) Couple (CPL) Button

1 The primary function of the CPL button is to transfer the autopilot to the
coupled flight director when the autopilot is engaged. When the autopilot is
not engaged, the CPL button annunciates which flight director the autopilot
couples to when it engages. The left side green triangle lights to indicate the
autopilot couples to the LH flight director. The right side green triangle lights
to indicate the autopilot couples to the RH flight director. The power--up
default for this selection is the left--side triangle.

2 When the autopilot is engaged, the left side or right side triangle lights to
indicate whether the autopilot is coupled to the LH or RH flight director.
Selection of the CPL button cancels the flight director modes independent of
autopilot engagement.

(j) Yaw Damper (YD) Button

1 The primary function of the YD button is to engage and disengage the yaw
damper. When the YD button is pushed, the green bar on the left side of the
button lights. Activation of the YD button engages the yaw damper only, and
the green light on the left side of the YD button lights. Deactivation of the YD
button disengages the yaw damper. The green bar on the left side of the YD
button turns OFF when the YD command is manually deselected or
automatically disengaged.

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(k) Speed (SPD) Button

1 The primary function of the SPD button is to engage the speed select mode
in both the LH and RH flight directors. When the function is selected, the
green bar on the left side of the button lights. This green bar turns OFF
when the speed select mode is deselected, or the monitor trips the mode off
line. The power--up default for this selection is NOT selected.

(l) Vertical Speed (VS) Button

1 The primary function of the vertical speed (VS) button is to engage the
vertical speed select mode in both the LH and RH flight directors. When the
function is selected, the green bar on the left side of the button lights. This
green bar turns OFF when the vertical speed select mode is deselected, or
the monitor trips the mode off line. The vertical speed digital reference
display and bug are removed from the PFD when the vertical speed select
mode is not selected. The power--up default for this selection is NOT
selected.

(m) Speed (SPD) Knob

1 The SPD knob is a rotary with a speed bug symbol on the face of the knob.
This knob controls the reference digital readouts and reference bugs on both
PFDs. The knob is also an integral button used to toggle between IAS and
Mach targets. The knob signal is sent to the DC--550 Display Controller, that
in turn supplies a grey code signal on the DC/IC interface bus to the IC--600
IAC for processing.

a SPD Mode Engaged

(1) With the speed select mode engaged, the SPD knob controls the
airspeed reference digital readout on the PFDs. The knob also
supplies the desired speed command to the flight director and
autopilot. Clockwise rotation of the knob changes the IAS reference
in 1 knot increments and Mach in 0.01 Mach increments.
Counterclockwise rotation changes the IAS reference in 1 knot
decrements and Mach in 0.01 Mach decrements.

b VS Mode Engaged

(1) With the vertical speed select mode engaged, the SPD knob
controls the vertical speed reference digital readout on the PFDs.
The knob also supplies the desired vertical speed command to the
flight director and autopilot. Clockwise rotation of the knob changes
the vertical speed reference in 100 ft/min increments.
Counterclockwise rotation of the knob changes the vertical speed
reference in 100 ft/min decrements.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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c PUSH IAS/M Button

(1) Pushing the PUSH IAS/M button sets up the following toggle
sequence when the speed select mode is engaged:
• If altitude is greater than 25,000 feet:
-- First Push: IAS
-- Second Push: Mach Repeat
• If altitude is less than 25,000 feet:
-- First Push: Mach
-- Second Push: IAS Repeat.
(n) Flight Level Control (FLC) Button

1 The primary function of the FLC button is to send a command to both the LH
and RH flight directors to supply information to change the flight level of the
aircraft. When the function is selected, the green bar on the left side of the
button lights. This green bar turns OFF when the FLC mode is deselected,
or the monitor trips the mode off line. The power--up default for this selection
is NOT selected. The toggling sequence of the button is as follows:
• Power--up Default: OFF
• First Push: Climb/Descent Profile
• Second Push: OFF.
(o) Altitude (ALT) Button

1 The primary function of the ALT button is to engage the altitude hold mode
in both the LH and RH flight directors. When the function is selected, the
green bar on the left side of the button lights. This green bar turns OFF
when the altitude mode is deselected, or the monitor trips the mode off line.
The power--up default for this selection is NOT selected.

(p) Altitude Select (ASEL) Knob

1 The ASEL knob is a rotary knob with an altitude preselect bug symbol on the
knob face. The knob controls the altitude select digital readout on both
PFDs. The knob also supplies the altitude preselect to the flight director and
autopilot. Clockwise rotation of the knob supplies altitude selections in 100
foot increments. Counterclockwise rotation of the knob supplies altitude
selections in 100 foot decrements. The knob signal is sent to the DC--550
Display Controller, that in turn supplies a grey code signal on the DC/IC
interface bus to the IC--600 IAC for processing.

(q) Flight Director 2 (FD2) Button

1 The primary function of the FD2 button is to turn the flight director (FD)
command bar display ON or OFF on the copilots PFD. There are exceptions
based on the engage status of the autopilot as follows:

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a Autopilot Disengaged

(1) Pushing the FD2 button does not bring the FD command bars into
view if no flight director modes are selected, Any subsequent flight
director mode selection in the pitch or roll axis causes the FD
command bars to be displayed on the copilots PFD. If the flight
director mode is not selected in the pitch or roll axis, basic attitude
hold is active.

(2) When the FD command bars are in view on both PFDs, pushing the
FD2 button removes the command bars from the copilots PFD only.
When the FD command bars are in view on the copilots PFD only,
pushing the FD2 button disengages all selected flight director
modes.

(3) If the autopilot disengages due to the wheel master switch, cooley
hat switch, or secondary trim switch, the flight director remains
active in the mode prior to the autopilot disconnect. If the autopilot
disengages, due to an autopilot fail (AP FAIL) condition or
automatic disconnects from the autopilot monitor, the FD bars on
both PFDs go out of view and all flight director modes are canceled
regardless of the flight director engage status.

b Autopilot Engaged

(1) When the autopilot is engaged, the coupled side FD command bars
are always displayed. The uncoupled side FD command bars
continue to be toggled ON or OFF with the FD2 button.

(r) Course 2 (CRS 2) Knob

1 The CRS 2 knob is a rotary knob with a course symbol on the knob face.
This knob controls the course select readout on the copilots PFD. The knob
also supplies the selected course to the flight director and autopilot for the
VOR mode. Clockwise knob rotation changes the selected course in
1--degree increments. Counterclockwise knob rotation changes the selected
course in one--degree decrements.

2 The CRS 2 knob is also an integral button used to synchronize course.

Pushing the CRS 2 knob synchronizes the course select digital readout on
the copilots PFD to the aircraft’s direct--to course when VOR is the selected
NAV source. The knob signal is sent to the DC--550 Display Controller, that
in turn supplies a grey code signal on the DC/IC interface bus to the IC--600
IAC for processing.

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H. Reversionary Panels (Embraer)

(1) Three Embraer--supplied reversionary panels are installed in the cockpit. Two
reversionary panels are mounted in the instrument panel, and the EICAS
reversionary panel is mounted in the pedestal. The reversionary panels control the
selection of the IAC, ADC, AHRS, and DAU being used (system reversion). The
reversionary panels also lets the pilot control which DU is displaying a particular
format (DU reversion). Figure 2--1--8 shows a graphical view of the reversionary
panels.

(2) These reversionary panels supply reversion control in the following three areas:
• Symbol Generator Reversion
• Sensor Reversion
• Display Unit Reversion.

Figure 2--1--8. Reversionary Panels

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I. DA--800 Data Acquisition Unit

(1) There are two DA--800 Data Acquisition Units. The No. 1 DAU is located under the
cockpit floor, under the pilots seat. The No. 2 DAU is located in the rear electronics
bay. Figure 2--1--9 shows a graphical view of the DA--800 Data Acquisition Unit
(DAU). Table 2--1--8 gives items and specifications particular to the unit.

Figure 2--1--9. DA--800 Data Acquisition Unit

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Table 2--1--8. DA--800 Data Acquisition Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.62 in. (193.55 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.59 in. (91.19 mm)
• Length (from rear connector) . . . . . . . . . . . . . . . . . . . . 12.62 in. (320.55 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.0 lb (4.535 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 30 W (max)
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . None
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trio--Star Part No.
TR2P106P106P--0001(210)
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, HPN 7014882--901

(2) The DA--800 DAU is the central data collection point for the engine instrument display
(EICAS). The EICAS display supplies information on all required engine parameters,
as well as engine related systems such as fuel. The EICAS display also supplies an
area for the crew advisory system (CAS) to display warning, caution, and advisory
messages. The DAU also supplies interface to external functions that need data,
such as the flight data recorder (FDR) and ground proximity warning system (GPWS).

(3) One DAU is supplied for each side of the aircraft. Left and right engine and aircraft
sensors are connected to DAU No. 1. Right engine and aircraft sensors are
connected to DAU No. 2. Each DAU has dual operating channels with independent
power supplies for operational redundancy.

(4) The DAU digitizes various analog and discrete signals and sends the data to the
IC--600 IAC through an ARINC 429 data bus.

3. Operation
A. Electronic Display System Bus Interface

(1) The IC--600 IAC contains the symbol generator (SG) function for the EDS. (See
Figure 2--1--10.) The IAC SG receives all inputs on high speed ARINC 429 data
buses and the radio system bus (these buses are not shown) and a digital bus from
the DC--550 Display Controller. The SG function processes data from the various
sources and sends outputs to the five DU--870 Display Units (DU).

(2) The display controller receives analog signals consisting of switch position, button,
and knob rotation data from the GC--550 Guidance Control Unit, reversionary panels,
and the MFD and EICAS bezel controllers. The display controller digitizes these
analog signals for transmission to the IAC over a two--wire digital interface bus
(DC/IC) running at a 9600 baud rate.

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(3) The IAC contains two 1 MHz bus inputs, an one ARINC 429 bus input, for DU status
and wrap--around data. The single 1 MHz bus output connects to the DUs to supply
display format information. Each IAC contains a HDLC output to interface each DU.
The HDLC bus uses data from the I/O processor to generate the proper display
formats for the DUs. Each HDLC output has the ability to generate three independent
formats, and output them on the DU output bus. Display controller information, along
with reversionary controller switch positions is also used by the HDLC bus to
determine which display format is placed on the DU output bus.

(4) Each IAC receives ARINC 429 and EDS wraparound data from the DUs. Under
normal operation (no reversion), the pilots IAC monitors the wraparound bus activity
counter of DU No. 1 for DU validity. The copilots IAC monitors the wraparound bus
activity counter of Du No. 3 and DU No. 5 for DU validity. In addition, each DU
displaying PFD information supplies a wraparound bus for displayed pitch, roll,
altitude, indicated airspeed (IAS), and barometric correction. The DU displaying the
engine information supplies a wraparound bus for N1, N2, and ITT data from each
engine. The PFD and EICAS information received from the wraparound bus is
compared to the appropriate sources for DU validity. If the wraparound monitor is
tripped, a crew alerting system (CAS) message is annunciated

(5) When one of the IACs fails, the remaining IAC supplies three display formats. The
remaining HDLC bus supply the following formats:
• Identical PFD formats
• MFD Format
• EICAS Format.
(6) The 1 MHz bus that supplies the DUs with data from the IAC supplies a number of
advantages to the system.
• Minimum interconnect wiring.
• Each DU can input up to four different data buses.
• Selection of data buses and formats is done through select discretes at the DU.
B. PFD/MFD Interface

(1) The DC--550 Display Controller is the data concentrator for the following:
• BL--870 Bezel Controller (PFD)
• BL--871 Bezel Controller (MFD)
• GC--550 Guidance Control Unit
• Master Warning/Caution Control Panel (Embraer controller).
(2) Control signals from the bezel controllers and guidance control unit select the display
formats and information sources for the EDS. Upon receiving signals from these
controllers, the display controller transmits the acquired information to the IC--600
IAC on the DC/IC interface bus. One bit is assigned on the bus for each button and
select knob input.

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(3) The IAC is configured through software to assign the appropriate function to each bit.
The SG function converts digital inputs from the display controller into the graphic
formats required by the PFD and MFD. The IAC then outputs the display formats on
DU bus No. 1 or No. 2 to the PFD or MFD.

(a) Bezel Controller Interface

1 The bezel controllers for the PFD and MFD control many of the display
functions. Each PFD bezel controller contains two buttons and a BARO set
knob. Each MFD bezel controller contains six button menu keys and a rotary
knob for menu control. See Figure 2--1--11 for the pilots PFD/MFD interface
and Figure 2--1--12 for the copilots PFD/MFD interface.

2 Pushing the IN/HPA button on the PFD bezel controller toggles the
barometric correction setting between inches of mercury (inHg) and
HectoPascals (hPa). Rotating the BARO set knob on the bezel controller
adjusts the inHg or hPa digital display on the on--side PFD. The BARO set
knob produces a grey code, sent directly to the AZ--850 MADC to supply
baro correction. The MADC then supplies a signal to the IAC for display
processing. Rotating the knob selects inHg in 0.01 inHg increments, or in
1 hPa increments. Pushing the STD button on the PFD bezel controller
selects the standard barometric correction of 29.92 inHg or 1013 hPa for the
PFD display.

3 The MFD bezel controller buttons let the pilot or copilot select a menu
functions being displayed on the MFD. Pushing the menu key associated
with a submenu function causes the MFD to display that submenu. Pushing
the RTN key causes the MFD to return to the top level menu (main menu).
The pilot or copilot uses the rotary knob to select various map ranges when
map or plan displays are shown. If weather radar is selected for display, the
rotary knob has no control since the weather radar range is controlled by the
dedicated WC--660 Radar Controller. The pilot uses the rotary knob on the
EICAS bezel controller to scroll through the displayed CAS messages.

4 The WU--660/880 Receiver Transmitter Antenna (RTA) generates a serial

data interface that supplies scan--converted data of the weather radar
picture. The RTA transmits this data on a 1 MHz bus to the left and right
PFDs and MFDs. The data being transferred includes color coding of the
radar data, X--Y memory location, and system timing. Weather (WX) radar
data is displayed on the PFD when the WX format is selected by the display
controller, and on the MFD when WX is selected from the menu option.

5 A dimming controller, consisting of five 10k ohm potentiometer, interfaces

with each DU to independently dim each unit. The DU supplies a voltage
and ground reference while receiving the wiper voltage over a twisted,
shielded triple--wire set.

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(b) Guidance Control Unit Interface

1 Thirteen buttons on the GC--550 Guidance Control Unit enable the pilot to
engage the autopilot and yaw damper, select flight director couple, and
select the flight director modes for each flight director. Mode activation lights
are installed inside each mode button. When a mode is engaged in the IAC,
the computer produces a corresponding annunciator output. This
annunciator output is sent to the guidance control unit to light the
appropriate mode light. See Figure 2--1--13 for the guidance controller
interface diagram.

2 The guidance control unit has five select knobs that interface with the
display controller. The select knobs supply grey code inputs to the display
controller to select the aircraft course, heading, airspeed, and altitude. The
course and heading knobs are also integral buttons used to synchronize
course select and heading select to the current aircraft course and heading.
A push to change button located inside the speed knob lets the pilot select
either an IAS target or Mach target as the airspeed reference. The PFD
displays the airspeed reference (IAS or Mach) in a digital readout. The PFD
uses the speed reference to control movement of the speed bug on the
speed scale. The display controller converts each grey code into a digital
format and transmits the data to the IAC on the DC/IC interface bus.

(c) Master Warning/Caution Light Interface

1 The crew warning panel supplies the logic for illuminating and flashing the
two master warning/caution lights installed in the glareshield. Each master
warning/caution light has two parts contained in a button switch. The upper
part of the switch is a red warning annunciator, and the lower part is an
amber caution annunciator. An active CAS warning message causes the
IAC to generate a discrete output for the red warning annunciator. The
annunciator then lights and flashes. An active CAS caution message causes
the IAC to generate a discrete output for the amber caution annunciator. The
annunciator then lights and flashes.

2 Pushing the master warning/caution light produces a message acknowledge

discrete, which the IAC uses in its CAS message processing logic. Pushing
the light also produces a reset signal for the display controller, that
subsequently causes the IAC to turn OFF the red or amber annunciators.

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Blank Page

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Figure 2--1--10. Electronic Display System Interface Diagram

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Figure 2--1--11. Pilots PFD/MFD Interface Diagram

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Figure 2--1--12. Copilots PFD/MFD Interface Diagram

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Figure 2--1--13 (Sheet 1). Guidance Control Unit Interface Diagram

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Figure 2--1--13 (Sheet 2). Guidance Control Unit Interface Diagram

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C. PFD Attitude Director Indicator Operation

(1) The attitude director indicator (ADI) display symbols uses a truncated sphere format
for displaying standard attitude information. The AHRS supplies the pitch and roll
attitude inputs. The ADI display formats are shown in Figure 2--1--14, sheets 1 and 2.

(a) ADI Sphere

1 The ADI sphere presents the aircraft body--axis pitch and roll attitude with
respect to the horizon. Within the ADI sphere is sky/ground shading, an
aircraft symbol, a pitch tape, and a roll attitude pointer. A roll attitude scale is
displayed on the top of the ADI sphere.

a Sphere Shading

(1) The ADI sphere is divided into two halves separated by a white
horizon line, with raster shading in both halves. The upper raster
shading is cyan to represent the sky. The lower raster shading is
brown to represent the ground. The raster moves with respect to
the aircraft symbol, such that the pitch scale shows the actual pitch
of the aircraft and the roll scale shows the actual roll of the aircraft.
An eyebrow of raster shading is displayed for pitch attitudes greater
than 17.5 degrees and less than --17.5 degrees. The eyebrow is a
small segment of ground/sky shading. It can be used as a reference
for rapidly determining the location of ground. The eyebrow is not
displayed for invalid pitch or roll attitude.

b Attitude Reference Aircraft Symbol

(1) The attitude reference aircraft symbol serves as a stationary

representation of the aircraft. Aircraft pitch and roll attitudes are
displayed by the relationship between the fixed aircraft and the
moveable ADI sphere. The miniature aircraft symbol is flown to
align the command cue to the aircraft symbol in order to satisfy
flight director computed steering commands. Two types of aircraft
symbols are presented: single cue and cross pointer.

(a) The yellow single cue aircraft symbol is made up of a triangle

positioned with one side parallel to the horizontal bottom of the
DU. An indentation or notch exists along the bottom edge of
the symbol. Outrigger boxes reside at the left and right edge of
the ADI sphere.

(b) The yellow cross--pointer aircraft symbol is made up of three

parts. Two lateral bars are spaced the width of the single cue
notch. A small square is positioned on the center of the ADI
sphere between the bars.

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Figure 2--1--14 (Sheet 1). Primary Flight Display -- ADI Display Formats

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Figure 2--1--14 (Sheet 2). Primary Flight Display -- ADI Display Formats

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c Pitch Attitude Scale

(1) The ADI sphere contains a pitch attitude tape that indicates the
pitch attitude of the aircraft. The tape is linear and displays pitch
between zero and 90 degrees. The tape moves down for positive
inputs and up for negative inputs. The tape rotates about the center
of the ADI sphere and moves with the roll pointer to show roll
information. The PFD removes the pitch tape scale, pitch tape
reference mark labels, chevrons, and the horizon line for an invalid
pitch attitude.

(2) The pitch attitude tape is shown in Figure 2--1--15, and is described
as follows:

• Reference marks are supplied at the following positions:

-- Positive 0, 5, 10, 15, 20, 25, 30, 40, 60, and 90
-- Negative 5, 10, 15, 20, 25, 30, 45, 60, and 90
• Identifying digits are supplied at the following positions:
-- Positive 10_, 20_, 30_, 40_, 60_, and 90_
-- Negative 5_, 10_, 20_, 30_, 45_, 60_, and 90_.
• Red excessive pitch chevrons are displayed at 45_ and 65_ pitch
up, and 35_, 50_, and 60_ pitch down.

Figure 2--1--15. Pitch Attitude Scale

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d Roll Attitude Scale

(1) The PFD displays the white roll attitude scale along the top edge of
the ADI sphere. The roll attitude scale displays 60_ of roll
although the roll pointer is not limited to the roll attitude scale. Tick
marks are supplied along the top of the ADI sphere at the following
angles:
• 10_, 20_, 30_, and 60_
• The 30_ tick mark is twice as long as the other tick marks.
(2) Inverted triangles are located at 0_ and 45_ of roll attitude.
e Roll Attitude Pointer
(1) The white roll attitude pointer is a triangle symbol that moves along
the inside of the ADI sphere. The pointer displays 180_ of roll.
The pointer moves counterclockwise for positive inputs, and
clockwise for negative inputs. The PFD removes the pointer for an
invalid roll attitude.
(b) Attitude Source Annunciators
1 The pilot or copilot can select the attitude source through buttons on the two
reversionary panels. The switches select either AHRS No. 1 or AHRS No. 2
as the source of attitude data on the corresponding PFD. Table 2--1--9
defines the annunciators and colors associated with each attitude source
selection.

Table 2--1--9. Attitude Source Annunciators

SG Reversion AHRS Reversion Attitude Sensor
Selection Selection annunciator
Pilot Copilot Pilot Copilot Pilot Copilot Color
Normal Normal Normal Normal None NONE N/A
Normal Normal Reversion Normal ATT2 ATT2 Amber
Normal Normal Normal Reversion ATT1 ATT1 Amber
Normal Normal Reversion Reversion ATT2 ATT1 Amber
Reversion Normal N/A Normal ATT2 ATT2 Amber
Reversion Normal N/A Reversion ATT1 ATT1 Amber
Normal Reversion Normal N/A ATT1 ATT1 Amber
Normal Reversion Reversion N/A ATT2 ATT2 Amber

(c) Autopilot Display

1 The autopilot/yaw damper processor in the pilots IC--600 IAC supplies the
autopilot information for display on both PFDs. The autopilot/yaw damper
processor also supplies the status messages displayed on the PFD.

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a Autopilot Status Annunciator

(1) The PFD displays autopilot annunciators above the ADI sphere,
and positioned horizontally just left of center. The autopilot
annunciator is displayed in a four--character field that supplies
autopilot system status indications for the pilot. Flashing autopilot
annunciators flash at a rate of 1 second ON/0.5 second OFF.
Autopilot annunciators are defined in Table 2--1--10.

Table 2--1--10. Autopilot Annunciators

Annunciator Color Activating Conditions State
AP Green Autopilot Engage = Steady
Engaged
AP Amber Autopilot Engage = 5 second flash
Disengaged (See Note 1)
Autopilot Fail = Not Fail
AP Red Cat II Active and 5 second flash
Autopilot Engage =
Disengaged (See Note 1)
AP Red Autopilot Engage = 5 second flash; then
Disengaged (See Note 1) steady
Autopilot Fail = Fail
AP TEST Amber Autopilot Test = Test Steady
(See Note 2)
TCS White Touch Control Steering Steady
(TCS) = Engaged
TKNB Amber Turn Knob Out of Detent Steady
= Engaged
NOTES:
1. This is a transition from engaged to not engaged.
2. The TEST annunciators are displayed in the yaw damper field for a
combined display of AP TEST.

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b Yaw Damper Status Annunciator

(1) The PFD displays yaw damper annunciators above the ADI sphere,
and positioned horizontally just right of center. The yaw damper
annunciator is displayed in a four--character field that supplies yaw
damper system status indications for the pilot. Flashing yaw damper
annunciators flash at a rate of 1 second ON/0.5 second OFF. Yaw
damper annunciators are defined in Table 2--1--11.

Table 2--1--11. Yaw Damper Annunciators

Annunciator Color Activating Conditions State
YD Green Yaw Damper Engage = Steady
Engaged
YD Amber Yaw Damper Engage = 5 second flash;
Disengage (See Note 1) then steady
Yaw Damper Fail = Fail
YD Amber Yaw Damper Engage = 5 second flash
Disengaged (See Note 1)
Yaw Damper Fail = Not Fail
TEST Amber Autopilot Test = Test Steady
(See Note 2)
NOTES:
1. This is a transition from engaged to not engaged.
2. The TEST annunciators are displayed in the yaw damper field for a
combined display of AP TEST.

(d) Flight Director Display

1 Flight Director (FD) data is processed by the flight director function in the
IAC and displayed on both PFD formats. The flight director function supplies
the following display information:
• Left--right flight director couple arrow
• Lateral flight director mode (capture and arm) annunciators
• Vertical flight director mode (capture and arm) annunciators
• Flight director command bars.
a Flight Director Couple Arrow

(1) The PFD displays the green flight director couple arrow at the top
center of the display format. The arrow points either left or right in
the direction of the flight director to which the autopilot is coupled, if
engaged.

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b Flight Director Mode Annunciators

(1) The PFD displays flight director modes annunciators to the left and
right of the flight couple arrow. The information displayed represents
armed and captured lateral and vertical flight director modes.

(2) Lateral mode annunciators are displayed on the upper left side of
the PFD. Vertical mode annunciators are displayed on the upper
right side of the PFD. Captured lateral and vertical modes are
annunciated in green in four--character fields. Armed lateral and
vertical modes are annunciated in white in four--character fields
located to either side of the respective captured mode.

(3) Flight director modes with both an arm and capture state have a
mode transition defined as follows.
• A white transition box surrounds the captured mode for 8
seconds immediately after the transition from armed to captured
has occurred if the mode was previously armed.
• The transition box does not surround a captured mode if the
mode was not previously armed.
• If a new mode is captured during a previous mode transition, the
8 second timer is reset.
• A transition box surrounds a default mode when a transition to
default occurs automatically.
• Transitions are as follows:

Lateral Transitions Vertical Transitions

BC arm to BC capture ASEL arm to ASEL capture
LOC arm to LOC capture ASEL capture to ALT capture
VAPP arm to VAPP capture GS arm to GS capture
VOR arm to VOR capture WSHR arm to WSHR capture
Any mode to ROL
Any mode to PIT

(4) Table 2--1--12 gives the lateral mode annunciators for valid flight
director conditions. Table 2--1--13 gives the vertical mode
annunciators for valid flight director conditions. Table 2--1--14 gives
the priority logic if more than two vertical modes are armed
simultaneously.

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Table 2--1--12. Lateral Flight Director Modes

Annunciator Description Notes
BC Back Course Mode Arm or Capture
LNAV Long Range Navigation Mode Arm or Capture
HDG Heading Select Mode Capture mode only
LOC Localizer Mode Arm or Capture
ROL Basic Roll Mode Capture mode only
VAPP VOR Approach Mode Arm or Capture
VOR VOR Navigation Mode Arm or Capture

Table 2--1--13. Vertical Flight Director Modes

Annunciator Description Notes
ALT Altitude Hold Mode Capture mode only
ASEL Altitude Preselect Mode Arm or Capture
CLB Climb Mode Capture mode only
DES Descent Mode Capture mode only
GA Go--Around Mode Capture mode only
GS Glideslope Mode Arm or Capture
IAS Indicated Airspeed Mode Capture mode only
MACH Mach Mode Capture mode only
PIT Basic Pitch Mode Capture mode only
TO Takeoff Mode Capture mode only
WSHR Windshear Mode Arm or Capture
VS Vertical Speed Mode Capture mode only

Table 2--1--14. Priority Logic

Vertical Arm Field
WS Highest
GS Medium
ASEL Lowest

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c Flight Director Command Bars

(1) The flight director supplies pitch and roll commands to the pilot or
copilot by displaying single cue or cross--pointer command bars on
the ADI sphere. The flight director function supplies the pitch
command, roll command, and in--view/validity flags. When the flight
director sets the in--view flags, the command bars are shown within
the ADI sphere. The PFD removes the flight director command bars
for the following conditions:
• The flight director is invalid.
• The in view flags are not set by the flight director function.
• The FD button on the GC--550 Guidance Control Unit has
deselected the command bars.
• The command bars go out of view for an invalid navigation
setup.
(2) Single Cue Command Bars

(a) The magenta single cue command bars are composed of two
elongated triangles. These command bars are only displayed
when a lateral or vertical mode has been selected. The
command bars represent computed lateral and vertical steering
commands. To satisfy the steering command, the pilot flies the
single cue aircraft symbol to the command bars.

(b) For zero degrees of flight director pitch and roll command, the
single cue command bars rest on top of the aircraft symbol.
Increasing values of pitch command cause an upward
movement of the single cue command bars. Increasing values
of roll command cause a clockwise movement of the single cue
command bars.

(3) Cross--Pointer Command Bars

(a) The magenta cross--pointer command bars are composed of

two stroke--written cues, one vertical and the other horizontal.
These command bars are displayed when a lateral or a vertical
mode has been selected. The lateral cross--pointer command
bar moves for lateral commands, and the vertical cross--pointer
command bar moves for vertical commands. To satisfy the
steering command, the pilot flies the cross--pointer aircraft
symbol to the appropriate command bar.

(b) In the zeroed condition, the cross--pointer cues intersect at the

nose of the cross--pointer aircraft symbol. Increasing values of
pitch command cause an upward movement of the lateral cue.
Increasing values of roll command cause a movement of the
vertical cue to the right.

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d Pitch Limit Indicator

(1) A pitch limit indicator (PLI) symbol is drawn directly on the ADI
sphere to represent the current stickshaker angle of attack. If the
aircraft symbol meets or exceeds the PLI, the aircraft goes into
stickshaker. The PFD displays the PLI symbol parallel to the aircraft
symbol on the ADI sphere. The PLI symbol is located either above
or below the aircraft symbol at the value of attitude degrees
indicated by the flight director PLI margin. A positive PLI margin
places the PLI symbol above the aircraft symbol, while a negative
PLI margin places the PLI symbol below the aircraft symbol. At a
PLI margin of zero degrees, the PLI symbol is located on the top
edge of the single cue aircraft symbol, or the center of the
cross--pointer aircraft symbol.

(2) As shown below, the PLI symbol is displayed in its normal color
(green) if the PLI margin is between 6 degrees and 11 degrees. If
the PLI margin is between 3 degrees and 5 degrees, then the PLI
symbol is displayed in the caution color (amber). The PLI symbol is
displayed in the warning color (red) if the PLI margin is two degrees
or less.

Margin to Stall Symbol Color

Greater than 11 deg Symbol removed
Between 6 deg and 11 deg Green
Between 3 deg and 5 deg Amber
2 deg or less Red

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(3) The PFD removes the PLI symbol if the pitch limit indication from
the flight director is invalid. Figure 2--1--16 shows the PLI symbol in
relation to both the single cue aircraft symbol and the cross--pointer
aircraft symbol on the ADI sphere.

Figure 2--1--16. Pitch Limit Indicator Display

e Low Bank Arc

(1) The green low bank arc supplies an indication on the roll scale of
the flight director bank limit. The PFD displays the low bank arc
immediately above the ADI sphere, extending 14 degrees from
the zero--degree roll tick triangle. The PFD removes the low bank
arc if the flight director is invalid. Low bank arc only occurs in
heading select mode or when the aircraft is above 25,000 ft.

f Autopilot Overspeed Warning Annunciator

(1) The autopilot overspeed warning supplies an indication the

autopilot is operating in an overspeed condition. This warning is
normally supplied when the autopilot is coupled to vertical speed or
a VNAV flight director mode. When the overspeed condition is met,
the flight director transitions to a speed mode until the overspeed
condition drops. The PFD displays an amber MAX SPD annunciator
vertically next to the ADI sphere to indicate an overspeed warning
condition.

g Autopilot Underspeed Warning Annunciator

(1) The autopilot underspeed warning supplies an indication the

autopilot is operating in an underspeed condition. This warning is
normally supplied when the autopilot is coupled to vertical speed or
a VNAV flight director mode. When the underspeed condition is
met, the flight director transitions to a speed mode until the
underspeed condition drops. The PFD displays an amber MIN SPD
annunciator vertically next to the ADI sphere to indicate an
underspeed warning condition.

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(e) Vertical Deviation Display

1 The PFD displays vertical deviation information to the right of the ADI
sphere. The white vertical deviation scale indicates glideslope (GS) deviation
or long range navigation (LRN) deviation. The vertical deviation scale also
indicates invalid vertical deviation.

2 The scale contains a horizontal line representing the zero index position,
which aligns with the horizon line of the ADI sphere, when the aircraft is at
zero pitch and roll. Two whites circles, referred to as dots, are spaced evenly
above and below the horizontal line. A truncated, left--pointing triangle
represents the deviation pointer. The pointer moves vertically along the
scale to indicate the vertical deviation of the aircraft. Increasing values of
short range navigation (SRN) glideslope or long range navigation (LRN)
vertical deviation produces a downward movement of the pointer. The color
of the pointer is specified in Table 2--1--15.

Table 2--1--15. Vertical Deviation Pointer Display Colors

Navigation Source Vertical Deviation Display
Pilot Selected Copilot Selected Pointer Color on Pointer Color on
Source Source Pilot PFD Copilot PFD
SRN1 SRN2 Green Green
SRN2 SRN1 Yellow Yellow
SRN1 FMS Green Magenta
SRN2 FMS Yellow Magenta
FMS SRN1 Magenta Yellow
FMS SRN2 Magenta Green

a Vertical Deviation (VOR)

(1) The PFD automatically removes the vertical deviation scale, label,
and pointer when the selected navigation source is VOR and the
tuned--to--localizer (TTL) indicates a tuned--to--VOR frequency.

b Vertical Deviation (GS)

(1) When the selected navigation source is VOR/LOC, and TTL

indicates a tuned--to--localizer frequency, the PFD displays the
vertical deviation scale and pointer, plus a white GS label above the
scale. Each dot in the scale represents the vertical deviation from
beam center. The deviation pointer moves vertically along the scale
as specified in Table 2--1--16. For invalid glideslope vertical
deviation, the PFD removes the pointer and draws a red X through
the center of the vertical deviation scale.

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Table 2--1--16. Glideslope Deviation Scale

Vertical Deviation Input
Pointer Position (microamps)
2nd Dot Up +150
1st Dot Up +75
Zero Index 0
1st Dot Down --75
2nd Dot Down --150

c Vertical Deviation (FMS)

(1) When the selected navigation source is FMS, the PFD displays the
FMS vertical deviation scale and pointer, plus a white FMS label
above the scale. Each dot represents 250 feet from vertical path
center when not in the approach phase, and 75 feet when in the
approach phase. The deviation pointer is driven based on the data
presented in Table 2--1--17 when the GPS mode is valid. The
deviation pointer is driven based on the data presented in
Table 2--1--18 if the GPS mode is invalid. For invalid FMS vertical
deviation, the PFD removes the scale, label, and pointer from the
display.

Table 2--1--17. FMS Vertical Deviation Scale (GPS Valid)

Bar Position GPS Approach GPS Terminal Area Enroute
Vertical Deviation Vertical Deviation Vertical Deviation
(feet) (feet) (feet)
(GPS Mode = (GPS Mode = (GPS Mode =
Approach) Terminal Area) Enroute)
2nd Dot Up --150 --500 --500
1st Dot Up --75 --250 --250
Zero Index 0 0 0
1st Dot Down +75 +250 +250
2nd Dot Down +150 +500 +500

Table 2--1--18. FMS Vertical Deviation Scale (GPS Invalid)

FMS Approach Vertical Enroute Vertical Deviation
Deviation (feet) (feet)
Pointer Position (FMS Scaling = Approach) (FMS Scaling = Enroute)
2nd Dot Up --150 --500
1st Dot Up --75 --250
Zero Index 0 0

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Table 2--1--18. FMS Vertical Deviation Scale (GPS Invalid) (cont)

FMS Approach Vertical Enroute Vertical Deviation
Deviation (feet) (feet)
Pointer Position (FMS Scaling = Approach) (FMS Scaling = Enroute)

1st Dot Down +75 +250

2nd Dot Down +150 +500

d Excessive Vertical Deviation (GS)

(1) The excessive deviation monitor is activated when a CAT2
condition is met. When the excessive deviation monitor trips, the
vertical deviation indication supplies an alert to the pilot as follows:
• The vertical deviation pointer turns amber
• The vertical deviation scale turns amber and flashes.
(f) Marker Beacons
1 The PFD displays the marker beacons next to the altitude tape. Any active
marker beacon flashes continuously on the display. An active marker
beacon is only displayed if the selected navigation is an SRN. A white box
outlines the active marker beacon annunciator. For invalid marker beacon
data, the PFD removes the respective marker beacon annunciator.
2 The navigation radio supplies the input for each marker beacon. The marker
beacons have no priority. If the bit is set for a marker beacon, then that
beacon is displayed. Each marker beacon is displayed if all three bits are
set. The marker beacons are displayed as follows:
• Inner: Annunciated by flashing a white I inside the outline box.
• Middle: Annunciated by flashing an amber M inside the outline box.
• Outer: Annunciated by flashing a cyan O inside the outline box.
(g) Radio Altitude Display
1 The PFD displays radio altitude in a digital readout at the bottom of the ADI
sphere, and as a shading color change on the altitude tape. The radio
altimeter supplies the inputs for the radio altitude display.
a Radio Altitude Digital Readout
(1) The radio altitude digital readout has a range from --20 feet to
+2,550 feet. The readout resolution is in 5 foot increments from --20
to +200 feet, and in 10 foot increments from +200 to +2,550 feet. A
white box outlines the digital readout. The PFD removes the
readout and outline box for radio altitudes greater than 2,550 feet.
(2) Readout digits are displayed in green. When the TEST button on
the DC--550 Display Controller is pushed, the readout displays a
radio altitude valid value of 100 feet + 10 feet. For an invalid radio
altitude, the PFD replaces the readout digits with an amber RA
annunciator.

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b Low Altitude Awareness Indicator

(1) The PFD displays the low altitude awareness indication as a

shading color change on the altitude tape. Color shading supplies
an indication of ground with respect to the current altitude. At a
radio altitude of zero feet, the entire lower half of the altitude tape is
shaded brown. The shading rises linearly for radio altitudes from
+550 feet down to zero feet. A yellow horizontal line is drawn
across the altitude tape at the shading transition. The PFD removes
the horizontal line for radio altitudes less than or equal to 60 feet.

(2) Any of the following conditions cause the PFD to remove the low
altitude awareness shading and horizontal line:
• An invalid radio altitude
• An invalid barometric altitude.
(h) Radio Altitude Minimums Display

1 The PFD displays radio altitude (RA) minimums in a digital readout, and as
an annunciator on the PFD. The RA minimums is invalid if the DC--550
Display Controller is invalid.

a RA Minimums Digital Readout

(1) The PFD displays the digital readout below and to the right of the
ADI sphere. A white RA label annunciates the readout (an RA
minimums value of zero removes the RA label). The RA minimums
values in the readout are set by turning the RA set knob on the
DC--550 Display Controller. The readout range has a range from 5
feet to 999 feet. The readout resolution is in 5 foot increments from
--20 to +200 feet, and in 10 foot increments from +200 to +990 feet.
Any RA minimums values above 990 feet are forced to 999 feet.
The power--up default is 200 feet. The readout digits are displayed
in cyan. Three amber dashes (------) replace the digits when RA
minimums is invalid.

b RA Minimums Annunciator

(1) The RA minimums annunciator indicates the radio altitude is within

a certain range of RA minimum digital readout. A white box outlines
the annunciator field when RA minimums becomes armed and radio
altitude is within 100 feet of the RA minimums digital readout. The
RA minimums annunciator becomes captured when the radio
altitude is less than or equal to the RA minimums readout. An
amber MIN annunciator is displayed inside the box, flashes for 10
seconds, and then remains steady to indicate captured. The PFD
removes the RA minimums annunciator when RA minimums or
radio altitude are invalid.

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(i) Excessive Attitude Declutter

1 When an excessive attitude situation occurs, the PFD removes certain

symbols to declutter the display format. An excessive attitude situation is
declared when either of the following conditions are met:
• Roll attitude is greater than +65_ or less than --65_
• Pitch attitude is greater than +30_ up or less than --20_ down.
2 The PFD removes the following symbols from the display format for an
excessive attitude situation as follows:
• All failure flags for the items listed
• Decision height digital readout and label
• Flight director couple arrow
• Flight director command bars
• Heading, radio altitude, localizer, glideslope, and ILS comparator monitor
annunciations
• Low bank limit arc
• Marker beacons
• Radio altitude digital readout, box, and raster mark
• Selected airspeed bug, digital readout, and outline
• Selected altitude bug, digital readout, and outline
• Vertical and lateral FD mode annunciations
• Vspeed bugs and readouts.
3 The PFD restores the removed symbols when the following conditions are
met:
• Roll attitude is less than +63_ or greater than --63_.
• Pitch attitude is less than +28_ up or greater than --18_ down.

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D. PFD Horizontal Situation Indicator Operation

(1) The PFD presents the horizontal situation indicator (HSI) as a compass display. The
compass display includes a compass card with a stationary aircraft symbol, a
heading digital readout for the partial heading compass display, and a heading select
digital readout and bug. The pilot or copilot uses the FULL/WX button on the DC--550
Display Controller to select the full heading compass display or partial heading
compass display. The AHRS supplies the magnetic heading inputs. The DC--550
Display Controller supplies the selected heading inputs. Figure 2--1--17 shows the full
heading compass display.

Figure 2--1--17. Primary Flight Display -- HSI Display Formats (Full Heading Compass)

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(a) Full Heading Compass Display

1 Heading Source Annunciator

a The PFD displays the heading source annunciations directly above the
heading compass scale. Each heading source annunciator is based on
the position of the AHRS button on the reversionary panels.
Table 2--1--19 gives the heading source annunciators available for
display, along with their display colors. The reversion annunciator is
displayed in a caution color if both the pilot and copilot are displaying
the same AHRS data, or if they are both displaying cross--side AHRS
data.

Table 2--1--19. Heading Source Annunciators

SG Reversion AHRS Reversion Pilot PFD Display Copilot PFD Display
Selection Selection
AHRS AHRS AHRS AHRS
Mode Mode Heading Mode Mode Heading
Pilot Copilot Pilot Copilot DG MAG Invalid DG MAG Invalid
Norm Norm Norm Norm DG1 (W) “” HDG DG2 (W) “” HDG
TRU1 TRU2
(W) (W)
Norm Norm Norm Rev DG1 (A) MAG1 HDG DG1 (A) MAG1 HDG
(A) TRU1 (A) TRU1
(A) (A)
Norm Norm Rev Norm DG2 (A) MAG2 HDG DG2 (A) MAG2 HDG
(A) TRU2 (A) TRU2
(A) (A)
Norm Norm Rev Rev DG2 (A) MAG2 HDG DG1 (A) MAG1 HDG
(A) TRU2 (A) TRU1
(A) (A)
Rev Norm N/A Norm DG2 (A) MAG2 HDG DG2 (A) MAG2 HDG
(A) TRU2 (A) TRU2
(A) (A)
Rev Norm N/A Rev DG1 (A) MAG1 HDG DG1 (A) MAG1 HDG
(A) TRU1 (A) TRU1
(A) (A)
Norm Rev Norm N/A DG1 (A) MAG1 HDG DG1 (A) MAG1 HDG
(A) TRU1 (A) TRU1
(A) (A)
Norm Rev Rev N/A DG2 (A) MAG2 HDG DG1 (A) MAG2 HDG
(A) TRU2 (A) TRU2
(A) (A)
NOTES:
(A) indicates amber
(W) indicates white
“ ” indicates there is no display when magnetic is displayed and both pilots have selected
their normal heading source.

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2 Drift Bug

a The PFD positions the magenta drift bug on the outer edge of the
compass arc. The bug moves around the compass perimeter to
represent the angular difference between FMS computed track and
actual aircraft track. Increasing values of drift cause a clockwise rotation
of the bug. The range of the drift bug is as follows:

• The drift bug has a display range of 180_ for the full heading
compass display.
• The drift bug has a display range of 45_ for the partial heading
compass display.

b The PFD removes the drift bug for an invalid drift angle or an invalid
heading.

3 Full Heading Compass

a The full heading compass display supplies a 360--degree compass card.

White long tick marks are displayed at integral multiples of 10 degrees,
and white short tick marks at the intermediate five--degree positions.
Digits and cardinal abbreviations are spaced around the inside of the
compass card at 30_ increments. Eight numeric identifiers (3, 6, 12, 15,
21, 24, 30, and 33) are located at 30, 60, 120, 150, 210, 240, 300, and
330 degrees, respectively. Four cardinal abbreviations (N, E, S, and W)
are shown at 0, 90, 180, and 270 degrees.

b A white stationary aircraft symbol is displayed at the centerpoint of the

partial compass arc. The aircraft symbol indicates the aircraft position
relative to magnetic north. The partial compass arc rotates either
clockwise or counterclockwise around the aircraft symbol depending on
the current heading. Increasing values of heading cause a
counterclockwise rotation of the compass arc. For invalid heading, the
MFD displays red characters HDG FAIL, centered above the stationary
aircraft symbol.

(b) Course Select/Desired Track Display

1 The PFD displays course select information when the selected navigation
source is an SRN source. The pilot or copilot uses the course set knob on
the GC--550 Guidance Control Unit to control the course selection. The PFD
displays desired track information when the selected navigation source is
FMS. The FMS supplies the desired track information, which can not be
selected by the pilot or copilot. The PFD displays course select and desired
track in a shared digital readout, and as a pointer. Increasing values of
course select or desired track cause an increase in the readout value and a
clockwise movement of the pointer. The N cardinal on the heading compass
is the 360--degree position for course select and desired track.

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a Course Select Readout (VOR, ILS)

(1) The course select digital readout has a range from 001_ to 360_
with a resolution of one degree. The readout digits are displayed in
yellow when the navigation source is a VOR, or in green when the
navigation source is an ILS. A CRS label annunciates the digital
readout when course select is set. The CRS label is displayed in
the same color as the digital readout.

(2) The digital readout slews to the current navigation source bearing
when the course knob on the GC--550 Guidance Control Unit is
pushed and the navigation source is an SRN. For an invalid course
select, three amber dashes (------) replace the readout digits.

b Desired Track Readout (FMS)

(1) The desired track digital readout has a range from 001_ to 360_
with a resolution of one degree. The readout digits are displayed in
magenta. A magenta DTK label annunciates the digital readout. For
an invalid desired track, three amber dashes (------) replace the
readout digits.

c Course Select/Desired Track Pointer (VOR/ILS/FMS)

(1) The pilot or copilot uses the course knob on the GC--550 Guidance
Control Unit to position the pointer to a magnetic bearing that
coincides with the desired VOR radial or localizer course. The
pointer rotates around the stationary aircraft symbol to supply a
continuous readout of course error to the IAC flight director. The
pointer is displayed in the same color as the course/desired track
readout.

(2) The PFD displays the entire pointer when the full heading compass
display is selected. Portions of the pointer can be out of view when
the partial heading compass display is selected. The pointer slews
to the current navigation source bearing when the course knob on
the GC--550 Guidance Control Unit is pushed and the navigation
source is an SRN.

(3) The PFD removes the pointer for the following conditions:

• The selected navigation source is an SRN and course select is

invalid.
• The selected navigation source is an FMS and the desired track
is invalid.

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(c) Time--To--Go Readout

1 The PFD displays the time--to--go (TTG) in a digital readout that shares the
same location as the ground speed and elapsed time digital readouts. Time
is displayed in minutes rounded to the nearest minute. The readout range is
from 0 to 399 minutes if the selected navigation sources is an SRN, and 0 to
512 minutes if the selected navigation sources is an FMS. The readout
resolution is one minute. A white TTG label annunciates the readout. The
readout digits are displayed in green if the on--side SRN is the navigation
source, and in yellow if the cross--side SRN is the navigation source. The
readout digits are displayed in magenta if the FMS is the navigation source.
A white MIN label is displayed next to the readout digits. For invalid
time--to--go data, three amber dashes (------) replace the readout digits.

(d) Bearing Pointers and Source Identifiers

1 The PFD presents bearing information as two independent pointers on the

HSI display. The bearing source select knobs on the on--side DC--550
Display Controller control the position of the pointers. The VOR and FMS
bearing pointers are card referenced. The ADF bearing pointers are case
referenced. Increasing values of bearing cause clockwise movement of the
bearing pointers. The bearing select data defaults to VOR1 on the left side
and VOR2 on the right side when the display controller is invalid.

a Bearing Pointer No. 1

(1) The PFD displays bearing pointer No. 1 as two single cyan bars
separated by the length of the lateral deviation bar, and extending
through the center of the aircraft symbol. A circle symbol is drawn
below the head of the pointer. The bearing pointer points to the
current bearing position. The bearing pointer rotates around the
center of the aircraft symbol with 360 degrees of motion.

(2) The entire bearing pointer is in view on the full heading compass
display. On the partial heading compass display, only one of the two
bars is visible at a given time. The PFD removes the pointer from
the display if the bearing source select knob on the DC--550 Display
Controller is set to OFF. The PFD also removes the pointer from the
display if the bearing source is VOR and the radio frequency is TTL.

(3) For an invalid bearing, the PFD removes the bearing pointer from
the display. If the pilots display controller is invalid, then the bearing
pointer on the pilots PFD defaults to VOR1. If the copilots display
controller is invalid, then the bearing pointer is removed from the
copilots PFD.

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b Bearing Pointer No. 2

(1) The PFD displays bearing pointer No. 2 as a double set of white
parallel bars, separated vertically by the length of the lateral
deviation bar and laterally by the width of the diamond symbol. The
diamond symbol is drawn below the head of the pointer. A long tick
mark extending from the diamond points to the current bearing
position. A T--shaped tick mark at the base of the parallel bars
points to the reciprocal of the current bearing. The bearing pointer
rotates around the center of the aircraft symbol with 360 degrees of
motion.

(2) The entire bearing pointer is in view on the full heading compass
display. On the partial heading compass display, only one of the two
sets of bars is visible at a given time. The PFD removes the pointer
from the display if the bearing source select knob on the DC--550
Display Controller is set to OFF. The PFD also removes the pointer
from the display if the bearing source is VOR and the radio
frequency is TTL (Tune to Locator).

(3) For an invalid bearing, the PFD removes the bearing pointer from
the display. If the copilots display controller is invalid, then the
bearing pointer on the copilots PFD defaults to VOR2. If the pilots
display controller is invalid, then the bearing pointer is removed
from the pilots PFD.

c Bearing No. 1 Source Identifier

(1) The PFD display a circle to the left of the bearing source No. 1
identifier field. The identifier field displays the currently selected
bearing source for bearing pointer No. 1. The circle and bearing
source identifier are displayed in cyan. Bearing source identifiers
are given in Table 2--1--20. The PFD removes the bearing source
identifier and circle if the bearing source select knob on the DC--550
Display Controller is set to OFF.

Table 2--1--20. Bearing Source No. 1 Identifier

Bearing Source Knob Bearing Source Aircraft Reference
Selection Identifier
OFF No Identifier N/A
NAV1 VOR1 Card
ADF ADF1* Case
NOTE: ADF if single installation.

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d Bearing No. 2 Source Identifier

(1) The PFD displays a diamond the left of the bearing source No. 2
identifier field. The identifier field displays the currently selected
bearing source for bearing pointer No. 2. The diamond and bearing
source identifier are displayed in white. Bearing source identifiers
are given in Table 2--1--21. The PFD removes the bearing source
identifier and diamond if the bearing source select knob on the
DC--550 Display Controller is set to OFF.

Table 2--1--21. Bearing Source No. 2 Identifier

Bearing Source Knob Bearing Source Identifier Aircraft Reference
Selection
OFF No Identifier N/A
NAV2 VOR2 Card
ADF ADF2* Case
* ADF if single installation.

(e) Lateral Deviation Display

1 The PFD displays lateral deviation in the center of the heading compass
display. The white lateral deviation scale indicates course deviation for
VOR/LOC navigation, as well as desired track deviation for FMS navigation.
At the center of the deviation scale is the aircraft symbol. The aircraft symbol
represents the aircraft’s actual position relative to the selected course.
2 The deviation scale has two white circles (referred to as dots) spaced evenly
on both sides of the aircraft symbol, and positioned perpendicular to the
course select/desired track pointer. The entire scale is displayed at all times
for full heading compass and partial heading compass displays. The pointer
indicates a fly to condition, and the deviation scale rotates with the pointer.
3 The lateral deviation scale contains a deviation bar that represents the
centerline of the selected VOR or localizer course. Increasing values of
lateral deviation or desired track cause the bar to move right. Decreasing
values of course deviation or desired track cause the bar to move left. The
PFD removes the lateral deviation bar when heading is invalid for any
selected navigation source.
a VOR Lateral Deviation
(1) When the selected navigation source is VOR, the deviation bar is
driven based on the data in Table 2--1--22. The deviation bar is
displayed in the same color as the course/desired track readout.
Beyond the second scale dot, the deviation bar continues to move
for inputs up to 12 degrees, but at a reduced sensitivity. For an
invalid course deviation, the PFD removes the deviation bar and
draws a red X through the center of the lateral deviation scale.

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Table 2--1--22. VOR Lateral Deviation Scale

VOR Computed Deviation
Bar Position (Course -- VOR Bearing)
2nd Dot right --10_
1st Dot Right --5_
Zero Index 0_
1st Dot left +5_
2nd Dot left +10_

b Localizer Lateral Deviation

(1) When the selected navigation source is an ILS, the deviation bar is
driven based on the data in Table 2--1--23. The deviation bar is
displayed in the same color as the course/desired track readout and
pointer. Beyond the second scale dot, the deviation bar continues
to move for inputs up to 185 mA, but at a reduced sensitivity. For
invalid localizer deviation, the PFD removes the deviation bar and
draws a red X through the center of the lateral deviation scale.

Table 2--1--23. Localizer Deviation Scale

Bar Position Localizer Deviation (mA/ddm)
2nd Dot right +150/0.155
1st Dot right +75/0.0775
Zero Index 0/0
1st Dot left --75/--0.0775
2nd Dot left --150/--0.155

c Excessive Lateral Deviation (LOC)

(1) The excessive deviation monitor activates when a CAT2 condition is
met. When the excessive deviation monitor trips, the lateral
deviation bar turns amber and flashes to alert to the pilot or copilot.
d FMS Lateral Deviation
(1) When the selected navigation source is an FMS, the PFD displays
the cross--track deviation scale and bar. The deviation bar is
positioned perpendicular to the deviation scale. The deviation bar is
driven by the lateral scale factor from the FMS when the scale
factor equation is valid. The deviation bar is driven based on data in
Table 2--1--24 when the scale factor equation is invalid and the GPS
mode from the FMS is valid. The deviation bar is driven based on
data in Table 2--1--25, if both the scale factor equation and GPS
mode are invalid.

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(2) The deviation bar is displayed in the same color as the

course/desired track readout and pointer. For an invalid cross--track
deviation, the PFD removes the deviation bar and draws a red X
through the center of the lateral deviation scale. The PFD only
removes the deviation bar for an invalid heading.

Table 2--1--24. FMS Lateral Deviation Scale (GPS Valid)

Bar Position GPS Approach GPS Terminal Area Enroute
Cross--Track Cross--Track Cross--Track
Deviation (NM) Deviation (NM) Deviation (NM)
(GPS Mode = (GPS Mode = (GPS Mode =
Approach) Terminal Area) Enroute)
2nd Dot Right --0.3 --1.0 --5.0
1st Dot Right --0.15 --0.5 --2.5
Zero Index 0 0 0
1st Dot Left +0.15 +0.5 +2.5
2nd Dot Left +0.3 +1.0 +5.0

Table 2--1--25. FMS Lateral Deviation Scale (GPS Invalid)

Pointer Position FMS Approach Enroute
Lateral Deviation (NM) Lateral Deviation (NM)
(FMS Scaling = (FMS Scaling =
Approach) Enroute)
2nd Dot Right --1.0 --5.0
1st Dot Right --0.5 --2.5
Zero Index 0 0
1st Dot Left +0.5 +2.5
2nd Dot Left +1.0 +5.0

(f) To/From Pointer

1 The PFD displays the white To/From pointer near the head or tail of the
lateral deviation bar in the HSI display. The pointer indicates whether the
aircraft is flying to or from a VOR station or waypoint, depending on the
selected navigation mode. The pointer rotates with the course select/desired
track pointer.

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a VOR To/From Indications

(1) When the selected navigation source is a VOR, the PFD displays
the To/From pointer based on the information given in
Table 2--1--26. The PFD removes the pointer for invalid to/from
data.

Table 2--1--26. VOR To/From Indications

Position VOR Bearing Selected Course
To Less than or equal to 88_
From Greater than or equal to 92_
Not Displayed Between 88 and 92_

b FMS To/From Indications

(1) When the selected navigation source is a FMS, the PFD displays
the To/From pointer based on information given in Table 2--1--27.
The PFD removes the pointer from the display for invalid to/from
data.

Table 2--1--27. FMS To/From Indications

Position LRN Input
To To/From = To
From To/From = From
Not Displayed To/From = Neither To nor From

(g) Heading Select Digital Readout

1 The PFD displays the heading select value in units of degrees in a digital
readout. The readout has a range from 001_ to 360_ with a resolution of one
degree. The pilot or copilot turns the HDG knob ON the GC--550 Guidance
Control Unit to select a value for the readout. When the HDG knob is
pushed, the readout slews to the coupled--side current heading display.
2 A white HDG label is displayed above the readout. The readout digits are
displayed in white. For an invalid heading select, three amber dashes (------)
replace the readout digits.
(h) Distance Readout
1 The PFD displays the distance readout to the left of the heading compass
display. The readout displays the distance to a navigation source station for
SRN sources, or the distance to a waypoint for FMS sources. Distances are
shown in nautical miles along with a white NM annunciator. The PFD
replaces the NM annunciator with an amber H annunciator when DME hold
is active. The DME hold mode is selected through the radio management
unit. For an invalid DME hold annunciator, the PFD removes the H
annunciator from the display.

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a Distance Readout (SRN)

(1) The distance readout range is from 0.0 to 399.9 NM for an SRN
navigation source. Resolution is in 0.1 NM increments from 0 to 100
NM, and in 1.0 NM increments for distances greater than 100 NM.
The readout digits are displayed in green. For invalid DME
distances, three amber dashes (------) replace the readout digits.

b Distance Readout (FMS)

(1) The distance readout range is from 0.0 to 4095 NM. Resolution is in
0.1 NM increments for distance values less than 100 NM, and in 1
NM increments for distance values greater than 100 NM. The
readout digits are displayed in magenta. for invalid FMS distances,
three amber dashes (------) replace the readout digits.

(i) Heading Select Bug

1 The PFD displays a cyan heading select bug on the outside of the compass
arc. The bug is capable of 360 degrees of motion, with a resolution of
1--degree increments. Increasing values of heading select cause a clockwise
movement of the bug. The pilot or copilot turns the HDG knob on the
GC--550 Guidance Control Unit to control the bug movement. When the
HDG knob is pushed, the heading select bug slews to the coupled--side
current heading display.

2 If the heading select bug is off--scale, an out--of--view arrow is displayed

pointing in the direction of the bug. For an invalid heading select, the PFD
removes the bug and arrow.

(j) Current Heading Lubber Line

1 A white, current heading lubber line is supplied at the apex of the compass
card as a pointer to the current heading value. Seven tick marks related to
the lubber line are positioned at 45--degree intervals around the outside of
the compass card.

2 A white stationary aircraft symbol is displayed in the center of the compass

card. The aircraft symbol indicates the aircraft’s position relative to the actual
heading and selected heading. The compass card rotates either clockwise
or counterclockwise around the aircraft symbol depending on the current
heading. For an invalid heading, the PFD displays a red HDG FAIL
annunciator above the stationary aircraft symbol.

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E. Partial Heading Compass Scale

(1) The partial heading compass display supplies a 45 degree arc with a digital
readout for an accurate interpretation of the heading. White long tick marks are
displayed at 10--degree intervals, and white short tick marks at intermediate
five--degree intervals. Digits and cardinal abbreviations are spaced around the inside
of the compass arc at 30--degree increments. Eight numeric identifiers (3, 6, 12, 15,
21, 24, 30, and 33) are located at 30, 60, 120, 150, 210, 240, 300, and 330 degrees.
Four cardinal abbreviations (N, E, S, and W) are shown at 0, 90, 180, and 270
degrees. All digits and cardinal abbreviations rotate with the compass. Figure 2--1--18
shows the partial heading compass display.
(2) A white stationary aircraft symbol is displayed at the centerpoint of the partial
compass arc. The aircraft symbol indicates the aircraft position relative to magnetic
north. The partial compass arc rotates either clockwise or counterclockwise around
the aircraft symbol depending on the current heading. Increasing values of heading
cause a counterclockwise rotation of the compass arc. For invalid heading, the PFD
displays red characters HDG FAIL, centered above the stationary aircraft symbol.
(a) Heading Digital Readout
1 The PFD displays a digital readout of the current heading when the partial
heading compass display is selected. The readout has a range from 001_ to
360_ with a resolution of one degree. Leading zeros are supplied for
heading values less than 100.
2 A white pointer box serves as a place holder for the readout digits, and as a
pointer to the current heading value. The readout digits are displayed in
green. For an invalid heading, three amber dashes (------) replace the digits.
(b) Ground Speed Readout
1 The PFD displays the ground speed (GSPD) in a digital readout that shares
the same location as the time--to--go and elapsed time digital readouts.
Ground speed is displayed in knots rounded to the nearest knot. The
readout range is 0 to 999 knots if the selected navigation sources is an
SRN, and 0 to 4095 knots if the selected navigation source is an FMS. The
display resolution is one knot. A white GSPD label annunciates the readout.
The readout digits are displayed in green if the on--side SRN is the
navigation source, and in yellow if the cross--side SRN is the navigation
source. The readout digits are displayed in magenta if the FMS is the
navigation source. A white KTS label is displayed next to the readout digits.
For an invalid ground speed, three amber dashes (------) replace the readout
digits.
(c) Wind Display
1 The FMS supplies the wind display information. The PFD then displays the
wind speed in a digital readout and the wind angle as an arrow. The readout
and arrow are displayed to the left of the heading compass scale, just below
the distance readout. The wind display is supplied for both SRN and LRN
modes.

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Figure 2--1--18. Primary Flight Display -- HSI Display Formats (Partial Heading Compass)

a Wind Speed Readout

(1) The PFD positions the wind speed readout to the left of the wind
angle arrow. Wind speed is displayed in knots. The readout has a
range from one knot to 255 knots with a resolution of one knot. The
readout digits are displayed in magenta. The PFD removes the
wind speed readout for an invalid wind speed, or when the wind
speed readout indicates 0 knots.

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b Wind Angle Arrow

(1) The PFD positions the magenta wind angle arrow to the right of the
wind speed readout. The wind angle is given in degrees. An
increasing wind angle causes a clockwise rotation of the arrow. The
arrow rotates about its center with 360 degrees of motion. The wind
angle arrow is displayed in magenta. The PFD removes the wind
angle arrow for an invalid wind speed, or when the wind speed
readout indicates 0 knots.

(d) Distance Identifier (FMS)

1 When FMS is the selected navigation source, the PFD displays a magenta
distance identifier that represents the TO waypoint. The PFD removes an
invalid TO waypoint identifier from the display.

(e) Elapsed Time Readout

1 Elapsed time is computed using an internal time base. The PFD displays
elapsed time in a digital readout that shares the same location as the
time--to--go and ground speed readouts. The readout range is from 0:0
(minutes:seconds) to 9:59 (hours:minutes). Leading zeros are displayed for
values less than 10. A white ET label annunciates the readout.

2 The ET button on the DC--550 Display Controller allows the pilot or copilot to
display the elapsed time. The ET button is also used to reset the elapsed
time readout. When elapsed time is less than one hour, the readout format is
MM:SS, where MM represents elapsed minutes and SS represents elapsed
seconds. When elapsed time is greater than one hour, the readout format is
HH:MM, where HH represents elapsed hours and MM represents elapsed
minutes. The PFD removes the elapsed time readout if the display controller
is invalid.

(f) Weather Radar Display

1 The pilot or copilot uses the FULL/WX button on the DC--550 Display
Controller to select the weather radar display for the PFD. The weather (WX)
radar display is case--referenced. The WX receiver/transmitter supplies
information on two control buses, a serial control interface (SCI) to the IAC
and a WX video interface bus to the PFD. The SCI bus contains the WX
modes and control information needed to supply status indications about the
weather radar receiver/transmitter on the PFD. The WX video interface bus
supplies the WX video data for display on the PFD. Figure 2--1--19 shows
the partial compass display with weather radar data.

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Figure 2--1--19. Partial Heading Compass Display with Weather Radar Data

a WX Half--Range Ring

(1) When the WX video data is selected for display, the PFD draws a
white 45 degree arc on the partial heading compass display. This
arc represents the WX half--range ring, and is positioned halfway
between the aircraft symbol and the compass card boundary. The
digital half--range value is centered below the right edge of the
half--range ring.

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(2) The pilot or copilot selects the weather radar range using the
control knob on the weather radar controller. The weather radar
range is limited to 5 NM thru 1,000 NM. The weather radar range
defaults to 50 NM for an invalid weather radar control bus. If the
weather radar range is invalid, it defaults to 100 NM (50 NM on the
half--range ring). Table 2--1--28 gives the available weather radar
ranges that can be selected.

Table 2--1--28. Weather Radar Ranges

Half--Range Ring
Weather Radar Selection (NM) Displayed Range (NM)
5.0 2.5
10.0 5
25.0 12.5
50.0 25
100.0 50
200.0 100
300.0 150
500.0* 250
1,000.0* 500
NOTE: * Flight plan mode on WX controller selected.

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b WX Video Display

(1) The PFD displays the WX video data in a 120 degree pattern if
sector scan has not been selected on the weather radar controller.
If sector scan has been selected, the PFD displays WX video data
in a 60 degree pattern. The 60 degree scan is further identified by
two white azimuth marks on the half--range ring at 30 degrees to
either side of an imaginary line running through the center of the
aircraft symbol. Table 2--1--29 specifies the display colors for
weather radar and ground map (GMAP) returns.

Table 2--1--29. Color Codes for Weather Radar Data

Return WX Mode GMAP Mode
Level 0 Black Black
Level 1 Green Cyan
Level 2 Yellow Yellow
Level 3 Red Magenta
Level 4 Magenta Black (N/A)
REACT Cyan Black (N/A)
Turbulence White Black (N/A)

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(2) A weather radar fault by itself does not remove or prevent weather
radar returns. If the PFD is not receiving weather radar data, it
erases the weather radar display. The PFD also removes the
weather radar display for an invalid weather radar control bus or an
invalid weather radar range. The PFD clears the weather radar
display for range changes, transitions into 60 degree scan, and on
transitions into or out of a system test or the GMAP mode.

c WX Mode Annunciator

(1) The WX mode annunciator is centered below the left edge of the
half--range ring. The PFD displays WX mode annunciators only
when the weather radar display is selected. Table 2--1--30 gives the
WX mode annunciators and their corresponding display colors.

Table 2--1--30. PFD WX Mode Annunciators

Annunciator Color Mode Description
FAIL Amber Test mode and faults
FPLN Green Flight plan mode
FSBY Green Forced standby mode (WOW)
GMAP Green Ground map mode
RCT Green Normal weather radar mode with REACT
R/T Green Weather radar with REACT and turbulence
(P880 only)
STBY Green Normal standby mode
TEST Green Test mode and no faults
WAIT Green Power--up mode for approximately 1 minute
WX Green Normal weather radar mode
WX Amber Invalid weather radar or invalid weather radar
control bus
WX/T Green Normal weather radar with turbulence (P880
only)

d WX Tilt Angle Readout

(1) The PFD displays the WX tilt angle readout only when the weather
radar display is selected. The readout range is --16_ to +15_ with a
resolution of one degree. The PFD displays a plus (+) sign in front
of positive values, and a minus (--) sign in front of negative values.
A degree symbol (_) is displayed with the tilt angle value if auto--tilt
is not active. If altitude compensated tilt (ACT) (a WU--880
receiver/transmitter feature) is active, an A is displayed in place of
the degree symbol. The readout digits are displayed in green.

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(2) A WX fault in a non--test mode does not cause the PFD to remove
or disable the tilt angle readout. The PFD removes the tilt angle
readout when the WX test mode is selected and faults are
detected. The PFD also removes the tilt angle readout for an invalid
weather radar control bus or an invalid tilt angle.

e WX Warning Annunciator

(1) The PFD displays WX warning annunciators if the standby modes

are not selected and the appropriate warning is selected throughthe
weather radar controller. The target alert annunciator has priority
over the variable gain annunciator. For an invalid weather radar
control bus, the PFD removes any currently displayed WX warning
annunciator. Table 2--1--31 gives the WX warning annunciators.

Table 2--1--31. WX Warning Annunciators

Annunciator Color Description
VAR Amber Variable Gain
TGT Green Target Alert Enable
TGT Amber Target Alert enabled and Level 3 WX return
detected in forward 15_ of antenna scan

f WX Fault Codes

(1) The PFD removes the WX tilt angle when the WX test mode is
selected and faults are detected. Instead, the PFD displays fault
codes in the WX tilt angle readout area. The WX
receiver/transmitter sends the fault codes to the PFD for display.
The fault codes are displayed in amber.

F. PFD Air Data Display Operation

(1) The PFD displays air data information in three prime viewing areas. Air data
information includes barometric altitude, indicated airspeed, and vertical speed.

(a) Altitude Display

1 The PFD presents the aircraft’s barometric altitude indication as a vertical

altitude tape display. The altitude tape display has chevrons positioned at
500 feet and 1,000 feet increments to indicate the climb or descent rate to
the pilot or copilot. The altitude tape display also has a rolling digital readout
for accurate interpretation of the barometric altitude. In addition, the altitude
display has an altitude trend vector, an altitude preselect readout, an altitude
preselect bug, and a barometric correction readout. Figure 2--1--20 shows
the PFD altitude display format.

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Figure 2--1--20. PFD Altitude Display

2 The AZ--850 MADC supplies the inputs for the barometric altitude, altitude
rate, and barometric correction. The flight director function supplies the input
for altitude select.
a Altitude Scale and Altitude Tape
(1) The altitude scale and altitude tape supply a trend indication of the
aircraft’s current barometric altitude. The PFD displays the altitude
tape as a vertically--oriented rectangle with gray shading. White tick
marks representing the scale are displayed at 100--feet increments
on the inside--left edge of the altitude tape.
(2) White, single line chevrons are present within the altitude tape in
500 foot increments. White, double line chevrons are present within
the altitude tape in 1,000 foot increments. A vertical line connects
the chevrons. White digits are centered and left--justified within the
chevrons at 500 foot increments.
(3) A white box outlining the rolling altitude digital readout is centered
within the altitude tape. The altitude tape moves vertically behind
the digital readout, and displays barometric altitude 550 feet from
the current altitude. The altitude tape can display altitudes from
--1,000 feet to +60,000 feet, with larger numbers displayed at the
top of the tape. Increasing values of barometric altitude cause
downward movement of the altitude tape.
(4) For invalid barometric altitudes, the PFD removes the readout
digits, and the tick marks and chevrons on the altitude tape. The
PFD also draws a red X over the altitude tape and scale.

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b Altitude Rolling Digital Readout

(1) A rolling digital readout of current barometric altitude is centered

within the altitude tape. The readout can display altitudes from
--1,000 to +60,000 feet. Display resolution is 20 feet with additional
resolution supplied by rolling the digits. Altitude values between 0
and 10,000 feet have a hashed box in the ten--thousands position.
This box serves as a place holder. Negative numbers have a
right--justified minus sign (--). The readout digits are displayed in
green.

c Altitude Trend Vector

(1) The magenta altitude trend vector supplies an indication of the

altitude rate. The input is scaled so the altitude trend vector
represents the altitude the aircraft should attain in 6 seconds if the
current altitude rate (vertical speed) is maintained. The PFD
displays the altitude trend vector at the vertical center of the altitude
tape, outside the left edge of the altitude tape outline. For an invalid
altitude rate, the PFD removes the altitude trend vector from the
display.

d Altitude Select Digital Readout

(1) The PFD displays the altitude select digital readout at the top of the
altitude tape. The readout has a range from --900 to +51,000 feet,
with a display resolution in 100 feet increments. A white box
outlines the readout digits displayed in cyan for normal conditions.
The box and readout digits change to amber for alert conditions.
For an invalid altitude select, five amber dashes (----------) replace
the readout digits.

e Altitude Select Bug

(1) The PFD displays the cyan altitude select bug on the left edge of
the altitude tape. The bug moves vertically along the tape in 100
foot increments. The bug is limited to 550 feet when the altitude
tape displays a barometric altitude 550 feet from the current
altitude. The portion of the bug past the 550 foot limit is masked.
For an invalid altitude select, the PFD removes the bug from the
display.

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f Altitude Alert

(1) The master flight director controls the altitude alert annunciator.
Alert annunciations are made up of an audio output, visual
indications, and a color change to the altitude select digital readout.
As the aircraft approaches within 1,000 feet of the selected altitude,
the readout changes colors until the aircraft is within 250 feet of the
selected altitude. The outline box around the readout and the
readout digits change colors as follows to supply an altitude alert
warning to the pilot or copilot.

Color Alert State

White (box) Normal
Green (digits)
Amber Alert

g Baro Set Digital Readout

(1) The PFD displays the baro set digital readout at the bottom of the
altitude tape. The readout can display both inches of mercury and
HectoPascals. The pilot or copilot uses the BARO knob on the PFD
bezel controller to set the barometric correction value in the
readout. Pushing the IN/HPA button on the bezel controller toggles
the readout between inches of mercury and HectoPascals.
Table 2--1--32 specifies the range and resolution of the digital
readout.

(2) The readout digits are displayed in cyan along with a white IN or HP
label to indicate inches of mercury (IN) or HectoPascals (HP).
Increasing values of barometric correction cause a decrease in the
barometric altitude readout. For an invalid barometric correction,
four amber dashes (----.----) replace the readout digits if inches of
mercury are selected, or three amber dashes (------) replace the
digits if HectoPascals are selected.

Table 2--1--32. Barometric Correction Range and Resolution

Selected Units Range Resolution Units Label
Inches of Mercury 16.00 to 32.00 0.01 IN
HectoPascals 541 to 1083 1 HPA

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(b) Airspeed Display

1 The PFD presents the aircraft’s airspeed indication as a vertical tape display.
The vertical tape display supplies a scrolling tape and digital readout for
accurate interpretation of airspeed. In addition, the airspeed display has an
airspeed trend vector, a selected airspeed digital readout and bug,
overspeed indications, Vspeed bugs, an IAS/Mach digital readout, and
Vspeed digital readouts. Figure 2--1--21 shows the PFD airspeed display
format.

2 The AZ--850 MADC supplies the inputs for calibrated airspeed, Mach, Vmo,
and Mmo. The flight director function supplies the input for the selected
airspeed. The inputs for V1 (critical engine failure speed), V2 (takeoff climb
speed), and VR (rotation speed) are derived from the MFD bezel controller
through the DC--550 Display Controller. The stall warning computer supplies
an angle of attack (normalized) input through the DA--800 DAU.

a Airspeed Scale and Airspeed Tape

(1) The airspeed scale and tape supply a trend indication of the
aircraft’s indicated airspeed (IAS). The airspeed tape is displayed
as a vertically--oriented rectangle with gray shading. White tick
marks representing the scale are shown at 10--knot increments on
the inside--right edge of the airspeed tape. Digits are right--justified
next to the tick marks at 20--knot increments, starting at 40 knots.

(2) A T--shaped box, centered within the airspeed tape, surrounds the
rolling digital readout of current airspeed. The airspeed tape moves
vertically behind the rolling digital readout, and displays airspeed
42 knots from the current airspeed. The airspeed tape displays
airspeeds from 40 knots to 450 knots, with larger numbers
displayed at the top of the tape. The airspeed tape parks at 40
knots and 450 knots for airspeeds below 40 knots and above 450
knots, respectively.

(3) For an invalid indicated airspeed, the PFD removes the readout
digits and the tick marks. The PFD also draws a red X over the
airspeed tape and scale.

b Airspeed Rolling Digital Readout

(1) A rolling digital readout of airspeed is located within the T--shaped

box centered within the tape proper. The digits are shown with the
ones position represented by rolling digits. The readout displays
airspeeds from 40 to 400 knots, with a resolution of one knot.
Additional resolution is supplied by rolling the ones digits.
Increasing values in the readout indicate a greater airspeed and
cause the ones digit to roll downward.

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(2) The readout digits are displayed in green for normal airspeeds. The
readout digits are displayed in amber if the trend vector exceeds
Vmo. The readout digits are displayed in red if the airspeed is equal
or greater than Vmo.

Figure 2--1--21. PFD Airspeed Display

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c Airspeed Reference Digital Readout

(1) The PFD displays the airspeed reference in a digital readout above
the airspeed tape. A white box outlines the readout. The readout,
along with the airspeed reference bug, supplies a full--time display
for the pilot independent of the flight director mode. However, a
selected airspeed reference can only be set when the speed mode
is engaged in either flight director. The readout range is 80 knots to
Vmo knots with a resolution of 1 knot when IAS is the selected
speed mode. The readout range is 0.20 Mach to Mmo with a
resolution of 0.01 Mach when Mach is the selected speed mode.

(2) The SPD control knob on the GC--550 Guidance Control Unit
controls the airspeed reference digital readouts and reference bugs
on each PFD. Clockwise knob rotation changes the readout digits in
one knot increments for IAS, or 0.1 increments for Mach.
Counter--clockwise knob rotation changes the readout digits in one
knot decrements for IAS, or 0.1 decrements for Mach. The knob is
also an integral button (PUSH IAS/M) that toggles the readout
between IAS and Mach when pushed. A cyan M follows the readout
digits when Mach is the selected speed mode.

(3) The readout digits are displayed in cyan for normal conditions. If the
aircraft speed exceeds Vmo, the readout digits are displayed in red.
If the airspeed trend vector exceeds Vmo, the readout digits are
displayed in amber. For an invalid selected airspeed, three amber
dashes (------) replace the readout digits when the selected speed
mode is IAS. When the selected speed mode is Mach, two amber
dashes (----M) replace the readout digits for an invalid selected
Mach.

d Airspeed Reference Bug

(1) The PFD positions the cyan airspeed reference bug on the right
edge of the airspeed tape. The bug moves vertically along the
airspeed tape with each one knot increment in IAS or 0.01
increment in Mach as selected airspeed changes. The bug is limited
to 42 knots or 0.107 Mach from the currently displayed airspeed
value. If the selected airspeed reference is set to a value outside
the display range of the airspeed tape, the bug parks itself at the
end of the tape, half visible. The PFD removes the bug for an
invalid selected airspeed, regardless of whether IAS or Mach is the
selected speed mode.

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e Acceleration Trend Vector

(1) The magenta acceleration trend vector supplies an indication of the

acceleration direction. The input is scaled so the trend vector
represents the airspeed the aircraft attains in 10 seconds if the
current aircraft acceleration is maintained. The trend vector is
displayed at the vertical center of the airspeed tape, outside the
right edge of the airspeed tape outline. The maximum movement of
the trend vector is 42 knots from the present airspeed. The trend
vector is inhibited on the ground during the takeoff phase. For an
invalid airspeed, the PFD removes the trend vector from the display
format.

f Vmo/Mmo Indicator

(1) The Vmo/Mmo indicator supplies an indication of overspeed

conditions. The PFD displays the Vmo/Mmo indicator as a red bar
inside the airspeed tape. The bar extends from the Vmo/Mmo tape
position to the top of the tape. If the aircraft speed exceeds Vmo or
Mmo, the digits in the airspeed reference digital readout and Mach
digital readout are displayed in red. If the airspeed trend vector
exceeds Vmo or Mmo, amber digits are displayed in both readouts.
For an invalid airspeed or Vmo, the PFD removes the Vmo/Mmo
indicator from the display format.

g Low Airspeed Awareness Indicator

(1) The low speed awareness represents the aircraft stall speed. The
stall speed is calculated as a function of the angle of attack (AOA)
supplied by the stall warning computer throughthe DAU. The PFD
displays the low airspeed awareness indicator as a red, amber, and
white thermometer located inside the airspeed tape, against the
right--hand edge. The white band (top) extends from 1.13 to 1.23
times Vstall. The amber band (middle) extends from 1.0 to 1.13
times Vstall. The red band (bottom) extends from 1.0 times Vstall to
the bottom of the airspeed tape.

(2) The PFD removes the low speed awareness indicator from the
display when weight on wheels indicates an on ground status. The
PFD also removes the low speed awareness indicator for an invalid
indicated airspeed or angle of attack. For an invalid angle of attack
or indicated airspeed, the PFD displays an amber AOA annunciator
next to the airspeed tape.

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h Vspeed Set Bugs

(1) Three Vspeed set bugs can be displayed on the airspeed scale and
set through the MFD bezel controller. These bugs allow the pilot or
copilot to visually monitor key airspeed references (Vspeeds), which
are further defined as V1, VR, and V2. The magenta V1 bug is the
decision speed reference bug. The cyan VR bug is the rotation
speed reference bug. The white V2 bug is the safety speed
reference bug.

(2) The Vspeed bugs move vertically with respect to the airspeed tape.
When a Vspeed bug set value is within 42 knots of the current IAS,
the bug is displayed at the airspeed scale position on the perimeter
of the airspeed tape. The bug is not visible if the Vspeed bug set
value is not within 42 knots.

(3) The PFD removes the Vspeed bugs from the display if they are
currently being displayed and the airspeed increases beyond 230
knots. The PFD also removes the Vspeed bugs from the display for
an invalid airspeed or invalid Vspeeds.

i Vspeed Digital Readouts

(1) Along with the Vspeed bugs, the PFD displays a digital readout of
each reference speed in the lower half of the airspeed tape. The
readout digits are displayed in the same color as the corresponding
Vspeed bug, which is positioned to the right of the readout. The
PFD positions the readouts in ascending order (V1, VR, V2),
starting at the bottom of the airspeed tape.

(2) On power--up, the digital readout displays three amber dashes

(------). The dashes change to digits when the respective Vspeed is
set by the MFD bezel controller. The PFD removes the Vspeed
readouts from the format for an invalid airspeed. The PFD removes
the readouts from the display when the airspeed increases to a
value where the first set bug is visible on the airspeed tape. For
invalid Vspeeds, three amber dashes (------) replace the readouts
digits.

j Mach Digital Readout

(1) The PFD displays a digital readout of Mach below the airspeed
tape. The readout has a range from 0.050 to 1.000 Mach with a
resolution of 0.001 Mach. A white M is displayed to the right of the
readout value. Hysteresis is applied to the Mach value, such that
the Mach readout is displayed when an increasing Mach number
exceeds 0.45. The Mach readout remains displayed until the Mach
value drops below 0.05, at which time the readout is removed.

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(2) The readout digits are displayed in green for normal conditions. If
the aircraft speed exceeds Mmo, the readout digits are displayed in
red. If the airspeed trend vector exceeds Mmo, the readout digits
are displayed in amber. For an invalid selected Mach, three amber
dashes (------) replace the readout digits when the selected speed
mode is Mach.

(c) Vertical Speed Display

1 The PFD presents the aircraft’s vertical speed as an analog arc display. The
arc display includes a vertical speed scale with a dynamic pointer, a digital
readout, and a vertical speed reference digital readout and bug. The MADC
supplies the input for the altitude rate. Altitude rate is the time derivative of
pressure altitude expressed in feet--per--minute. The flight director function
supplies the input for the vertical speed reference data. Increasing positive
values of vertical speed indicate a climb. Figure 2--1--22 shows the PFD
vertical speed display.

Figure 2--1--22. PFD Vertical Speed Display

a Vertical Speed Scale and Pointer

(1) The vertical speed scale and pointer supply an analog indication of
the aircraft’s vertical speed. The scale is displayed as a white 134
degree arc with digits representing thousands of feet per minute of
vertical speed displayed at the following scale positions: 0, 1,000,
2,000, and 3,000. Only the thousands position of each digit is
displayed. The scale is non--linear to supply increased resolution
around zero vertical speed.

(2) Tick marks representing 500 feet per minute increments are
displayed on the arc from --3,000 to +3,000 feet per minute. A small
tick mark identifies the 500 feet per minute positions. A large tick
mark identifies the 1,000, 2,000, and 3,000 feet per minute
positions.

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(3) A pointer is continuously displayed on the vertical speed scale to

indicate the vertical speed of the aircraft. Pointer movement is
non--linear; greater resolution is supplied for vertical speeds
between 1,000 feet/minute. Display resolution is highest between
1,000 feet/minute, and lowest outside of 3,000 feet/minute. For
vertical speeds of +3,5000 feet/minute, the pointer is positioned at
the corresponding negative or positive end points of the scale. The
pointer is displayed in green for normal vertical speed conditions,
and in red for alert conditions.

(4) For an invalid vertical speed, the PFD displays the vertical speed
scale as follows:
• The pointer is removed from the display.
• A box is displayed vertically in the center of the scale with red
letters VS centered in the box.
b Vertical Speed Digital Readout

(1) The PFD displays a digital readout of the actual vertical speed in
the center of the vertical speed scale. The readout range is from
--9,900 to +9,900 feet/minute with a resolution of 50 feet/minute.
The PFD removes the readout from the display for vertical speeds
between --550 feet/minute and +550 feet/minute. The readout digits
are displayed in green for normal vertical speed conditions, and in
red for alert conditions.

c Vertical Speed Reference Digital Readout

(1) The PFD displays the vertical speed reference digital readout
above the vertical speed scale when the vertical speed mode is
engaged in the flight director. A white box outlines the readout. The
readout has a range from --6,000 feet per minute to +6,000 feet per
minute, with a display resolution of 100 feet per minute. The
readout digits are displayed in cyan.

(2) The pilot or copilot uses the SPD knob on the GC--550 Guidance
Control Unit to select a vertical speed reference. A master/slave
condition exists, such that the master IAC drives both the pilots and
copilots vertical speed reference readout. If neither flight director is
engaged in the vertical speed mode, the PFD removes the vertical
speed reference readout and reference bug from both PFDs. The
PFD also removes the vertical speed reference digital readout for
an invalid vertical speed reference.

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d Vertical Speed Reference Bug

(1) The PFD displays the cyan vertical speed reference bug when the
vertical speed mode is engaged in the flight director. The bug is
positioned along the inside edge of the vertical speed scale. The
bug travels from --6,000 feet per minute to +6,000 feet per minute in
100 feet per minute increments. For an invalid vertical speed
reference, the PFD removes the reference bug.

G. PFD TCAS Display Operation

(1) This section defines the symbols (resolution advisories, traffic, and annunciations)
used on the PFD for the traffic alert and collision avoidance system (TCAS). Data is
received from the TCAS computer through a high speed ARINC 429 input bus.
Figure 2--1--23 shows the TCAS symbols and annunciators displayed on the PFD.

(2) The PFD displays TCAS resolution advisories (RA) and general TCAS operating
modes and failure annunciations. An RA is a display indication given to the pilot
recommending or prohibiting a maneuver to hazardously close encounters with an
intruding aircraft. There are two types of RAs: corrective and preventative. A
corrective RA instructs the pilot to deviate from current vertical speed to avoid the
intruder. A preventative RA instructs the pilot to avoid certain deviations from the
current vertical speed. The TCAS computer supplies RA directions in the form of
vertical speed commands, which are displayed in the vertical speed scale.

(a) TCAS Vertical Speed Indications (VSI)

1 Resolution advisories consists of one or two red bands, and up to one green
band located on the inside of the vertical speed scale. The red bands signify
vertical speeds that should be avoided if the RA is preventive, or regions
that should be immediately flown from if the RA is corrective. The green
band supplies a fly--to indication that is a vertical speed command cue for
the pilot during corrective RAs. The colors of the vertical pointer and digital
readout reflect the color of the TCAS RA band the pointer is currently in.

a Red Band(s)

(1) The PFD places the red band(s) on the inside of the vertical speed
scale as shown in Figure 2--1--23. The red bands are made up of
two thick lines whose length are determined by information in the
vertical RA input data. The down advisory red band starts at the
upper display limit of the vertical speed scale and extends down to
the specified value. A red tick mark is displayed at the upper display
limit. The up advisory red band starts at the lower display limit of the
vertical speed scale and extends up to the specified value. A red
tick mark is displayed at the lower display limit.

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(2) For the case where the up advisory states don’t climb and the down
advisory states don’t descend, the red stroked zone from --8,100 to
--250 feet/minute and from +250 to +8,100 feet/minute is displayed.
A red tick mark is displayed at the most positive and negative ends
of the scale. In the preventative case, the remainder of the vertical
speed scale that is not a red band is displayed as a white band.
The PFD removes the red band(s) from the display format for an
invalid VSI TCAS display.

Figure 2--1--23. PFD TCAS Display

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b Green Band

(1) When the TCAS RA combined control indicates a climb corrective

RA, the green fly--to zone is attached to the end of the red zone
defined by the TCAS RA up advisory. When the TCAS RA
combined control indicates a descend corrective RA, the green
fly--to zone is attached to the end of the red zone defined by the
TCAS RA down advisory. The green fly--to zone is not displayed
when the TCAS RA combined control indicates a preventative RA.
The green band is four lines wide and equals the linear distance
from the 1,500 to 2,000 feet/minute distance on the vertical speed
scale.

(2) A special case exists in which the green band is placed at a fixed
position on the scale. This occurs when the TCAS RA down
advisory states don’t climb and the TCAS RA up advisory states
don’t descend, which can occur while flying around the zero
feet/minute vertical rate. A green band is forced onto the vertical
speed scale, centered at zero feet/minute, to supply a clear safe
band for the pilot. The pilot then keeps the current vertical speed in
this safe band zone. The red bands have endpoints at the edges of
the green band (approximately 250 feet/minute) in this case. The
PFD removes the green band from the display format for an invalid
VSI TCAS display.

(b) TCAS Mode Annunciator

1 The PFD displays TCAS mode annunciators based on conditions given in

Table 2--1--33. The TCAS mode annunciators are displayed with the priority
given in the table: highest first and lowest last.

Table 2--1--33. PFD TCAS Mode Annunciators

Annunciator Color Condition
TCAS FAIL Amber Indicates that TCAS data is invalid.
TCAS TEST White Indicates the TCAS is undergoing a functional test.
TCAS OFF White Indicates the TCAS is not in an operating mode.
TA ONLY White Indicates the TCAS is in a traffic advisory (TA)
mode only.
RA FAIL Red Indicates that resolution advisories are not
available.
TCAS INOP White Indicates the TCAS is not enabled, but is
strapped.

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H. PFD Miscellaneous Annunciators

NOTE: Figure 2--1--24 shows the locations of the PFD miscellaneous annunciators.

(1) Air Data Computer Source Annunciator

(a) The pilot or copilot can select the air data computer (ADC) through the buttons
on the reversionary panel. The buttons select either ADC No. 1 or ADC No. 2 as
the source for air data displays on the PFD. The PFD displays an amber ADC
annunciator to indicate which ADC is providing the air data information.
Table 2--1--34 gives the annunciators and associated colors for the ADC
annunciator.

Table 2--1--34. ADC Source Annunciators

SG Reversion ADC Reversion ADC Annunciator Color
Selection Selection
Pilot Copilot Pilot Copilot Pilot Copilot N/A
Normal Normal Normal Normal None None Amber
Normal Normal Reversion Normal ADC2 ADC2 Amber
Normal Normal Normal Reversion ADC1 ADC1 Amber
Normal Normal Reversion Reversion ADC2 ADC1 Amber
Reversion Normal N/A Normal ADC2 ADC2 Amber
Reversion Normal N/A Reversion ADC1 ADC1 Amber
Normal Reversion Normal N/A ADC1 ADC1 Amber
Normal Reversion Reversion N/A ADC2 ADC2 Amber

(2) Air Data Computer Test Annunciator

(a) The PFD displays a red ADC TEST annunciator when calibrated airspeed valid
and barometric altitude valid from the displayed ADC source indicate a functional
test. The ADC source annunciator and ADC TEST annunciator share the same
location on the PFD. The ADC TEST annunciator has priority over the ADC
source annunciator. While the ADC TEST annunciator is displayed, the air data
information remains displayed on the PFD.

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(3) AHRS Test Annunciator

(a) The PFD displays a red ATT TEST annunciator in the upper--center portion of
the ADI sphere when pitch angle valid and roll angle valid from the displayed
heading source indicate a functional test. When magnetic heading valid from the
displayed attitude heading source indicates a functional test, a red HDG TEST
annunciator is displayed on the full heading compass scale or partial heading
compass scale. The ATT TEST and ATT FAIL annunciators share the same
locations on the PFD, as do the HDG TEST and HDG FAIL annunciators. The
ATT FAIL and HDG FAIL annunciators have priority over the ATT TEST and HDG
TEST annunciators. During an AHRS test, the attitude and heading information
remain displayed.

Figure 2--1--24 (Sheet 1). PFD Miscellaneous Annunciators

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Figure 2--1--24 (Sheet 2). PFD Miscellaneous Annunciators

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(4) Symbol Generator Annunciator

(a) The symbol generator (SG) source annunciator supplies an indication to the pilot
or copilot when the display processing function is reverted to a single IC--600
IAC. Symbol reversion forces the PFD formats on the pilot side and copilot side
to be the same. An amber SG1 annunciator is displayed when the SG reversion
switch on the reversionary panel indicates that all SG functions are reverted to
the left--side IAC. An amber SG2 annunciator is displayed when the SG
reversion switch indicates that all SG functions are reverted to the right--side
IAC. When the SG reversion switch indicates a normal SG selection, no
annunciators are displayed on either PFD.
(5) Navigation Source Annunciator
(a) The PFD displays navigation source annunciators in a left--justified,
four--character field. The pilot or copilot pushes the NAV button on the DC--550
Display Controller to select a short range navigation (SRN) source for display on
the PFD. The navigation source annunciator defaults to VOR1 on the pilots side
or VOR2 on the copilots side if the display controller becomes invalid.
Table 2--1--35 gives the navigation source annunciators and associated colors
that can be displayed on the PFD. The navigation source latches to the last
selected source if the display controller is invalid.

Table 2--1--35. Navigation Source Annunciators

Annunciator Color Primary Navigation Source
VOR1 Green NAV No. 1
VOR2 Green NAV No. 2
ILS1 Green NAV No. 1 (TTL)
ILS2 Green NAV No. 2 (TTL)
FMS Magenta FMS

(6) FMS Cross--Track Mode Annunciator

(a) The PFD only displays the FMS cross--track mode annunciator if the selected
navigation source is an FMS. An amber SXTK annunciator is displayed when the
FMS cross--track mode is set. The PFD removes the SXTK annunciator from the
display format for invalid FMS modes and FMS warnings.
(7) FMS Accuracy Annunciator
(a) The FMS accuracy annunciators share the same position on the PFD. These
annunciators are only displayed if the selected navigation source is an FMS. The
priority for displaying FMS accuracy annunciators is from highest to lowest as
follows:
• APP (GPS Approach Mode)
• No annunciation for the terminal mode
• APP (FMS Approach Mode).

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1 GPS Approach Mode

a For a GPS approach, the PFD displays a cyan APP annunciator that
flashes for 10 seconds at a rate of one second on and 0.5 seconds
OFF, then remains steady. Full scale sensitivity of the cross--track
distance/deviation is 0.3 NM. Full scale sensitivity of the vertical
deviation is 150 feet.

2 GPS Terminal Area Mode

a For a GPS terminal area mode, the PFD displays no annunciator. Full
scale sensitivity of the cross--track distance/deviation is 1 NM. Full
scale sensitivity of the vertical deviation is 500 feet.

3 FMS Approach Mode

a For an FMS approach mode, the PFD displays a magenta APP

annunciator. Full scale sensitivity of the cross--track distance/deviation is
1.25 NM. Full scale sensitivity of the vertical deviation is 150 feet.

(8) FMS Status Annunciators

(a) When the selected navigation source is an FMS, the PFD displays FMS status
annunciators for waypoint alert, dead reckoning, degrade, and GPS integrity in
the same location on the display format. Table 2--1--36 gives the FMS status
annunciators in priority order.

Table 2--1--36. FMS Status Annunciators

Annunciator Color Description
WPT Amber The PFD displays this amber annunciator when
FMS waypoint alert is active.
DR Amber The PFD displays this amber annunciators
when FMS dead reckoning is active.
DGR Amber The PFD displays this amber annunciator when
the FMS navigation integrity warning is active.
INTEG Amber The PFD displays this amber annunciator when
GPS integrity fail is active.

(9) FMS Message Annunciator

(a) The PFD displays an amber MSG annunciator when an FMS message warning
is active. The annunciator flashes continuously when active to alert the pilot or
copilot. The PFD removes the MSG annunciator from the display format for
invalid FMS modes and warnings.

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(10) Vertical Track Alert Annunciator

(a) The PFD displays an amber vertical track alert (VTA) annunciator above the
vertical deviation scale when the selected navigation source is an FMS. The VTA
annunciator is above the FMS label on top of the FMS vertical deviation scale.
The VTA annunciator flashes for 5 seconds when activated, then remains steady.
The PFD removes the VTA annunciator from the display format for an invalid
vertical track alert.

(b) The VTA annunciator is displayed any time the FMS commands a vertical track
change. It is displayed 60 seconds before a change from level flight to either a
climb or descent. If the aircraft is completing a climb or descent, the vertical alert
is displayed 1000 feet before level off. A vertical alert is not displayed when the
level off altitude is set on the altitude selector.

(11) ILS Approach Category Annunciator

(a) The PFD displays a steady green CAT1 annunciator if the following criteria is
satisfied:

• CAT2 RA minimums is set.

• CAT2 is enabled.
• The displayed RA minimums value is greater than or equal to 80 feet.
• A single PFD is displaying valid ILS deviations.
• The remaining CAT2 conditions are not met.

(b) The CAT1 annunciator flashes for 5 seconds, then remains steady if CAT2 was
previously displayed before the CAT2 conditions were dropped and reverted to
CAT1 conditions.

(c) The PFD displays a steady green CAT2 annunciator if all CAT2 conditions are
met, and CAT1 was not previously annunciated. The CAT2 annunciator flashes
for five seconds and then remains steady if CAT1 was previously displayed
before the CAT2 conditions are met. An amber CAT2 annunciator flashes for 10
seconds and then remains steady if CAT2 goes invalid after being active. The
CAT2 conditions are given below:

• No reversions (SG, AHRS, ADC) on either PFD

• Attitude and heading valid on both PFDs
• Valid airspeed and altitude on both PFDs
• No comparison monitors are tripped on either PFD
• An active approach mode
• Glideslope deviation is valid on both PFDs
• CAT2 RA minimums set (greater than 80 feet; less than 200 feet).

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(12) Windshear Annunciator

(a) The PFD displays the WDSHEAR annunciator using the color logic specified in
Table 2--1--37 if the windshear computer indicates either a windshear caution or
windshear warning condition. For both windshear conditions, the WDSHEAR
annunciator flashes for 10 seconds at a rate of 1 second on and 0.5 seconds
OFF, then remains steady. If the WDSHEAR annunciator is currently flashing and
the annunciator transitions from a caution status to a warning status, or from a
warning status to a caution status, then the annunciator flashes for an additional
10 seconds before becoming steady.

Table 2--1--37. Windshear Annunciators

Windshear Type Display Color
Caution Amber
Warning Red

I. PFD Comparison Monitor Annunciators

NOTE: Figure 2--1--25 shows the locations of the PFD comparison monitor
annunciators.

(1) Comparison monitors indicate to the pilot and copilot that there is a difference
between pilot and copilot displayed data. All comparison monitors flash for 10
seconds when activated, then remain steady.

(a) Indicated Airspeed (IAS) Comparison Monitor Annunciator

1 The PFD displays an amber IAS annunciator in the upper left corner of
airspeed tape when the IAS comparison monitor becomes active. The IAS
comparison monitor activates when the IAS deviates by more than 10 knots.
The IAS comparison monitoring occurs only if both IAS values are above 60
knots.

(b) Pitch (PIT) and Roll (ROL) Attitude Comparison Monitor Annunciator

1 The PFD displays pitch and roll attitude annunciators within the upper half of
the ADI sphere. The PFD displays an amber PIT annunciator when the pitch
comparison monitor becomes active, which occurs when the pitch attitude
deviates by more than 5 degrees. The PFD displays an amber ROL
annunciator when the roll comparison monitor becomes active, which occurs
when the roll attitude deviates by more than 6 degrees. When both
comparison monitors become active simultaneously, the PFD displays an
amber ATT annunciator.

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Figure 2--1--25. Comparison Monitor Annunciators

(c) Radio Altitude (RA) Comparison Monitor Annunciator

1 If the aircraft has two radio altimeter units installed, the PFD displays an
amber RA annunciator to the right of the airspeed tape when the RA
comparison monitor becomes active. The comparison monitor arms when at
least one radio altimeter is less than 2,500 feet. Pushing the system TEST
knob on the DC--550 Display Controller forces the RA annunciator to go
OFF.

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(d) Glideslope (GS) and Localizer (LOC) Comparison Monitor Annunciators

1 The PFD displays the GS, LOC, and ILS annunciators in the same location
on the display format, which is just below the radio altitude comparison
monitor annunciator. The PFD displays an amber GS annunciator when the
glideslope comparison monitor becomes active because of the following
conditions:
• Glideslope values differ by more than 51 millivolts.
• LOC is the selected navigation source.
2 The PFD displays an amber LOC annunciator when the localizer comparison
monitor becomes active because of the following conditions:
• Localizer values differ by more than 40 millivolts.
• LOC is the selected navigation source.
3 The PFD displays an amber ILS annunciator when both the glideslope and
localizer comparison monitors become active simultaneously.

(e) CAS Comparison Monitor Annunciator

1 The PFD displays an amber CAS MSG annunciator below the glideslope
and localizer comparison monitor annunciation area. The CAS MSG
annunciator flashes for the first 10 seconds, then remains steady. The
comparison monitor becomes active when a red level CAS message is
output by the on--side IAC, but not the cross--side IAC.

(f) Heading (HDG) Comparison Monitor Annunciator

1 The PFD displays an amber HDG annunciator below the RA minimums

digital readout when the heading comparison monitor becomes active. The
comparison monitor threshold is 6 degrees depending upon displayed roll
angle.

(g) Altitude (ALT) Comparison Monitor Annunciator

1 The PFD displays an amber ALT annunciator in the upper right corner of the
altitude tape when the altitude comparison monitor becomes active. The
altitude comparison monitor activates when pressure altitudes from the air
data computers deviate by more than 200 feet.

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J. PFD Test Mode Operation

(1) The system test supplies for a failure mode annunciator and familiarization of the
PFD display format. The test is functional while weight--on--wheels (WOW) is sensed
and airspeed is less than 50 knots. Pushing and holding the system TEST knob on
the applicable DC--550 Display Controller initiates the test mode on the
corresponding PFD. The test mode causes the PFD to display a test page format that
remains displayed for the first 4 seconds the button is held in. After the first 4
seconds, an initiated built--in test activates.

(a) Weight--On--Wheels Test Mode Display Formats

1 The test page format of the failure mode annunciation and familiarization
supply the symbols and colors illustrated in Figure 2--1--26. Display formats
not specifically mentioned do not change. The PFD displays the following
items in their invalid state:
• Altitude select digital readout
• Altitude indicator (tape and digital readout)
• Vertical deviation (scale and pointer)
• Baro set digital readout
• Vertical speed indicator (pointer and digital readout)
• TTG/GSPD/ET readout
• Heading select digital readout
• Lateral deviation (scale and bar)
• Distance readout.

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Figure 2--1--26. PFD Familiarization Test Format

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• Course Select/Desired Track (digital readout and pointer)

• Mach Digital Readout
• Airspeed Indicator (tape and digital readout)
• Airspeed Reference Digital Readout.

2 The PFD is forced to display the following items:

• All Comparison Monitor Annunciators

• A Red ATT FAIL Annunciator in the ADI Sphere
• A Red HDG FAIL Annunciator in the HSI Display
• All Three Beacon Markers
• A Magenta TEST in the Upper--Left Portion of the Display
• An Amber AP Annunciator in the Autopilot Status Annunciation Field
• An Amber YD Annunciator in the Yaw Damper Status Annunciation Field
• RA Minimum Displays at the Last Set Value
• Radio Attitude Valid Display.

3 The PFD removes the following display items:

• All Bugs (airspeed, altitude, heading, drift, vertical speed)

• All Pointers (bearing, To/From)
• Flight Director Information (command bars/cues, mode annunciators, FPA
symbols)
• Low Airspeed Awareness Indicator
• Vspeed Bugs and Digital Readouts
• Vmo/Mmo Indicator
• Acceleration Trend Vector
• Low Altitude Awareness Indicator
• Altitude Trend Vector
• Vertical Speed Reference Digital Readout.

(b) Not Weight--On--Wheels Test Mode Display Formats

1 The PFD displays a red TEST annunciator in the armed lateral flight director
annunciation field, and removes the following items:

• Flight Director Modes

• Flight Director Command Bars
• Flight Director Couple Arrow.

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K. Multifunction Display Operation

(1) The multifunction display (MFD) provides the pilot with a variety of displays that are
menu driven. These menus are controlled by six bezel--mounted menu keys and one
rotary knob on the BL--871 MFD Bezel Controller, or by buttons on the DC--550
Display Controller. The menu buttons work in concert with the menu selections
provided at the bottom of the MFD. Figure 2--1--27 shows the front panel layout for
the MFD bezel controller. The menus change as a function of which mode is selected
for the display. The MFD displays include the following:
• Main Menu Display
• System Page Menu Display
• MFD Menu Display
• Electronic Checklists
• TCAS Data
• Weather Radar Display
• Weather Radar Mode Annunciators
• Enhanced Ground Proximity Warning Display
• MAP Display for FMS Lateral Navigation
• PLAN Display for FMS Lateral Navigation.

Figure 2--1--27. BL--871 MFD Bezel Controller

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(a) General Operation

1 The MFD bezel controller menus are organized in the hierarchical structure
shown in Figure 2--1--28. The main menu selection is provided on each MFD
as the power--up default menu. A number of submenus can be accessed
through the main menu display. A white box is placed around the selected
menu item. A white box is also placed around momentary menu selections
while the corresponding menu key is depressed. Selecting a new submenu
item removes the currently displayed menu and any outline boxes that are
being displayed. The newly selected submenu is then displayed in its
previously configured state, or default state if the submenu is being selected
for the first time.

MENU
MAP M/P
SYS MFD CKLST TCAS W/X PLAN RNG

CHECK LIST
ECS M/P M/P
RTN T/O A/I FUEL HYD ELEC RNG RTN SKP LNBK PAG RCL ENT RNG

SINGLE FMS DUAL FMS

MENU MENU
NAV M/P MFD NAV M/P
RTN SPDS JSTK APT DATA MAINT RNG RTN SPDS JSTK SRC APT DATA RNG

V1 VR V2 AP JOYSTICK
M/P
RTN 89 --- --- --- SET RTN SKP RCL ENT RNG
ID--119641

Figure 2--1--28. BL--871 MFD Bezel Menu Tree

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2 When the MFD bezel menu indicates MENU INOP, the MFD menu is
replaced by an amber MENU INOP annunciator as shown in Figure 2--1--29.

Figure 2--1--29. MFD INOP

a Menu Operations

(1) Table 2--1--38 describes the menu operations for the following menu
operations that can be performed through menu keys on the MFD
bezel controller:

• Selecting a Submenu or Subsequent Menu Page

• Toggling a Menu Item Selection
• Momentarily Selecting a Menu Item
• Selecting a Parameter for Display
• Selecting a Variable Parameter for Setting a Display Value.

Table 2--1--38. Menu Key Operations

Operation Description
Submenu Selections Pushing the bezel key associated with a submenu label selects that submenu,
causing the MFD to display the submenu. The RTN menu key on the bezel
controller selects (activates) the main menu.
Toggling Selections A toggling selection consists of either single or multiple labels associated with a
menu key. Pushing the key causes the menu item to sequence through the
possible associated selections.
Momentary Selections A momentary action is performed by pushing a menu key associated with a label
describing an action that occurs only once per key push, or continues as long as
the key is held down.
Parameter Selections A parameter or set of parameters is selected for display when the associated menu
key is pushed. This causes the menu item to be boxed and the parameter to be
displayed on the MFD in the appropriate format. Repeatedly pushing the menu key
does not deselect the parameter.
Select for Set The menus provide access to parameters such as the V1 reference. The rotary
knob is used for setting the parameter values for display on the MFD.

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b MFD Rotary Knob

(1) The MFD rotary knob allows parameter values to be entered for
display, and controls the range of the values. Rotary knob control is
accomplished by pushing the menu key associated with the desired
parameter. When a parameter is selected, an annunciator is
displayed above the rotary knob labeling its current functionality.
The pilot or copilot can then rotate the rotary knob to adjust the
parameter values (select for set). The PFD displays amber dashes
instead of the parameter value when an invalid parameter value is
selected.

(2) When the map or plan format is selected for the MFD, the pilot or
copilot uses the rotary knob to select various map ranges. Rotating
the knob selects a map or plan range in increments of: 2.5, 5, 12.5,
50, 100, 150, 300, and 600 Nautical Miles (NM). The power--up
default setting is 100 NM.

(b) MFD Bezel Menus

1 The MFD bezel menus are described in the following paragraphs. Unless
otherwise specified, all text items are displayed in small white characters
and centered above the corresponding menu key for a menu selection. The
knob label (M/P RNG, SET) also consists of small characters unless
otherwise specified. The actual bezel menu displays do not show the menu
headings (i.e., MAIN is not shown above the main menu bezel display).
However, the dim white line above the menu selections is always displayed.

a MFD Main Menu

(1) The MFD main menu is the power--up default menu, and is
displayed upon return from any submenu. Figure 2--1--30 shows the
main menu bezel display. The M/P RNG menu label is removed
from the main menu display if WX data is selected for the MFD. The
main menu display is automatically selected if the TCAS computer
detects a resolution advisory (RA) or traffic advisory (TA) condition.
The TCAS display window overrides the system page menu display
on the MFD to display TCAS information for the pilot or copilot.

Figure 2--1--30. MFD Main Menu Display without EGPWS Installed

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(2) Main menu key selections are described in the following

paragraphs:

(a) Pushing the SYS menu key selects the system page bezel
menu for controlling the system pages displayed on the MFD.

(b) Pushing the MFD menu key selects the MFD bezel menu for
controlling navigation and speed set functions.

(c) Pushing the CKLST menu key provides the following functions:
• The MFD removes the current system page being displayed.
• The MFD removes the TCAS display if it was being
displayed.
• The MFD displays the electronic checklist.
• The MFD displays the checklist bezel menu for controlling
the checklist functions.
(d) Pushing the TCAS menu key provides the following functions:
• Pushing the menu key toggles the MFD between TCAS ON
and TCAS OFF; the power--up default is TCAS OFF.
• Toggling to TCAS ON displays a box around the TCAS
menu item, removes the currently selected system page,
and displays the TCAS zoom window.
• Toggling to TCAS OFF removes the box around the TCAS
menu item, removes the TCAS zoom window, and displays
the previously selected system page.
(e) Pushing the WX menu key provides the following functions:
• If the weather radar is on and transmitting, pushing the WX
menu key toggles the MFD between WX ON and WX OFF;
the power--up default is WX OFF.
• If the weather radar is not on, pushing the WX menu key
has no effect
• Toggling to WX ON displays a box around the WX menu
label, selects the MFD map display format if the plan display
format was selected, and displays WX data on the MFD.
• Toggling to WX OFF removes the box around the WX menu
item and removes the WX data from the MFD.

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(f) If the aircraft is equipped with EGPWS, pushing the WX TERR

menu key provides the following functions:
• Toggling to WX ON displays a box around the WX menu
label, selects the MFD map display format if the plan display
format was selected, and displays WX data on the MFD.
• Toggling to TERR ON displays a box around the TERR
menu label and displays TERR data on the MFD.
• Toggling to OFF removes the box around the WX or TERR
menu item and removes the data from the MFD.
(g) Pushing the MAP/PLAN menu key (if displayed) provides the
following functions:
• Pushing the MAP/PLAN menu key toggles the MFD
between the map and plan display formats; the power--up
default is map
• Toggling to MAP removes the box around the PLAN menu
item, displays a box around the MAP menu item, removes
the plan format, displays the map format, and selects WX
ON if the WX display was previously removed from the MFD
• Toggling to PLAN removes the box around the MAP menu
item, displays a box around the PLAN menu item, removes
the map format, displays the plan format, and selects WX
OFF if the WX display is currently selected.
(h) Pushing the PPOS INIT menu key (if displayed) provides the
following functions:
• If it is the first entry into the PPOS sub--menu after a cold
start, pressing the PPOS INIT initializes the set latitude and
longitude from the selected FMS.
• The MFD displays the MFD bezel menu for the PPOS
sub--menu.
• The MFD removes the TCAS display if it was being
displayed.
• The Present Position Initialization entry page is displayed
(i) The rotary knob controls the range for the MFD map or plan
display. When the WX display is selected for the MFD, the
rotary knob has no control of weather radar range. The weather
radar controller is used to select the desired weather radar
range.
b System Page Menu
(1) System pages are displayed full time on the MFD display format,
regardless of which system page menu is being displayed. The only
time a system page is not displayed is when the checklist or TCAS
menu has been selected for display. Figure 2--1--31 shows the
system page menu bezel display.

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Figure 2--1--31. System Page Menu Display

(2) System page menu key selections are described below:

• RTN (Return) -- Pushing the RTN menu key returns the MFD to
the main menu display.
• T/O (Takeoff) -- Pushing the T/O menu key selects the takeoff
system page for display on the MFD. The T/O menu key has two
states: selected and not selected. If the state is selected,
pushing the T/O menu key has no effect. If the state is not
selected, pushing the T/O menu key provides the following
actions:
-- The state transitions to selected.
-- The MFD removes the box around the previously selected
system page menu item.
-- The MFD displays a box around the T/O menu item.
-- The MFD removes the previously selected system page.
-- The MFD displays the takeoff system page.
• Environmental Control System (ECS) -- Pushing the ECS menu
key selects the environmental control system page for display on
the MFD. The ECS menu key has two states: selected and not
selected. If the state is selected, pushing the ECS menu key has
no effect. If the state is not selected, pushing the ECS menu key
provides the following actions:
-- The state transitions to selected.
-- The MFD removes the box around the previously selected
system page menu item.
-- The MFD displays a box the ECS and A/I menu items.
-- The MFD removes the previously selected system page.
-- The MFD displays the environmental control system page.
• FUEL -- Pushing the FUEL menu key selects the fuel system
page for display on the MFD. The FUEL menu key has three

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states: selected, reset, and not selected. If the state is not

selected, pushing the fuel menu key provides the following
actions:
-- The state transitions to selected.
-- The MFD removes the box around the previously selected
system page menu item.
-- The MFD displays a box around the FUEL menu item.
-- A RESET menu label appears above the FUEL label.
-- The MFD removes the previously selected system page.
-- The MFD displays the fuel system page.
(a) If the state is selected, pushing the fuel menu key provides the
following actions:
• The state transitions to reset.
• The MFD removes the box around the FUEL menu item.
• The MFD displays a box around the RESET menu item.
(b) If the state is reset, pushing the fuel menu key provides the
following actions:
• The state transitions to selected.
• The MFD resets the fuel used quantity readout on the fuel
system page to zero.
• The MFD removes the box around the FUEL menu item.
• The MFD displays a box around the FUEL menu item.
(c) Hydraulic (HYD) -- Pushing the HYD menu key selects the
hydraulic system page for display on the MFD. The HYD menu
key has two states: selected and not selected. If the state is
selected, pushing the HYD menu key returns the MFD to the
main menu display, and maintains the display of the hydraulic
system page. If the state is not selected, pushing the HYD
menu key provides the following actions:
• The state transitions to selected.
• The MFD removes the box around the previously selected
system page menu item.
• The MFD moves the RTN label to a position directly above
the HYD
menu item.
• The MFD displays a box around the HYD menu item.
• The MFD removes the previously selected system page.
• The MFD displays the hydraulic system page.

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(d) Electrical (ELEC) -- Pushing the ELEC menu key selects the
electrical system page for display on the MFD. The ELEC
menu key has two states: selected and not selected. If the
state is selected, pushing the ELEC menu key returns the MFD
to the main menu display, and maintains the display of the
electrical system page. If the state is not selected, pushing the
ELEC menu key provides the following actions:
• The state transitions to selected.
• The MFD removes the box around the previously selected
system page menu item.
• The MFD moves the RTN label to a position directly above
the ELEC menu item.
• The MFD displays a box around the ELEC menu item.
• The MFD removes the previously selected system page.
• The MFD displays the electrical system page.
(e) Rotary (M/P RNG) Knob -- The rotary knob remains functional
to control the range for the MFD map or plan display formats.
When the WX display is selected for the MFD, the rotary knob
has no control of the weather radar range.

c MFD Menu

(1) Figure 2--1--32 shows the MFD menu bezel display with a single
FMS installed. Figure 2--1--33 shows the MFD menu bezel display
with a dual FMS installed.

Figure 2--1--32. MFD Menu Display with a Single FMS Installed

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MENU
MFD NAV M/P
RTN SPDS JSTK SRC APT DATA RNG

ID--119778
Figure 2--1--33. MFD Menu Display with a Dual FMS Installed

(2) The MFD menu key selections are described below:

• Return (RTN) -- Pushing the RTN menu key returns the MFD to
the main menu display
• Speeds (SPDS) -- Pushing the SPDS menu key selects the
Vspeeds submenu display that is used for setting and displaying
the Vspeeds
• Joystick (JSTK) -- Pushing the JSTK menu key selects the
joystick submenu display that is used for controlling the
designator functions
• MFD FMS Source (MFD/SRC) (Dual FMS) -- Pushing the
MFD/SRC menu key toggles between the following:
-- If the selected nav source is a NAV source, the MFD/SRC
toggles between FMS 1 and FMS 2.
-- If the selected nav source is an FMS source, then the
MFD/SRC will be the selected FMS and there will be no
function of this menu key.
• Airport/Navaid (APT/NAV) -- Pushing the APT/NAV menu key
toggles the MFD between displaying airport and navaid symbols
on the map or plan display format. The power--up default is not
selected. The toggling sequence is as follows:
-- The first toggle sequence is NAV; a single box is shown
around the NAV menu label. Navaid symbols and identifiers
are displayed on the selected display format.
-- The second toggle sequence is APT; a single box is shown
around the APT menu label. Only airport symbols and
identifiers are displayed on the selected display format.
-- The third toggle sequence is APT and NAV; a single box is
shown around both the NAV and APT menu labels. Both
airport symbols and identifiers and navaid symbols and
identifiers are displayed on the selected display format.

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-- The fourth toggle sequence is off. The box is removed from

the menu along with all airport symbols, identifiers, navaid
symbols and identifiers from the selected display format.
• DATA -- Pushing the DATA menu key toggles the MFD between
displaying waypoint identifiers (IDENTS) on the map or plan
display format
-- The power--up default is IDENTS ON.
-- The toggling sequence is IDENTS ON, then IDENTS OFF.
-- If the toggle sequence is IDENTS ON, the MFD displays a
box around the DATA menu item.
-- If the toggle sequence is IDENTS OFF, the MFD removes the
box around the DATA menu item. The MFD also removes all
waypoint identifiers from the selected display format.
• Maintenance (MAINT) (if displayed) -- Pushing the MAINT menu
key provides the following functions on the pilot side only:
-- The MFD removes the system page currently being displayed.
-- If TCAS is selected for display, the MFD removes the
maintenance presentation.
-- The central maintenance computer (CMC) displays CMC
maintenance data on the MFD.
• The MAINT menu key is inhibited if weight on wheels indicates
an in air status, or if the CMC FAIL message is present on the
CAS display.
• Magnetic Heading Initialization (MHDG/INIT) (if displayed) -- The
MHDG/INIT menu key is displayed if the aircraft has a single
FMS and the AH--800 AHRS is set to the attitude mode.
Pushing the MHDG/INIT menu key provides the following
functions:
-- The Map Mode partial compass and the MagHDG sub--menu
is displayed.
-- The magnetic heading is initialized with valid ATT/HDG
source No. 1 and No, 2 magnetic headings.
• Rotary (M/P RNG) Knob -- The rotary knob remains functional to
control the range for the MFD map or plan display formats. If the
WX display is selected for the MFD, the rotary knob has no
control of the weather radar range.
d Joystick Submenu

(1) The joystick submenu allows the pilot or copilot to control the MFD
designator functions. Figure 2--1--34 shows the joystick submenu
bezel display. The joystick submenu selections are described
below:

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Figure 2--1--34. Joystick Menu Display

• Return (RTN) -- Pushing the RTN menu key returns the MFD to
the main menu display.
• Skip (SKP) -- Pushing the SKP menu key provides the following
functions:
-- On power--up, the designator is co--located with the present
flight plan waypoint position.
-- MAP Format.

(2) If the designator is co--located with a flight plan waypoint, pushing

the SKP menu key skips the designator to the position of the next
waypoint in the flight plan.

(3) If the designator is skewed off any flight plan waypoint, pushing the
SKP menu key skips the tail of the designator line to the next
waypoint in the flight plan.

• PLAN Format.

(4) If the designator is co--located with a flight plan waypoint, pushing

the SKP menu key positions the flight plan so the next waypoint is
displayed over the designator.

(5) If the designator is skewed off any flight plan waypoint, pushing the
SKP menu key push skips the tail of the designator line to the next
waypoint in the flight plan.

• Recall (RCL) -- Pushing the RCL menu key provides the

following functions:
-- On power--up, the designator is co--located with the present
position.
-- MAP Format.

(6) If the designator is co--located with a flight plan waypoint, pushing

the RCL menu key positions the designator at the present position
of the aircraft, and removes the designator box from the display.

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(7) If the designator is skewed off any flight plan waypoint, pushing the
RCL menu key positions the designator over the waypoint from
which the designator line is extended, and removes the designator
line from the display.

• PLAN Format.

(8) If the designator is co--located with a flight plan waypoint, pushing

the RCL menu key positions the designator at the present position
of the aircraft, and removes the designator box from the display.

(9) If the designator is skewed off any flight plan waypoint, pushing the
RCL menu key positions the flight plan so the waypoint to which the
tail of the designator line is connected is co--located with the
designator.

• Enter (ENT) -- Pushing the ENT menu key transmits the latitude
and longitude coordinates of the designator to the selected FMS
scratchpad as a requested waypoint.

e Vspeeds Submenu

(1) The Vspeeds submenu is shown in Figure 2--1--35. The Vspeeds

submenu selections are described below:

Figure 2--1--35. Vspeeds Menu Display

• Return (RTN) -- Pushing the RTN menu key returns the MFD to
the main menu display.
• V1 -- The V1 menu key allows the pilot or copilot to set the V1
takeoff reference speed. On the first selection of the menu key
after power--up, three dashes appear under the V1 menu item.
Pushing the V1 menu key the first time after power--up causes a
default digital value of 89 knots to replace the dashes. Also, two
white boxes appear on the menu display. One box is shown
around the Vspeed value, and the other box is shown around
the inner box and the V1 menu item.

NOTE: The dual box indicates that the Vspeed is active and
selected for display.

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(a) The toggling sequence for the V1 menu key is as follows:

• If a dual box is shown around the V1 menu item, pushing
the V1 menu key removes the inner box.
• If a single box is shown around the V1 menu item, pushing
the V1 menu key removes the box, and also removes the V1
bug and readout from the airspeed tape on the PFD. The
state of the V1 menu key is latched until a cold start of the
IC--600 IAC occurs.
(b) VR -- The VR menu key allows the pilot or copilot to set the VR
rotation reference speed. On power--up, three dashes appear
under the VR menu item. Pushing the VR menu key the first
time after power--up causes the dashes to be replaced by the
greater value of 89 knots, or the value of V1 if V1 has been
previously set. Also, two white boxes are shown on the menu
display. One box is shown around the default Vspeed value,
and the other box is shown around the inner box and VR label.

NOTE: The dual box indicates that the Vspeed is active and
selected for display.

(c) The toggling sequence for the VR menu key is as follows:

• If a dual box is shown around the VR menu item, pushing
the VR menu key push removes the inner box.
• If a single box is shown around the VR menu item, pushing
the VR menu key removes the box and VR bug, and also
removes the VR bug and readout from the airspeed tape on
the PFD. The state of the VR menu key is latched until a
cold start of the IAC occurs.
(d) V2 -- The V2 menu key allows the pilot or copilot to set the V2
takeoff reference speed. On power--up, three dashes appear
under the V2 menu item. Pushing the V2 menu key the first
time after power--up causes the dashes to be replaced by the
greater value of 89 knots, or the value of VR if VR has been
previously set, or the value of V1 if V1 has been previously set.
Also, two white boxes are shown on the menu display. One box
is shown around the default Vspeed value, and the other box is
shown around the inner box and V2 menu item.

NOTE: The dual box indicates that the Vspeed is active and
selected for display.

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(e) The toggling sequence for the V2 menu item is as follows:

• If a dual box is shown around the V2 menu item, pushing

the V2 menu key push removes the inner box.
• If a single box is shown around the V2 menu item, pushing
the V2 menu key push removes the box, and also removes
the V2 bug and readout from the airspeed tape on the PFD.
The state of the V2 menu item is latched until a cold start of
the IAC occurs.

(f) AP Pushbutton -- The AP menu item allows the pilot or copilot

to set the vertical approach reference speed. On power--up,
three dashes appear under the AP menu item. Pushing the AP
menu key the first time after power--up causes the dashes to
be replaced by the greater value of 89 knots, or the value of V2
if V2 has been previously set, the value of VR if VR has been
previously set, or the value of V1 if V1 was previously set. Also,
two white boxes are shown on the menu display. One box is
shown around the default Vspeed value, and the other box is
shown around the inner box and V2 menu item.

NOTE: The dual box indicates that the Vspeed is active and
selected for display.

(g) The toggling sequence for the AP menu item is as follows:

• If a dual box is shown around the AP menu item, pushing

the AP menu key push removes the inner box.
• If a single box is shown around the AP menu item, pushing
the AP menu key removes the box, and also removes the
AP bug and readout from the PFD. The state of the AP
menu key is latched until a cold start of the IAC occurs.

(h) Rotary (SET) Knob -- The rotary knob allows the pilot or copilot
to set the active Vspeed value in one knot increments if turned
slowly, and at a faster rate if turned quickly.

f Checklist Menu

(1) The checklist menu is selected from the MFD main menu. The
checklist menu allows the user to display customer--defined pages
of text on the MFD. However, the checklist menu is only available
on one MFD format at a time. Therefore, if the checklist menu is
displayed on the pilots side, the copilots checklist menu is inhibited
until the pilot exits his checklist function. Figure 2--1--36 shows the
checklist menu bezel display.

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Figure 2--1--36. Checklist Menu Display

(2) The checklist program holds up to 400 pages of checklist data, with
each checklist page displaying up to a maximum of 12 lines of data.
Six bezel menu keys are used to control the checklist display. Their
functions are described below:
• Return (RTN) -- Pushing the RTN menu key returns the MFD to
the main menu display.
• Skip (SKP) -- Pushing the SKP menu key moves the checklist
cursor to the next incomplete procedure/item in the current list.
The cursor position wraps off the end, back to the beginning of
the list. If all procedures/items in the current list are complete,
the skip function has no effect.
• Line Back (LN BK) -- Pushing the LN BK menu key moves the
checklist cursor to the previous item in the current list. The
cursor automatically wraps to the previous page, or to the last
page, if it was at the top of the list.
• Page (PAG) -- When multiple pages exist for the list of
procedures/items, pushing the PAG menu key selects the next
page. The checklist cursor moves to the first incomplete item on
the new page. Pushing the menu key while on the last page,
causes a wrap back to the first incomplete item on the first page
of the list. If an incomplete item is not found on the page, then
the cursor moves to the first item on the page. If multiple pages
are not present, the PAG menu key has no affect.

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• RCL (Recall ) -- Pushing the RCL menu key moves the cursor to
the first incomplete procedure/item in the current list. If the cursor
is already on the first incomplete procedure/item, the first key
push has no effect. If all procedures/items in the current list are
complete, the first key push moves the cursor to the top of the
list.
• ENT (Enter) -- Pushing the ENT menu key either selects an
index or procedure, or changes the status of a checklist item
from incomplete to complete. After the key is pushed, the
checklist moves to the next incomplete procedure/item in the
current list.
• M/P RNG (Rotary) Knob -- The rotary knob remains functional to
control the range for the MFD map or plan display formats. When
the WX display is selected for the MFD, the rotary knob has no
control of the weather radar range.
g PPOS INIT Menu
(1) The PPOS INIT is only displayed on--ground for initialization of the
AH--900 AHRS or LaseRef IRS systems. It is selected from the
MFD main menu. The PPOS INIT mode displays the aircraft’s
current position, the FROM waypoint, the TO waypoint and any
additional FMS or LRN waypoints on the flightplan , up to a
maximum of eight. The PPOS line data is initialized with set latitude
and set longitude data. Figure 2--1--37 shows the PPOS INIT menu
bezel display.

Figure 2--1--37. PPOS INIT Menu Display

(2) The PPOS INIT submenu selections are described below:
• RTN (Return) -- Pushing the RTN menu key returns the MFD to
the main menu display.
• BACK -- Pushing the BACK menu key places the white text box
back to the previous data element selection.
• FWD (Forward) -- Pushing the FWD menu key places the white
text box to the next data element selection.
• ENT (Enter) -- Pushing the ENT menu key initializes the PPOS
line data with set latitude and set longitude data. The PPOS INIT
menu then returns to the MAIN MFD menu.

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(c) Joystick

1 The panel mounted joystick controller also provides control of the selected
checklist and MFD designator functions.

a Checklist Control

(1) When the checklist menu is selected, the pilot or copilot moves the
joystick up or down to advance the checklist cursor through the
checklist. The pilot or copilot can also move the joystick left or right
to page through the available checklists.

b Designator Control

(1) The pilot or copilot uses the joystick to control designator movement
on the MFD when the checklist function is not selected.

(a) In the map mode, the joystick moves the designator symbol as
follows:
• Moving the joystick left causes the designator symbol to
move left from its last position.
• Moving the joystick right causes the designator symbol to
move right from its last position.
• Moving the joystick up causes the designator symbol to
move up from its last position.
• Moving the joystick down causes the designator symbol to
move down from its last position.
(b) In the plan mode, the joystick moves the flight plan while the
designator symbol remains fixed at the center of the plan
format as follows:
• Moving the joystick left causes the flight plan to move right
from its last position.
• Moving the joystick right causes the flight plan to move left
from its last position.
• Moving the joystick up causes the flight plan to move down
from its last position.
• Moving the joystick down causes the flight plan to move up
from its last position.

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(d) Common MFD MAP/PLAN Format Data

1 Two basic formats are available on the MFD: a partial arc map display and a
plan format (North up) display. The primary difference is the base reference
or aircraft home position, and the display of the heading data. In the map
display, the aircraft home position is fixed at the lower center of the 120
degree arc with the heading data shown in degrees at the top of the display.
In the plan format, the home position is fixed at the center of a 360 degree
display, with true North (N) and an up arrow shown at the top of the display.
Electronic checklists, TCAS display, and system pages may be displayed in
either the MAP or PLAN modes.

2 This section relates to navigation display information that is common to both

the MFD map and plan formats. The positioning of some information is
dependent on the selected display format. The lower portion of the MFD is
always reserved for displaying the bezel menu and submenu selections. All
the format--independent symbology is shown and labeled in Figure 2--1--38.
The functionality of each displayed item is described in the following
paragraphs.

a Static Air Temperature Display

(1) The static air temperature (SAT) digital readout is based on static
air temperature data from the MADC. The SAT value is displayed in
degrees Celsius, rounded to the nearest degree. The readout has a
range from --99 _C to +99 _C with a resolution of one degree. A
plus (+) or minus sign (--) precedes values greater than or less than
zero.
(2) A white SAT label annunciates the readout. The readout digits are
displayed in green. For an invalid static air temperature, three
amber dashes (------) replace the readout digits.

b Total Air Temperature Display

(1) The total air temperature (TAT) digital readout is based on TAT data
from the selected MADC. The TAT value is displayed in degrees
Celsius, rounded to the nearest degree. The readout has a range
from --99 _C to +99 _C with a resolution of one degree. A plus (+) or
minus sign (--) precedes values greater than or less than zero.
(2) A white TAT label annunciates the readout. The readout digits are
displayed in green. For an invalid total air temperature, three amber
dashes (------) replace the readout digits.

c True Airspeed Display

(1) The true airspeed (TAS) digital readout is based on true air speed
data from the selected MADC. The TAS readout is displayed in
knots, rounded to the nearest knot. The digital readout has a range
from 0 to 999 knots with a resolution of one knot.

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(2) A white TAS label annunciates the readout. The readout digits are
displayed in green. For an invalid true airspeed, three amber
dashes (------) replace the readout digits.

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Figure 2--1--38. Common MFD MAP/PLAN Format Data

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d Flight PLAN Designator Data

(1) Pushing the JSTK menu key on the MFD bezel controller selects
the joystick submenu which provides the pilot or copilot control of
the designator functions. The MFD displays the designator symbol
and designator bearing/distance readouts when the joystick
submenu is selected.

(2) Designator Symbol

(a) The designator symbol is an unfilled, cyan box with a dashed

line that connects to the designator’s origination point. Two
sources control movement of the designator symbology:

• A panel mounted joystick

• The MFD bezel controller throughthe DC--550 Display
Controller.

(b) The designator symbol is set to the present aircraft position

(home) as the initial reference point. Designator movement is
then limited to 2048 NM in both the X and Y directions. In the
map mode, the joystick moves the designator symbol in an up,
down, left, right, or diagonal direction. Any portion of the
designator symbol beyond the outer range ring is masked. In
the plan mode, the joystick moves the flight plan while the
designator symbol remains fixed at the center of the display.

(c) Menu key selections in the joystick submenu display can also
position the designator symbol as follows:

• Pushing the SKP menu key skips the designator to the next
waypoint.
• Pushing the RCL menu key recalls the designator to a
referenced waypoint.
• Pushing the ENT key transmits the designator’s latitude and
longitude coordinates to the selected FMS scratchpad as a
waypoint.

(d) The MFD removes the designator symbol if any of the following
conditions are met:

• The DC--550 Display Controller is invalid.

• Heading is invalid.
• Present position is invalid.

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(3) Designator Bearing and Distance Readouts

(a) When the designator symbol is moved from its home position,
the MFD displays the designator bearing and distance in a
digital readout. The designator bearing readout reflects the
heading, while the distance readout reflects the distance from
the home position. The designator bearing readout has a range
from 0_ to 360_ with a resolution of one degree. The distance
readout has two ranges: 0.0 NM to 99.9 NM with a resolution of
0.1 NM, and 100 NM to 2,048 NM with a resolution of one NM.
The readout digits are displayed in cyan. For an invalid
designator, the MFD removes the bearing and distance
readouts from the display.

e Range Display

(1) The range display consists of two range markers and a range ring.
Range rings represents the MFD display range selected by the
range control. The range ring boundary is the heading compass
arc. The MFD displays a half--range ring for the map format, and a
full range ring for the plan format.

(2) MAP Range

(a) The map range display consists of a half--range ring and range
markers. The half--range ring is a 75 degree arc with a radius
one--half the radius of the partial compass arc. Range markers
are displayed at the ends of the half--range ring to indicate the
selected range. The following ranges are displayed: 2.5, 5,
12.5, 25, 50, 100, 150, 300, and 600 nautical miles if the flight
plan WX mode is not selected. In the flight plan WX mode, the
following ranges are displayed: 2.5, 5, 12.5, 25, 50, 150, 250,
and 500 nautical miles. The power--up default range is 50 NM.
The half--range ring and range markers are displayed in white.

(b) For map displays other than weather, the MFD rotary knob
controls the range selection through a serial bus from the
DC--550 Display Controller.

(c) The range selection is invalid if the DC--550 Display Controller

is invalid if weather radar data is not selected for display. If
weather radar data is selected for display, then the range
selection is invalid if the SCI digital bus is invalid, or if the
weather radar is transmitting invalid data. For an invalid range
selection, the range marker readouts default to 50 NM.

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(3) PLAN Range

(a) The plan range display consists of a full range ring and range
markers. The range markers are centered over the left and
right edges of the full range ring to provide an indication of the
selected range. The range markers display the range in
nautical miles as follows: 5, 10, 25, 50, 100, 200, 300, 600, and
1200 nautical miles. The power--up default range is 100 NM.
The full range ring and range markers are displayed in white.

(b) The MFD rotary knob controls the range selection through a
serial bus from the DC--550 Display Controller. The range
selection is invalid if the DC--550 Display Controller is invalid.
For an invalid range selection, the range markers default to 100
NM.

f Weather Radar Data

(1) The MFD format displays four Weather Radar (WX) status
annunciator fields which reflect the settings of the WX
receiver/transmitter. A serial control interface (SCI) connects the
WX receiver/transmitter to the IAC. The SCI bus contains the WX
modes and control information to provide a WX receiver/transmitter
status indication on the MFD. The following paragraphs describe
the annunciations and data related to the weather radar system.

(2) WX Mode Annunciator

(a) The WX mode annunciators reflect the on--side WX controller

settings. During IAC reversions, the annunciators reflect the
settings of the WX controller that is on the same side as the
operating IAC. Table 2--1--39 gives a description of the different
mode annunciators and the line numbers they are displayed in,
the top being line No. 1 and the bottom being line No. 4.

Table 2--1--39. PFD and MFD WX Mode and Warning Annunciations

Display
Mode Description
Line
Annunciation Color No.
WAIT GREEN 1 Power-up approximately 1 minute
STBY GREEN 1 Normal standby
FSBY GREEN 1 Forced standby (WOW)
TEST GREEN 1 Test mode and no faults
WX GREEN 1 Normal WX on and selected for display
WX AMBER 1 Invalid WX control bus, invalid WX ranges

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Table 2--1--39. PFD and MFD WX Mode and Warning Annunciations(cont)

Mode Description
Line
Annunciation Color No.
WX/T GREEN 1 Normal WX with Turbulence (P--880 only)
TX MAGENTA 1 WX is transmitting but not selected for display
STAB AMBER 4 Stabilization off
TGT GREEN 2 Target alert enable
TGT AMBER 2 Target alert enabled and level 3 WX return
detected in forward 15 degrees of antenna scan
VAR AMBER 2 Variable gain
RCT GREEN 1 Normal WX with react
R/T GREEN 1 WX with REACT and Turbulence (P--880 only)
GMAP GREEN 1 Ground map mode
FPLN GREEN 1 Flight plan mode
FAIL AMBER 1 Test mode and faults

(3) WX Tilt Angle Readout

(a) The WX tilt angle is displayed in a digital readout. The readout

range is from --16_ to 15_ with a resolution of one degree. The
MFD displays a minus (--) sign in front of values that are less
than zero. A degree symbol (_) is displayed after the tilt angle if
auto--tilt is not active. If auto--tilt (only a WU--870
receiver/transmitter feature) is active, the character A is
displayed in place of the degree symbol.

(b) The MFD removes the tilt angle readout when the WX test
mode is selected and faults are detected. The MFD also
removes the tilt angle readout for an invalid tilt angle.

(4) WX Fault Codes

(a) The EFIS can display WX receiver/transmitter fault code

information. Fault codes are BCD characters, which indicate
specific faults/failures within the weather radar system. When
the WX receiver/transmitter mode is test and the WX fault code
indicates fail, the MFD removes the WX tilt angle and displays
the fault codes in amber.

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(b) Fault codes can be displayed on the ground or in the air.

Weather radar video and other annunciators are not affected
while operating in this manner. When more than one fault code
is present, the weather radar receiver/transmitter cycles
through the active codes; the EFIS need only display each fault
code as it arrives. Refer to Section 2.5, Weather Radar
System, for a listing of all WX receiver/transmitter fault codes.

g Lightning Sensor System (LSS) Display

(1) The bottom line of the lower left--hand display window is reserved
for LSS data. LSS mode annunciations appear on the MFD MAP
and PLAN formats when the LSS is installed.

(a) LSS mode annunciations are listed in Table 2--1--40 along with
the annunciator color and enabling signal.

Table 2--1--40. LSS Mode Annunciations

LSS Mode Annunciation Color Enabling Signal
LSS Off LX/OFF Green LX Power
LSS Interface Failure LX Amber NOTE
Fault Code Display LXmn Amber LX Fault Code
LSS Fault Detected LX/F Amber LX Fault
Standby Mode STBY Green LX Standby
Clear Mode LX/CL Green LX Clear
Test Mode LX/T Green LX Test Mode
Antenna Input Inhibited LX/I Green LX Ant Inhib
Heading Input LX/H Green LX Hdg Invalid
Deselected
Self Calibration Mode LX/C Green LX Auto Cal
Normal Operation LX Green LX Normal
Mode

NOTE: Activated when the LSS is ON (LX Power) and the

ARINC 429 Bus is inactive.

(b) LSS fault codes are enabled when both the LX Fault and LX
TEST mode are asserted. The display of fault codes are in the
form of a hexadecimal readout (LXmn) where “m” represents
the four most significant bits and “n” represents the four least
significant bits. For a complete listing of LSS fault codes, refer
to Chapter 12 of this Section.

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h Wind Display

(1) The FMS provides the wind display information. The MFD then
displays the wind speed in a digital readout and the wind angle as
an arrow. The readout and arrow are displayed to the left of the
heading compass scale. The wind display is provided for both SRN
and LRN modes.

(a) The MFD displays the wind speed in knots as a digital readout.
The readout has a range from one knot to 255 knots with a
resolution of one knot. The readout digits are displayed in
magenta. The MFD removes the readout for an invalid wind
speed, or when the wind speed readout indicates 0 knots.

(b) The MFD positions the magenta wind angle arrow to the right
of the wind speed readout. The wind angle is given in degrees.
An increasing wind angle causes a clockwise rotation of the
arrow. The arrow rotates about its center with 360 degrees of
motion. The wind angle arrow is displayed in magenta. The
MFD removes the wind angle arrow for an invalid wind speed,
or when the wind speed readout indicates 0 knots.

i Time--To--Go Readout

(1) The MFD displays the time remaining from the aircraft’s present
position to the active waypoint in a digital readout. The readout has
a range from 0 minutes to 512 minutes with a one minute
resolution. A white MIN label is displayed next to the readout digits.
The readout digits are displayed in magenta. Three amber dashes
(------) replace the digital readout digits if the time--to--go data is
invalid.

j Distance To Waypoint Readout

(1) The MFD displays the distance from the aircraft’s present position
to the TO waypoint in a digital readout. The readout has a range
from 0.0 NM to 4096 NM. The display resolution is 0.1 NM for
distances less than 100 NM, and one NM for distances from 100
NM to 4096 NM. A white NM label is displayed next to the readout
digits. The readout digits are displayed in magenta. Three amber
dashes (------) replace the readout digits if the distance data is
invalid.

k Waypoint Identifier

(1) A waypoint identifier designates the next TO waypoint in the flight

plan. The MFD displays the waypoint identifier in a six--character
field. The waypoint identifier is displayed in magenta. For an invalid
To waypoint, the MFD removes the waypoint identifier.

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l Navigation Source Annunciator

(1) The MFD displays the long range navigation (LRN) source that is
currently providing the display data. The annunciator is displayed in
magenta as follows:
• Single FMS -- The MFD displays an FMS annunciator for a single
FMS installation
• DUAL FMS
-- The pilots MFD power--up default is FMS 1
-- The copilots MFD power--up default is FMS 2.
(2) If the on--side navigation source is set to a short range NAV
(VOR/LOC), then the MFD map source can be toggled between
FMS1 and FMS2 by using the MAP button on the MFD bezel. If the
on--side navigation source is set to an FMS, then the MFD map
source is forced to the same source as displayed on the PFD. If the
pilot is flying with VOR selected as the PFD NAV source, the MFD
map source can be toggled between FMS1 and FMS2 using the
button on the MFD bezel. If the pilot selects FMS2 as the PFD 1
NAV source, then the map select capability is removed from the
MFD bezel and the MFD map source will be forced to FMS2.
(3) Invalid -- The MFD removes the navigation source annunciator if no
FMS is installed on the aircraft. The navigation source annunciator
defaults to the power--up default annunciator when the DC 550
Display Controller is invalid.
m CHK EICAS Message
(1) The check EICAS message annunciator is displayed when the
EICAS wrap--around monitor trips. When enabled, the MFD
displays an amber CHK EICAS annunciator.
(e) FMS MAP/PLAN Data
1 Various map symbols are shown on the map and plan displays. Some
symbols are selected through MFD bezel menu key selections. The
FMS--supplied map waypoints, airports, and navigation aid data (VOR, DME,
or co--located VOR/DME) are each represented by a unique symbol.
Pilot--defined holding patterns and top of climb (TOC) and top of descent
(TOD) symbols are also displayed. Figure 2--1--39 illustrates the FMS map
data symbols along with the appropriate definition.
2 In the map mode, the FMS map data is masked beyond the outer range arc.
Also, the MFD does not display FMS map data beyond 2048 NM from the
present position. MAP data is referenced to true heading, and is displayed
as defined below unless a heading failure occurs or the FMS fails, in which
case all map data is removed from the MFD. However, the MFD does not
remove FMS map data from the display if heading is invalid in the plan
mode.

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a Waypoint Symbol and Identifier

(1) The waypoint symbol is a four--pointed star positioned at the

latitude and longitude geographic location. This geographic location
is referenced to the aircraft’s present position where selected
transitions of the flight plan occur. All waypoints are white, except
the TO waypoint, which is magenta. If the displayed range allows,
the MFD can display a maximum of 10 waypoints (including the TO
waypoint).

(2) White waypoint track lines connect the waypoints in a sequence

determined by the FMS. If a flight plan gap follows a waypoint, then
the waypoint track line is not drawn between that waypoint and the
next waypoint in the flight plan sequence.

(3) Each waypoint has a 12--character (two six--character lines)

identifier. The identifier is displayed to the right of a valid waypoint
when the toggle sequence of the DATA menu key on the MFD
bezel controller indicates IDENT ON. When a waypoint is a
transition point that has no identifier or symbol, the waypoint is not
displayed. Also, any waypoint that is not part of the primary flight
plan is not displayed.

(4) The MFD displays a pseudo--VOR flight plan when the FROM and
TO waypoint record numbers are the same. For a pseudo--VOR
flight plan, the inbound course line connects to the FROM/TO
waypoint, and a fixed length outbound radial is shown as a dashed
line in the opposite direction. If subsequent connected waypoints
follow the pseudo--VOR flight plan, then a track line connects the
pseudo--VOR flight plan to the remaining flight plan.

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Figure 2--1--39. MAP Symbols

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b Navigation Aid Symbol and Identifier

(1) The Navigation Aid (NAVAID) symbol (VOR, DME, co--located

VOR/DME) symbol is a triangular arrangement of unfilled rectangles
that represent the position of the NAVAID symbol relative to the
present position. The MFD displays the green NAVAID symbols
when the toggle sequence of the APT/NAV menu key on the MFD
menu display indicates NAV is selected. A green NAVAID
acknowledge annunciator is displayed when NAV is selected.

(2) The MFD can display a maximum of eight NAVAID symbols. Each
NAVAID symbol has a 12--character (two six--character lines)
identifier. The identifier is displayed to the right of a valid NAVAID
when the toggle sequence of the DATA menu key on the MFD
bezel controller indicates IDENT ON.

c Airport Symbol and Identifier

(1) The airport symbol is displayed as a cyan circle, which represents

the position of the airport relative to the aircraft’s present position.
The MFD displays the airport symbols when the toggle sequence of
the APT/NAV menu key on the MFD menu display indicates APT is
selected. A cyan airport acknowledge annunciator is displayed
when APT is selected.

(2) The MFD can display a maximum of four airport symbols. Each
airport symbol has a 12--character (two six--character lines)
identifier. The identifier is displayed on to the right of a valid airport
symbol when the toggle sequence of the DATA menu key on the
MFD bezel controller indicates IDENT ON.

d Altitude Profile Symbol and Identifier

(1) The altitude profile symbol (TOC/TOD) is displayed as a white

diamond which represents the position of the altitude profile relative
to the present position. The MFD can display a maximum of two
altitude profile symbols. Each altitude profile symbol has a
12--character (two six--character lines) identifier. The identifier is
displayed to the right of a valid altitude profile symbol when the
toggle sequence of the DATA menu key on the MFD bezel
controller indicates IDENT ON.

(f) MFD MAP Format Display

1 The MFD map format display is the power--up default display for the MFD.
The map format display is also selected by pushing the MAP/PLAN menu
key on the MFD bezel controller to toggle to the MAP selection. The
following paragraphs describe the map format display. Figure 2--1--40 shows
the MFD map format display.

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a Heading Display

(1) The heading display includes a heading compass scale with a

stationary aircraft symbol, a heading readout, and a heading select
bug. The AHRS provides the heading information needed to
construct the heading display. The AHRS source is selected on the
reversionary panel. The DC--550 provides the data inputs for
selected heading.

(2) Heading Compass Scale

(a) The heading compass scale consists of a white 60 degree

arc. White long tick marks are displayed at 10 degree intervals,
and white short tick marks at intermediate five degree intervals.
Digits and cardinal abbreviations are spaced around the inside
of the compass arc at 30--degree increments. Eight numeric
identifiers (3, 6, 12, 15, 21, 24, 30, and 33) are located at 30,
60, 120, 150, 210, 240, 300, and 330 degrees. Four cardinal
abbreviations (N, E, S, and W) are shown at 0, 90, 180, and
270 degrees. All digits and cardinal abbreviations rotate with
the compass.

(b) A white stationary aircraft symbol is displayed at the

centerpoint of the compass arc. The aircraft symbol indicates
the aircraft’s position relative to magnetic north. The compass
arc rotates around the aircraft symbol. Increasing values of
heading cause a counterclockwise rotation of the compass arc.
For an invalid heading, the MFD displays a red HDG FAIL
annunciator in the center of the heading display.

(3) Heading Readout

(a) The MFD displays a digital readout of the heading when the
partial compass scale is displayed. The heading readout
provides an accurate interpretation of the aircraft heading. A
white pointer box positioned at the apex of the compass scale
serves as a placeholder for the readout. The box points to the
current heading value.

(b) The readout has a range from 001_ to 360_ with a resolution of
one degree. Leading zeros are provided for heading values
less than 100 degrees. The readout digits are displayed in
green. For an invalid heading, three amber dashes (------)
replace the digits.

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Figure 2--1--40. MFD MAP Format Display

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(4) Heading Select Bug

(a) The MFD displays a cyan heading select bug on the compass
arc. The heading select bug is card referenced. The GC--550
Guidance Control Unit controls the position of the bug, which
has 360 degrees of motion along the outside edge of the
compass arc. Increasing values of heading select cause a
clockwise movement of the heading select bug.

(b) A cyan off--scale arrow is displayed just above the compass arc
if the bug position is greater than 45 degrees from the current
aircraft heading. The arrow indicates the direction the bug is
nearest to the current heading. For an invalid heading select,
the MFD removes the heading select bug and arrow from the
display.

2 Drift Bug

a The MFD positions the magenta drift bug on the outer edge of the
compass arc. The drift bug moves around the perimeter relative to the
angular difference between FMS computed heading and actual aircraft
heading. The drift bug is visible within 60 degrees of the current
heading. Increasing values of drift cause a clockwise rotation of the bug.
The MFD removes the drift bug for an invalid drift angle or an invalid
heading.

3 Heading Source Annunciator

a The MFD displays the heading source annunciators to the right of the
heading readout. Heading source annunciators are based on the
position of the AHRS button on the reversionary panels. Table 2--1--41
gives the heading source annunciators available for display.

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Table 2--1--41. Heading Source Annunciators

SG Reversion AHRS Pilot PFD Display Copilot PFD Display
Selection Reversion
Selection
Norm Norm Norm Norm DG1 “” HDG1 DG2 “” HDG2
(W) (W) (W) (W)
Norm Norm Norm Rev DG1 MAG1 HDG1 DG1 MAG1 HDG1
(A) (A) (A) (A) (A) (A)
Norm Norm Rev Norm DG2 MAG2 HDG2 DG2 MAG2 HDG2
(A) (A) (A) (A) (A) (A)
Norm Norm Rev Rev DG2 MAG2 HDG2 DG1 MAG1 HDG1
(A) (A) (A) (A) (A) (A)
Rev Norm N/A Norm DG2 MAG2 HDG2 DG2 MAG2 HDG2
(A) (A) (A) (A) (A) (A)
Rev Norm N/A Rev DG1 MAG1 HDG1 DG1 MAG1 HDG1
(A) (A) (A) (A) (A) (A)
Norm Rev Norm N/A DG1 MAG1 HDG1 DG1 MAG1 HDG1
(A) (A) (A) (A) (A) (A)
Norm Rev Rev N/A DG2 MAG2 HDG2 DG1 MAG2 HDG2
(A) (A) (A) (A) (A) (A)
NOTES:
(A) indicates amber
(W) indicates white
“ ” indicates there is no display when magnetic is displayed and both pilots have
elected their normal heading source.

b Weather Radar Display

(1) The pilot or copilot selects the weather (WX) radar display by
pushing the WX menu key on the MFD bezel controller. The
weather radar display is case--referenced. The weather (WX) radar
receiver/transmitter provides weather information to the MFD
through a video interface bus.

(2) WX Video Data

(a) The MFD displays the in a 120_ pattern if sector scan has not
been selected on the weather radar controller. If sector scan
has been selected, the WX video data is displayed in a 60_
pattern. The 60_ scan is further identified by two white azimuth
marks on the half--range ring at 30 degrees to either side of
an imaginary line running through the center of the stationary
aircraft symbol. Table 2--1--42 specifies the display colors for
weather radar and ground map returns.

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Table 2--1--42. WX and GMAP Mode Return Colors

Return Weather Mode Groundmap Mode
Level 0 Black Black
Level 1 Green Cyan
Level 2 Yellow Yellow
Level 3 Red Magenta
Level 4 Magenta Black (N/A)
REACT Cyan Black (N/A)
Turbulence White Black (N/A)

(b) A weather radar fault by itself does not remove or prevent

weather radar returns. If the MFD is not receiving weather
radar data, it erases the weather video data. The MFD also
removes the weather video data for an invalid video interface
bus or an invalid WX range. The MFD clears the weather video
data for range changes, transitions into 60_ scan, and on
transitions into or out of a system test or the GMAP mode.

(3) WX Video Fault Annunciator

(a) Each MFD that is displaying WX video data is monitored for

activity to prevent misleading data. A WX video fault occurs
when the following conditions are met:
• The WX mode annunciator on the MFD is WX, GMAP,
TEST, or WX/T.
• WX is selected for display on the MFD bezel menu.
• The WX activity bit is set to valid and set to no activity.
(b) If a WX video fault occurs, the MFD performs the following
functions:
• It erases the WX video data from the display.
• It displays an amber WX annunciator at the centerpoint of
the half--range arc, just above the stationary of the aircraft
symbol.

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c Lateral Deviation Readout

(1) The MFD displays the magnitude and direction of the aircraft
deviation from the desired track in a digital readout above the
system page display area. The readout has a range from 0.1 NM to
99.9 NM with a resolution of 0.1 NM for deviations between one
and 100 nautical miles. For deviations greater than or equal to 100
nautical miles, the readout has a range from 100 NM to 128 NM
with a resolution of one NM. The readout digits are displayed in
white. The MFD removes the lateral deviation readout for an invalid
cross--track deviation or when magnetic heading is invalid.

(2) A white L label is displayed with the deviation readout when the
deviation is less than zero, indicating that the aircraft is to the left of
the desired track. A white R label is displayed with the deviation
readout when the deviation is greater than zero, indicating that the
aircraft is to the right of the desired track. The L or R designations
are removed when lateral deviation is zero.

d Lightning Symbol Display

(1) Lightning data from the Lightning Sensor System (LSS) is displayed
when the configuration module indicates that an LSS is installed
and the LSS power is on. The EDS is capable of displaying up to
16 lightning strikes, three of which can be alerts. The number of
symbols actually displayed is indicated by the lightning strike count.

(2) The lightning symbol is displayed at a position based on lightning

strike distance and bearing. When an LX strike intensity shows an
alert, the lightning symbol is displayed at the maximum display
range at the proper lightning strike bearing.

Lightning Strike Intensity Symbol

Level 1 -- Light Lightning bolt, no arrowheads
Level 2 -- Medium Lightning bolt, one arrowhead
Level 3 -- Heavy Lightning bolt, two arrowheads
Alert Lightning bolt, no arrowheads

(g) MFD PLAN Format Display

1 The aircraft heading is presented on the MFD plan format as a North--up

display of the active flight plan. The plan format display is selected by
pushing the MAP/PLAN menu key on the MFD bezel controller to toggle to
the PLAN selection. Heading information includes a north--up arrow and an
aircraft symbol that rotates with respect to the active flight plan.
Figure 2--1--41 shows the MFD plan format display.

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2 In the plan mode, heading data is used to orient the aircraft symbol as it
moves around the active flight plan. A positive increasing angular heading
causes counterclockwise rotation of the aircraft symbol. The active flight plan
waypoint is displayed at the center of the range ring.

a North--Up Arrow

(1) The plan mode is always displayed in a true north--up heading

format. A white north--up arrow indicates the orientation of magnetic
North relative to the plan format. The north--up arrow symbol
consists of a segmented arrow with the letter N centered within the
arrow. The north--up arrow points to the top of the display format.

b Aircraft Symbol

(1) The yellow aircraft symbol represents the aircraft’s actual position
relative to true north and the active flight plan. The MFD positions
the aircraft symbol on the plan format relative to the flight plan
waypoints, based on the present position from the FMS. The MFD
removes the aircraft symbol for any of the following conditions:
• Heading is invalid.
• Present position is invalid.
• MAP data is invalid.

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Figure 2--1--41. MFD PLAN Format Display

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(h) MFD TCAS Display

1 In either the map or plan format display, the TCAS display is selected by
pushing the TCAS menu key on the MFD bezel controller. When the TCAS
controller is set to the auto mode and the checklist is not activated, the level
of traffic also triggers the TCAS display on the MFD. The MFD displays the
TCAS auto mode annunciator whenever the TCAS auto mode is enabled. In
the auto mode, the MFD displays a white TCAS AUTO annunciator.

2 The MFD TCAS display provides the pilot or copilot with information about
the bearing and distance to other Mode--C and Mode--S transponder
equipped aircraft in the area. The MFD displays TCAS data in a zoom
window in the lower center portion of the MFD. The zoom window provides
an increased resolution of the intruder traffic in the vicinity of the aircraft,
while allowing the pilot or copilot to display a map or plan format at a greater
range. Figure 2--1--42 shows the TCAS display format.

3 The TCAS display indicates the distance, relative altitude or flight level,
vertical direction of movement for up to 12 of the nearest aircraft. If the
TCAS cannot discern a bearing from another aircraft due to directional
antenna shadowing or a failure, that aircraft is not displayed. However,
information concerning that aircraft’s distance, relative altitude, and vertical
direction of movement is provided on the TCAS display if it becomes a threat
(TA or RA level) to the TCAS equipped aircraft.

a TCAS Auto Mode Annunciator

(1) The MFD displays TCAS mode annunciators based on conditions

given in Table 2--1--43. The TCAS mode annunciators are displayed
with the priority given in the table: highest first and lowest last.

Table 2--1--43. MFD TCAS Mode Annunciators

Annunciator Color Condition
TCAS FAIL Amber Indicates TCAS data is invalid.
TCAS TEST Amber Indicates the TCAS is undergoing a functional
test.
TCAS OFF White Indicates the TCAS is not in an operating
mode.
TA ONLY White Indicates the TCAS is in a traffic advisory (TA)
mode only.
RA FAIL Red Indicates resolution advisories are not
available.
TCAS INOP White Indicates the TCAS is not enabled, but is
strapped.

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Figure 2--1--42. MFD TCAS Display

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b TCAS Range Scale

(1) The MFD displays a TCAS range ring as a white 60 degree arc. A
white stationary aircraft symbol is displayed at the center of the arc.
The aircraft symbol is positioned vertically within the TCAS display
window so that when the smallest range is selected, three nautical
mile range from the center of the aircraft symbol to the bottom of
the TCAS window is maintained.
c Range Marker
(1) The range marker provides a digital readout of the traffic display
range, which is selected through the RMU in the PRIMUS II Radio
System. The range marker is displayed below the end of the right
side of the outer TCAS range ring. The readout displays the range
in nautical miles from the aircraft position to the outer range ring.
The following ranges can be selected: 6, 10, 25, and 50 NM. The
readout digits are displayed in white. The readout defaults to six
nautical miles if the TCAS display range is invalid.
d 2 NM Range Ring
(1) Whenever the selected range is less than 20 nautical miles, a ring
of 12 small, white circles are placed in a radius of 2 nautical miles
around the aircraft symbol. The circles are positioned around the
aircraft symbol in 30 degree intervals, with the circles at the 90,
180, 270, and 360 degree positions having diameters twice as large
as the other circles. The 360 degree position is oriented above the
nose of the aircraft symbol. If the selected TCAS range is greater
than or equal to 20 nautical miles, the MFD replaces the ring with a
white arc that is positioned an equal distance between the aircraft
symbol and the range arc.
e TCAS Traffic Symbols
(1) Four types of TCAS traffic symbols, based on threat levels, are
displayed as follows:
• Resolution Advisory (RA) Symbol (J) -- The RA symbol is a solid
red square. The RA symbol is positioned to indicate the intruder
aircraft’s relative bearing and distance from your own aircraft.
• Traffic Advisory (TA) Symbol (F) -- The TA symbol is a solid
amber circle. The TA symbol is positioned to indicate a threat
aircraft’s relative bearing and distance from your own aircraft.
• Proximate Advisory (PA) Symbol (z) -- The PA symbol is a solid
cyan diamond. The PA symbol is positioned to indicate a
proximate aircraft’s relative bearing and distance from your own
aircraft.
• Other Advisory (OA) Symbol (Z) -- The OA symbol is a unfilled
cyan diamond. The OA symbol is positioned to indicate the other
aircraft’s relative bearing and distance from your own aircraft.

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f Intruder Vertical Speed Indication

(1) Intruder vertical speed is indicated by an arrow positioned to the

right of the associated traffic symbol. The arrow points up for
climbing traffic, and down for descending traffic. The arrow is
displayed in the same color as the associated traffic symbol.

g Relative Altitude Display

(1) The relative altitude of an intruder aircraft is displayed as two digits

and read in hundreds of feet. The digits are centered above the
intruder traffic symbol, preceded by a plus sign (+) if the intruder
aircraft is above the aircraft’s own altitude. The digits are centered
below the intruder symbol, preceded by a minus sign (--) if the
intruder aircraft is below the aircraft’s own altitude. The digits are
displayed in the same color as the associated traffic symbol.

(2) Intruder aircraft with zero relative altitude data are centered below
the traffic symbol without any polarity sign if vertical sensing
indicates a descent. Intruder aircraft with zero relative altitude data
are centered above the traffic symbol without any polarity sign if
vertical sensing indicates a climb. If the relative altitude exceeds
9900 feet, then a ?? annunciator is displayed instead of the
altitude.

h Absolute Altitude Display

(1) Absolute altitude is displayed in the relative altitude position, but

uses a three digit flight level format (example: 23,500 feet is
displayed as 235). Absolute altitude is displayed instead of relative
altitude of the traffic aircraft if the following conditions are met:

• No RAs or TAs are displayed.

• The TCAS display command is valid.
• Aircraft barometric altitude is valid.

(2) Positive values of absolute altitude have no polarity sign. Negative

values are displayed with a minus sign (--) (i.e., --2100 feet = 21--).
The digits are displayed in the same color as the associated traffic
symbol.

(3) When absolute altitude is selected, FL is displayed in white below

the white ABV/BLW annunciator. If the TCAS intruder altitude
reaches 12,700 feet, then ?? is displayed instead of the altitude.
Absolute altitude is only displayed for PA and OA traffic symbols.
Relative altitude is displayed for TA and RA traffic symbols.

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i Off Scale Traffic Symbol

(1) Those RA or TA traffic symbols that have moved beyond the

displayed range or behind a display stroke mask are shown as half
symbols. Half symbols are placed at the edge of the TCAS writing
area and at the correct bearing relative to the aircraft’s own
position. Off--scale traffic symbols have a data tag showing the
relative altitude and a vertical speed sense arrow. The PA and OA
traffic symbols are not displayed when out of range.

j No Bearing Target Display

(1) The MFD presents the no bearing target display if an RA and TA

target is encountered that does not have a bearing available for
display. The first line of the display contains a red RA NO BRG
message for an RA target without bearing information. The second
line contains an amber TA NO BRG message for a TA target
without bearing information.

(i) MFD Checklist Display

1 In either the map or plan format display, the checklist display is selected by
pushing the CKLST menu key on the MFD bezel controller. The checklist
function allows up to 400 customer--defined pages of text to be displayed on
the MFD. Independent checklists are available on both the pilots and
copilots MFD. The checklist page is displayed in a window in the lower
center portion of the MFD. Figure 2--1--43 shows the checklist display
format.

2 The checklist page accommodates a 312 character block (12 lines of 26

medium ASCII characters). All text is stroke written for sunlight readability.
The checklist overwrites all information previously displayed in the checklist
area and the system page area. The panel mounted joystick can be used to
manipulate the checklist. The checklist cursor is drawn as a box around the
selected checklist item. The default color of completed checklist
procedures/items are modified to distinguish them from the incomplete
procedures/items. Checklist procedures/items are assigned the colors given
in Table 2--1--44.

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Figure 2--1--43. MFD Checklist Display

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Table 2--1--44. Checklist Color Assignments

Checklist Item Color
Cursor Box White
Default Incomplete Item or Procedure Cyan
Complete Item or Procedure Green
Checklist Unavailable Message Amber
Emergency Procedure Complete Message Magenta
Abnormal Procedure Complete Message Magenta
All Disclaimer Text Green
Default Header Text/Page Numbers White
FROM Waypoint (Line No. 2) Amber
TO Waypoint (Line No. 3) Magenta
Additional Waypoints (Line No. 4 -- Line No. 11) Cyan
Present Position (Line No. 12) Green

a MFD Bezel Menu Controls

(1) The checklist menu keys on the MFD bezel controller provide the
control inputs for moving the checklist cursor and selecting various
procedures and items on the checklist pages. These menu keys
function as follows:

(a) Pushing the RTN menu key deactivates the checklist display
and returns the MFD to the main bezel menu.

(b) Pushing the SKP menu key moves the cursor to the next
incomplete procedure/item in the current checklist. When the
cursor reaches the end of the list, it wraps back to the
beginning. If all the procedures/items in the current list are
complete, the skip function has no effect.

(c) Pushing the LN BK menu key moves the checklist cursor to the
previous item in the current list. The cursor automatically wraps
to the previous page, or to the last page, if it was at the top of
the list.

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(d) When multiple pages exist for the currently displayed list of
procedures/items, pushing the PAG menu key displays the next
page. The cursor moves to the first incomplete procedure/item
on the new page. While on the last page, pushing the PAG
menu key causes the cursor to wrap back to the first
incomplete procedure/item on the first page. If an incomplete
procedure/item is not found on the page, then the cursor
moves to the first procedure/item on the page. This function
has no effect if multiple pages are not present.

(e) Pushing the RCL menu key moves the checklist cursor to the
first incomplete procedure/item in the current list. If the cursor is
already on the first incomplete procedure/item, the first push of
the RCL menu key has no effect. If all procedures/items on the
current list are complete, the first push of the RCL menu key
moves the cursor to the top of the list.

(f) Pushing the ENT menu key either selects an index or

procedure, or changes a checklist item’s status from incomplete
to complete. The cursor moves to the next incomplete
procedure/item in the current list.

b Joystick Controls

(1) When the checklist menu is selected, the pilot or copilot moves the
joystick up or down to advance the checklist cursor through the
checklist. The pilot or copilot can also move the joystick left or right
to page through the available checklists.

(a) Moving the joystick up moves the cursor to the previous

procedure/item in the current list. The cursor automatically
wraps to the previous page, or the last page, if the cursor was
at the top of the list.

(b) Moving the joystick down moves the cursor to the next
procedure/item in the current list. The cursor automatically
wraps to the next page, or the first page, if the cursor was at
the bottom of the list.

(c) Moving the joystick right displays the previous checklist/index

page. The cursor moves to the first procedure/item on the
newly displayed page. If the first checklist/index page is being
displayed, then the last checklist/index page is displayed when
the function is selected.

(d) Moving the joystick left displays the next checklist/index page.
The cursor moves to the first procedure/item on the newly
displayed page. If the last checklist/index page is being
displayed, then the first checklist/index page is displayed when
the function is selected.

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c Checklist Modes

(1) The checklist function has nine modes with each index, checklist, or
listing considered a mode. These modes are then grouped as a
major or minor mode as follows:
• Major modes: master index, normal procedure index, normal
checklist, emergency procedure index, emergency checklist,
abnormal procedures index, and abnormal checklist.
• Minor modes: waypoint listing, preamble, and disclaimer listing.
(2) An index mode displays the procedures that a pilot or copilot may
wish to review during flight. A checklist mode displays the details of
a particular procedure that a pilot or copilot may wish to check
during flight operations.

(3) Disclaimer Mode

(a) The disclaimer mode is entered when the checklist function is

initialized after power--up. This mode is made up of text
explaining to the user that using the electronic checklist does
not relieve the user from complying with the checklist contained
in the Aircraft Flight Manual. Figure 2--1--44 shows an example
of a disclaimer page.

(b) After cycling through all disclaimer pages, the active mode
changes to the master index if it exists, otherwise the normal
index mode is entered. When the disclaimer mode is
completed, the disclaimer selection in the checklist is changed
to a complete status.

(c) Each time the disclaimer mode is activated, the status of all
normal procedures and checklist items and all abnormal and
emergency checklist items are set to incomplete. While in the
disclaimer mode, the page function is the only control function
available to progress through the disclaimer pages. If the
disclaimer mode is entered a second time, it can only be exited
by pushing the recall menu key twice.

(4) Master Index Mode

(a) The master index mode is a customer option. The master index
mode contains listings for the normal procedures index,
emergency procedures index, and abnormal procedure index.
If the master index mode is available, it is entered by pushing
the CKLST menu key on the MFD bezel controller. All
selections of the CKLST menu key, excluding the first time after
a power--up, activate the master index mode. All selections in
the master index are displayed as incomplete.

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Figure 2--1--44. Disclaimer Mode Page

(5) Normal Procedures Index Mode

(a) The normal procedures index contains a list of procedure that

can be selected to access checklists for routine flight
operations. When a checklist is completed, the corresponding
procedure in the normal index is also denoted as being
complete. Figure 2--1--45 shows an example of a normal
procedures index page.

(b) The normal index mode is entered from the master index mode
if it exists. Otherwise the normal index mode is entered from
the disclaimer mode. When the normal index mode is entered,
the checklist cursor moves to the first incomplete procedure in
the list. Any selection from the normal index mode activates the
normal checklist mode for that selection, except the disclaimer
or waypoint listing functions. When the checklist items for a
selected procedure are complete, the procedure’s completion
status is changed to complete. The status for a normal
procedure and all associated checklist items changes to
incomplete upon re--entering the checklist mode for that
procedure.

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Figure 2--1--45. Normal Procedures Index Mode Page

(6) Waypoint Listing Mode

(a) The waypoint listing mode displays the aircraft’s current

position, the FROM waypoint, the TO waypoint, and any
additional FMS or LRN waypoints on the flight plan up to a
maximum of eight. Line 1 of the display contains the waypoint
listing header consisting of the ASCII column labels “ID LAT
ON XXX”. The XXX represents the current navigation source.
Dash marks replace the respective invalid digits if the waypoint
information is invalid or unavailable. Table 2--1--45 lists the data
that is displayed for each waypoint. Figure 2--1--46 shows an
example of a waypoint listing page.

Table 2--1--45. Waypoint Listing Data

Waypoint Data Display Attributes
Identifier Four Characters
Latitude Hemisphere Indication N -- Northern
or
S -- Southern
Digital Latitude XX_XX.X
Longitude Hemisphere Indication W -- Western
or
E -- Eastern
Digital Longitude XXX_XX.X

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Figure 2--1--46. Waypoint Listing Mode Page

(7) Preamble Mode

(a) The preamble mode, if defined by the customer, is a page

showing the characteristics of the checklist. While in the
preamble mode, the only active selections are the page and
recall functions.

(8) Normal Checklist Mode

(a) The normal checklist mode is entered when any procedure is

selected from the normal procedures index, except the
disclaimer or waypoint listing functions. A normal checklist
contains specific actions for normal flight operations.
Figure 2--1--47 shows an example of a normal checklist page.

(b) Each procedure listed in the normal procedures index has its
own list of checklist items that are displayed during the normal
checklist mode. When the normal checklist mode is entered,
the checklist cursor moves to the first incomplete checklist item
in the list. As each checklist item is completed, pushing the
enter menu key changes the item’s default color to indicate a
complete status. When the last checklist item has been
completed for that procedure, the normal procedures index
mode is activated and the checklist cursor moves to the next
incomplete procedure in the index.

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Figure 2--1--47. Normal Checklist Mode Page

(9) Emergency/Abnormal Procedures Index Modes

(a) Emergency and abnormal procedures index modes are the

same as the normal procedures index, except they apply to
procedures that are emergencies or atypical for a normal
operation. The emergency and abnormal index modes contain
lists of their respective procedures.

(b) When the emergency or abnormal index mode is entered, the

checklist cursor moves to the first procedure in the list. The
emergency checklist mode is active whenever a procedure is
selected during the emergency index mode. The abnormal
checklist mode is active whenever a procedure is selected
during the abnormal index mode. Procedures displayed during
the emergency and abnormal index modes always have a
status of incomplete. Figure 2--1--48 shows an example of an
emergency procedures index page.

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Figure 2--1--48. Emergency/Abnormal Procedures Index Mode Page

(10) Emergency/Abnormal Checklist Modes
(a) Emergency and abnormal checklist modes are the same as the
normal checklist mode, except they apply to checklists that are
emergencies or atypical for a normal flight. Each of the
procedures listed in the emergency or abnormal index mode
has its own list of checklist items that are displayed during the
emergency or abnormal checklist mode. When the emergency
or abnormal checklist mode is entered, the checklist cursor
moves to the first incomplete item in the list. As each checklist
item is completed, pushing the enter menu key changes the
item’s default color to indicate a complete status. The
completion status for each of the checklist items is maintained
until the disclaimer mode is activated, or until all of the items in
the list have been completed.
(b) When the last checklist item has been completed for an
emergency procedure, the display is cleared, the message
“EMERGENCY PROCEDURE COMPLETE” is displayed, and
the statuses of all checklist items in that procedure are set to
incomplete. Selecting the enter function while the message
“EMERGENCY PROCEDURE COMPLETE” is being displayed,
clears the message and activates the master index if it exists;
otherwise the normal procedures index mode is entered.
(c) When the last checklist item has been completed for an
abnormal procedure, the display is cleared, the message
“ABNORMAL PROCEDURE COMPLETE” is displayed, and the
status of all the checklist items in that procedure are set to
incomplete. Selecting the enter function while the message
“ABNORMAL PROCEDURE COMPLETE” is being displayed,
clears the message and activates the master index if it exists;
otherwise, the normal procedures index mode is entered.

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(j) System Page Displays

1 System pages are displayed full--time on the MFD display format, regardless
of which system page is selected through system page bezel menu. The
only time a system page is not displayed is when the checklist or TCAS
menu has been selected for display.

2 The EFIS uses data from the selected channel in each DAU to display
engine information. If an exceedance occurs while the system page is being
displayed, it causes the box around the digital readout to flash for five
seconds at a rate of one second on and 0.5 seconds off, then remain
steady. If a parameter is currently in exceedance and it enters a higher level
exceedance, the box flashes for five seconds and then remains steady. The
box changes to the exceedance color but does not flash if a parameter
currently in exceedance enters a lower level exceedance.

3 If a parameter is currently in exceedance with its box flashing and it enters a

higher level exceedance, the box changes to the new exceedance color and
flashes for the remainder of the lower level exceedance’s five second
duration. If a parameter is currently in exceedance with its box flashing and it
enters a lower level exceedance, the box changes to the new exceedance
color and flashes for the remainder of the higher level exceedance’s five
second duration. The box is immediately removed if a parameter becomes
invalid while in an exceedance with the box flashing. If a parameter is invalid
and then becomes valid within an exceedance range, the box and digits
change to the exceedance color and the box flashes for five seconds and
then remains steady.

a Electrical System Page Display

(1) The electrical system page format contains display information that
provides a schematic representation of the electrical system for the
pilot or copilot. The electrical system page format displays the dc
buses, bus connections, voltage and current readouts for the
generators, auxiliary power unit, ground power unit, and the battery
status. Figure 2--1--49 shows the display format for the electrical
system page.

(2) Generator Data

(a) The generator data consists of voltage and current readouts for
generators 1 thru 4. Voltages and currents are displayed inside
a schematic representation of the generators. White GEN1,
GEN2, GEN3, and GEN4 labels annunciate the generator data
displays, respectively.

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(b) The generator voltage is displayed in a digital readout outlined

by a white box. The readout has a range of 0.0 volts to 40.0
volts with a resolution of 0.1 volts. The readout digits are
displayed in green for normal conditions. A white V label is
displayed next to the readout digits. For an invalid generator
voltage, three amber dashes (----.--) replace the readout digits.

Figure 2--1--49. Electrical System Page Format -- Normal Conditions

(c) A generator voltage exceedance causes the outline box and

readout digits to change colors. Generator voltage
exceedances are based solely on the existence of a CAS
message, as opposed to being within a specified range. If the
associated CAS message is generated, the readout digits and
outline box are displayed in amber.

(d) The generator current is displayed in a digital readout outlined

by a white box. The readout has a range of 0 amps to 723
amps with a resolution of five amps. The readout digits are
displayed in green for normal conditions. A white A label is
displayed next to the readout digits. For an invalid generator
current, three amber dashes (------) replace the readout digits.

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(e) A generator current exceedance causes the outline box and

readout digits to change colors. Generator current
exceedances are based solely on the existence of a CAS
message, as opposed to being within a specified range. If the
associated CAS message is generated, the readout digits and
outline box are displayed in amber.

(3) Auxiliary Power Unit Data

(a) Auxiliary power unit (APU) data consists of voltages and

current readouts. Voltages and currents are displayed inside a
schematic representation of the APU. A white APU label
annunciates the APU data display.

(b) The APU labels and schematic representation are removed

from the display when the APU master switch indicates off if
the APU turbine speed is invalid. The APU labels and
schematic representation are also removed from the display if
the APU master switch is invalid and the APU turbine speed is
less than 10%.

(c) The APU voltage is displayed in a digital readout outlined by a

white box. The readout has a range of 0.0 volts to 40.0 volts
with a resolution of 0.1 volts. The readout digits are displayed
in green for normal conditions. A white V label is displayed next
to the readout digits. For an invalid APU voltage, three amber
dashes (----.--) replace the readout digits.

(d) An APU voltage exceedance causes the outline box and

readout digits to change colors. The APU voltage exceedances
are based solely on the existence of a CAS message, as
opposed to being within a specified range. If the associated
CAS message is generated, the readout digits and outline box
are displayed in amber.

(e) The APU current is displayed in a digital readout outlined by a

white box. The readout has a range of 0 amps to 723 amps
with a resolution of five amps. The readout digits are displayed
in green for normal conditions. A white A label is displayed next
to the readout digits. For an invalid APU current, three amber
dashes (------) replace the readout digits.

(f) An APU current exceedance causes the outline box and

readout digits to change colors. The APU current exceedances
are based solely on the existence of a CAS message, as
opposed to being within a specified range. If the associated
CAS message is generated, the readout digits and outline box
are displayed in amber.

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(4) Ground Power Unit Data

(a) Ground power unit (GPU) data is made up of voltage readouts.

Voltages are displayed inside a schematic representation of the
GPU. A white GPU label annunciates the GPU data display.

(b) The GPU voltage is displayed in a digital readout outlined by a

white box. The readout has a range of 0.0 volts to 40.0 volts
with a resolution of 0.1 volts. Readout digits are displayed in
green for normal conditions. A white V label is displayed next to
the readout digits. If weight on wheels indicates an in air status,
then the GPU labels and digital readout are removed from the
display. For an invalid GPU voltage, three amber dashes (----.--)
replace the readout digits. No exceedance state exists for GPU
data.

(5) Battery Data

(a) The DAU provides the battery voltage and temperature data.
This data is displayed in digital readouts. White BATT1 and
BATT2 labels annunciate the battery data displays.

(b) The battery voltage is displayed in a digital readout outlined by

a white box. The readout has a range of 0.0 volts to 40.0 volts
with a resolution of 0.1 volts. Readout digits are displayed in
green for normal conditions. A white V label is displayed next to
the readout digits. For an invalid generator voltage, three
amber dashes (----.--) replace the readout digits.

(c) A battery voltage exceedance causes the outline box and

readout digits to change colors. Battery voltage exceedances
are based solely on the existence of a CAS message, as
opposed to being within a specified range. If the associated
CAS message is generated, the readout digits and outline box
are displayed in amber.

(d) The battery temperature is displayed in a digital readout

outlined by a white box. The readout has a range of --40 _C to
+150 _C with a resolution of one degree. Readout digits are
displayed in green for normal conditions. A white _C label is
displayed next to the readout digits. For an invalid generator
voltage, three amber dashes (------) replace the readout digits.

(e) A battery temperature exceedance causes the outline box and

readout digits to change colors. Battery temperature
exceedances are based solely on the existence of a CAS
message, as opposed to being within a specified range. If the
associated CAS message is generated, the readout digits and
outline box are displayed in red.

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(6) DC Bus Lines

(a) Five schematic representations are displayed for the left,

center, right, left essential, and right essential dc buses. The
DAU sends the current status of each bus to the IAC for display
on the electrical system page. For normal conditions, dc bus
lines are displayed in green. If an associated CAS message is
generated, the left and right dc bus lines and the left and right
essential dc bus lines change to amber to annunciate the
condition. For an invalid dc bus, the respective dc bus line
changes to amber. If the DAU bus becomes invalid, amber
dashes are displayed instead of the bus lines.

(7) Test Mode Display

(a) The test mode provides the user with a failure mode
annunciator and familiarization of the electrical system page.
The test mode is functional while weight--on--wheels and the
airspeed is less than 50 knots. Pushing and holding the TEST
button on the appropriate DC--550 Display Controller initiates
the test mode if the electrical system page was being
displayed. The MFD then displays the test page format as long
as the test mode is active. Figure 2--1--50 shows the test mode
format for the electrical system page.

Figure 2--1--50. Electrical System Page -- Test Mode

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b Hydraulic System Page Display

(1) The hydraulic system page format contains display information in

the form of scales and digital readouts which provide identification
and separation of the various hydraulic parameters. Headers and
header lines are displayed in white. Figure 2--1--51 shows the
display format for the hydraulic system page.

Figure 2--1--51. Hydraulic System Page Format

(2) Hydraulic Fluid Quantity

(a) The DAU provides the left and right hydraulic fluid quantities to
the IAC. These quantities are then displayed as an analog
scale for each hydraulic system. Each scale has a range of 0 to
6.3 quarts. A white QTY label is displayed between the two
scales.

(b) Each scale consists of two bands and a pointer. The amber left
band represents quantities from 0 to 1.1 quarts. The green right
band represents quantities from 1.1 to 6.3 quarts. The pointer
moves linearly along the bottom of the scale between the left
and right bands. The pointer reflects the color of the band to
which it is pointing. When a hydraulic fluid quantity value
exceeds the limits of a particular band, the pointer changes
color. When a hydraulic fluid quantity value exceeds the limits
of the scale, the pointer parks itself at the respective end of the
scale. For an invalid hydraulic fluid quantity, the MFD removes
the pointer.

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(3) Hydraulic Pressure

(a) The DAU provides hydraulic pressure data to the IAC. The
hydraulic pressure for each hydraulic system is then displayed
in a digital readout. Each readout has a range of 0 psi to 5200
psi with a resolution of 100 psi. A white PRESS label is
displayed between the two readouts.

(b) The digits are displayed in green for normal pressure

conditions between 1200 psi and 3400 psi. When a hydraulic
pressure exceeds 1200 psi or 3400 psi, an amber exceedance
box is drawn around the readout and the digits are displayed in
amber. If weight--on--wheels indicates an on ground status and
the on--side N2 value is less than 50%, the hydraulic pressure
is displayed as normal regardless of its current value. For an
invalid hydraulic pressure, four amber dashes (------) replace the
readout digits.

(4) Hydraulic Electrical Pump Status

(a) The status of each hydraulic electrical pump is displayed in a

digital readout to indicate whether the hydraulic engine is on or
off. A green ON annunciator is displayed if the hydraulic
electrical pump switch indicates normal pressure. A green OFF
annunciator is displayed if the hydraulic electrical pump switch
indicates low pressure. A white ELEC PUMP label is displayed
between the digital readouts. For an invalid hydraulic electrical
pump status, three amber dashes (------) replace the digits in the
corresponding readout.

(5) Brake Temperature

(a) Brake temperatures are displayed as two vertical scales. The

scales provide the temperature indication for the outboard and
inboard brakes on each side of the aircraft. Each scale has a
range of 0_C to 1000_C. The bottom of the scale represents
0_C, and the top represents 1000_C. White OB and IB labels
are displayed below each scale to indicate the outboard and
inboard brakes.

(b) The scales consist of two vertical bands and four pointers. The
green lower band represents temperatures from 0_C to 200_C.
The amber upper band represents temperatures from 200_C to
1000_C. The left outboard brake temperature pointer is
positioned on the left edge of the left vertical scale. The left
inboard brake temperature pointer is positioned on the right
edge of the left vertical scale. The right outboard brake
temperature is positioned on the left edge of the right vertical
scale. The right inboard brake temperature pointer is positioned
on the right edge of the right vertical scale.

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(c) The pointers move linearly between the top and bottom of the
scales to indicate the brake temperature. The pointers reflect
the color of the band to which they are pointing. When any
brake temperature exceeds the limits of a particular band, the
corresponding pointer changes color. The pointer parks when
the temperature is greater than 1000_C or less than 0_C. For
an invalid brake temperature, the MFD removes the respective
pointer from the display.

(6) Test Mode Display

(a) The test mode provides the user with a failure mode
annunciator and familiarization of the hydraulic system page.
The test mode is functional while weight--on--wheels is sensed
and the airspeed is less than 50 knots. Pushing and holding
the TEST button on the appropriate DC--550 Display Controller
initiates the test mode if the hydraulic system page was being
displayed. The MFD then displays the test page format as long
as the test mode is active. Figure 2--1--52 shows the test mode
format for the hydraulic system page.

Figure 2--1--52. Hydraulic System Page -- Test Mode

c Takeoff System Page Display

(1) The takeoff system page format contains display information that
provides a schematic representation of the aircraft that allows the
flight crew to monitor the status of each door. The page format also
provides engine takeoff information and digital readouts of the oil
levels. White separator lines are shown between the various display
information. All legends and labels are displayed in white.
Figure 2--1--53 shows the display format for the takeoff system
page.

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Figure 2--1--53. Takeoff System Page Format

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(2) Engine Takeoff Data

(a) The DAU provides the reference data to the IAC for the engine
takeoff data display. This data is then displayed in a digital
format. Engine modes, reference temperatures, and anti--ice
status are displayed in various states using different colors and
graphic indications to help the pilot or copilot identify the
aircraft’s current takeoff status. The takeoff mode is displayed
in a digital readout as specified in Table 2--1--46.

Table 2--1--46. Takeoff Mode Annunciators

Takeoff Mode 1 Takeoff Mode 2 Annunciator Color
0 0 T/O--1 Table 2--1--48
0 1 ALTTO--1 Table 2--1--48
1 0 ALTTO--2 Table 2--1--48
1 1 ALTTO--3 Table 2--1--48

(b) The reference temperature is displayed in cyan in a digital

readout. The readout has a range from --99 _C to +99 _C. A
white _C label is displayed next to the temperature readout
digits. The anti--ice status is also displayed in a digital readout.
The anti--ice status is an amber ON annunciator if the bleed
position indicates on, and an amber OFF annunciator if it
indicates off. If weight--on--wheels indicates an in air status, the
takeoff mode, temperature reference, and anti--ice status
readouts remain blank. If weight--on--wheels indicates an on
ground status for more than 5 seconds, then the logic defined
in Table 2--1--47 is implemented to drive the readouts.

Table 2--1--47. Engine Takeoff Data Logic

Engine Data Readouts Input Signals
Condition T/O REF TO REF Color TO TO To Flex/ Take
MODE TEMP A--ICE Temp Temp Temp TWR off
Display Status Status Status
0 1 2 Temp Temp
(Table Fault
2--1--47)
1 Takeoff ------ ------ W Not Not Not Not Not
Mode Set Set Set Set Set

2 Takeoff Takeoff Bleed C Don’t Don’t Don’t Set Not

Mode Temperature Position Care Care Care Set

3 Takeoff Takeoff Bleed A Set Not Not Not Not

Mode Temperature Position Set Set Set Set

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Table 2--1--47. Engine Takeoff Data Logic (cont)

Condition T/O REF TO REF Color TO TO To Flex/ Take
MODE TEMP A--ICE Temp Temp Temp TWR off
Display Status Status Status Temp
0 1 2 Temp
(Table Fault
2--1--47)

4 Takeoff Takeoff Bleed A Not Set Not Not Not

Mode Temperature Position Set Set Set Set

5 Takeoff Takeoff Bleed A Set Set Not Not Not

Mode Temperature Position Set Set Set

6 Takeoff Takeoff Bleed A Not Not Set Not Not

Mode Temperature Position Set Set Set Set

7 ------ ------ ------ A Don’t Don’t Don’t Don’t Set

Care Care Care Care
A = Amber
C = Cyan
W = White

(c) A white engine takeoff data status arrow identifies the current
takeoff condition. If condition 3 exists, the arrow is placed next
to the takeoff mode readout. If condition 4 exists, the arrow is
placed next to the takeoff temperature readout. If condition 5
exists, the arrow is placed next to the anti--ice status readout.

(d) For an invalid takeoff temperature or bleed position, three

amber dashes (------) replace the digits in the respective
readout. White dashes replace the digits in all engine takeoff
data readouts if the takeoff temperature status is invalid.

(3) Oil Level Display

(a) The DAU provides the oil level data for each engine to the IAC.
These oil levels are then displayed in digital readouts. Each
readout has a range from 0 to 15 quarts with a resolution of
one quart. Each readout has two display colors: amber for oil
levels between 0 and 5 quarts, and green (normal) for oil levels
between 6 and 15 quarts. When the oil level for an engine
exceeds an exceedance limit, an exceedance box is drawn
around the digits in the color of the exceedance. A white QT
label is displayed next to each digital readout. For an invalid oil
level, an amber dash replaces the digit in the readout and the
box around the digit is not displayed.

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(b) The MFD removes the respective engine oil level readout from
the display if the following conditions exist:
• The N2 value is greater than 50% for one engine and
weight--on--wheels indicates an on ground status.
• Weight--on--wheels indicates an in air status.
(c) The MFD removes the oil level readouts for both engines if the
following conditions exist:
• The N2 value is greater than 50% for both engines and
weight--on--wheels indicates an on ground status.
• Weight--on--wheels indicates an in air status.
(4) Door Status Display
(a) A white schematic representation of the aircraft is displayed
with colored boxes to indicate the status of each door. When a
door changes status, the color of the representative graphic
changes color as defined below:

Door Status Graphic Color

Closed Green
Open Red

(b) The MFD displays a door open message below the aircraft
schematic if any door is in an open status. The message is
outlined by a red box. If a door open status occurs while the
takeoff system page is displayed and the door message is not
already being displayed, the outline box flashes for five
seconds at a rate of one second on/0.5 seconds OFF, then
remains steady. If a door open status occurs while the system
page is not displayed and is still present the next time the
takeoff system page is selected, the door open message is
boxed, flashes for 5 seconds at a rate of one second on/0.5
seconds OFF, and then remains steady. For each invalid door
status, the MFD replaces the respective door graphic with an
amber X.
(5) Test Mode Display
(a) The test mode provides the user with a failure mode
annunciator and familiarization of the takeoff system page. The
test mode is functional while weight--on--wheels is sensed and
the airspeed is less than 50 knots. Pushing and holding the
TEST button on the appropriate DC--550 Display Controller
initiates the test mode if the takeoff system page was being
displayed. The MFD then displays the test page format as long
as the test mode is active. Figure 2--1--54 shows the test mode
format for the takeoff system page.

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Figure 2--1--54. Takeoff System Page -- Test Mod

d Environmental Control System Page Display

(1) The environmental control system page format contains display

information in the form of scales and digital readouts which provide
identification and separation of the various environmental control
parameters. Headers and header lines are displayed in white.
Figure 2--1--55 shows the display format for the environmental
control system page.

Figure 2--1--55. Environmental Control System Page Format

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(2) Cabin Temperature Readout

(a) The DAU provides the cabin temperature data to the IAC. The
cabin temperature is then displayed in a digital readout. The
readout has a range of --54 _C to +54 _C with a resolution of
one degree. The readout digits are displayed in green. A white
_C label is displayed next to the readout digits. A white CABIN
TEMP label annunciates the readout. For an invalid cabin
temperature, three amber dashes (------) replace the readout
digits.

(3) Cockpit Temperature Readout

(a) The DAU provides the cockpit temperature data to the IAC.
The cockpit temperature is then displayed in a digital readout.
The readout has a range of --54 _C to +54 _C with a resolution
of one degree. The readout digits are displayed in green. A
white _C label is displayed next to the readout digits. A white
CKPT TEMP label annunciates the readout. For an invalid
cockpit temperature, three amber dashes (------) replace the
readout digits.

(4) Oxygen Pressure Display

(a) The oxygen pressure is displayed as a vertical scale and digital

readout. The vertical scale has a range of 0 psi to 2000 psi,
with the bottom of the scale representing 0 psi, and the top
representing 2000 psi. The vertical scale consists of three color
bands and a pointer with the following oxygen pressures. The
red lower band represents oxygen pressures from 0 psi to 250
psi. The amber middle band represents oxygen pressures from
250 psi to 410 psi. The upper green (normal) band represents
oxygen pressures from 410 psi to 2000 psi.

(b) The pointer moves linearly between the top and bottom of the
scale with respect to the color bands to indicate the oxygen
pressure. The pointer reflects the color of the band to which it
is pointing. A digital readout of the pointer position is displayed
below the scale. The readout has a range of 0 psi to 2080 psi.
A white PSI label is displayed next to the readout digits.

(c) The readout digits are displayed in the same color as the
pointer. When the oxygen pressure exceeds an exceedance
limit, an exceedance box is drawn around the readout in the
color of the exceedance. The pointer also changes color
accordingly. If the oxygen pressure exceeds the limits of the
vertical scale, the pointer parks itself at the respective end of
the scale. For an invalid oxygen pressure, four amber dashes
(--------) replace the readout digits, the exceedance box is not
displayed, and the pointer is removed from the display.

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(5) Engine Bleed Temperature Display

(a) The MFD displays the left and right cooler outlet temperatures
(engine bleed temperatures) as a vertical scale. The vertical
scale has a range of --40 _C to 400 _C, with the bottom of the
scale representing 180 _C, and the top representing 350 _C.
The vertical scale consists of three color bands and two
pointers. A white lower band represents bleed temperatures
from 0 _C to 260 _C. The green (normal) middle band
represents bleed temperatures from 261 _C to 304 _C. An
amber upper band represents bleed temperature from 305 _C
to 400 _C.

(b) The pointers move linearly between the top and bottom of the
scale with respect to the color bands to indicate the cooler
outlet temperatures. For values between 350 _C and 400 _C,
or between --40 _C and 180 _C, the pointer remains parked at
the top and bottom of the scale respectively. The pointer on the
left side of the scale represents the left cooler outlet
temperature. The pointer on the right side of the scale
represents the right cooler outlet temperature.

(c) Each pointer reflects the color of the band to which it is pointing
in the upper region of the scale. In the lower region of the
scale, the pointer color is as follows:
• The left and right pointers are green for normal operation.
• The left pointer is amber when the “BLD 1 TEMP” CAS
message is displayed.
• The right pointer is amber when the “BLD 2 TEMP” CAS
message is displayed.
(d) When a cooler outlet temperature exceeds the limits of a color
band, the pointer changes to the new exceedance color. For an
invalid cooler outlet temperature, the MFD removes the
respective pointer from the display.

(6) Test Mode Display

(a) The test mode provides the user with a failure mode
annunciator and familiarization of the environmental control
system page. The test mode is functional while
weight--on--wheels is sensed and the airspeed is less than 50
knots. Pushing and holding the TEST button on the appropriate
DC--550 Display Controller initiates the test mode if the
environmental control system page was being displayed. The
MFD then displays the test page format as long as the test
mode is active. Figure 2--1--56 shows the test mode format for
the environmental control system page.

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Figure 2--1--56. Environmental Control System Page -- Test Mode

e Fuel System Page Display

(1) The fuel system page format contains display information that
provides a schematic representation of the fuel system for the pilot
or copilot. Digital readouts are provided for the total fuel quantity,
total fuel used, and fuel tank temperature. Header lines and static
tank lines are displayed in white. Figure 2--1--57 shows the display
format for the takeoff system page.

Figure 2--1--57. Fuel System Page Format

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(2) Fuel Tank Quantity Display

(a) The DAU provides the tank 1 and tank 2 fuel quantity in
pounds to the IAC. The IAC converts pounds to kilograms if the
English/Metric strap indicates metric. Each fuel tank quantity is
then displayed as a vertical scale and digital readout.

(b) The vertical scale for the tank 1 fuel quantity display is
positioned along the left edge of the display. The vertical scale
for the tank 2 fuel quantity display is positioned along the right
edge of the display. Each scale has a range from 0 LB (0 KG)
to 5000 LB (2270 KG). Each scale contains three color bands
which represent the following fuel quantities:

• Red band (lower) represents fuel quantities from 0 LB (O

KG) to 620 LB (280 KG).
• Amber band (middle) represents fuel quantities from 630 LB
(290 KG) to 880 LB (400 KG).
• Green (normal) band (upper) represents fuel quantities from
890 LB (410 KG) to 5000 LB (2270 KG).

(c) A pointer moves linearly between the top and bottom of each
scale with respect to the color bands to indicate the fuel tank
quantity. Each pointer reflects the color of the band to which it
is pointing.

(d) A digital readout of the pointer position is displayed next to

each vertical scale. Each readout has a range of 0 to 5000
pounds with a resolution of 10 pounds when english units are
selected. The readout range is from 0 to 3000 kilograms with a
resolution of 10 kilograms when metric units are selected. A
white LB or KG label is displayed next to the readout digits,
depending on whether pounds or kilograms is selected for
display. The readout digits are displayed in the same color as
the respective pointer.

(e) The readouts are not boxed for normal conditions. When a
digital fuel quantity (excluding total quantity) exceeds an
exceedance limit, an exceedance box is shown around the
readout digits in the color of the exceedance. When the fuel
quantity exceeds the limits of a particular color band on the
vertical scale, the pointer changes color accordingly. If the fuel
quantity exceeds the limits of the scale, the pointer parks itself
at the respective end of the scale. For an invalid fuel tank
quantity, three amber dashes (------) replace the respective
readout digits, the exceedance box is not displayed, and the
pointer is removed from the display.

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(3) Fuel Tank Pump Status Annunciator

(a) The DAU provides the status of each fuel tank pump to the
IAC. Each status is considered individually unless all pumps
indicate an off status. Each fuel status is displayed as a three
character status field with possible values of A, B, C, or OFF
located in the left, center, and right positions respectively. A
white PUMP label is displayed above each pump status field.

(b) A green A annunciator is displayed in the left position if power

contactor A for that fuel pump is active. The position is blank if
power contactor A is inactive. A green B annunciator is
displayed in the center position if power contactor B for that
fuel pump is active. The position is blank if power contactor B is
inactive. A green C annunciator is displayed in the right
position if power contactor C for that fuel pump is active. The
position is blank if power contactor C is inactive. If all power
contactors for that fuel pump are inactive, a green OFF
annunciator is displayed in the pump’s status field. For an
invalid fuel tank pump status, an amber dash (--) is placed in
the corresponding pump status field position.

(4) Total Fuel Quantity Readout

(a) The total fuel quantity is displayed in a digital readout. The

readout has a range from 0 to 9990 pounds, with a resolution
of 10 pounds when english units are selected. The readout has
a range from 0 to 6000 kilograms with a resolution of 10
kilograms when metric units are selected. A white LB or KG
label is displayed next to the readout digits, depending on
whether pounds or kilograms is selected for display. The
readout digits are displayed in green for normal conditions.

(b) The readouts are not boxed for normal conditions. If either tank
1 or tank 2 fuel quantities enter into an exceedance range, an
exceedance box is shown around the readout digits in the
same color as the greater exceedance. For an invalid total fuel
quantity, four amber dashes (--------) replace the readout digits.

(5) Fuel Used Readout

(a) The DAU provides the IAC with the fuel flow data from each
tank. This data is then integrated and added to a running total
to obtain the fuel used quantity which is displayed in a digital
readout. The IAC converts the fuel used value from pounds to
kilograms if the English/Metric strap indicates Metric. An IAC
reset effects the fuel used readout based on whether the reset
occurred while the aircraft was on the ground or in the air.

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(b) The readout has a range from 0 to 9990 pounds with a

resolution of 10 pounds when english units are selected. The
readout has a range from 0 to 4530 kilograms with a resolution
of 10 kilograms when metric units are selected. A white LB or
KG label is displayed next to the readout digits, depending on
whether pounds or kilograms is selected for display. The
readout digits are displayed in green. For an invalid fuel used
value, four amber dashes (--------) replace the readout digits.

(6) Fuel Tank Temperature Readout

(a) The DAU provides the fuel tank temperatures to the IAC. The
fuel tank temperature is then displayed in a digital readout. The
readout has a range from --64 _C to +64 _C with a resolution of
one degree. For temperatures less than 0 _C, a minus sign (--)
is displayed with the digits. The readout digits are displayed in
green (normal) for fuel tank temperatures between --39 _C to
+64 _C. The readout digits are displayed in amber when the
fuel tank temperature drops below --39 _C. A white _C label is
displayed next to the readout digits.

(b) When the fuel tank temperature exceeds an exceedance

range, an exceedance box is shown around the readout digits
in the same color as the exceedance. For an invalid fuel tank
temperature, three amber dashes (------) replace the readout
digits.

(7) Test Mode Display

(a) The test mode provides the user with a failure mode
annunciator and familiarization of the fuel system page. The
test mode is functional while weight--on--wheels is sensed and
the airspeed is less than 50 knots. Pushing and holding the
TEST button on the appropriate DC--550 Display Controller
initiates the test mode if the fuel system page was being
displayed. The MFD then displays the test page format as long
as the test mode is active. Figure 2--1--58 shows the test mode
format for the fuel system page.

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Figure 2--1--58. Fuel System Page -- Test Mode

(k) MFD Test Mode Display
1 The system test mode provides the pilot or copilot with a failure mode
annunciator and familiarization of the MFD format. The test mode is
functional while weight--on--wheels is sensed and the airspeed is less than
50 knots. Pushing and holding the TEST button on the appropriate DC--550
Display Controller initiates the test mode for the corresponding MFD. The
MFD then displays the test page format as long as the test mode is active.
Figure 2--1--59 shows the test page format for the MFD.
2 When the MFD test mode is selected, the currently selected system page is
displayed in its test page format. If the plan mode is the current display
mode, the map mode is forced on when the test mode is initiated. The plan
mode is re--enabled when the TEST button is released.
3 The MFD displays the following items in their invalid state:
• Bezel Menu
• Distance
• MAP Mode Heading Display
• SAT
• Time--To--Go
• TAS
• TAT
• Weather Radar.

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Figure 2--1--59. MFD Test Mode Display

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4 The following display items are forced off the display:

• Airports and Airport Identifiers
• Checklist Display
• Designator Information
• Drift Bug
• Flight Plan Data (waypoints, identifiers, track lines)
• Heading Select Bug
• Lateral Deviation
• NAVAIDS and NAVAID Identifiers
• TCAS Display
• Wind Display
• WX Video Data.

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L. Engine Instrument Crew Alerting System (EICAS) Display Interface

NOTE: See Figure 2--1--60 (Sheets 1 and 2) for a block diagram of the EICAS
interface.

(1) The EICAS display utilizes four primary components as follows:

• DU--870 Display Unit No. 3
• BL--871--851 EICAS Bezel Controller (1)
• DC--550 Display Controller (1)
• DA--800 Data Acquisition Units (DAU) (2)
• Symbol Generator (part of the IC--600 IAC) (2).
(2) The DAU is the central data collection point for the EICAS. Left side aircraft and
engine sensors connect to DAU No. 1. Right side aircraft and engine sensors
connect to DAU 2.
(3) The DAUs receive discrete, digital and analog data from various aircraft instruments
and components either directly, or from each IAC. This data includes engine data
from the full authority digital engine computer (FADEC). The FADEC data is digitized
(if necessary) and sent to the symbol generator in each IAC.
(4) The controlling IAC sends EICAS data to the EICAS display unit for display. A HDLC
wraparound signal from the EICAS display unit is sent to both IACs where it is
compared with the original sensor data in the IAC to ensure validity of the displayed
data. The dimming panel controls the brightness of the EICAS display.
(5) Each DAU consists of two independent and isolated channels with identical hardware
and software. Each channel contains its own power supply for connection to an
aircraft circuit breaker. Both channels perform the same computations on identical
input data. Both channels are continuously monitored by the IAC.
(6) The IAC displays errors or detected differences on the EICAS parameters between
the two channels as messages in the CAS section of the EICAS display. The control
knob on the EICAS display bezel allows the pilot or copilot to scroll through the CAS
messages. The master warning and master caution annunciators on the glareshield
are used to acknowledge warning and caution messages shown on the CAS display.
(7) If the EICAS display unit fails, the DU reversion switch on either reversionary panel
can be used to move the EICAS display format to an MFD unit. The control knob on
the MFD bezel can then be used scroll through the CAS messages.
(8) The RS--422 bus sends information from the DAU2 to the DAU1. This information is
sent to the FDR on the ARINC 717 lines. Data that is transmitted is as follows:
• No. 1 Brake Pressure
• Latitudinal Accelerator
• Longitudinal Accelerator
• No. 2 Control Column Position
• Elevator Position Sensor Information.
(9) The RS--422 line from DAU1 to DAU2 is provisioned at this time.

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Blank Page

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Figure 2--1--60 (Sheet 1). EICAS Interface Diagram

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Figure 2--1--60 (Sheet 2). EICAS Interface Diagram

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M. EICAS Display Operation

(1) The EICAS display format provides engine information to the pilot. The EICAS
display also provides a crew alerting system (CAS), landing gear information, cabin
environment and trim data. The EICAS display format is made up of five major
display areas as follows:
• Engine Instrument Section
• Cabin and APU Section
• CAS Message Section
• Flight Control Information Section.
(2) Figure 2--1--61 shows the display format for EICAS information.

(3) If an exceedance occurs on the EICAS, it causes the box around the digital readout
to flash for 5 seconds at a rate of 1 second ON and 0.5 seconds OFF, then remain
steady. If a parameter is currently in exceedance and it enters a higher level
exceedance, the box flashes for 5 seconds and then remains steady. The box
changes to the exceedance color but does not flash if a parameter currently in
exceedance enters a lower level exceedance.

(4) If a parameter is currently in exceedance with its box flashing and it enters a higher
level exceedance, the box changes to the new exceedance color and flashes for the
remainder of the lower level exceedance’s 5 second duration. If a parameter is
currently in exceedance with its box flashing and it enters a lower level exceedance,
the box changes to the new exceedance color and flashes for the remainder of the
higher level exceedance’s 5 second duration. The box is immediately removed if a
parameter becomes invalid while in an exceedance with the box flashing. If a
parameter is invalid and then becomes valid within an exceedance range, the box
and digits change to the exceedance color and the box flashes for 5 seconds and
then remains steady.

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Figure 2--1--61 (Sheet 1). EICAS Display Format

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Figure 2--1--61 (Sheet 2). EICAS Display Format

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Figure 2--1--61 (Sheet 3). EICAS Display Format

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(a) Engine Instrument Section

1 The engine instrument section of the EICAS display contains engine

information for the following parameters:
• Engine Fan Speed (N1)
• Inter Turbine Temperature (ITT)
• Engine Turbine Speed (N2)
• Fuel Flow
• Fuel Quantity
• Oil Pressure
• Oil Temperature
• Engine Vibration
• Engine Mode
• Ignition Status
• FADEC in Control
• Thrust Reversers.
2 Engine instrument legends N1, ITT, N2, FF, and FQ are displayed as long as
the display unit is in EICAS mode. These legends are centered top to
bottom in the engine instrument section, dividing the left engine data from
the right engine data. The OIL and VIB subsection labels are constantly
displayed, along with the PRESS, TEMP, LB and HP indicator labels. The %,
PPH, KG, LB, and KG legends are also constantly displayed. All legends
and labels are displayed in white in the engine instrument section. White
separator lines separate the oil and vibration subsection from the main
engine instrument section.

a Engine Fan Speed (N1) Display

(1) Engine Fan Speed (N1) data is displayed as an indicator dial and
digital readout for the left and right engines. Left engine N1 data is
shown on the left, and right engine N1 data is shown on the right.
Each engine is controlled by a full authority digital engine computer
(FADEC). When the FADEC controls the engine speed, the N1
request bug is displayed on the outside of the indicator dial. The
digital readout is displayed inside the indicator dial for the N1
reference value.

(2) Indicator Dial

(a) The indicator dial is made up of the following elements:

• Dial Scale Made Up of Two Arcs: Normal and Exceedance
• Dial Pointer
• Digital Readout.

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(b) The normal arc is a 200_ arc beginning at the 70_ compass
position and extending in a clockwise direction. The normal arc
is scaled as two degrees of arc per 1% of N1, with the 70_
compass position representing 0% N1 and the 270_ compass
position representing 100% N1. Long white tick marks are
placed on the arc at every 40 degrees of compass arc starting
at the 70_ compass position. Short white tick marks are placed
on the arc at every 40 degrees of compass arc starting at the
90_ compass position. A double stroked tick mark extending to
the right of the normal arc is placed at the 100% N1 position.
The tick marks and percent labels are displayed in white.

(c) The exceedance arc is a 20_ arc beginning at the 270_

compass position and extending in a clockwise direction. The
exceedance arc is scaled as two degrees of arc per 1% of N1,
with the 270_ compass position representing 100% N1 and the
290_ compass position representing 110% N1. The
exceedance arc is visible only when the dial pointer and digital
readout exceed the upper limits of the normal arc range.

(d) The dial pointer, indicating N1, sweeps the normal and
exceedance arcs with a resolution of 0.1%. The pointer is
limited at 110% for N1 values greater than 110%, and less than
or equal to the upper digital readout limit. The digital readout
has a range of 0.0 % to 199.9% N1 with a resolution of 0.1%. A
white box surrounds the digital readout. This box changes to
red if an exceedance occurs. For invalid N1, four amber dashes
(------.--) replace the readout digits and the pointer and
exceedance arc are removed.

(e) The N1 indicator dial parameters are defined in Table 2--1--48.

Table 2--1--48. N1 Indicator Dial Parameters

Range Duration Scale Color Pointer/Readout
Color
0.0% to 100% of N1 Always White Green
100.1% to 110% of N1 When N1 exceeds Red Red
100%

(3) N1 Request Bug

(a) The N1 request bug is displayed as a green, truncated triangle

and is provided for both N1 displays. The N1 request bug
moves along the outside edge of the N1 indicator dial. For an
invalid N1 request, the respective N1 request bug is removed
from the display.

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(4) N1 Target Bug

(a) The N1 target bug is made up of a T symbol and a digital

readout and is provided for both N1 displays. The N1 target
moves along the outside edge of the N1 indicator dial. The N1
target bug digital values are displayed in a digital readout. The
readout has a range of 05 to 100% with a resolution of 0.1 %
RPM. Both the target bug and readout digits are displayed in
cyan. For an invalid engine target N1, the respective N1 target
bug is removed and four amber dashes (------.--) replace the
readout digits.

b Inter Turbine Temperature Display

(1) Inter turbine temperature (ITT) data is displayed as an indicator dial

and digital readout for the left and right engines. Left engine ITT
data is shown on the left, and right ITT engine data is shown on the
right. The digital readout is displayed inside the indicator dial for the
ITT reference value.

(2) The indicator dial is made up of the following elements:

• Dial Scale Made Up of Two Arcs: Normal and Exceedance
• Dial Pointer
• Digital Readout.
(3) The normal arc begins at the 70_ compass and extends in a
clockwise direction. The normal arc is made up of two linear arc
segments. The first arc segment is static and scaled such that 4.33
degrees of arc equals one degree of change in ITT. The second arc
segment is scaled such that 2.49_ of arc equals a 1_ change in ITT.
The second arc segment extends clockwise from the end of the
static arc segment to the start of the red exceedance arc (red tick
mark) as follows:
• When conditions in Table 2--1--49 indicate the red exceedance
arc starting point is 922 _C, the second arc segment extends
clockwise from the end of the static arc segment to the red tick
mark as shown in Figure 2--1--62.
• When conditions in Table 2--1--49 indicate an engine start has
been requested and the engine is not running, the second arc
segment extends clockwise from the end of the static arc
segment to the red tick mark as shown in Figure 2--1--63.

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• When conditions in Table 2--1--49 indicate the red exceedance

arc staring point is 922 _C and the engine mode is CON, CLB, or
CRZ, the second arc segment extends from the end of the static
arc segment to 869 _C, and an amber exceedance arc is drawn
from 869 _C to the red tick mark as shown in Figure 2--1--64.

Table 2--1--49. ITT Engine Start Logic

Engine Start Engine Running Red Exceedance Arc
Requested Starting Point
(Tick Mark)
Not Requested Not Running 922_
Not Requested Running 922_
Requested Not Running 801_
Requested Running 922_

Figure 2--1--62. ITT Arc Default

Figure 2--1--63. ITT Arc During Engine Start

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Figure 2--1--64. ITT Arc With Engine Mode

(4) A red temperature exceedance arc is displayed when the ITT digital
readout and pointer are greater than or equal to the starting point of
the red exceedance arc. The red temperature exceedance arc is a
20 degree radial arc (50 _C) beginning at the red exceedance arc
starting point and extending in a clockwise direction.

(5) The dial pointer, indicating temperature, sweeps the normal and
exceedance temperature arcs with a resolution of one degree. The
pointer is limited at 300 degrees for ITT input values less than or
equal to 300 _C. For ITT input values that exceed the range of the
exceedance region, the pointer is limited at the end of the 50 _C
temperature exceedance arc.

(6) The digital readout has a range from --65 _C to 1999_C with a
resolution of one degree. The pointer and readout digits are
displayed in green for normal ITT conditions. When an exceedance
occurs, the pointer and readout digits are displayed in the
exceedance color.

(7) A white box surrounds the digital readout. When an exceedance

occurs, the box transitions to an amber or red exceedance color.
The box also flashes for 5 seconds at a rate of 1 second ON and
0.5 seconds OFF during the transition to an exceedance color, or
from an amber exceedance color to a red exceedance color.

(8) For an invalid ITT, four amber dashes (--------) replace the readout
digits, the box is displayed in its normal state, and the pointer and
exceedance arc are removed. For an invalid engine start request,
engine running, and engine mode, the ITT display defaults to the
display shown in Figure 2--1--62.

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c Engine Turbine Speed (N2) Display

(1) Engine turbine speed (N2) data is displayed in a digital readout for
the left and right engines. The left engine N2 data is shown on the
left, and right engine N2 data is shown on the right. The digital
readout has a range from 0.0% to 199.9% with a resolution of 0.1
percent. A percent (%) symbol is displayed next to the readout
digits. The readout digits are displayed in green for normal N2
conditions.

(2) The digital readout is not boxed during normal conditions. When an
N2 value enters an exceedance range, a red box is shown around
the readout digits that are also displayed in red. For an invalid N2,
four amber dashes (------.--) replace the readout digits.

d Fuel Flow Readout

(1) Fuel flow is measured in pounds per hour (PPH). The DAU provides
the fuel flow in PPH to the IC--600 IAC. The IAC converts the value
to kilograms per hour (KPH) if the English/Metric strap indicates
metric. The EICAS display annunciates which system is being used
with a white PPH or KPH label.

(2) Fuel flow (FF) for the left and right engines is displayed in a digital
readout above the fuel tank quantity data. Fuel flow data for the left
engine is shown on the left, and fuel flow data for the right engine is
shown on the right. The readout has a range from 0 PPH to 4000
PPH with a resolution of 10 PPH for English units. The readout has
a range from 0 KPH to 1820 KPH with a resolution of 10 KPH for
metric units. The readout digits are displayed in green. For an
invalid fuel flow, four amber dashes (--------) replace the readout
digits.

e Fuel Tank Quantity Readout

(1) Fuel tank quantity (FQ) is measured in pounds (LB). The DAU
provides the IAC with fuel tank quantity in pounds. The IAC
converts the value to kilograms (KG) if the English/Metric strap
indicates metric. The EICAS display annunciates which system is
being used with a white LB or KG label.

(2) FQ for the left wing and right wing fuel tanks is displayed in a digital
readout below the fuel flow data. The left wing fuel tank quantity is
shown on the left, and the right wing fuel tank quantity is shown on
the right. The readout has a range from 0 LB to 5000 LB with a
resolution of 10 pounds for English units. The readout has a range
from 0 KG to 3000 KG with a resolution of 10 kilograms for metric
units.

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(3) The readout digits change color as function of the remaining fuel
tank quantity. readout digits are displayed in green for a full fuel
tank quantity (5000 LB or 3000 KG). Readout digits are displayed in
amber when the fuel tank quantity reaches 880 LB (400 KG).
Readout digits are displayed in red for a fuel tank quantity less than
620 LB (280 KG). When a fuel tank quantity exceeds a limit, an
exceedance box in the color of the exceedance is shown around
the readout digits.

(4) If the primary fuel tank quantity is invalid, the secondary fuel tank
quantity is latched as the only data source and remains latched until
the IAC is re--powered. If the secondary fuel tank quantity is invalid,
four amber dashes (--------) replace the readout digits and the
exceedance box is removed.

f Oil Pressure Display

(1) Engine oil pressure is measured in pounds per square inch (PSIg).
Oil pressure data is displayed as a vertical scale and a digital
readout for the left and right engines. Left engine oil pressure is
shown on the left, and right engine oil pressure is shown on the
right.

(2) The vertical has a range from 0 PSIg to 99 PSIg, with the bottom of
the scale representing 0 PSIg and the top representing 99 PSIg.
The vertical scale contains three color bands as follows when N2 is
less than 88%:

• The red band (15% of scale length) represents oil pressures

from 0 PSIg to 31 PSIg.
• The green band (70% of scale length) represents oil pressures
from 32 PSIg to 90 PSIg.
• The amber band (15% of scale length) represents oil pressures
from 91 PSIg to 99 PSIg.

(3) When N2 is greater than 88%, the vertical scale displays an

additional amber band as follows:

• The red band (15% of scale length) represents oil pressures

from 0 PSIg to 31 PSIg.
• The lower amber band (15% of scale length) represents oil
pressures from 32 PSIg to 49 PSIg.
• The green band (50% of scale length) represents oil pressures
from 50 PSIg to 90 PSIg.
• The upper amber band (15% of scale length) represents oil
pressures from 91 PSIg to 99 PSIg.

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(4) Two pointers are positioned on the vertical scale; one on the left
side for the left engine oil pressure, and the other on the right side
for the right engine oil pressure. Each pointer moves in linearly
between the top and bottom of the scale with respect to the three
color bands. When the oil pressure exceeds the defined limits for a
specific band, the pointer changes color. If the oil pressure exceeds
the scale limits, the pointer parks itself at the respective end of the
scale.

(5) A digital readout of the pointer position is provided for each engine
oil pressure. The readout has a range from 0 PSIg to 150 PSIg with
a resolution of one PSIg. The readout digits are displayed in the
same color as the corresponding pointer on the vertical scale.
When a digital engine oil pressure value exceeds a limit, the
readout digits are boxed in the respective color of the exceedance.
For an invalid engine oil pressure, two amber dashes (----) replace
the readout digits and the pointer and exceedance box are
removed.

g Oil Temperature Display

(1) Engine oil temperature is measured in degrees Celsius. The oil

temperature for the left and right engines is displayed as a vertical
scale and a digital readout. Left engine oil temperature is shown on
the left, and right engine oil temperature is shown on the right.

(2) The scales have a range from 0_C to 180_C, with the bottom of the
scale representing 0_C and the top representing 180_C. The
vertical scale contains three bands as follows:
• The amber band represents oil temperatures from 0 _C to 21_C.
• The green band (normal) represents oil temperatures from 21_C
to 127_C.
• The red band represents oil temperatures from 127 _C to 180_C.
(3) Two pointers are positioned on the vertical scale; one on the left
side for the left engine oil temperature, and the other on the right
side for the right engine oil temperature. Each pointer moves
linearly between the top and bottom of the scale with respect to the
three color bands. When the engine oil temperature exceeds the
defined limits for a specific band, the pointer changes color. If the
engine oil temperature exceeds the scale limits, the pointer parks at
the respective end of the scale.

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(4) A digital readout of the pointer position is provided for each engine
oil temperature. The readout has a range from --80_C to 300_C with
a resolution of one degree. The readout digits are displayed in the
same color as the corresponding pointer on the vertical scale.
When a digital engine oil temperature value exceeds a limit, the
readout digits are boxed in the respective color of the exceedance.
For an invalid engine oil temperature, two amber dashes (----)
replace the readout digits and the pointer and exceedance box are
removed.

h Engine Low Pressure Vibration Scale

(1) The EICAS displays engine low pressure vibration as an analog

display for the left and right engines. Left engine low pressure
vibration is shown on the left, and right engine low pressure
vibration is shown on the right. The analog display is made up of a
vertical scale, pointers that correspond to the engine low pressure
vibration values, and a white LP label centered below the scale.

(2) The vertical scale is divided into five equal sections using four
horizontal lines. The bottom of the scale represents 0 IPS and the
top represents 2.5 IPS. The vertical scale contains two bands as
follows:

• The green band (normal) represents low pressure vibrations

from 0 IPS to 1.9 IPS.
• The amber band represents low pressure vibrations from 1.9 IPS
to 2.5 IPS.

(3) Two pointers are positioned on the vertical scale; one on the left
side for the left engine low pressure vibration, and the other on the
right side for the right engine low pressure vibration. Each pointer
moves linearly between the top and bottom of the scale with
respect to the color bands. When the engine low pressure vibration
exceeds the defined limits for a specific band, the corresponding
pointer changes color. If the engine low pressure vibration exceeds
the scale limits, the pointer parks at the respective end of the scale.
For an invalid engine low pressure vibration, the pointer is removed.

i Engine High Pressure Vibration Scale

(1) The EICAS displays engine high pressure vibration as an analog

display for the left and right engines. Left engine high pressure
vibration is shown on the left, and right engine high pressure
vibration is shown on the right. The analog display is made up of a
vertical scale, pointers that correspond to the engine high pressure
vibration values, and a white HP label centered below the scale.

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(2) The vertical scale is divided into five equal sections using four
horizontal lines. The bottom of the scale represents 0 IPS and the
top represents 2.5 IPS. The vertical scale contains two bands as
follows:
• The green band (normal) represents low pressure vibrations
from 0 IPS to 1.2 IPS.
• The amber band represents low pressure vibrations from 1.2 IPS
to 2.5 IPS.
(3) Two pointers are positioned on the vertical scale; one on the left
side for the left engine high pressure vibration, and the other on the
right side for the right engine high pressure vibration. Each pointer
moves linearly between the top and bottom of the scale with
respect to the color bands. When the engine high pressure vibration
exceeds the defined limits for a specific band, the corresponding
pointer changes color. If the engine high pressure vibration exceeds
the scale limits, the pointer parks at the respective end of the scale.
For an invalid engine high pressure vibration, the pointer is
removed.

j Engine Annunciators

(1) The EICAS displays annunciators for the engine modes, Automatic
Takeoff Thrust Control System, engine ignitors, FADEC in Control,
and the thrust reversers. The engine annunciators are activated by
signals coming from the FADEC through the DAU. These
annunciators are displayed next to the N1 and ITT indicators.

(2) Engine Mode Annunciator

(a) Engine mode annunciators are displayed at the top center of

the engine instrument section. The FADEC transmits the
current mode for each engine to the DAU through an ARINC
429 data bus. The DAU then sends this information to the IAC
for display processing.

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(b) For identical left and right engine modes, a single engine mode
annunciator is display. If the left and right engine modes are
different, both engine mode annunciators are displayed
separately with exception of the ALT T/O--X annunciator.
Dashes replace the annunciator when the left and right
alternated takeoff modes are different. Table 2--1--50 gives the
engine mode annunciators that are displayed in cyan on the
display format. For an invalid engine mode, six amber dashes
(------------) replace the annunciator.

Table 2--1--50. Engine Mode Annunciators

Mode Engine Engine Engine Engine Annunciator
Mode 3 Mode 2 Mode 1 Mode 0
Takeoff Mode 1 0 0 0 0 T/O--1
Takeoff Mode 2 0 0 0 1 T/O--2
Takeoff Mode 3 0 0 1 0 T/O--3
Alternate 0 0 1 1 ALT T/O--1
Takeoff Mode 1
Alternate 0 1 0 0 ALT T/O--2
Takeoff Mode 2
Alternate 0 1 0 1 ALT T/O--3
Takeoff Mode 3
Continuous 0 1 1 0 CON
Climb 0 1 1 1 CLB
Cruise 1 0 0 0 CRZ
Reversion 1 0 0 1 R--MODE
Mode
PWT 1 1 1 1 PWT

(3) Automatic Takeoff Thrust Control System Annunciator

(a) The aircraft is equipped with an auxiliary power reserve that

provides additional thrust to the aircraft in case of an engine
out. The EICAS displays a green ATTCS annunciator on the
display format when the left and right automatic takeoff thrust
control system (ATTCS) are armed. There is no invalid case for
the ATTCS annunciator.

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(4) Ignition Annunciator

(a) The aircraft is equipped with two ignitor plugs for each engine.
Several ignition annunciators indicate the various states of the
ignitors for each engine. Table 2--1--51 gives the ignition
annunciators that are displayed in green on the display format.
There is no invalid case for the ignition annunciator.

Table 2--1--51. Ignition Annunciator

Display FADEC A FADEC A FADEC B FADEC B
Ignition Ignition ON Ignition Ignition ON
Enabled Enabled
IGN OFF Not Enabled OFF not enabled OFF
IGN B N/A OFF N/A ON
IGN A N/A ON N/A OFF
IGN A B N/A ON N/A ON
(Blank) Enabled OFF Not Enabled OFF
(Blank) Enabled OFF Enabled OFF
(Blank) Not Enabled OFF Enabled OFF

(5) FADEC in Control Annunciator

(a) The FADEC in Control annunciator indicates whether FADEC A

or FADEC B is in control of a particular engine. The IAC
receives this data from the FADEC through the DAU. The
FADEC in Control annunciator field displays a green A if
FADEC A is in control, or a green B if FADEC B is in control. If
both FADEC A and FADEC B indicate that they are in control,
the annunciator field remains blank. The field also remains
blank if both FADEC A and FADEC B indicate that neither is in
control. For an invalid indication, the FADEC in Control
annunciator is removed.

(6) Thrust Reverser Annunciator

(a) The aircraft is equipped with a thrust reverser for each engine.
The EICAS displays a status indication of the thrust reverser for
each engine. A green REV annunciator is displayed to indicate
the thrust reverser is armed for deployment when the thrust is
boosted upon landing.

(b) Cabin and APU Section

1 The IAC receives various cabin information from the DAU that is then
displayed in the bottom left section of the display format. Cabin information
includes cabin altitude, cabin differential pressure, and cabin altitude rate.

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2 The EICAS displays the current state of the APU, as well as, the current
turbine speed and temperature. The IAC receives this data from the DAU
that is then displayed in the extreme lower left section of the display format,
below the cabin data.

a Cabin Altitude Display

(1) The cabin altitude is displayed in feet in a digital readout located at

the top of the cabin and APU section. A white CAB ALT label
annunciates the readout. The readout has a range from --1,500 feet
to +40,000 feet with a resolution of 100 feet. A white FT label is
displayed next to the readout digits. Readout digits are displayed in
the following colors:
• Green for altitudes up to 8,100 feet.
• Amber for altitudes from 8,100 feet to 10,000 feet.
• Red for 10,000 feet to 40,000 feet.
(2) During normal conditions, the readout digits are not boxed. When
the cabin altitude exceeds a limit, the digits are boxed in the
respective color of the exceedance. For an invalid cabin altitude,
five amber dashes (----------) replace the readout digits and the
exceedance box is removed.

b Cabin Differential Pressure Display

(1) The cabin differential pressure is displayed in pounds per square

inch (PSI) in a digital readout, just below the cabin altitude. A white
CAB $P label annunciates the readout. The readout range has a
range of --0.5 PSI to 10.0 PSI with a resolution of 0.1 PSI. A white
PSI label is displayed next to the readout digits. Table 2--1--52 gives
the color and range for the cabin differential pressure readout.

(2) During normal conditions, the readout digits are not boxed. When
the cabin differential pressure exceeds a limit, the digits are boxed
in the respective color of the exceedance. For an invalid cabin
differential pressure, three amber dashes (----.--) replace the readout
digits and the exceedance box is removed.

Table 2--1--52. Cabin Differential Pressure Readout

Range (PSI) Color
--0.5 to --0.3 Red
--0.3 to 0.0 Amber
0.0 to 8.0 Green (Normal)
8.0 to 8.4 Amber
8.4 to 10.0 Red

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c Cabin Altitude Rate Display

(1) The cabin altitude rate is displayed in Feet Per Minute (FPM) in a
digital readout, just below the cabin differential pressure. A white
CAB RATE label annunciates the readout. The readout range has a
range of --2000 FPM to +2000 FPM with a resolution of 50 FPM.
The readout digits are displayed in green. A white FPM label is
displayed next to the readout digits. There is no exceedance limit
defined for the cabin altitude rate. For an invalid cabin altitude rate,
five amber dashes (----------) replace the readout digits.

d APU Status Annunciator

(1) The APU data is displayed on the bottom line in the cabin and APU
section, below the cabin data. This data is displayed as either valid
data, OFF, or dashes. If the APU is turned OFF, a green OFF
annunciator is displayed and the percent sign (%) and degree (_)
symbols are removed.

e APU Turbine Speed Display

(1) The APU turbine speed is displayed in revolutions per minute

(RPM) in a digital readout. The readout has a range is of 0% RPM
to 125% RPM with a resolution of 1%. A white % label is displayed
next to the readout digits. Table 2--1--53 gives the color and range
for the APU turbine speed readout.

(2) During normal conditions, the readout digits are not boxed. When
the APU turbine speed exceeds a limit, the digits are boxed in the
respective color of the exceedance. For an invalid APU turbine
speed, three amber dashes (------) replace the readout digits and the
exceedance box is removed.

Table 2--1--53. APU Turbine Speed

Range (% RPM) Color
0 to 95 Amber
96 to 104 Green (Normal)
105 to 110 Amber
111 to 125 Red

f APU Exhaust Temperature Display

(1) The APU exhaust temperature is displayed in degrees Celsius in a

digital readout. The readout has a range is of --73 _C to +977 _C
with a resolution of one degree. A white _C label is displayed next
to the readout digits. Table 2--1--54 gives the color and range for the
APU exhaust temperature readout.

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(2) During normal conditions, the readout digits are not boxed. When
the APU exhaust temperature exceeds a limit, the digits are boxed
in the respective color of the exceedance. For an invalid APU
exhaust temperature, three amber dashes (------) replace the
readout digits and the exceedance box is removed.

Table 2--1--54. APU Exhaust Temperature

APU Line APU Starter Contactor
Color Contactor Closed Closed (Start Mode)
Range (_C) Range (_C)
Green (normal) 0 to 680 0 to 838
Amber 681 to 717 839 to 884
Red 718 to 977 885 to 977

(c) Crew Alerting System Message Section

1 The IAC monitors the status of various aircraft and avionics systems on a
continuous basis and alerts the flightcrew, as required, by displaying
messages in the crew alerting system (CAS) message section of the display
format. In addition to prioritizing and color coding the CAS messages, the
IAC controls the message timing, flightcrew acknowledgment, and message
scrolling in order to declutter the display.

2 Each IAC receives warning, caution, and advisory signals from the various
aircraft and avionics systems and performs the same computations on the
identical signals independently. Only messages from the IAC in control are
displayed. The N2 override switch on the maintenance lets CAS messages
be displayed while the aircraft is on the ground.

3 The CAS messages are monitored for validity. The controlling IAC performs
a checksum on the transmitted CAS message and compares it to the
checksum in the cross--side IAC. If a miscompare exists, a CAS message
miscompare annunciator is displayed on the PFD. The controlling IAC
continues to transmit messages to the EICAS display.

a CAS Messages

(1) Sixteen lines of CAS messages can be displayed with 18

characters in each line. A white box outlines the CAS message
area on the left and bottom borders. The CAS messages are
divided into three queues: warning, caution, and advisory. The CAS
messages are displayed in each message queue in chronological
order. New messages are inserted at the top of the respective
message queue. The most recent message appears at the top and
the oldest message at the bottom of their respective message
queue. The END status message is always the last message
displayed.

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(2) Warning Messages

(a) Warning messages require immediate action from the

flightcrew. Warning messages are displayed in red at the top of
the display and are not scrolled off the screen.
Unacknowledged warning messages flash at a rate of 1 second
ON, then 0.5 seconds OFF. A list of possible CAS warning
messages follows:

WARNING MESSAGES
APU FIRE PTRIM BACKUP INOP
ATTCS FAIL TRU OVTEMP
AUTOPILOT FAIL ENG 1 FIRE
BAGG SMOKE ENG 2 FIRE
BATT 1 OVTEMP ENG 1--2 OUT
BATT 2 OVTEMP FUEL 1 LO LEVEL
BLD 1 LEAK FUEL 2 LO LEVEL
BLD 2 LEAK FUEL FUS 1 EMPTY
BLD 1 OVTEMP FUEL FUS 2 EMPTY
BLD 2 OVTEMP GPWS
BLD APU LEAK ICE COND--A/I INOP
CHK FUEL LOAD LAV SMOKE
E1 ATTCS NO MRGN LG/LEVER DISAGREE
E2 ATTCS NO MRGN MAIN DOOR OPN
E1 LOW N1 NO TAKEOFF CONFIG
E2 LOW N1 PIT TRIM 1 INOP
E1 OIL LOW PRESS PIT TRIM 2 INOP
E2 OIL LOW PRESS SERVICE DOOR OPN
ELEC ESS XFR FAIL SPS 1 INOP
FUEL XFER CRITICAL SPS 2 INOP
PTRIM MAIN INOP

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(3) Caution Messages

(a) Caution messages indicate the possible need for action from
the flightcrew. Caution messages are displayed in amber below
the warning messages. If there are no warning messages,
caution messages are positioned at the top of the display. If a
warning message is generated while caution messages are
being displayed (acknowledged or unacknowledged), the
warning message is inserted above the caution messages.
Unacknowledged caution messages flash at a rate of 1 second
ON, then 0.5 seconds OFF.

(b) A list of possible CAS caution messages follows:

CAUTION MESSAGES
115 VAC BUS OFF APU FUEL SOV INOP
A/ICE LOW CAPACITY APU GEN OFF BUS
A/ICE SWITCH OFF APU GEN OVLD
AC BUS 1 OFF APU OIL HI TEMP
AC BUS 2 OFF APU OIL LO PRESS
ACCESS DOORS OPEN AURAL WARN FAIL
AHRS 1 ALN FAULT AUTO TRIM FAIL
AHRS 2 ALN FAULT AUTOPILOT FAIL
AHRS 1 FAIL BAGG ACCESS OPN
AHRS 2 FAIL BAGG EXTBTL INOP
AHRS 1 OVERHEAT BAGGAGE DOOR OPN
AHRS 2 OVERHEAT BATT 1 OFF BUS
AIL SYS 1 INOP BATT 2 OFF BUS
AIL SYS 2 INOP BKUP BATT OFF BUS
AOA 1 HEAT INOP BLD 1 LOW TEMP
AOA 2 HEAT INOP BLD 1 VLV FAIL
AP AIL MISTRIM BLD 2 LOW TEMP
AP ELEV MISTRIM BLD 2 VLV FAIL
APU BLD VLV FAIL BRAKE DEGRADED
APU CNTOR CLSD BRAKE OVERHEAT
APU EXTBTL INOP BRK INBD INOP
APU FAIL BRK OUTBD INOP

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CAUTION MESSAGES
APU FIREDET FAIL CHECK IC 1 SW
APU FUEL LO PRESS CHECK IC 2 SW
CHECK IC CONFIG E1 EXTBTL A INOP
CHECK PFD 1 E1 EXTBTL B INOP
CHECK PFD 2 E1 FIREDET FAIL
CLR ICE 1 E1 FPMU NO DISP
CLR ICE 2 E1 FUEL LO PRESS
CLR/I INOP 1 E1 FUEL LO TEMP
CLR/I INOP 2 E1 FUEL SOV INOP
CREW OXY LO PRESS E1 NO DISP
CROSS BLD FAIL E2 A/ICE FAIL
CROSS BLD SW OFF E2 ATS SOV OPN
DAU 1 A FAIL E2 CTL FAIL
DAU 1 ENG MISCMP E2 EXCEEDANCE
DAU 1 SYS MISCMP E2 EXTBTL A INOP
DAU 1 WRN MISCMP E2 EXTBTL B INOP
DAU 2 A FAIL E2 FIREDET FAIL
DAU 2 ENG MISCOMP E2 FPMU NO DISP
DAU 2 SYS MISCMP E2 FUEL LO PRESS
DAU 2 WRN MISCMP E2 FUEL LO TEMP
DAU AC ID MISCMP E2 FUEL SOV INOP
DC BUS 1 OFF E2 NO DISP
DC BUS 2 OFF ELEC EMERG ABNORM
DC BUS 3 OFF ELEKBAY OVTEMP
DC BUS 4 OFF EMERG EXIT OPN
DC BUS 3/4 OFF EMERG LT NOT ARMD
DC BUS 3 XFER FAIL EMRG BRK LO PRES
DC BUS 3/4 XFER FAIL ENG 1 OUT
DEFUEL NOT CLOSED ENG 1 REV DISAGREE
DFDR FAIL ENG 1 REV FAIL
E1 A/ICE FAIL ENG 1 TLA FAIL

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CAUTION MESSAGES
E1 ATS SOV OPN ENG 2 OUT
E1 CTL FAIL ENG 2 REV DISAGREE
E1 EXCEEDANCE ENG 2 REV FAIL
ENG 2 TLA FAIL GEN 4 OVLD
ENG NO TO DATA HGS FAIL
ENG REF A/I DISAG INS 1 ALIGN FAIL
ESS BUS 1 OFF INS 2 ALIGN FAIL
ESS BUS 2 OFF IRS 1 ALN FAULT
FADEC ID NO DISP IRS 1 FAIL
FLAP FAIL IRS 1 OVERHEAT
FUEL CONFIG DISAG IRS 2 ALN FAULT
FUEL EQ XFEED OPN IRS 2 FAIL
FUEL IMBALANCE IRS 2 OVERHEAT
FUEL TANK LO TEMP LATERAL MODE OFF
FUEL TK VENT OPEN LG AIR/GND FAIL
FUEL VENT OPEN NBC1 CNTOR CLSD
FUEL XFEED FAIL NLG UP/DOOR OPN
FUEL XFEED MISCMD NO ICE A/ICE ON
FUEL XFER CHECK OIS MISCOMPARE
FUEL XFER INOP OXYGEN LO PRESS
FUEL XFER 1 INOP PACK 1 OVHT
FUEL XFER 2 INOP PACK 1 OVLD
FUEL XFER OVFLOW PACK 2 OVHT
FUELING DOOR OPN PACK 2 OVLD
FUS SOV 1 INOP PAX OXY LO PRESS
FUS SOV 2 INOP PTRIM CPT SW FAIL
FUSELAGE FUEL IMB PTRIM F/O SW FAIL
GEN PRL TRU PTRIM BKP SW FAIL
GEN 1 OFF BUS SPOILER FAIL
GEN 1 OVLD SPS ADVANCED
GEN 2 OFF BUS STAB A/ICE FAIL

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CAUTION MESSAGES
GEN 2 OVLD STEER INOP
GEN 3 OFF BUS STICK PUSHER FAIL
GEN 3 OVLD TAT 1 HEAT INOP
GEN 4 OFF BUS TAT 2 HEAT INOP
TERR INOP W/S 2 HEAT FAIL
TRU OFF BUS WINDSHEAR INOP
TRU OVLD WING FUEL IMB
VERTICAL MODE OFF XFER ISOL FAIL
W/S 1 HEAT FAIL YAW DAMPER FAIL

(4) Advisory Messages

(a) Advisory messages indicate future attention of the flightcrew.

Advisory messages are displayed in cyan in the space
remaining, after the warning and caution messages. If a
warning or caution message is generated while advisory
messages are being displayed (acknowledged or
unacknowledged), the warning and/or caution message is
inserted above the advisory messages. Advisory messages are
automatically acknowledged after five seconds.
Unacknowledged advisory messages flash at a rate of 1
second ON, then 0.5 seconds OFF.

(b) A list of possible CAS advisory messages follows:

ADVISORY MESSAGES
AHRS 1 ALN AHRS 2 NO PPOS
AHRS 2 ALN AIR COND 1 HIMOD
AHRS 1 ATT MODE AIR COND 2 HIMOD
AHRS 2 ATT MODE AIII NOT AVAIL
AHRS 1 BASIC MODE APU FUEL SOV CLSD
AHRS 2 BASIC MODE BLD 1 VLV CLSD
AHRS 1 EXC MOTION BLD 2 VLV CLSD
AHRS 2 EXC MOTION CHECK A PERF
AHRS 1 ON BATT CHECK A1 PERF
AHRS 2 ON BATT CHECK A1/2 PERF

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ADVISORY MESSAGES
AHRS 1 NO MAG HDG CHECK A1/3 PERF
AHRS 2 NO MAG HDG CHECK A1E PERF
AHRS 1 NO PPOS CHECK A1P PERF
CHECK A3 PERF E2 SHORT DISP
CHECKLIST MISMATCH ENG A/ICE OVERPRES
CMC FAIL FDAU FAIL
CONFIG MISMATCH FLAP LOW SPEED
CROSS BLD OPEN FUEL LR CONFIG
DAU1 B FAIL FUEL XFEED OPEN
DAU2 B FAIL FUEL XFER OVRD
DAU 1 REVERSION GEN1 BRG FAIL
DAU 2 REVERSION GEN2 BRG FAIL
DU 1 FAN FAIL GEN3 BRG FAIL
DU 2 FAN FAIL GEN4 BRG FAIL
DU 3 FAN FAIL HI ALT LDG--T/O
DU 4 FAN FAIL HYD PUMP SELEC OFF
DU 5 FAN FAIL HYD1 LO QTY
DU 1 OVHT HYD2 LO QTY
DU 2 OVHT IC 1 CONFIG FAIL
DU 3 OVHT IC 1 FAN FAIL
DU 4 OVHT IC 2 CONFIG FAIL
DU 5 OVHT IC 2 FAN FAIL
E1 FUEL IMP BYP ICE CONDITION
E1 FUELSOV CLSD INS 1 NAV RDY
E1 HYD PUMP FAIL INS 1 NOT ALIGN
E1 HYDSOV CLSD INS 2 NAV RDY
E1 IDL STP FAIL INS 2 NOT ALIGN
E1 OIL IMP BYP IRS 1 ALN
E1 SHORT DISP IRS 1 ATT MODE
E2 FUEL IMP BYP IRS 1 EXC MOTION
E2 FUELSOV CLSD IRS 1 NO MAG HDG

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ADVISORY MESSAGES
E2 HYD PUMP FAIL IRS 1 NO PPOS
E2 HYDSOV CLSD IRS 1 ON BATT
E2 IDL STP FAIL IRS 2 ALN
E2 OIL IMP BYP IRS 2 ATT MODE
IRS 2 EXC MOTION PACK 2 VLV CLSD
IRS 2 NO MAG HDG RAD ALT FAIL
IRS 2 NO PPOS RAD ALT 1 FAIL
IRS 2 ON BATT RAD ALT 2 FAIL
JETTISON 1 ON SPS/ICE SPEEDS
JETTISON 2 ON WING1 JETSOV OPN
OIS INSTALLED WING2 JETSOV OPN
PACK 1 VLV CLSD

(5) Status Messages

(a) The only status message used on this aircraft is the END
message displayed in white. This message is displayed at the
end of the last message queue. If no CAS messages are
active, the END message is displayed at the top of the
message queue and can not be scrolled off the top of the
display. If 15 CAS messages are active and none of the
messages are scrolled off the top of the display, the END
message is displayed on line 16 in place of the status line
message. This is the only exception to the reserved status for
line 16.

b Message Acknowledge

(1) When new warning and caution messages are enabled, their status
is set to unacknowledged. Unacknowledged warning and caution
messages flash at a rate of 1 second ON, then 0.5 seconds OFF
when displayed. Warning and caution messages are acknowledged
by pushing the applicable master warning and master caution
annunciator/switch located in the glare shield. When a warning
and/or caution message is acknowledged, the accompanying aural
tone is turned OFF.

(2) All advisory messages automatically become acknowledged

approximately five seconds after the messages first appear on the
display format. The acknowledged/unacknowledged status of any
message not being displayed remains unchanged.

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c Message Status Line

(1) The CAS display reserves one line (line 16) as a message status
line. The purpose of the status line is to indicate the existence of
undisplayed caution or advisory messages and their location
relative to the currently displayed messages. The status line is
made up of a parameter on each side of the MESSAGE label that
indicates the total number of undisplayed messages. The left
parameter indicates messages scrolled off the top of the display,
and the right parameter indicates messages scrolled off the bottom
of the display. Arrows indicate the direction the messages are
scrolled. The END message is not included in the count of
messages scrolled off the bottom of the display.
(2) The status line remains blank if there are no undisplayed
messages. If the 15 available message positions are full such that a
new message occurs but is undisplayed, the entire status line
flashes until that message is displayed. The parameters, arrows,
and MESSAGE label are displayed in amber.
d Message Scrolling
(1) The flightcrew can scroll up and down through active caution and
advisory messages that do not appear on the display. Warning
messages are not scrolled. A control knob located on the EICAS
display bezel is used for scrolling through the messages. The
control knobs provides the following actions:
• Each clockwise click of the knob scrolls the caution/advisory
message queue up one line.
• Each counter clockwise click of the knob scrolls the
caution/advisory message queue down one line.
(2) From their normal display position, messages can only be scrolled
up. Scrolling up causes the displayed messages to move in relation
to their normal display position, thus removing the most recent
message in the message queue. Scrolling up is inhibited if the
message at the message queue is unacknowledged or the END
message is displayed. The message queue can be cleared by
scrolling up until the END message is at the top of the queue.
(3) Scrolling down provides a means of returning scrolled up messages
to their normal display position. Scrolling down is inhibited if the
message at the bottom of the CAS display is unacknowledged. The
message queue can scrolled down until the most recent message is
at the top of the queue.
(4) If acknowledged caution/advisory messages are scrolled off the
display and a new message is activated, the respective message
queue is automatically brought into view. The new message is
displayed at the top of the message queue.

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e Message Inhibit

(1) Certain flight phases require a message inhibit function because

the flightcrew can not be distracted by enabling or disabling CAS
messages. The logic that determines which messages are inhibited
is integrated into the message display logic. If a message is
inhibited for an active inhibit phase, the IAC quits processing its
display logic, thus inhibiting the associated CAS message on the
display. When the message inhibit function is disabled, the IAC
returns to normal message processing to display any enabled CAS
message, or remove any disabled CAS message. Table 2--1--55
gives the parameters that inhibit the CAS messages.

NOTE: The N2 override switch on the maintenance panel lets the

flightcrew override the N2 inhibit messages. This lets the
flightcrew view the inhibited messages that will be
displayed when N2 reaches a predetermined value.

(2) Transitioning into a message inhibit phase has no effect on the

current message status. If a message is unacknowledged during
the transition, the message continues to flash until it is
acknowledged. A CAS message is invalid if it can not be
acknowledged. For an invalid CAS, all messages are removed and
a red X is displayed on the CAS message section.

Table 2--1--55. Message Inhibit Parameters

TakeOFF Parameter Set Value Reset Value
CAS V1 to 15 KTS < 60 KTS
WOW
RADIO > 400 FT
ALTITUDE
Approach RADIO TRANSITION
ALTITUDE FROM >200 FT
TO <200 FT
WOW ON GND
WOW

(d) Flight Control Information Section

1 The EICAS displays information on landing gear status, flap position, and
ground spoiler position in the upper portion of the flight control information
section. The EICAS displays pitch, roll, and yaw trim information in the lower
portion of the flight control information section.

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a Landing Gear Display

(1) The DAU sends a series of discretes to the IAC indicating the
current state of the landing gear proximity sensors and landing gear
lever. Logic is applied to these discrete signals, and the status of
each landing gear is displayed in a box. These boxes indicate from
left to right the status of the left, the nose, and the right landing
gear, respectively. A white LDG GEAR legend appears above the
readouts.

(2) Table 2--1--56 specifies the color of the box and annunciator for
each gear and lever position listed in the table. If the aircraft is not
properly configured for takeoff, the landing gear annunciator and
box are displayed in red. For an invalid landing gear position, an
amber dash (--) is displayed in the corresponding readout and the
outline box is displayed in amber.

Table 2--1--56. Landing Gear Positions

Landing Gear Landing Status Box/Annunciator
Control Lever Gear Annunciator Color
Position Position
Up Up UP White
Down Down DN Green
Down Up DN Red (Warning)
Up Down UP Red (Warning)
Up or Down In Transition Hash Marks Amber

b Flap Position Display

(1) The DAU provides the IAC with the cardinal flap positions through
an ARINC 429 data bus. The EICAS uses this data to display a
digital readout of the indicated flap position. The flap position is
displayed in units of degrees of surface position.

(2) The digital readout is outlined by a box, and is located below the
landing gear readouts. A white FLAPS legend is displayed next to
the readout. The readout displays cardinal flap positions of 0, 9, 22,
33, and 45 degrees. A dash is displayed for flap positions in
between the cardinal positions. Table 2--1--57 specifies the color of
the box and readout digits for each flap position. If the aircraft is not
properly configured for takeoff, the flaps position readout and box
are displayed in red.

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(3) If the left flap position is invalid, then the right flap position is
latched as the only data source and remains latched until the IAC is
re--powered. If both flap positions are invalid, the flap position is
displayed as invalid. For an invalid flap position, an amber dash (--)
replaces the readout digits and the outline box is displayed in
amber. If either flap control unit is invalid, the readout displays a
flap position in the range of 0_ to 47_.

Table 2--1--57. Flap Positions

Flap Displayed Flap Box Digits
Position Position Color Color Phase
Invalid -- Amber Amber
0_ 0 White (See White (See
Note) Note)
1_--8_ -- White Green
9_ 9 White White
10_ to 17_ -- White Green
15_ 15 White Green II
18_ 18 White Green III
10_--21_ -- White Green
22_ 22 White Green
(See Note) (See Note)
23_--32_ -- White Green
33_ 33 White Green II
33_ -- White Green III
34_--44_ -- White Green
45_ 45 White (See Green (See
Note) Note)
NOTE: The 0_ and 45_ cardinal positions are displayed in red inside a red box when
the aircraft is on the ground (weight--on--wheels) and at least one thrust lever
angle (TLA) is greater than 60°.

c Ground Spoiler Display

(1) The DAU sends the ground spoiler position to the IAC to indicate
the current state of the ground spoilers. The EICAS then displays
the ground spoiler status as either open or closed in a digital
readout, located just below the flaps position readout. A white
SPLRS legend is displayed next to the readout.

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(2) A white box outlines the readout digits for normal conditions. If the
left and right inboard and outboard switches all indicate a closed
status, the readout displays a white CLD annunciator. If any of the
four inboard and outboard switches indicate an open status, the
readout displays a green OPN annunciator. When any or all of the
four switches indicate an open or closed status with the aircraft on
the ground (weight--on--wheels) and a thrust leverage angle of less
than 60 degrees, the readout displays the corresponding CLD or
OPN annunciator in red inside a red outline box. If the aircraft is not
properly configured for takeoff, the ground spoiler annunciator and
box are displayed in red. There is no invalid display for ground
spoiler data.

d Pitch Trim Display

(1) The IAC receives pitch trim information from the aircraft in an
analog format. The EICAS then displays a vertical scale with pointer
and a digital readout to indicate the pitch trim position. A white
PITCH label annunciates the pitch trim display. Left pitch trim
sensors supply the primary data source for pitch trim information.
Right pitch trim sensors supply a secondary data source for pitch
trim information.

(2) The white vertical scale is divided into four equal segments, with
long dashes on the ends and in the middle and short dashes
located at the intermediate scale positions. The vertical scale is
scaled linearly with the bottom representing 100% pitch trim down
(4_), and the top representing 100% pitch trim up (--10_). The pitch
angle is measured on the leading edge of the stabilizer. A pointer
moves vertically along the scale to indicate the pitch angle. A green
band is positioned above the center of the vertical scale from --4_ to
--8_ to represent the take--off pitch angle.

(3) A digital readout of the pointer position is displayed next to the

vertical scale. The readout has a range of 4_ (100% pitch down) to
--10_ (100% pitch up) with a resolution of one degree. A box
outlines the readout digits. If the left pitch trim position is greater
than or equal to 1_, then DN is annunciated above the readout. For
left pitch angles less than or equal to --1_, the minus sign (--) is
displayed and UP is annunciated above the readout. If the pitch
angle is between --1_ and +1_, both the readout and UP/DN
annunciators remain blank.

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(4) Table 2--1--58 specifies the color of the pointer, readout digits and
box, and the UP/DN annunciators when weight--on--wheels
indicates an on ground status. The readout digits, UP/DN
annunciators, and pointer are displayed in green and the box in
white for an in air status. If the aircraft is not properly configured for
takeoff, the pointer is displayed in red. For an invalid pitch trim
position, the pointer is removed from the display and three amber
dashes (------) replace the readout digits.

Table 2--1--58. Pitch Trim Display

Pitch Engine Engine Weight-- Pointer UP/DN Box/Digits
Trim Thrust Thrust On--Wheels Color Annunciator Color
Position Lever Lever Valid
Angle Angle
Valid
--4_--8_ ≥60_ Valid On Ground Red Red Red
--4_--8_ <60_ Valid On Ground Amber Amber Amber

e Roll Trim Display

(1) The IAC receives roll (aileron) trim information from the aircraft in an
analog format. The EICAS then displays an arc with pointer to
indicate the aileron trim position. The aileron trim arc is displayed to
the left of the pitch trim vertical scale. A white ROLL label
annunciates the roll trim display.

(2) The white aileron trim arc is divided into four equal arc segments,
with long dashes on the ends and in the middle and short dashes
located at the intermediate scale positions. The arc is scaled
linearly with the left edge representing --100% left aileron trim (left
wing down), and the right edge representing +100% right aileron
trim (right wing down).

(3) A green pointer sweeps the scale on the inside of the arc to
indicate the aileron trim position. If aileron trim exceeds the limits of
the scale, the pointer parks itself at the respective end of the scale.
An amber mistrim arrow indicates when the aircraft is not trimmed
correctly. The mistrim arrow points in the direction needed to correct
the trim and moves with the pointer. For an invalid aileron trim
position, the pointer and mistrim arrow are removed from the
display.

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f Yaw Trim Display

(1) The DAU transmits the current yaw (rudder) trim position to the IAC
through an ARINC 429 data bus. The EICAS then displays a
horizontal scale with pointer to indicate the yaw trim position. The
yaw trim scale is positioned below the roll trim arc. A white YAW
label annunciates the yaw trim display.

(2) The horizontal scale is divided into four equal segments, with long
dashes on the ends and in the middle and short dashes located at
the intermediate scale positions. The horizontal scale is scaled
linearly with the left edge representing --100% left rudder trim, and
the right edge representing +100% right rudder trim up. A green
pointer moves horizontally along the scale to indicate the rudder
trim tab position. If the rudder trim exceeds the limits of the scale,
the pointer parks itself at the respective end of the scale. For an
invalid rudder trim position, the pointer is removed from the display.

N. EICAS Test Mode

(1) The system test format provides for a failure mode annunciator and familiarization of
the EICAS display format. The test mode is functional while weight--on--wheels is
sensed and the airspeed is less than 50 knots. Pushing and holding the TEST button
ON the appropriate DC--550 Display Controller initiates the test mode for the
corresponding MFD. The test page remains displayed as long as the test mode is
active. Figure 2--1--65 shows the failure mode annunciator and familiarization format
for the EICAS display. Display formats not specifically mentioned do not change.

(2) The current engine mode is forced into a split display. The CAS display is forced into
a test format (a red X is drawn through the CAS message area). If the English/Metric
strap indicates metric, then the fuel flow and fuel tank quantity labels are displayed
as metric units.

(3) The following display items are displayed in their invalid state:

N1 ITT
N2 Fuel Flow
Fuel Quantity Oil Pressure
Oil Temperature LP Variation
HP Variation Cabin Altitude
Cabin Differential Pressure Cabin Rate
APU Status Landing Gear
Flaps Pitch Trim
Roll Trim Yaw Trim
Pitch Trim.

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Figure 2--1--65. EICAS Familiarization Display

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O. Reversionary Modes

(1) Symbol Generator Reversion

(a) The electronic display system (EDS) uses two symbol generators, one in each
IAC. Each symbol generator is capable of driving three separate display formats
(PFD, MFD, and EICAS). The system is configured that under normal operating
conditions the pilots symbol generator (IAC No. 1) provides the PFD format on
display unit (DU) No. 1, the MFD format on DU No. 2, and the EICAS format on
DU No. 3. The copilots symbol generator (IAC No. 2) provides an MFD format on
DU No. 4 and a PFD format on DU NO. 5. Figure 2--1--66 shows the interface
diagram for the symbol generator reversion mode.

(b) Each IAC uses its own--side sensor information for its respective PFD and MFD
displays. If symbol generator No. 1 fails (PFD No. 1, MFD No. 1, and the EICAS
display are blank), pushing the SG reversion switch on the pilots reversionary
panel lets symbol generator No. 2 drive all five display units. The outer Display
Units (DU No. 1 and DU No. 5) display identical PFD formats. Displays units No.
2 and No. 4 display identical MFD formats. The center display unit displays the
EICAS format. Likewise, if symbol generator No. 2 fails, pushing the SG switch
on the copilots reversionary panel lets symbol generator No. 1 drive all five
display units in the same manner.

(2) Sensor Reversion

(a) If an AHRS or MADC fails, the system can be reconfigured to display the
remaining good sensor on both sides of the cockpit. The remaining good sensor
is selected using the AHRS or ADC switches on the reversionary panel.

(b) Each DAU has two data channels: channel A and channel B. Each DAU
provides both channels of data to each IC--600 IAC. Normally, the EICAS uses
the channel A data from its own--side DAU and channel A data from the
cross--side DAU. If channel A of DAU No. 1 fails, the DAU 1 reversion switch on
the EICAS panel is toggled to the REV position, resulting in both symbol
generators looking at channel B data from DAU No. 1. Likewise, if channel A of
DAU No. 2 fails, the DAU 2 reversion switch is toggled to the REV position,
resulting in both symbol generators looking at channel B data from DAU No. 2.
The relaxed state of the DAU reversion switch is the normal state. Pushing the
switch to its inward position constitutes the reversion state.

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Blank Page

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Figure 2--1--66. Symbol Generator Reversion Mode Interface Diagram

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(c) Reversion control is accomplished as follows:

1 ADC Reversion

a MADC No. 1 is the pilot on--side/co--pilot cross--side MADC. MADC No.

2 is the pilot cross--side/copilot on--side MADC. If MADC reversion
indicates normal, the IC--600 IACs uses the on--side MADC data for
displaying air data information. If MADC reversion indicates reversion for
the pilots side, the pilots IAC uses cross--side MADC data for displaying
air data information. If MADC reversion indicates reversion for the
copilots side, the copilots IAC uses cross--side MADC data for
displaying air data information. Figure 2--1--67 shows the interface
diagram for the MADC reversion mode.

2 AHRS Reversion

a AHRS No. 1 is the pilot on--side/co--pilot cross--side AHRS. AHRS No. 2

is the pilot cross--side/copilot on--side AHRS. If AHRS reversion
indicates normal, the IC--600 IACs uses the on--side AHRS data for
displaying attitude and heading information. If AHRS reversion indicates
reversion for the pilots side, the pilots IAC uses cross--side AHRS data
for displaying attitude and heading information. If AHRS reversion
indicates reversion for the copilots side, the copilots IAC uses
cross--side AHRS data for displaying attitude and heading information.
Figure 2--1--68 shows the interface diagram for the AHRS reversion
mode.

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Figure 2--1--67. MADC Reversion Interface Diagram

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Figure 2--1--68. AHRS Reversion Mode Interface Diagram

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3 DAU Reversion

a Each DAU has two data channels that supply engine data to each IAC.
The IACs use engine data to display left and right primary engine
information on the EICAS display. The DAUs operate in either the
normal mode or the reversion mode to supply the engine data.
Figure 2--1--69 shows the interface diagram for the DAU reversion
mode. Table 2--1--59 specifies which channel of each DAU is the
primary source of engine data in both the normal mode and the
reversion mode.

Table 2--1--59. DAU Reversion States

IC -600
IC- 600 IAC
EICAS Reversion Switch No.1 No.2
DAU 1 DAU 2 Left Right Left Right
Reversion Reversion Engine Engine Engine Engine
Select Select Data Data Data Data
Normal Normal DAU 1 DAU 2 DAU 1 DAU 2
Channel A Channel A Channel A Channel A
Reversion Normal DAU 1 DAU 2 DAU 1 DAU 2
Channel B Channel A Channel B Channel A
Normal Reversion DAU 1 DAU 2 DAU 1 DAU 2
Channel A Channel B Channel A Channel B
Reversion Reversion DAU 1 DAU 2 DAU 1 DAU 2
Channel B Channel B Channel B Channel B
DAU 1 = pilots DAU, DAU 2 = Copilots DAU

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Figure 2--1--69. DAU Reversionary Mode Interface Diagram

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(3) Display Unit Reversion

(a) The MFD reversion switches on the reversionary panels, as shown in

Figure 2--1--8, control the display unit reversionary operation. The reversion
switches let the PFD or EICAS format be moved from a failed DU (blank or
flashing) to good DU. The lost display format from a faulty DU is moved to either
DU No. 2 or DU No. 4 by selecting the desired format with the MFD reversion
switch. The system gives the PFD top priority followed by the EICAS display, with
the least priority given to the MFD. Each IAC then drives the display formats
listed in Table 2--1--60 depending on the positions of the MFD and SG reversion
switches on the reversionary panels.

Table 2--1--60. DU Reversion States

Reversionary Panel Switch
Positions Display Unit Formats
DU No. DU No. DU No. DU No. DU No.
IAC MFD1 MFD2 1 2 3 4 5
NORM NORM NORM PFD1 MFD1 EICAS1 MFD2 PFD2
NORM NORM PFD PFD1 MFD1 EICAS1 PFD2 ------
NORM NORM EICAS PFD1 MFD1 ------ EICAS2 PFD2
NORM PFD NORM ------ PFD1 EICAS1 MFD2 PFD2
NORM PFD PFD ------ PFD1 EICAS1 PFD2 ------
NORM PFD EICAS ------ PFD1 ------ EICAS2 PFD2
NORM EICAS NORM PFD1 EICAS1 ------ MFD2 PFD2
NORM EICAS PFD PFD1 EICAS1 ------ PFD2 ------
NORM EICAS EICAS PFD1 EICAS1 ------ EICAS2 PFD2
SG1 NORM NORM PFD1 MFD1 EICAS1 MFD1 PFD1
SG1 NORM PFD PFD1 MFD1 EICAS1 PFD1 ------
SG1 NORM EICAS PFD1 MFD1 ------ EICAS1 PFD1
SG1 PFD NORM ------ PFD1 EICAS1 MFD1 PFD1

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Table 2--1--60. DU Reversion States (cont)

DU No. DU No. DU No. DU No. DU No.
IAC MFD1 MFD2 1 2 3 4 5
SG1 PFD PFD ------ PFD1 EICAS1 PFD1 ------
SG1 PFD EICAS ------ PFD ------ EICAS1 PFD1
SG1 EICAS NORM PFD1 EICAS1 ------ MFD PFD1
SG1 EICAS PFD PFD1 EICAS1 ------ PFD1 ------
SG1 EICAS EICAS PFD1 EICAS1 ------ EICAS1 PFD1
SG2 NORM NORM PFD2 MFD2 EICAS2 MFD2 PFD2
SG2 NORM PFD PFD2 MFD2 EICAS2 PFD2 ------
SG2 NORM EICAS PFD2 MFD2 ------ EICAS2 PFD2
SG2 PFD NORM ------ PFD2 EICAS2 MFD2 PFD2
SG2 PFD PFD ------ PFD2 EICAS2 PFD2 ------
SG2 PFD EICAS ------ PFD2 ------ EICAS2 PFD2
SG2 EICAS NORM PFD2 EICAS2 ------ MFD2 PFD2
SG2 EICAS PFD PFD2 EICAS2 ------ PFD2 ------
SG2 EICAS EICAS PFD2 EICAS2 ------ EICAS2 PFD2
NORM Indicates no reversion is selected
------ Indicates the DU is OFF, DU reversion is selected
SG1 Indicates SG No. 1 reversion is selected, and is driving the active DUs
SG2 Indicates SG No. 2 reversion is selected, and is driving the active DUs
PFD Indicates PFD reversion
EICAS Indicates EICAS reversion.

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SECTION 2-- 2
AHZ-- 800 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)
1. Overview
A. General

(1) The PRIMUS 1000 Avionics System installed in the Embraer 145 aircraft includes a
new generation attitude and heading reference system (AHRS) -- the AHZ--800. The
AHZ--800 design is based on a fiber optic gyroscope developed by Honeywell for this
class of system. The gyro is referred to as an interferometric fiber optic gyroscope
(IFOG). A dual AHZ--800 system is standard on this aircraft.

(2) The basic system is made up of the following LRUs:

• AH--800 Attitude Heading Reference Unit (AHRU)
• Memory Module
• FX--600 Flux Valve.
(3) In the Embraer 145 installation, a separate AHRU mode controller is not required.
The controller function is integrated within the cockpit using remote switches and a
button.

(4) The AHRU senses aircraft attitude and physical motion, and obtains long--term
magnetic heading information from the flux valve. After performing the necessary
computations, the AHRU computes the following outputs and transmits them on
ARINC 429 buses:
• Attitude (pitch and roll)
• Magnetic Heading
• Angular Rate of Change (pitch, roll, and yaw)
• Linear Acceleration (longitudinal, lateral, and normal)
• Operating Mode Status.

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2. Component Descriptions and Locations

A. AH--800 Attitude Heading Reference Unit (AHRU)

(1) Figure 2--2--1 shows a graphical view of the AH--800 Attitude Heading Reference Unit
(AHRU). The AHRUs are located in the avionics nose bay of the aircraft. Table 2--2--1
gives items and specifications particular to the AHRU.

Figure 2--2--1. AH--800 Attitude Heading Reference Unit

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Table 2--2--1. AH--800 Attitude Heading Reference Unit Leading Particulars

Item Specification
Dimensions (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . 4 MCU per ARINC 600
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.64 in. (194.06 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.88 in. (123.95 mm)
• Length (from rear connector) . . . . . . . . . . . . . . . . . . . . 15.12 in. (384.05 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.0 lb (7.32 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 45 W (max)
User Replaceable Parts:
• Fan, FN--260 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 26006881--102
• Fan Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 26000790--101
• Memory Module, MM--260 . . . . . . . . . . . . . . . . . . . . . . HPN 26006926--102
Mating Connectors:

• ARINC 600 Connector Without

Contacts (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 10070295--102
• ARINC 600 20 AWG Contacts . . . . . . . . . . . . . . . . . . HPN 10072691--102
• ARINC 600 16 AWG Contacts . . . . . . . . . . . . . . . . . . HPN 10073691--103
• ARINC 600 12 AWG Contacts . . . . . . . . . . . . . . . . . . HPN 10072691--104
• ARINC 600 22 AWG Contacts . . . . . . . . . . . . . . . . . . HPN 10072691--105
Mounting:

• Tray, MT--260, 4 MCU, with side

mounted fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 26012346--101

(2) The AHRU is the major component of the system. It contains the necessary power
supplies, sensors, and electronics to compute aircraft attitude, magnetic heading,
rate of change, and acceleration forces. The AHRU outputs digital data for the
electronic display system (EDS), flight guidance system (FGS), flight management
system (FMS), weather (WX) radar antenna, and other aircraft systems as required.
The sensors within the AHRU include fiber optic gyros, which sense angular motion
around all three axes; and accelerometers, which sense linear motion along all three
axes. It is capable of 360--degree displacement in the roll and heading axes, and
85 degree displacement in the pitch axis.

(3) The AHRU provides the excitation, current feedback control, and signal demodulation
interfaces for the flux valve.

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B. Memory Module

(1) Figure 2--2--2 shows a graphical view of the Memory Module and Table 2--2--2 gives
items and specifications particular to the unit.

Figure 2--2--2. Memory Module

Table 2--2--2. Memory Module Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.72 in. (18.29 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.16 in. (29.46 mm)
• Length (excluding cable) . . . . . . . . . . . . . . . . . . . . . . . 2.16 in. (54.86 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.08 lb (0.04 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supplied by AHRU
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . None

(2) The memory module is located on the rear of the AHRU mounting tray and includes a
system electrically erasable programmable read--only memory (EEPROM) used to
store such aircraft specific data as AHRU configuration discretes, mounting
misalignment coefficients, and flux valve compensation coefficients.

(3) Programming of the memory module is accomplished with a laptop computer.

Memory module programming is only possible when the memory access mode select
discrete is asserted, and the memory access interface is enabled (weight--on--wheels
is at ground and TAS is less than 60 knots).

(4) Memory module configuration data is programmed during aircraft installation of the
AHRS. Subsequent replacement of either the memory module or the flux valve
requires the EEPROM configuration data to be reprogrammed, and the flux valve to
be recalibrated in accordance with the procedures in Section 4, Maintenance
Practices, of this manual.

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C. FX--600 Flux Valve

(1) Figure 2--2--3 shows a graphical view of the FX--600 Flux Valves. The flux valves are
located on the wing tips of the aircraft. Table 2--2--3 gives items and specifications
particular to the unit.

Figure 2--2--3. FX--600 Flux Valve

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Table 2--2--3. FX--600 Flux Valve Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.06 in. (25.32 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.60 in. (91.44 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.40 in. (111.76 mm)
• Bowl Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.31 in. (84.07 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.44 lb (0.65 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc square wave
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . Non--magnetic machine screws, No.
6--40 by 3/8--inch fillister head, HPN
1715115
Mating Terminals (6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 0364--01
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non--magnetic machine screws, No.
6--40 by 3/8--inch fillister head, HPN
1715115

(2) The FX--600 Flux Valve senses the horizontal portion of the earth’s magnetic field
and provides a long--term heading reference. The heading reference is processed by
the AHRU to compute an inertially stabilized magnetic heading output.

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3. Operation
A. Pilots AHRS Interface

(1) The fundamental inputs to the AHRU (Figure 2--2--4) are derived from the aircraft’s
inertial motion. The system contains three accelerometers, three fiber optic gyros,
and a flux valve. These sensors measure inertial motion of the aircraft to compute
pitch and roll attitude, magnetic heading, angular rates, and linear acceleration.
Additionally, the AHRU receives true airspeed (TAS) from the MADC, through an
ARINC 429 bus to compensate for acceleration induced errors.

(2) As shown in Figure 2--2--4, the AHRU has the following:

• Memory access through the aircraft test connector.
• Mode control inputs from the following three cockpit mounted switches:
-- SLAVED/DG toggle switch enables the operator to select between these two
modes. In the DG mode, the AHRU operates as a free gyro.
-- When on the ground, the AHRS TEST momentary button switch causes the
AHRU to transmit the standard self--test output data.
-- HEADING SLEW spring loaded, center off, toggle switch allows resetting of the
heading when in the DG mode.
• Excitation to the FX--600 Flux Valve is required so it can sense the horizontal
portion of the earth’s magnetic field to supply a long--term heading reference to
the AHRU. The excitation is 28 V dc chopped to ground level at 400 Hz.
• All PRIMUS 1000 LRUs that require AHRS data receive that data over the ARINC
429 buses. For output data information, refer to Table 2--2--4.
• Connections to the MM--260 Memory Module to store such aircraft specific data as
AHRU configuration discretes, mounting misalignment coefficients, and flux valve
compensation coefficients.

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Figure 2--2--4. Pilots AH--800 Attitude Heading Reference System Interconnect Diagram

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Figure 2--2--5. Copilots AH--800 Attitude Heading Reference System Interconnect Diagram

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Table 2--2--4. AH--800 ARINC 429 Output Data

Parameter Label Units Data Range
Magnetic Heading 320 Degrees ±180 from North
Pitch Angle 324 Degrees 180
Roll Angle 325 Degrees 180
Pitch Rate 326 Deg/sec 128
Roll Rate 327 Deg/sec 128
Yaw Rate 330 Deg/sec 128
Longitudinal Accel 331 G’s 4
Lateral Accel 332 G’s 4
Normal Accel 333 G’s 4
Flux Valve Heading 334 Degrees 180 from North
Raw Flux Valve Heading 100 Degrees 180 from North

B. Copilots AHRS Interface

(1) The copilots system (Figure 2--2--5) is identical to the pilots system except the ARINC
429 No. 3 output is connected to the weather radar for antenna stabilization instead
of the stall protection computer and GPWS.
C. Modes of Operation
(1) The AHRS has the following six operating modes:
• Initialization
• Full Performance
• Directional Gyro (DG)
• Basic
• Test
• Maintenance.
(a) Initialization
1 Normal system initialization is performed on the ground. Upon application of
power, the AH--800 performs self--test functions to determine the condition of
its sensors, CPU, power supply, and I/O subsystems. During this time, the
outputs are brought into alignment with the true local vertical and magnetic
heading. This procedure takes approximately 2 minutes on the ground and
15 seconds in the air. At the completion of the initialization sequence, all
outputs are within their stated accuracies and the system is in the full
performance mode of operation, unless a system input or flight crew
command has placed the system in one of its reversionary modes of
operation.

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2 The AH--800 withstands power interruptions of 200 milliseconds or less,

without the loss of data. Prolonged power interruptions require a restart
during flight. Should this occur, all data is flagged invalid until the system is
reinitialized. This takes approximately 15 seconds to complete.

(b) Full Performance

1 The full performance mode is the systems normal operating configuration.

While in this mode, true airspeed is used in the computation of pitch and roll
attitude to produce a low gain, velocity damped erection loop and the flux
valve is used as the long--term heading reference. Refer to Table 2--2--5 for
full performance accuracy.

(c) DG Mode

1 This mode lets the heading channel of the AHRU operate as a free
non--slaved gyro not referenced to the flux valve. Entry into this mode is by
pilot command (through the SLAVED/DG toggle switch) and is used when
operating in charted areas of unreliable magnetic heading, or when a flux
valve failure has occurred. The system automatically synchronizes to the flux
valve heading, when switched from DG to slaved operation.

2 When in the DG operating mode, the DG can be slewed clockwise by

moving the heading slew switch to the +360 position momentarily.
Counterclockwise slewing is done by moving the switch to the --360 position
momentarily.

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Table 2--2--5. AH--800 Full Performance Accuracy

Parameter Range Accuracy Resolution Free Drift Accuracy
Pitch Angular Rate 0 to 70_/sec 0.05_/sec 0.05_/sec for rates <0.2%
up to 25_/sec
0.5% for rates
>25_/sec
Roll Angular Rate 0 to 70_/sec 0.05_/sec 0.05_/sec for rates <0.2%
up to 25_/sec
0.5% for rates
>25_/sec
Yaw Angular Rate 0 to 40_/sec 0.05_/sec 0.05_/sec for rates <0.2%
up to 25_/sec
0.5% for rates
>25_/sec
Pitch Attitude 85_ Static:<0.1_ 0.5_ <1.5_
Dynamic:<0.5_
Roll Attitude 360_ Static:<0.1_ 0.5_ <1.5_
Dynamic:<0.5_
Heading 360_ Static:<0.2_ 1.0_ <5.0_/HR
Dynamic:<1.0_
Normal Accel 5.0 g Static:<0.1 g 0.01 g <0.2%
Dynamic:<0.1 g
Lateral Accel 2.0 g Static:<0.1 g 0.01 g <0.2%
Dynamic:<0.1 g
Long Accel 2.0 g Static:<0.1 g 0.01 g <0.2%
Dynamic:<0.1 g

(d) Basic Mode

1 This mode is entered automatically if the AHRU loses its true airspeed (TAS)
input. In this mode, the AHRU does not correct its pitch and roll
computations for acceleration induced errors. This gives the AHRS the same
accuracy as a conventional spinning mass type gyro.

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(e) Test Mode

1 This mode can be activated by pilot command (through the AHRS TEST
button) at any time while the aircraft is on the ground, with
weight--on--wheels. During the test mode, system outputs are driven to
preset values to verify proper operation of the pitch, roll and heading
channels, as well as interconnects and displays (refer to Table 2--2--6).

Table 2--2--6. AHRS ARINC 429 Output Test Mode Data

Label Signal Test Value
320 Mag Heading 030
324 Pitch Angle 15_ up
325 Roll Angle 5_ right
326 Pitch Rate 10_/sec
327 Roll Rate 10_/sec
330 Yaw Rate 10_/sec
331 Longitudinal Accel 0.02 g
332 Lateral Accel 0.1 g
333 Normal Accel 0.1 g
334 Flux Valve Heading 22.5_

(f) Maintenance Mode

1 This mode is designed for use in installing and maintaining the AHRS. The
installer uses this mode for the setting of discretes such as AHRU orientation
and ARINC 429 Hi/Low select, as well as determining flux valve
compensation coefficients. Honeywell Field Support uses this mode for
special data retrieval on the aircraft.

2 A special function available in the maintenance mode is the automatic

compass swing. By using this feature, the time spent in initial installation, as
well as by operators performing routine compass system checks is reduced
without requiring the need for additional test equipment. Refer to SECTION
4 of this manual for AHRS compass swing information and procedures.

D. Reversionary Switching

(1) Should an AHRS become invalid, the system can be re--configured to display the
remaining valid AHRS on both sides of the cockpit. Each crew member has a
reversionary panel available. At power up, the on--side AHRS provides the display
data for that side of the cockpit. Pushing the AHRS reversionary button causes the
display electronics to display the cross--side AHRS data. When in this condition, the
same AHRS is being displayed on both sides. This condition is annunciated with an
amber annunciation on both PFDs.

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4. Fault Monitoring
A. General
(1) The AHRU contains monitors that ensure the accuracy and integrity of the system as
follows:
• Ensure the accuracy of inertial calculations.
• Ensure the availability of data on the digital buses.
• Ensure accurate recording and retrieval of fault information.
• Let a system self--test be initiated by operator command.
B. Fault Detection
(1) The AHRS built--in test equipment (BITE) permits fault detection with a 90% minimum
probability of success. It does this by performing power--on, continuous, pilot
actuated, and ground maintenance tests. The BITE is classified in three primary
classes, according to the following definition:
• Critical -- Failures that effect primary functions, causing erroneous outputs of pitch
and roll attitude, angular rates or accelerations.
• Non--critical -- Failures not effecting primary functions, but can effect heading
angle or heading angle rate.
• Maintenance -- Unannunciated failures stored in BITE memory for maintenance
use only.
C. Power--On BITE
(1) The power--on BITE tests are performed only in the power--on mode of operation.
Power--on tests check the functions that cannot be tested during any of the other
normal operational modes without interfering with normal operation. Power--on BITE
executes the following:
• Processor Self--Test
• Processor Diagnostic Test
• Processor Program Sumcheck Test
• RAM Addressing Integrity Test
• Dual--Port RAM Addressing Integrity Test
• Discrete Output Wraparound Test
• Accelerometer Test
• Nonvolatile Memory Sumcheck Test
• Memory Module Sumcheck Test
• Auxiliary Power and Switchover Test
• Calibration Memory Sumcheck Test
• ARINC 429 Transceiver Very Large Scale Integration (VLSI) Wraparound Test
• IFOG EEPROM Sumcheck Test
• IFOG Eectronics EEPROM SumcheckTest.
NOTE: These tests are not performed during an in--air start.

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D. Continuous BITE
(1) The continuous tests are performed in all modes and do not interfere with normal
operation of the AHRU. Continuous BITE executes the following:
• Central Processing Unit (CPU) Test
• Program EPROM Sumcheck Test
• RAM Read After Write Test
• Power Supply, Reference, and Excitation Test
• Excessive Power Fluctuation Test
• Stack Overflow Test
• Loop Completion Test
• Gyro Hardover Pulse Count Test
• IFOG Optics Test
• Accelerometer Hardover Reasonableness Test
• Flux Valve Drive Monitor Test
• Flux Valve Open line Monitor Test
• Flux Valve Sine and Cosine Reasonableness Test
• Sensor Temperature Test
• AHRU Overtemperature Test
• ARINC 429 Transceiver VLSI Wraparound Test
• ARINC Transmit Test
• ARINC Input Test
• Controller Transmit Test
• Interrupt RateTest
• ARINC Bus RecoveryTest
• Fault Annunciator Test.
E. Fault Reaction
(1) Fault reaction for each class of BITE is described as follows:
(a) Critical
1 If a critical fault effecting the ARINC I/O buses has been detected, the
following occurs:
• All output data is flagged invalid.
• A fault record is stored in nonvolatile memory.
(b) Non--Critical
1 A non--critical BITE fault is defined as a failure that does not effect the
primary functions (attitude, rate or acceleration), but can effect heading
angle or heading angle rate. For these faults, the AHRS reverts to the
non--slaved mode of operation and store the fault in non--volatile memory
(NVM) and invalidate the heading outputs on the ARINC 429 data buses.

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F. Maintenance

(1) These faults do not immediately effect AHRS performance during this power cycle,
but do require maintenance action. In this case, the AHRS stores the fault in NVM.

G. Fault Storage

(1) The AHRS contains NVM for storage of BITE detected faults.

H. Flight Faults

(1) The 200 most recent BITE faults are stored in BITE memory in a zone designated for
Flight Faults. The faults are stored as records that contain the following data:
• Fault Service Status
• Miscellaneous Status
• Fault Type
• Fault Event Status
• Time Since Power--On
• Detailed Fault Code
• Snapshot Parameters.
(a) Fault Service Status

1 This data is set by the maintenance operator to indicate that this stored fault
has been investigated and resolved. At the time of fault occurrence, the
record is stored with the status indicating Not Serviced.

(b) Miscellaneous Status

1 On--ground/In--air system status to be stored as part of the fault record. This

data also contains an indication of power--up versus scheduled or
continuous BITE and a counter for repeat occurrences of this fault during
this power cycle.

(c) Fault Type

1 This identifies the fault at the system sub--component level from among the
following:
• AHRU Fault
• Flux Valve Interface Fault
• Memory Module Interface Fault
• Controller Interface Fault
• No ARINC 429 Data
• AHRU Overtemperature Fault.

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I. Ground Faults

(1) If the AHRS determines it is being operated on the ground and the aircraft engines
are inactive, then BITE detected faults are stored in an area of BITE memory
separate from flight fault storage. The ground fault storage can hold the last 24
detected BITE failures stored in a form similar to those of the flight fault variety
previously discussed.

J. Fault Indications

(1) Fault indications are presented on the PFD, MFD, and EICAS display tubes. See
Figure 2--2--6 thru Figure 2--2--8.

(a) PFD

1 AHRS faults displayed on the PFD (Figure 2--2--6) are as follows:

a Loss of valid pitch or roll information:

• Removal of the pitch tape
• Removal of the roll pointer
• Removal of the flight director bars
• Entire attitude sphere is cyan
• Red ATT FAIL annunciation in the top half of the attitude sphere
• Inhibit of the attitude miscompare annunciation.
b Loss of valid heading information:
• Red HDG FAIL annunciation displayed in the top of compass arc
• Removal of heading bug and digital readout
• Removal of the course/desired track pointer
• Amber dash of the course/desired track digital readout
• Removal of the drift bug
• Removal of the lateral deviation pointer
• Removal of the TO/FROM display
• Inhibit of the heading miscompare annunciation
• Removal of the absolute bearing pointers
• Amber dash of the current heading digital readout in arc mode.

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Figure 2--2--6. PFD AHRS Failure Indications

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(b) MFD

1 See Figure 2--2--7 and Figure 2--2--8.

2 AHRS faults displayed on the MFD with loss of valid heading information are
as follows:

a MAP Mode
• Removal of the tick mark labels
• Amber dash of the heading digital readout
• Red HDG FAIL annunciation displayed in the top of the compass arc
• Removal of the heading bug and digital readout
• Removal of the drift bug
• Removal of all waypoint symbols
• Removal of all Navaid symbols
• Removal of all airport symbols
• Removal of holding pattern racetrack symbol
• Removal of the lateral deviation display
• Removal of the designator symbol, bearing/distance readout, and
LAT/LON readout.
b PLAN Mode
• Removal of the aircraft symbol.

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Figure 2--2--7. MFD MAP Mode AHRS Failure Indications

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Figure 2--2--8. MFD PLAN Mode AHRS Failure Indications

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(c) EICAS

1 AHRS conditions that generate messages on the CAS display and their
meanings are as follows:

a AHRS 1--2 OVERHEAT

• The AHRS fan located on the mounting tray has failed, or the fan
filter is dirty and needs to be cleaned.
b AHRS 1--2 BASIC
• The AHRU operating mode has changed to BASIC due to a loss of
true airspeed required for acceleration induced error compensation.

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SECTION 2-- 3
AHZ-- 900 ATTITUDE HEADING REFERENCE SYSTEM (AHRS)
(OPTIONAL)
1. Overview
A. General

(1) The AHZ--900 Attitude Heading Reference System provides reference data to aircraft
management and display systems that it obtains by sensing linear motion and
angular rates through sensors. The dual AHZ--900 system is optional on this aircraft.

(2) The primary LRU for this system is the AH--900 Attitude Heading Reference Unit
(AHRU). It calculates attitude and heading reference information by sensing linear
motion and angular rates through sensors. Except for the TEST mode, all mode
transitions are done automatically.

(3) The AH--900 interfaces with the following:

• Electronic display system
• Automatic flight control system
• Flight management system
• Digital air data computer
• Standby instruments
• Stall protection system
• Weather radar.

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2. Component Descriptions and Locations

A. AH--900 Attitude Heading Reference Unit (AHRU)

(1) Figure 2--3--1 shows a graphical view of the AH--900 Attitude Heading Reference Unit
(AHRU). The AHRU’s are located in the foreword avionics bay of the aircraft.
Table 2--3--1 gives items and specifications particular to the AHRU.

Figure 2--3--1. AH--900 Attitude Heading Reference Unit

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Table 2--3--1. AH--900 Attitude Heading Reference Unit Leading Particulars

Characteristic Specification

Dimensions (maximum): 4 MCU per ARINC 600

• Length 7.64 in. (194.06 mm)
• Width 4.88 in. (123.95 mm)
• Height 15.12 in. (384.05 mm)
Weight (maximum) 17.1 lb (7.8 kg)
Power requirements 28 V dc, 50 W (max)

Mating connector HPN10070295--101

Mounting:
• Tray, MT--260, 4 MCU,
with side mounted fan HPN 26012346--101
User replaceable parts:
• Fan HPN 26006881--102
• Filter HPN 26000790--101

(2) The AHRU is the major component of the system. It contains three laser gyros and
three accelerometers that are mounted on each of three axes inside of the AH--900
AHRU, that are used to measure inertial motion. Inertial motion sensing requires
initialization data from a flight management computer (FMC).
(3) AHRS initialization and operation are automatic using data from the FMS CDU.
Aircraft position is calculated based on an initialized position entered on the FMS
CDU. Inertial reference components also receive altitude inputs from a digital air data
computer (DADC).
(4) From the inertial measurements, initialization data, and air data inputs, the AHRU
supplies the following data to the aircraft:
(a) Body frame:
• Pitch, roll and yaw rates
• Longitudinal, lateral and normal accelerations
(b) Local level frame:
• Pitch and roll angles
• Vertical speed and acceleration
(c) Earth frame:
• Inertial altitude
• Magnetic and true heading
• Drift angle and platform heading

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3. Operation
A. General

(1) The AH--900 AHRS has four modes of operation:

• Basic
-- Off
-- Align
-- NAV
-- ATT
• Transitional
-- Power up
-- Erect ATT
-- Power down
• Submodes
-- Align downmode
-- Auto nav realignment
• Test
(2) The system does not use a controller, the mode changes are done automatically. Any
required data, such as present latitude and longitude, is obtained from the FMS
through the CDU.

(3) The AH--900 AHRU contains three laser gyros and three accelerometers that are
mounted on each of three axes and are used to measure inertial motion. Inertial
motion sensing requires initialization data from a flight management computer (FMC)

(4) Inertial reference components also receive altitude inputs from a digital air data
computer (DADC). From the inertial measurements, initialization data, and air data
inputs (Figure 2--3--2 and Figure 2--3--3), the AH--900 AHRU performs the
calculations necessary to provide position, heading, and attitude data to the aircraft.

(5) All PRIMUS 1000 LRUs that require AHRS data receive that data over the ARINC
429 buses. For output data information, refer to Table 2--3--2.

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Table 2--3--2. AH--900 ARINC 429 Output Data

Parameter Label Units Data Range

Magnetic Heading 320 Degrees ±180 from North

Pitch Angle 324 Degrees ±180
Roll Angle 325 Degrees ±180

Pitch Rate 326 Deg/sec ±128

Roll Rate 327 Deg/sec ±128
Yaw Rate 330 Deg/sec ±128

Longitudinal Accel 331 G’s ±4

Lateral Accel 332 G’s ±4

Normal Accel 333 G’s ±4

Pitch Att Rate 336 Deg/sec ±128

Roll Att Rate 337 Deg/sec ±128

Inertial Altitude 361 Feet –2,000 to 60,000

Vertical Accel 364 G’s ±4

Inertial Vertical Speed 365 Ft/Min 16,384

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Figure 2--3--2. Pilots AH--900 Attitude Heading Reference System Interconnect Diagram

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Figure 2--3--3. Copilots AH--900 Attitude Heading Reference System Interconnect Diagram

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B. Modes of Operation

(1) The basic modes of operation are as follows:

(a) Off Mode

1 AH--900 AHRU circuitry is off.

(b) Align Mode

1 Align mode is initiated at system power up. In the align mode the AHRU
aligns its vertical and horizontal reference axes and estimates the horizontal
earth rotation rate to calculate latitude. The alignment takes varies
depending on the latitude. At the equator (0° latitude), the alignment time is
5 minutes. At 60°, the alignment time is 10 minutes. From 60° to 72.25°, the
alignment time is 10 minutes. From 70.25° to 78.25°, the alignment time is
17 minutes. At latitudes greater than 78.25°, the AH--900 AHRU is not
certified for alignment.

2 The aircraft must be kept stationary during the alignment period. If the
AHRU detects excessive aircraft motion during alignment, a CAS message
is displayed and the AHRU automatically restarts a full realignment 30
seconds after the motion stops.

NOTE: Normal passenger loading activities and wind gusts do not disturb
alignment.

3 In order for the AHRS to complete the alignment process, the following
alignment completion requirements must be met:

a Valid Position Entry:

(1) A valid present position (lat/long) must be entered or confirmed on

the FMS CDU to complete the alignment. The lat/long entry is
compared to the last lat/long stored at power--down, and the
latitude entry is compared to the latitude that was calculated based
on the sensed horizontal earth rate. If the entered position passes
these tests, the AHRS completes the alignment with this lat/long as
the initialized position.

(2) If the present position is not entered or confirmed on the FMS CDU,
the AHRS stays in align mode until this is done.

CAUTION: THE AH--900 AHRU IS NOT CERTIFIED TO PROVIDE

THE SPECIFIED ACCURACIES WHEN ALIGNED AT
LATITUDES ABOVE 78.25°.

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b Position Compare Test

(1) The AH--900 AHRU conducts a position--compare test on latitude
and longitude immediately after each has been entered. To prevent
nuisance failures, it does not perform the test if the AHRU was in a
repair center or if the AHRU entered the attitude mode during the
last power cycle. However, if the AHRU did not enter the
power--down mode because of a power interrupt, it will conduct the
test.
(2) To pass the position--compare test, the entered data must compare
within 1° of the stored latitude and within 1° of the stored longitude
from the last power down from the NAV mode.
(3) The AH--900 AHRU accepts new entries of latitude and/or
longitude, but each new entry must also pass the position--compare
test.
(4) A second identical latitude or longitude entry overrides the
position--compare test and is accepted as correct even if it differs
from stored values by more than 1°.
c Alignment Performance Test
(1) At the end of the alignment, the AHRU compares the entered
latitude with the calculated latitude. This is called the sine--cosine
test because the sine of the entered latitude must be within 0.15 of
the sine of the calculated latitude and the cosine of the entered
latitude must be within 0.01234 of the cosine of the calculated
latitude. This is the last test performed during the alignment process
and if this test passes, the AHRS enters the navigation mode.
4 During the align mode, the AHRU outputs status information, time--to--nav
information, and fault information. No navigation data (position, velocities,
etc.) is available during the align mode. Cockpit displays that normally
display this information indicate invalid and appropriate CAS messages are
displayed.
5 If the aircraft has not moved since the AHRS transitioned from the align
mode to the nav mode, the AHRU applies autonav realign corrections in one
minute intervals, starting one minute after the transition to the nav mode.
(c) Navigation Mode
1 When the initialization and alignment is completed successfully the AHRU
automatically enters the navigation mode. The navigation mode is the
normal operating mode. In this mode the AHRS uses the last valid position
data entered during the align mode as its initial present position. It then
updates the present position based on inertial data, as long as it is in the
nav mode. The system also has an automatic navigation realignment (ANR)
submode that it enters at the same time as the normal NAV mode
operations.

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2 In the nav mode, the AHRU adds computed magnetic variation from a
magnetic variation topographical map to true heading and true track to come
up with magnetic heading and track angle. At latitudes greater than 82N and
82S, and inside the magnetic polar cut--out regions, the AHRU sets
magnetic heading and track angle outputs to NO COMPUTED DATA. The
polar cutout regions are shown in Figure 2--3--4.

Figure 2--3--4. Polar Cutout Regions

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(d) Attitude Mode

1 The attitude mode is the AHRS reversionary mode. The AHRS automatically
enters the attitude mode after an in--flight power interruption or after the
built--in test equipment (BITE) detects a failure that could cause excessive
errors.

2 The AH--900 AHRU provides valid outputs of body axis accelerations,

attitude rates and angles, vertical velocity, and inertial altitude when rapid
leveling has been completed. These outputs are referenced to the level axes
set that the AHRU computed during the rapid leveling (erect attitude
transitional mode). In the attitude mode, attitude outputs are not as accurate
as the attitude outputs computed in the nav mode.

3 After the AHRS has entered the attitude mode, the magnetic heading should
be entered on the FMS CDU. If it is not, the magnetic heading output of the
AHRS remains as NO COMPUTED DATA. Since heading drift during attitude
mode can be as high as 15 per hour, magnetic heading should be updated
periodically from the best available alternative source.

4 In the attitude mode, magnetic heading is computed as a function of

changes in platform heading (i.e.; yaw, if aircraft is level). Actual heading
may change as a function of position but is not detected by the AHRU. This
effect is more pronounced for flights near the poles.

(2) Transitional Modes

(a) Powerup

1 In the powerup transitional mode, the AH--900 AHRU begins operation and
performs built--in tests (BIT) and system tests. It also checks some of the
wiring inputs to ensure that the AH--900 AHRU has enabled functions
required by the aircraft installation. These tests check functions that cannot
be tested in flight without interfering with normal operations.

2 The AH--900 AHRU is normally in the powerup transitional mode for 10

seconds though it can remain in this transitional mode for 25 seconds.
During this transitional mode, the AH--900 AHRU does not send any data.

(b) Erect Attitude

1 For the first 20 seconds of the attitude mode, the AHRU is in the erect
attitude submode. During this time, the aircraft must be held in steady,
straight and level flight. If it is not, the AHRS waits until the aircraft is straight
and level for a period of time before it starts the erect attitude submode.

(c) Powerdown

1 The AHRU is powered down by turning the system circuit breakers off.

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(3) Submodes

(a) Align downmode

1 The align downmode zeroes residual velocity errors accumulated during the
previous nav mode operation. The fine--leveling process of the align mode is
reactivated, and heading accuracy is updated.

2 During this mode, the AHRU accepts optional inputs of latitude and
longitude to improve accuracy. The inputs must pass a position--compare
test similar to that in the align mode.

CAUTION: THE AIRCRAFT MUST BE STATIONARY DURING THE ALIGN

DOWNMODE. EXCESSIVE AIRCRAFT MOTION WILL BEGIN
AUTOMATIC FULL REALIGNMENT 30 SECONDS AFTER THE
MOTION STOPS.

3 If the AH--900 AHRU detects excessive aircraft motion during the align
downmode, it automatically starts a full realignment 30 seconds after the
motion stops. The system sets the time to navigation to the full alignment
time and remains set to this time for 30 seconds after the excessive motions
stops. If no position has been entered prior to the detection of excessive
motion, it uses the last computed position to establish the time to navigation.
If TAS is valid and excessive motion is detected, the AH--900 AHRU will
automatically enter attitude mode.

4 The align downmode requires 30 seconds for completion. After 30 seconds,

the refinement of the heading continues until the nav mode is entered.

(b) Autonav Realign (ANR)

1 The AH--900 AHRU enters the ANR submode automatically under four
conditions and concurrently with normal nav mode operations when it
senses that the aircraft has completed a “no motion period”.

2 When the AHRS senses there has been no motion for a period of time, it
enters the ANR submode automatically under four conditions and during
normal NAV mode operations. In this mode the AHRU zeroes residual
velocities, resets the attitude platform, and corrects heading errors.

a Extended Alignment

• The AH--900 AHRU enters the extended alignment ANR after it has
transitioned from the align mode to the nav mode and has not
detected excessive motion. In this condition, the system applies ANR
corrections in 1.0 ±0.1 minute intervals, with the first correction
applied 1.0 minute after the mode transition. This submode is
maintained until excessive motion is detected.

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b Pre--Flight
• The AHRU enters the pre--flight ANR when excessive motion has
been detected. It transitions to the nav mode from the align mode or
align downmode and then completes a no--motion period. The
no--motion period varies as a function of latitude between 7.5 to 15
minutes. In this condition, ANR corrections are applied at 1.0 ±0.1
minute intervals until it detects excessive motion.
c Post--Flight Realignment
• The post--flight realignment ANR is entered after it has completed a
no--motion period and prior to any transition to the align downmode.
The no--motion period varies as a function of latitude between 7.5
minutes and 15 minutes. ANR corrections are not applied until after it
transitions from the nav mode to the align downmode. The system
remains in this submode until it detects excessive motion or it
transitions to the align downmode, attitude mode, or off.
NOTE: All align downmode requirements remain in effect following this
condition.

d Extended Realign Mode

• The extended realign mode ANR is entered after it has transitioned
from the align downmode to the nav mode and has completed a
no--motion period. In this condition, the AHRU applies ANR
corrections at 1.0 ±0.1 minute intervals until it detects excessive
motion.
(4) Test Mode

(a) The test mode is selected using the remote AHRS test switch located on the
cockpit maintenance panel. It can be selected while the system is in either the
align mode or the nav mode without affecting basic AHRS functions. The test
mode is inhibited in the attitude mode and in the nav mode when the aircraft
ground speed exceeds 20 knots.

(b) When test mode is entered, it outputs preprogrammed signals to aircraft

instruments. The signals are output in three 8--second phases. During the first
phase, all flags and annunciators are exercised. During the second and third
phases, the AH--900 AHRU outputs fixed signals for display on cockpit
instruments.

(c) At the completion of 24 seconds, all outputs return to their original state. If this
switch is held on, the signals output during the third phase continue to be output
until the switch is released.

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4. Fault Monitoring
A. General
(1) Failures of the AHRS fall into two categories: noncritical faults and critical faults.
B. Noncritical Faults
(1) A noncritical fault is associated with BIT and does not affect the operation of the
AHRS. A noncritical fault only occurs on the ground. Upon landing, WOW and
groundspeed less than 20 knots, the FAULT annunciator on the MSU illuminates,
indicating the presence of a noncritical fault.
(2) After the aircraft is brought to a stop at the ramp/hangar, power off the AHRS.
Reapply power and attempt to align the AHRS in a normal fashion. If the AHRS
aligns, the noncritical fault has cleared. If the AHRS does not align and the FAULT
annunciator is lit, the AHRU must be replaced.
C. Critical Fault
(1) A critical fault of the AHRS can occur at any time, either on the ground or in the air. A
critical fault invalidates all of the AHRU outputs and the following is indicated in the
cockpit:
(a) PFD
1 AHRS faults displayed on the PFD (Figure 2--3--5) are as follows:
a Loss of valid pitch or roll information:
• Removal of the pitch tape
• Removal of the roll pointer
• Removal of the flight director bars
• Entire attitude sphere is cyan
• Red ATT FAIL annunciation in the top half of the attitude sphere
• Inhibit of the attitude miscompare annunciation.
b Loss of valid heading information:
• Red HDG FAIL annunciation displayed in the top of compass arc
• Removal of heading bug and digital readout
• Removal of the course/desired track pointer
• Amber dash of the course/desired track digital readout
• Removal of the drift bug
• Removal of the lateral deviation pointer
• Removal of the TO/FROM display
• Inhibit of the heading miscompare annunciation
• Removal of the absolute bearing pointers
• Amber dash of the current heading digital readout in arc mode.

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Figure 2--3--5. PFD AHRS Failure Indications

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(b) MFD

1 See Figure 2--3--6 and Figure 2--3--7.

2 AHRS faults displayed on the MFD with loss of valid heading information are
as follows:

a MAP Mode

• Removal of the tick mark labels

• Amber dash of the heading digital readout
• Red HDG FAIL annunciation displayed in the top of the compass arc
• Removal of the heading bug and digital readout
• Removal of the drift bug
• Removal of all waypoint symbols
• Removal of all Navaid symbols
• Removal of all airport symbols
• Removal of holding pattern racetrack symbol
• Removal of the lateral deviation display
• Removal of the designator symbol, bearing/distance readout, and
LAT/LON readout.
b PLAN Mode
• Removal of the aircraft symbol.
(c) EICAS

1 The AHRS fault indications are displayed in the form of an CAS message as
follows:

a AHRS 1--2 OVERHEAT

• The AHRS fan located on the mounting tray has failed, or the fan
filter is dirty and needs to be cleaned.
b AHRS 1--2 FAIL
• The AHRU operating mode has detected a BITE failure.

c AHRS 1--2 ALN FAULT

• The AH--900 detects an alignment fault or requires position entry.
d AHRS 1--2 ATT MODE

• The AH--900 detects a Primary and Secondary Power failure

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Figure 2--3--6. MFD MAP Mode AHRS Failure Indications

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Figure 2--3--7. MFD PLAN Mode AHRS Failure Indications

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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SECTION 2-- 4
LASEREFR IV INERTIAL REFERENCE SYSTEM
1. Overview
A. General

(1) The LaseRef IV inertial reference system provides reference data to aircraft
management and display systems. It derives this data by sensing linear motion and
angular rates through sensors.

(2) The IRS interfaces with the following systems:

• Automatic flight control system (AFCS)/autopilot (AP)
• Flight management system (FMS)
• Digital air data computer (DADC)
• Electronic flight instrument system (EFIS)
• Fault warning computer (FWC)
• Annunciator panel
• Weather radar
(3) The inertial reference system is comprised of the following LRUs:
• Inertial Reference Unit (IRU)
• Mode Select Unit (MSU).

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2. Component Descriptions and Locations

A. Inertial Reference Unit (IRU)

(1) Figure 2--4--1 shows a graphical view of the IRU and Table 2--4--1 gives items and
specifications particular to the unit.

Figure 2--4--1. Inertial Reference Unit

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Table 2--4--1. Inertial Reference Unit Leading Particulars

Item Specification
Dimensions (maximum) 4 MCU per ARINC 600
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.64 in. (194.06 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.88 in. (123.95 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.12 in. (384.05 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.0 lb (7.7 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 41.0 Watts (maximum)
User Replaceable Parts:
• Fan, FN--260 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 26006881--102
• Fan filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 26000790--101
Mating Connectors:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 10070295--101
Mounting:
• Tray, MT--260, 4MCU, with back fan . . . . . . . . . . . . . . . HPN 26012346--101

(2) The IRU is a strap--down, Schuler--tuned navigation system that contains three laser
gyros and three accelerometers, mounted on each of three axes inside of the IRU,
which it uses to measure inertial motion. No gimbals, bearings or moving parts are
required. The accelerometers measure linear motion along the longitudinal, lateral,
and vertical axes. The ring laser gyros measure angular motion about the
longitudinal, lateral, and vertical axes. These sensors, coupled with high speed
microprocessors, allow the IRS to maintain a stable platform mathematically rather
than mechanically.

(3) The IR section requires initialization data from a flight management computer (FMC).
The IR section also receives altitude inputs from a digital air data computer (DADC).
From the inertial measurements, initialization data, and air data inputs, the IRU
performs the calculations necessary to provide position, velocity, heading, and
attitude data to the aircraft.

(4) Each IRU requires a backup battery power supply that is capable of supplying 24 V
dc at a rate of 4 ampere--hours or greater.

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(5) Each IRU outputs the following digital data:

• Primary aircraft attitude in pitch and roll
• Body linear accelerations
• Body angular rates
• Inertial velocity vectors
• Magnetic and true heading
• Present position data
• Wind data
• Inertial altitude
• Inertial altitude rate
B. Mode Select Unit
(1) Figure 2--4--2 illustrates the Mode Select Unit and Table 2--4--2 gives items and
specifications particular to the unit.

Figure 2--4--2. Mode Select Unit

Table 2--4--2. Mode Select Unit Leading Particulars

Item Specification
Dimensions (maximum)
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 in. (38.1 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.1 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.42 in. (61.5 mm)
NOTE: Length does not include front panel, connectors or knobs.
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . 0.5 lb (0.23 kg)
Power Requirements:
• Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 12.5 Watts (maximum)
• Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V RMS or dc, 2.5 Watts (maximum)
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . None
Mating Connectors:
• J1 (3 required) . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F18--32S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus rail

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(2) The six--annunciator MSU provides mode selection, status indication, and test
initiation for one IRU. Selection of inertial modes and submodes are selected by
setting the MSU mode select switch as follows:
• OFF--TO--ALIGN
-- The IRU enters the power--on/BITE submode. When BITE is complete, the IRU
automatically enters the ALIGN mode. The IRU remains in the ALIGN mode
until the MSU mode select switch is set to OFF, NAV or ATT.
• OFF--TO--NAV
-- The IRU enters the power--on/BITE submode, then automatically enters the
ALIGN mode. When alignment is complete, it automatically enters the NAV
mode.
• OFF--TO--ALIGN--TO--OFF or OFF--TO--NAV--TO--OFF (with two identical incorrect
initialization entries)
-- The IRU enters the ALIGN mode after completing the power--on/BITE
submode. If the operator sets the mode select switch to OFF after entering the
same erroneous initialization data twice, the IRU ignores the erroneous data
and does not store it as the last known position. Instead, the IRU retains
position data from the last NAV mode as its last known position.
• ALIGN--TO--NAV
-- The IRU enters the NAV mode from the ALIGN mode upon completion of
alignment.
• NAV--TO--ALIGN
-- The IRU enters the align downmode from the NAV mode.
• NAV--TO--ALIGN--TO--NAV
-- The IRU enters the align downmode from the NAV mode. After 30 seconds, it
automatically reenters the NAV mode.
• ALIGN--TO--ATT or NAV--TO--ATT
-- The IRU enters the erect attitude submode for 20 seconds, during the time the
MSU ALIGN annunciator lights. The IRU then enters the attitude mode. When
the MSU mode select switch is set to ATT, the IRU remains in the ATT mode
until power is removed from the MSU. To enter the ALIGN or NAV modes from
the ATT mode, the aircraft must remain stationary and the mode select switch
must be set to OFF for at least 3 seconds before being set to ALIGN or NAV.
• ATT--, NAV-- or ALIGN--TO--OFF
-- After a 3--second delay, the IRU enters the power--off submode for
approximately 7 seconds. At the end of 10 seconds, the IRU enters the off
mode.
• ATT--, NAV-- or ALIGN--TO--OFF--TO--ALIGN, --NAV, or --ATT
-- If the mode select switch is reset to ALIGN, NAV or ATT after 3 seconds in the
OFF position, but before the 10 second power--down procedure has been
completed, the IRU completes the power--down procedure and then restarts
power--on procedures.

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(3) The MSU has the following annunciators:

• ALIGN
-- This indicates that the IRU is in the ALIGN mode.
• FAULT
-- This indicates an IRS fault.
• ON BATT
-- This indicates that backup battery power is being used. This annunciator
normally comes on for about 15 to 20 seconds during the power up BITE
submode.
• BATT FAIL
-- This indicates that backup battery power is inadequate to sustain IRS
operation. This annunciator typically lights when the battery voltage is less than
21 V dc.
• NAV RDY
-- With the mode select switch in the ALIGN position, the NAV ready annunciator
comes on at the end of the ALIGN period to indicate that alignment is
complete.
• NO AIR
-- This indicates that the airflow to cool the IRU is inadequate.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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3. Operation
A. Pilots Inertial Reference System Interface

(1) Figure 2--4--3 shows the pilots IRS interface. Outputs are provided through multiple
ports via ARINC 429 and ASCB and are used by other subsystems in the aircraft as
shown in the IRS interface diagrams, Figure 2--4--3 and Figure 2--4--4. Refer to
Table 2--4--3 for the LASEREF IV IRS inertial digital accuracy and resolution.

B. Copilots Inertial Reference System Interface

(1) Figure 2--4--4 shows the copilots inertial reference system interface. The copilots
system is identical to the pilots system, except that it does not interface with the
DA--800 DAU.

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Figure 2--4--3. Pilots LaseRef Inertial Reference System Interconnect Diagram

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Figure 2--4--4. Copilots LaseRef Inertial Reference System Interconnect Diagram

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Table 2--4--3. IRS Digital Accuracy and Resolution

Parameter Limitation NAV Mode Attitude Mode
Present None Accuracy: . . . . . . . . . . . . . 2 NM/hr NA
position Radial position error
(RPE): . . . . . . . . . . . . . . . . . 95%
Resolution
(RES): . . . . . . . . . . . 2W--20 LSB
Pitch angle None Accuracy: . . . . . . . . . . . . . . . . 0.1° Accuracy depends on
RES: . . . . . . . . . . . . . . . . . . 0.01° initial attitude mode
alignment stability.
Roll angle When cosine (cos) of pitch is Accuracy: . . . . . . . . . . . . . . . . 0.1° Accuracy depends on
less than 0.087, then roll angle RES: . . . . . . . . . . . . . . . . . . . 0.01° initial attitude mode
equals last computed value. alignment stability
True heading When cos of pitch is less than Accuracy: . . . . . . . . . . . . . . . . 0.4° NA
0.087, then heading equals RES: . . . . . . . . . . . . . . . . . . . 0.1°
last computed value.
Magnetic Computed between latitudes Less than 50° lat, Accuracy depends on
heading (lat) 73° N and 60° S only; accuracy: . . . . . . . . . . . . . . . . . 2° initial attitude mode
when cos of pitch is less than Greater than 50° lat, alignment stability;
0.087, then heading equals accuracy: . . . . . . . . . . . . . . . . . 3° Operational accuracy
last computed value. RES: . . . . . . . . . . . . . . . . . . . 0.1° is 15°/hr maximum
drift
Groundspeed None Accuracy: . . . . . . . . . . . . . . . 12 kt NA
RES: . . . . . . . . . . . . . . . . 0.125 kt
Vertical DADC altitude input required Accuracy: . . . . . . . . . . . . 30 ft/min Same as NAV mode
velocity RES: . . . . . . . . . . . . . . . . . 1 ft/min
Body axis Minimum range of ±70°/sec Accuracy: . . . . . . . . . . . . 0.1°/s or Same as NAV mode
pitch rate 1% of output, whichever is greater
RES: . . . . . . . . . . . . . . 0.015°/sec
Body axis roll Minimum range of ±70°/sec Accuracy: . . . . . . . . . . . 0.1°/s or Same as NAV mode
rate 1% of output, whichever is greater
RES: . . . . . . . . . . . . . . 0.015°/sec
Body axis yaw Minimum range of ±40°/sec Accuracy: . . . . . . . . . . . . 0.1°/s or Same as NAV mode
rate 1% of output, whichever is greater
RES: . . . . . . . . . . . . . . 0.015°/sec
Pitch attitude Minimum range of ±30°/sec Accuracy: . . . . . . . . . . . . 0.1°/s or NA
rate 1% of output, whichever is greater
RES: . . . . . . . . . . . . . . 0.015°/sec
Roll attitude Minimum range of ±30°/sec Accuracy: . . . . . . . . . . . . 0.1°/s or NA
rate 1% of output, whichever is greater
RES: . . . . . . . . . . . . . . . 0.015°/sec

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Table 2--4--3. IRS Digital Accuracy and Resolution(cont)

Parameter Limitation NAV Mode Attitude Mode
Inertial DADC altitude input required Accuracy: . . . . . . . . . . . . . . . . . 5 ft NA
altitude accuracy specified with RES: . . . . . . . . . . . . . . . . . . . . 1 ft
constant altitude input. Filter
at steady state. No error
assumed in the air data input.
Resolution as specified with a
maximum granularity of 6 ft
with altitude rate of 8000
ft/min output.
Potential Based on limitations Accuracy: . . . . . . . . . . . . 30 ft/min NA
vertical speed associated with flight path RES: . . . . . . . . . . . . . . . . . 4 ft/min
angle, ground speed, and
flight path acceleration (accel).
Body Minimum sensing range of Accuracy: . . . . . . . . . . . . . . . 0.01g Same as NAV mode
longitudinal ±4 g; accuracy/resolution RES: . . . . . . . . . . . . . . . . . 0.001g
acceleration required over ±0.5 g range.
Body lateral Minimum sensing range of Accuracy: . . . . . . . . . . . . . . . 0.01g Same as NAV mode
acceleration ±4 g; accuracy/resolution RES: . . . . . . . . . . . . . . . . . . 0.001g
required over ±0.5 g range.
Body normal Minimum sensing range of Accuracy: . . . . . . . . . . . . . . . 0.01g Same as NAV mode
acceleration ±4 g; accuracy/resolution RES: . . . . . . . . . . . . . . . . . 0.001g
required over ±1 g range,
about +1 g reference.
Earth vertical Minimum sensing range of Accuracy: . . . . . . . . . . . . . . . 0.01g NA
acceleration ±4 g; accuracy/resolution RES: . . . . . . . . . . . . . . . . . 0.001g
required over ±0.5 g range
Flight path Accuracy/resolution required Accuracy: . . . . . . . . 10% of output NA
acceleration over ±0.5 g range (based on RES: . . . . . . . . . . . . . . . . . 0.001g
120 kt ground speed)
Along track Accuracy/resolution required Accuracy: . . . . . . . . 10% of output NA
acceleration over ±0.5 g range (based on RES: . . . . . . . . . . . . . . . . . 0.001g
120 kt ground speed)
Crosstrack Accuracy/resolution required Accuracy: . . . . . . . . 10% of output NA
acceleration over ±0.5 g range (based on RES: . . . . . . . . . . . . . . . . . 0.001g
120 kt ground speed)
Platform When cos of pitch is less than None Accuracy based on
heading 0.087, heading is equal to the initial tracking during
last computed value altitude alignment;
operational accuracy
is 15°/hr maximum
drift
RES: . . . . . . . . 0.01°

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Table 2--4--3. IRS Digital Accuracy and Resolution(cont)

Parameter Limitation NAV Mode Attitude Mode
Track angle Not computed when ground Accuracy: . . . . . . . . . . . . . . . . 5.0° NA
true speed is less than or equal to RES: . . . . . . . . . . . . . . . . . . . 0.1°
20 kt; accuracy based on 120
kt ground speed
Wind speed No error assumed in air data Accuracy: . . . . . . . . . . . . . . . 12 kt NA
input RES: . . . . . . . . . . . . . . . . . . . . 1 kt
Wind direction No error assumed in air data Accuracy: . . . . . . . . . . . . . . . .10 kt NA
input with 50 kt wind and RES: . . . . . . . . . . . . . . . . . . . . 0.1°
equal velocity errors
Track angle Not computed when ground Accuracy: . . . . . . . . . . . . . . . . . 5° NA
magnetic speed is less than or equal to RES: . . . . . . . . . . . . . . . . . . . . 0.1°
20 kt; accuracy based on
120 kt ground speed
Drift angle Not computed when ground Accuracy: . . . . . . . . . . . . . . . . . 5° NA
speed is less than or equal to RES: . . . . . . . . . . . . . . . . . . . . 0.1°
20 kt; accuracy based on
120 kt ground speed
Flight path Not computed when ground Accuracy: . . . . . . . . . . . . . . . . 0.4° NA
angle speed is less than or equal to RES: . . . . . . . . . . . . . . . . . . . 0.1°
20 kt; accuracy based on
120 kt ground speed
Track angle Not computed when ground Accuracy: . . . . . . . . . . . . 0.25°/sec NA
rate speed is less than or equal to RES: . . . . . . . . . . . . . . . . 0.01°/sec
20 kt; accuracy based on
120 kt ground speed
North--south Accuracy consistent with Accuracy: . . . . . . . . . . . . . . . 12 kt NA
(N--S) velocity ground speed RES: . . . . . . . . . . . . . . . . 0.125 kt
East--west Accuracy consistent with Accuracy: . . . . . . . . . . . . . . . 12 kt NA
(E--W) ground speed RES: . . . . . . . . . . . . . . . . 0.125 kt
velocity

C. Modes of Operation

(1) General

(a) The IRU operates in four basic inertial modes, three transitional modes, two
submodes, and one test mode:

1 Basic inertial modes

• Off
• Align
• Nav (with the automatic realignment submode)
• Attitude

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2 Transitional modes
• Power--up
• Erect attitude
• Power--off
3 Submodes
• Align downmode
• Auto nav realignment
4 Test mode

(b) The basic inertial modes, transitional modes, and submodes are selected by the
MSU mode select switch. The test mode is selected when the MSU TEST switch
is pressed.

(2) Basic Inertial Modes

(a) OFF

1 IRU circuitry is off.

(b) Alignment (ALIGN) mode

NOTE: Normal passenger loading, cargo loading activities or wind gusts do not
disturb alignment.

1 In the alignment (align) mode, the IRU aligns its reference axes to the local
vertical and true north, and estimates the horizontal earth rate components
to compute latitude. During alignment, the MSU ALIGN annunciator is lit,
and the CAS advisory message ALIGN is displayed.

a Time to alignment

(1) The latitude at which an IRU is aligned affects the alignment time.
At the equator (0° latitude), the alignment time is 5 minutes. At 60°,
the alignment time is 10 minutes. From 60° to 72.25°, the alignment
time is 10 minutes. From 70.25° to 78.25°, the alignment time is 17
minutes. At latitudes greater than 78.25°, the IRU is not certified for
alignment.

b Excessive Aircraft Motion

(1) The aircraft must remain stationary during alignment. If the IRU
detects excessive aircraft motion, it starts an automatic full
realignment 30 ±1 seconds after the motion stops. The IRU also
sends an CAS excess motion advisory message which is displayed
on the EICAS.

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(2) When excessive aircraft motion occurs, the IRU resets the time to
navigation (TTN) value to 17 minutes or less based on the entered
or stored position data. If the excessive motion continues, the TTN
value will not count down until the IRU no longer detects excessive
motion.

c Alignment Completion Requirements

(1) To complete alignment, the IRU requires a valid present position

(latitude and longitude) input. The IRU tests the position first by
comparing it to its own stored position and then by comparing the
latitude entry with the latitude that it has computed. If both tests are
successful, the IRU completes alignment.

• Position entry
-- To complete alignment, the IRU must receive a valid input of
the aircraft’s present position (latitude and longitude) from the
FMS CDU. The position entered must be the exact
coordinates of the aircraft and not a reference to a VOR or to
the airport.
-- If the pilot does not enter the present position during the
normal alignment time, the MSU ALIGN annunciator flashes,
and the IRU will not enter the nav mode until it receives a
valid input.
-- The IRU accepts multiple entries of latitude and longitude.
More than one entry may be necessary to confirm, update, or
correct the position. However, the IRU does not accept new
position inputs until 2 seconds after the previous input. This
delay prevents the IRU from mistakenly interpreting burst
transmissions from the FMS CDU as separate entries.
-- A new entry of latitude and/or longitude writes over the
previous entry, and the IRU uses only the latest entry for its
calculations.
• Position compare test
-- The IRU conducts a position compare test on latitude and
longitude immediately after each has been entered. To
prevent nuisance failures, the IRU does not perform the test if
the IRU was in a repair center or if it entered the attitude
mode during the last power cycle. However, if the IRU did not
enter the power--down mode because of a power interrupt,
the IRU conducts the test.
-- To pass the position compare test, the entered data must
compare within 1° of the stored latitude and within 1° of the
stored longitude from the last power down from the nav mode.
If the test fails, the MSU ALIGN annunciator flashes.

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-- The IRU accepts new entries of latitude and/or longitude, but

each new entry must also pass the position compare test.
-- A second identical latitude or longitude entry overrides the
position compare test and is accepted as correct even if it
differs from stored values by more than 1° .
-- If the new entry passes or overrides the test, the MSU ALIGN
annunciator stops flashing, and the IRU clears any status
messages or annunciation that flagged the condition.
• Alignment performance test
-- At the end of alignment, the IRU conducts an alignment
performance test on the entered latitude. This test is also
known as the sine--cosine test because the sine of the
entered latitude must be within 0.15 of the sine of the
computed latitude, and the cosine of the entered latitude must
be within 0.01234 of the cosine of the computed latitude.
Each latitude entry must pass this test.

NOTE: At this stage of alignment, longitude is not tested.

-- When the alignment performance test passes, the IRU

response depends on the position of the MSU mode select
switch.
-- If the switch is set to ALIGN, the MSU NAV RDY annunciator
lights, but the IRU remains in the align mode. When the mode
select switch is set from ALIGN to NAV, the IRU repeats the
alignment performance test and requires that the test passes
before it enters the nav mode.
-- If the mode select switch is set to NAV, the IRU enters the nav
mode and turns off the MSU ALIGN and NAV RDY (if lit)
annunciators
-- If the entered latitude fails the alignment performance test,
the MSU ALIGN annunciator flashes. If a second latitude
entry, which differs from the first entry also fails, the MSU
ALIGN annunciator continues to flash.
-- If two successive identical latitudes are entered and each
entry fails the alignment performance test, the MSU ALIGN
annunciator goes steady and the FAULT annunciator lights.
The IRU still accepts latitude entries; if an entry passes, the
IRU turns off the FAULT annunciator and clears any status
message or annunciators that were set to indicate the
condition.
-- When an entry of correct latitude passes the alignment
performance test, the IRU turns the FAULT and ALIGN
annunciators off, and enters the nav mode.

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• Inertial alignment outputs

-- The IRU provides status information, present position, and
press--to--test outputs during alignment. Status information
includes mode status, time to nav mode, and fault
information.
-- When the IRU has been initialized with latitude and longitude,
the IRU provides that information as its current present
position. However, other inertial data is not valid. Cockpit
displays, such as EFISs or FMS CDUs that normally display
this data, may display dashes, blanks, or appropriate status
messages.
2 Navigation (NAV) mode

a In the nav mode, the IRU uses the last valid position data entered
during the align mode or align downmode as its initial present position. It
then updates the present position based only on inertial data while it
remains in the nav mode. The nav mode also has an automatic
navigation realignment (ANR) submode, which it enters concurrently
with normal nav mode operations.

b The IRU enters the nav mode from the align mode or the align
downmode. When it enters the nav mode, the MSU ALIGN and NAV
RDY annunciators go out.

NOTE: The IRU does not allow its internally computed present position
to be updated while it is in the nav mode.

c Magnetic Map

(1) The IRU algebraically adds computed magnetic variation from a

magnetic variation topographical map to true heading and true track
to produce magnetic heading and track angle magnetic. Depending
on the installation requirements, the IRU uses one of two magnetic
variation maps. Refer to Figure 2--4--5 for a diagram of the
magnetic variation latitude cutouts.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Figure 2--4--5. Magnetic Variation Cutout Regions

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3 Attitude (ATT) Mode

a The attitude mode is the reversionary mode for the IRU. It provides a
rapid attitude/heading restart when the IRU has a temporary total power
shutdown or built--in test equipment (BITE) detects failures that could
cause excessive errors.

b Selection of the Attitude Mode

(1) When the attitude mode is selected, the mode select switch must
be left in the ATT position for a minimum of 2 seconds before the
attitude mode engages. The delay permits the pilot to reset the
mode select switch to the desired position if it was inadvertently set
to ATT. The attitude mode should be selected in the air under two
conditions:
-- When the MSU FAULT annunciator lights. A lit FAULT
annunciator indicates that the IRS has experienced a critical
fault. A critical fault invalidates all outputs. When the attitude
mode is entered, the IRU clears intermittent critical faults.
However, if the FAULT annunciator remains lit after the
attitude mode has been selected, all outputs are still invalid.
-- After the IRS has temporarily lost all power, including backup
battery power.
c Inertial attitude outputs

(1) The IRU provides valid outputs of body axis accelerations, attitude
rates and angles, vertical velocity, and inertial altitude when rapid
leveling has been completed. These outputs are referenced to the
level axes set that the IRU computed during the rapid leveling
(erect attitude transitional mode).

(2) In the attitude mode, navigation outputs, including positions,

velocities, and wind data, are not provided, and attitude outputs are
not as accurate as the attitude outputs computed in the nav mode.

d Heading entry

(1) In the attitude mode, the IRU should be initialized with magnetic
heading. If magnetic heading is not entered, the heading at which
the aircraft was flying when the attitude mode was selected
becomes the zero--degree reference.

(2) In the attitude mode, magnetic heading is computed as a function

of changes in the platform heading (i.e.; yaw, if aircraft is level).
Actual heading may change as a function of position also, but this
effect will not be detected by the IRU. This effect is more
pronounced for flights near the poles.

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(3) Since a heading drift rate of up to 15 degrees per hour can occur in
the attitude mode, magnetic heading should be updated periodically
from the best available alternative source.

(3) Transitional Modes

(a) Power--up

1 In the power--up transitional mode, the IRU begins operation and performs
built--in tests (BIT) and system tests. It also checks some of the IRU wiring
inputs to verify that the IRU has enabled functions required by the aircraft
installation. These tests check functions that cannot be tested in flight
without interfering with normal operations.

2 The IRU is normally in the power--up transitional mode for 10 seconds

though it can remain in this transitional mode for 25 seconds. During this
transitional mode, the IRU does not send any data.

(b) Erect attitude

1 During the first 20 seconds in the attitude transitional mode, the IRU enters
the erect attitude transitional mode. In this transitional mode, the MSU
ALIGN annunciator lights, and the IRU computes a new level axes set.
During this time, the aircraft must be held steady, straight, and level.

(c) Power--off

1 When IRU OFF mode is selected, the IRU provides a 3--second delay before
the power--off process begins. The delay permits the pilot to reset the mode
select switch to the desired position if it was inadvertently set to OFF. After
the delay, power continues for approximately 10 to 15 seconds to transfer
BITE information, last calculated latitude and longitude (if the IRU was in the
NAV mode), and other IRS parameters to nonvolatile memory. When the
IRU enters the power--down mode, it illuminates the MSU ALIGN
annunciator.

(4) Submodes

(a) Align downmode

1 The align downmode zeroes residual velocity errors accumulated during the
previous nav mode operation. The fine--leveling process of the align mode is
reactivated, and heading accuracy is updated.

2 In the align downmode, the IRU accepts optional inputs of latitude and
longitude to improve accuracy. The inputs must pass a position--compare
test similar to that in the align mode. If the test fails, the MSU ALIGN
annunciator flashes immediately after the data entry is completed. A
successful position entry passes the test and allows the IRU to enter the nav
mode.

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CAUTION: THE AIRCRAFT MUST BE STATIONARY DURING THE ALIGN

DOWNMODE. EXCESSIVE AIRCRAFT MOTION WILL BEGIN
AUTOMATIC FULL REALIGNMENT 30 SECONDS AFTER THE
MOTION STOPS.

3 If the IRU detects excessive aircraft motion during the align downmode, it
automatically starts a full realignment 30 seconds after the motion stops.
The IRU sets the time to navigation to the full alignment time and remains
set to this time for 30 seconds after the excessive motions stops. If no
position has been entered prior to the detection of excessive motion, the
IRU uses the last computed position to establish the time to navigation.

4 The align downmode requires 30 seconds for completion. After 30 seconds,

the refinement of the heading continues until the nav mode is selected or
automatically entered.

(b) Automatic navigation realignment

1 The automatic navigation realignment (ANR) submode is similar to the align

downmode except that position entry is not accepted. In the align
downmode, the pilot manually sets the MSU mode select switch from NAV to
ALIGN and then back to NAV. The IRU enters the ANR submode
automatically under four conditions and concurrently with normal nav mode
operations when it senses that the aircraft has completed a “no motion
period”.

2 In the ANR submode, the IRU applies ANR corrections by zeroing velocities,
resetting the attitude platform, and correcting heading errors.
• Extended Alignment
-- The IRU enters the extended alignment ANR after it has transitioned
from the align mode to the nav mode and has not detected excessive
motion. In this condition, the IRU applies ANR corrections in 1.0 ±0.1
minute intervals, with the first correction applied 1.0 minute after the
mode transition. The IRU remains in this submode until it detects
excessive motion.
• Pre--Flight
-- The IRU enters the pre--flight ANR after it has detected excessive
motion, and then completes a no----motion period after it has
transitioned to the nav mode from the align mode or align downmode.
The no--motion period varies as a function of latitude between 7.5 to
15 minutes. In this condition, the IRU applies ANR corrections at 1.0
±0.1 minute intervals until it detects excessive motion.
• Post--flight realignment
-- The IRU enters the post--flight realignment ANR after it has completed
a no--motion period and before transition to the align downmode. The
no--motion period varies as a function of latitude between 7.5 minutes

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and 15 minutes. However, the IRU does not apply ANR corrections
until immediately after it transitions from the nav mode to the align
downmode when it applies the corrections once. The IRU remains in
the submode until it detects excessive motion or it transitions to the
align downmode, attitude mode, or off.
NOTE: All align downmode requirements remain in effect following this
condition.
• Extended realign mode
-- The IRU enters the extended realign mode ANR after it has
transitioned from the align downmode to the nav mode and has
completed a no--motion period. The no--motion period varies as a
function of latitude between 7.5 minutes and 15 minutes. In this
condition, the IRU applies ANR corrections at 1.0 ±0.1 minute intervals
until it detects excessive motion.
(5) Test Mode

(a) The test mode is selected by pressing the MSU TEST switch. The test mode can
be selected in either the align mode or the nav mode without affecting basic IRS
functions. It is inhibited in the attitude mode and in the nav mode when the
aircraft ground speed exceeds 20 knots.

(b) When the IRU enters the test mode, it outputs preprogrammed signals to aircraft
instruments.

1 The signals are output in three 8--second phases. During the first phase, the
IRU exercises all flags and annunciators. During the second and third
phases, the IRU outputs fixed signals for display on cockpit instruments. At
the completion of 24 seconds, all outputs return to their original state. See
Table 2--4--4 for the test mode inertial outputs.

2 If this switch is held on, the signals output during the third phase continue to
be output until the switch is released.

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Table 2--4--4. Inertial Outputs Test Mode

Annunciator/Signal First Phase Second Phase Third Phase
MSU Annunciators
ALIGN ON OS OS
FAULT ON OS OS
ON BATT ON OS OS
BATT FAIL ON OS OS
NO AIR ON OS OS
NAV RDY ON OS OS
IRU Annunciator
FAULT BALL ON OS OS
FMS Display
TRACK 90 DEG 90 DEG 90 DEG
GROUND SPEED 200 KTS 200 KTS 200 KTS
LATITUDE N22 DEG N22 DEG N22 DEG
30.0’ 30.0’ 30.0’
LONGITUDE E22 DEG E22 DEG E22 DEG
30.0’ 30.0’ 30.0’
WIND DIRECTION 30 DEG 30 DEG 30 DEG
WIND SPEED 100 KTS 100 KTS 100 KTS
TRUE HEADING 30 DEG 30 DEG 30 DEG
TIME--TO--NAV 9.0 9.0 9.0
Primary Flight Display
MAG HEADING 030 030 030
PITCH ANGLE 15° Up 15° Up 15° Up
ROLL ANGLE 5° Right 5° Right 5° Right
NOTES:
1. Each phase is 8 seconds long.
2. OS means original state.

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4. Fault Monitoring
A. General

(1) Failures of the IRS fall into two categories: noncritical faults and critical faults.

B. Noncritical Faults

(1) A noncritical fault is associated with BIT and does not affect the operation of the IRS.
A noncritical fault only occurs on the ground. Upon landing, WOW and groundspeed
less than 20 knots, the FAULT annunciator on the MSU illuminates, indicating the
presence of a noncritical fault.

(2) After the aircraft is brought to a stop at the ramp/hangar, power off the IRS. Reapply
power and attempt to align the IRS in a normal fashion. If the IRS aligns, the
noncritical fault has cleared. If the IRS does not align and the FAULT annunciator is
lit, the IRU must be replaced.

C. Critical Fault

(1) A critical fault of the IRS can occur at any time, either on the ground or in the air.
Figure 2--4--6 shows IRS failure indications on the PFD, and Figure 2--4--7 and
Figure 2--4--8 show IRS failure indications on the MFD. A critical fault invalidates all of
the IRU outputs and the following is indicated in the cockpit:

(a) On the IRS mode select unit, the FAULT annunciator is lit.

(b) On the FMS CDU, an IRS FAILED message is displayed on the scratchpad.

(c) PFD

1 Loss of valid pitch or roll information:

• Removal of the pitch tape
• Removal of the roll pointer
• Removal of the flight director bars
• Entire attitude sphere is cyan
• Red ATT FAIL annunciation in the top half of the attitude sphere
• Inhibit of the attitude miscompare annunciation.

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Figure 2--4--6. PFD IRS Failure Indications

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2 Loss of valid heading information:

• Red HDG FAIL annunciation displayed in the top of compass arc

• Removal of heading bug and digital readout
• Removal of the course/desired track pointer
• Amber dash of the course/desired track digital readout
• Removal of the drift bug
• Removal of the lateral deviation pointer
• Removal of the TO/FROM display
• Inhibit of the heading miscompare annunciation
• Removal of the absolute bearing pointers
• Amber dash of the current heading digital readout in arc mode.

(d) MFD

1 See Figure 2--4--7 and Figure 2--4--8.

2 IRS faults displayed on the MFD with loss of valid heading information are
as follows:

a MAP Mode
• Removal of the tick mark labels
• Amber dash of the heading digital readout
• Red HDG FAIL annunciation displayed in the top of the compass arc
• Removal of the heading bug and digital readout
• Removal of the drift bug
• Removal of all waypoint symbols
• Removal of all Navaid symbols
• Removal of all airport symbols
• Removal of holding pattern racetrack symbol
• Removal of the lateral deviation display
• Removal of the designator symbol, bearing/distance readout, and
LAT/LON readout.

b PLAN Mode

• Removal of the aircraft symbol.

(e) On the EICAS, the IRS fault indications are displayed in the form of an IRS 1--2
FAIL, IRS 1--2 OVERHEAT, and IRS ALN FAULT CAS messages.

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Figure 2--4--7. MFD Map Mode IRS Failure Indications

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Figure 2--4--8. MFD Plan Mode IRS Failure Indications

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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SECTION 2-- 5
ADZ-- 850 MICRO AIR DATA SYSTEM
1. Overview
A. General

(1) The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft
includes two AZ--850 Micro Air Data Computers (MADC). Each MADC contains the
sensing units and associated electronics in a small and efficient package. The MADC
takes inputs of static air pressure and pitot pressure, total air temperature and baro
set information, performs the necessary computations, and transmits air data
information via ARINC 429.

(2) The MADC also includes static source error correction (SSEC), and outputs various
discretes for airspeed, Mach, vertical speed, overspeed warning, etc.

(3) Barometric correction is input to the MADC directly from a rotary set knob located on
the on--side PFD bezel. Air data target values are displayed as digital quantities and
are shown as moving bugs on the PFD air data displays.

(4) The system is made up of the following LRUs:

• AZ--850 Micro Air Data Computer (MADC)
• BL--870 PFD Bezel Controller.

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2. Component Descriptions and Locations

A. AZ--850 Micro Air Data Computer (MADC)

(1) Figure 2--5--1 shows a graphical view of the AZ--850 Micro Air Data Computer
(MADC). The MADCs are located in the avionics nose bay of the aircraft.
Table 2--5--1 gives items and specifications particular to the computer.

Figure 2--5--1. AZ--850 Micro Air Data Computer

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Table 2--5--1. AZ--850 Micro Air Data Computer Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.04 in. (102.62 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.04 in. (153.42 mm)
• Length (from rear connector) . . . . . . . . . . . . . . . . . . . . 5.71 in. (145.03 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 lb. (2.05 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 16 Watts (maximum)
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . None
Mating Connectors:
• Static, straight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS24393--6 and Nut MS24400--6
• Static, elbow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS24394--6 and Nut MS24400--6
• Pitot, straight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS24393--4 and Nut MS24400--4
• Pitot, elbow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS24394--4 and Nut MS24400--4
• Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20B--35S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MT--840 Tray, HPN 7014702--901

(2) Pitot pressure and static pressure are accepted by the MADC through MS--type
threaded fittings on the front panel. All electrical input/output is through a multi--pin
connector on the front panel. The MADC is mounted in a tray that has no electrical or
pneumatic connectors.

(3) The following air data values are output by the AZ--850 MADC:
• Barometric Altitude
• Pressure Altitude
• Indicated Airspeed (IAS)
• Mach Number
• Vertical Speed (VS)
• Maximum Operating Speed (Vmo)
• Static and Total Air Temperature (SAT and TAT)
• True Airspeed (TAS).

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B. BL--870 PFD Bezel Controller

(1) Figure 2--5--2 shows a graphical view of the BL--870 PFD Bezel Controller. They are
located as part of the PFDs on the instrument panel. Table 2--5--2 gives items and
specifications particular to the controller.

Figure 2--5--2. BL--870 PFD Bezel Controller

Table 2--5--2. BL--870 PFD Bezel Controller Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.33 in. (3.37 cm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.71 in. (17.05 cm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.73 in. (4.33 cm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 lb (0.135 kg)

User Replaceable Parts:

• Knob, BARO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7000895--3
• Setscrew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 0455--224
(Hex Socket, 6--32 x 3/16“, Cup point)

(2) As part of the air data system, the BL--870 PFD Bezel Controller contains the BARO
set knob, STD button, and IN/HPA button. The BARO knob and STD button interface
directly with the on--side MADC. The IN/HPA button interfaces directly with the
on--side DC--550 Display Controller.

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3. Operation

A. Pilots Air Data System

(1) Figure 2--5--3 shows the Pilots MADC Interface. The inputs to the MADC are made
up of static and pitot pressure, total air temperature, baro set information, aircraft
configuration data, weight--on--wheels discrete, and a functional test discrete. The
pressure inputs are using MS--type threaded fittings. The total air temperature input is
a 500 ohm ARINC 575 total air temperature probe.

(2) Baro correction is controlled by the BARO knob mounted on the BL--870 PFD bezel
controller. The Baro Set range is from 16.00 to 32.00 inHg, or from 542 to 1084 hPa.
Selection of inHg or hPa is done through the IN/HPA PFD bezel button. Rotation of
the BARO set knob sends grey code pulses directly to the on--side MADC that
supplies the MADC with barometric correction information, so as to output altitude
above mean sea level (MSL). Clockwise rotation increases inHg in 0.01 increments,
or hPa in 1.0 increments. Counterclockwise rotation of the knob decreases the
selected setting by a like amount.

(3) The STD (standard) button adjacent to the BARO set knob commands the MADC to
set the barometric correction to 29.921 inHg or 1013.24 hPa.

(4) Aircraft configuration data is supplied by seven discrete inputs. Each input is defined
as open or grounded for the type of aircraft. This ensures the proper MADC is
installed, and sets the aircraft dependent parameters of Vmo and SSEC.

(5) Side select data is supplied by three discrete inputs. Each input is defined as open or
grounded for the side of the aircraft the MADC is installed. This ensures the MADC
receives and transmits the appropriate side air data.

(6) The ADC1 or ADC2 test switch located on the maintenance panel behind the pilots
seat is used for functional test.

(7) The WOW input is used to inhibit test during flight.

(8) The ARINC 429 No. 1 output sends air data information to both IAC No. 1 and IAC
No. 2.

(9) The ARINC 429 No. 2 output sends air data information to channel A of FADEC No. 1
and No. 2 and to the horizontal stabilizer control unit.

(10) The ARINC 429 No. 3 output sends airspeed information to the AHRU No. 1 and
altitude information to COM Unit No. 1 and No. 2.

(11) The ARINC 429 No. 4 output sends airspeed and altitude to the GPWS, stall
protection computer, pressure digital controller and optional FMS and GNSSU.

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Figure 2--5--3. Pilots MADC Interface

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B. Copilots Air Data System

(1) Figure 2--5--4 shows the Copilots MADC Interface. The copilots system is identical to
the pilots system with the following exceptions:
• The BARO knob and the STD button are both located on the copilots BL--870 PFD
Bezel Controller
• The ARINC 429 No. 1 output connects to IAC No. 1 secondary MADC input and to
IAC No. 2 primary MADC input
• The ARINC 429 No. 2 output connects to FADEC 1B and 2B input and the
horizontal stabilizer control unit
• The ARINC 429 No. 3 output connects to the No. 2 AHRU and RCZ--851 COM
Unit No. 2 primary input and RCZ--851 COM Unit No. 1 secondary input. It is also
connected to the optional PRIMUS 880 Weather Radar Air Data input.
• The ARINC 429 No. 4 output connects to the optional FMS MADC No. 13 input,
the optional GNSSU MADC No. 2 input and to the stall protection computer,
pressure digital controller, and the windshear computer.

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Figure 2--5--4. Copilots MADC Interface

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C. Modes of Operation

(1) The AZ--850 MADC has three operating modes: normal, initiated test mode and
maintenance test mode. The normal mode is for normal aircraft operation.

(2) The initiated test mode is activated by setting the applicable ADC test switch located
on the maintenance panel to test. This test is interlocked with the weight--on--wheels
(WOW) switch and is inhibited when airspeed is greater than 50 knots. In the initiated
test mode, the MADC outputs are driven to preset values to check the operation of
the MADC, interconnects and displays.

(3) The Maintenance Test Mode supplies the capability to display maintenance pages on
the PFD while on the ground (WOW).

(4) See Table 2--5--3 and Table 2--5--4 for performance accuracy and MADC self--test
output data.

D. MADC Monitoring

(1) A nonvolatile memory is supplied for the on the ground analysis of any in flight
monitor trips. This memory is accessed through the aircraft test connector.

(2) Built in monitoring routines include tests ensure the following:

• All program memory is addressable and readable.
• Pressure sensor outputs are in the correct range.
• The aircraft electrical keying is correct.
• Power supply outputs are of the correct values.
• The inputs to the MADC are reasonable.
• The central processing unit is functioning properly.
E. Static Source Error Correction (SSEC)

(1) SSEC refers to a correction to account for errors that are long term, measurable, and
repeatable. Typical static sensing systems are built as flush openings in the side of
the aircraft, or as a protruding probe. The airflow past the static port causes the
pressure in the static system to be different from the undisturbed air.

(2) In general terms, a pressure error is caused by anything that causes a variation in the
airflow as it passes the static port. Examples are as follows:
• Airflow Around the Curved Fuselage
• Landing Gear Extended
• Position of Flaps
• Aircraft Yawing Motion
• Angle of Attack Changes.

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F. Operational Range

(1) The AZ--850 MADC is capable of providing airspeed and altitude data over the
ranges specified below:

• Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . --2,000 to 60,000 feet

• Calibrated Airspeed . . . . . . . . . . . . . . . . . . . .30 to 500 knots
• True Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . 50 to 599 knots.

G. Overspeed Warning

(1) During the normal mode of operation, overspeed warning is a signal to the pilot when
the CAS output has exceeded the current value of Vmo. Overspeed warning function
in the functional test mode is to illustrate the warning signal operates correctly.

(2) The AZ--850 MADC computes the overspeed warning using calibrated airspeed,
Mach, Vmo, Mmo, and pressure altitude. Overspeed warning is computed by
comparing the pressure altitude with the break point in the Vmo/Mmo curve. See
Figure 2--5--5. The break point is the point at which Vmo is constant or linear below
and Mmo is constant or linear above. If pressure altitude is at or below the break
point in the curve, then the CAS is compared to Vmo to switch overspeed warning
ON and OFF. If pressure altitude is above the break point in the curve, then Mach is
compared to Mmo to switch overspeed warning ON and OFF.

Figure 2--5--5. Vmo/Mmo Curve

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--5--3. AZ--850 MADC Performance Accuracy

Parameter Range Accuracy SSec
Barometric Altitude --2,000 to 60,000 ft From --2,000 ft to sea level:15 ft Yes
From sea level to 20,000 ft:20 ft
From 20,000 ft to 30,000 ft:40 ft
From 30,000 ft to 50,000 ft:80 ft
From 50,000 ft to 60,000 ft:150 ft
Altitude Rate 20,000 fpm 30 fpm or 5% (largest) Yes
Mach 0 to 1.0 Variable from 0.003 to 0.050 M Yes
depending on speed and altitude
Computed Airspeed 30 to 500 kts From 30 to 60 kts:5 kts Yes
At 80 kts:3 kts
From 100 to 200 kts:2 kts
At 500 kts:5 kts
True Airspeed 50 to 599 kts At 50 kts12 kts Yes
At 70 kts8 kts
From 150 to 599 kts4 kts
Static Air Temperature --99 to + 60 _C 1 _C No
Total Air Temperature --78 to +99 _C 1 _C No
Baro Corrected Altitude --2,000 to 60,000 ft 5 ft or 0.5% (largest) No
Baro Correction 542 to 1084 hPa  1.0 hPa No
16.0 to 320 inHg  0.01 inHg

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--5--4. MADC Functional Test Outputs

Parameter ARINC 429 Value
Pressure Altitude 4,000 ft
Baro Corrected Altitude 1,000 ft
Altitude Rate 5,000 ft/min
Calibrated Airspeed 325 kts
True Airspeed 325 kts
Mach 0.77
Static Air Temperature --45 _C
Total Air Temperature --16 _C
Baro Correction inHg 29.921 inHg
Baro Correction mB 1013.0 mB
Static Pressure 29.92 inHg
Total Pressure 1013.2 mB
Impact Pressure 181.8 mB
Vmo 320 kts
Vmo Warning Active for 2 seconds
MADC Valid Inactive
Output Discretes Active

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4. Fault Monitoring
A. General

(1) Fault indications are presented on the primary flight, multifunction, and engine
instrument displays.

(2) Primary Flight Display (PFD)

(a) Figure 2--5--6 shows the fault indications as presented on the PFD. MADC faults
displayed on the PFD are as follows:

1 If barometric altitude is invalid:

• The digits, ticks, and chevrons on the altitude tape are removed and a
red X is placed over the tape.
• The selected altitude digits are replaced with five amber dashes.
• The selected altitude bug is removed.
2 If indicated airspeed is invalid:
• The digits and ticks on the airspeed tape are removed and a red X is
placed over the tape.
• The airspeed trend vector is removed.
• The Vspeed bugs, if selected, are removed.
• The selected airspeed bug and digital readout is removed.
3 If vertical speed (altitude rate) is invalid:
• The vertical speed pointer and digital readout are removed.
• The vertical speed target bug and digital display are removed.
• A boxed VS is displayed vertically in the center of the vertical speed arc.

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Figure 2--5--6. PFD MADC Failure Indications

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(3) Multifunction Display (MFD)

(a) Figure 2--5--7 shows the fault indications as presented on the MFD. MADC faults
displayed on the MFD are the same for the MAP and PLAN formats.

1 If TAS is invalid, the digits are replaced with three amber dashes.

2 If temperature is invalid, the SAT and TAT digits are replaced with three
amber dashes.

Figure 2--5--7. MFD MAP Mode MADC Failure Indications

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(4) EICAS Display (EICAS)

(a) MADC fault indications are displayed on the EICAS in the form of an E1 or E2
ADC DATA FAIL or E2 ADC DATA FAIL advisory message. The FAIL message is
enabled whenever the temperature probe fails or there is a loss of data from the
MADC.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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SECTION 2-- 6
AA-- 300 RADIO ALTIMETER SYSTEM
1. Overview
A. General

(1) The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft
includes a single AA--300 Radio Altimeter System as standard. A second system is
available as a customer purchased option. The AA--300 Radio Altimeter System is a
dual antenna, short pulse system designed to provide the flightcrew with absolute
altitude above the terrain information. The range of the AA--300 is from --20 to 2550
feet climbing and --20 to 2500 feet descending. The system is designed for automatic
continuous operation over wide variations of terrain, weather, target reflectivity, and
aircraft attitude.

(2) Radio altitude information is displayed on the lower portion of the ADI sphere on the
pilots and copilots PFDs. If the system becomes invalid, an amber RA is annunciated
instead of the digits on the PFDs to alert the pilots.

(3) The system also generates preset altitude trip outputs for other aircraft systems.
These outputs supply a ground potential at the preset altitudes of 50, 200, 1200, and
1500 feet. The AA--300 Radio Altimeter System is also the trigger to display the
decision height (MIN) annunciation on the PFDs and is also used to gain program the
localizer and glideslope signals in the flight director.

(4) The system is made up of the following LRUs:

• A single RT--300 Radio Altimeter Receiver Transmitter (RT)
• Two Radio Altimeter Antennas (non--Honeywell).

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2. Component Descriptions and Locations

A. RT--300 Radio Altimeter Receiver Transmitter

(1) Figure 2--6--1 shows a graphical view of the RT--300 Radio Altimeter Receiver
Transmitter. It is located in the central fuselage by the main landing gear of the
aircraft. Table 2--6--1 gives items and specifications particular to the unit.

Figure 2--6--1. RT--300 Radio Altimeter Receiver Transmitter

(2) The RT contains the necessary power supplies, radio frequency transmitting, and
receiving circuitry and timing circuits with which to determine the aircraft absolute
altitude. The system transmits radio frequency pulses, measures the time until the
reflection is received and determines the aircraft absolute altitude above terrain.

(3) It generates a DC output voltage that is proportional to the absolute altitude. It can
also generate preset altitude trip outputs for other aircraft systems. These outputs
supply a ground potential at or below the preset altitudes of 50, 200, 1200, and 1500
feet.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--6--1. RT--300 Radio Altimeter Receiver Transmitter Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.09 in. (104.0 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.56 in. (115.8 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.07 in. (281.2 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6 lb (2.05kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28V dc, 17 watts
Transmitter Characteristics (nominal):
• Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Short--pulse modulation
• Pulse Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 nanoseconds
• PRF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jittered between 12.5 and 50 kHz
• Radio Frequency (RF) . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 GHz
• Peak Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5W
Receiver Characteristics (nominal):
• Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Superheterodyne
• Intermediate Frequency (IF) . . . . . . . . . . . . . . . . . . . . 60 MHz
Operational Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 -- 2500 ft
Data Outputs/Accuracy:
• Precision Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DC analog voltage (0 -- 2500 ft)
Gradient: --4.0 mV dc/ft
0 alt = 0 volt
Accuracy: 0 -- 100 ft, 3 ft
100 -- 500 ft, 3%
500 -- 2500 ft, 4%
• Auxiliary Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DC analog voltage (0 -- 2500 ft)
Gradient: Per ARINC 552
• For Alt < 480 ft, Output is:
0.02 (Alt) + 0.4
• For Alt > 480 ft, Output is:
[10 + 10 Ln] [(Alt+20)/500]
Accuracy: 0 -- 100 ft, 4%
100 -- 500 ft, 4%
500 -- 2500 ft, 5%

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Table 2--6--1. RT--300 Radio Altimeter Receiver Transmitter Leading Particulars

(cont)
Item Specification

User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . None

Mating Connectors:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F16--26S
• J2 -- TRANSMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TNC -- Male
(Straight) GRFF 4007--0002
• J3 -- RECEIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TNC -- Male
(Straight) GRFF 4007--0002
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount

3. Operation
A. System Operation

(1) See Figure 2--6--2 and Figure 2--6--3 for AA--300 Radio Altimeter System interface
information.

(2) The RT--300 Receiver Transmitter outputs an analog voltage that represents aircraft
absolute altitude above the terrain. This primary output signal is used for the following
PFD displays:
• Radio Altitude
• Decision Height (DH) Annunciation
• Radio Altitude Low Altitude Awareness.
(3) The primary analog voltage is also used in the flight director for gain programming of
the localizer and glideslope signals.

(a) Auxiliary Radio Altitude Output

1 The system generates an ARINC 552 DC analog output that is sent to the
TCAS Computer Unit for use in controlling TCAS operational constraints
between 1 and 1,450 feet AGL.

(b) Primary Radio Altitude Output

1 The system generates a --4.0 mV dc/foot output voltage that is proportional

to the aircraft’s absolute altitude. This output is sent to both integrated
avionics computers (IAC) where it is used by the electronic display system
(EDS) and other subsystems. In a dual AA--300 Radio Altimeter System, RT
No. 1 sends its outputs to IAC No. 1 and RT No. 2 sends its outputs to IAC
No. 2.

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(c) RA Minimum Annunciation

1 The pilot can set a radio altitude minimum value based on RA through the
use of the RA knob on the DC--550 Display Controller. When the aircraft is at
or below the RA minimum set value, the annunciation MIN appears in the
lower right side of the ADI sphere. The MIN annunciation is amber inside a
white window.

(d) Low Altitude Awareness

1 Radio altitude low altitude awareness is provided for display on the

barometric altitude tape. The presentation of low altitude awareness is used
as an indication of the ground, with respect to the current barometric
altitude.

2 When radio altitude is less than 550 feet, the lower portion of the altitude
tape starts to change color to brown. A horizontal line is drawn across the
altitude tape at the transition. The shaded brown portion of the tape rises in
a linear fashion for radio altitudes between 0 and 550 feet. At 0 radio
altitude, the entire lower portion of the altitude tape is brown.

3 Any of the conditions that follow cause the low altitude awareness raster and
horizontal line to be removed:
• Radio altitude indicates invalid.
• Barometric altitude indicates invalid.
(e) Radio Altitude Test

1 The radio altimeter test is functional when the TST button is pushed on the
DC--550 Display Controller. When the test is active, the following is seen on
the PFD:
• Radio altitude digital readout of 100 feet.
• Low altitude awareness is displayed on the barometric altitude tape.
2 The radio altimeter can be tested on the ground or in the air. The test is
inhibited if the flight director is in the glideslope capture mode or windshear
mode.

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Figure 2--6--2. Single AA--300 Radio Altimeter Interface Diagram

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Figure 2--6--3. Optional Dual AA--300 Radio Altimeter Interface Diagram

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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4. Fault Monitoring
A. Fault Indications

(1) Figure 2--6--4 shows fault indications. With the loss of valid radio altitude information,
the following is indicated on the PFD:
• The radio altitude digital readout is removed.
• An amber RA is displayed in the attitude sphere.
• The decision height indications are inhibited.
• The low altitude awareness raster is removed.

Figure 2--6--4. PFD Radio Altitude Failure Indications

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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SECTION 2-- 7
PRIMUSR 660/880 WEATHER RADAR SYSTEM
1. Overview
A. General

(1) The PRIMUS 1000 Integrated Avionics System installed in the Embraer Regional Jet
aircraft includes the PRIMUS 660 or 880 Weather Radar System that is made up of
one WU-660/880 receiver transmitter antenna (RTA), one WC-660/880 Weather
Radar Controller, and parts of the electronic display system (EDS). Each system is an
X-band digital radar designed for weather location and analysis, and for ground
mapping.

(2) The radar system detects precipitation in storms along the flight path and a zone 60
degrees left and right of the center line of the aircraft and gives the flightcrew a visual
indication, in color, of storm intensity and turbulence. In the weather detection mode
(WX), target returns are displayed at one of five video levels (0, 1, 2, 3, or 4), with 0
represented by a black screen because of weak or no returns, and levels 1, 2, 3, and
4 represented by green, yellow, red, and magenta respectively, to show progressively
stronger returns. Areas of potential hazardous turbulence are shown in gray-white
(P--880 option only).

(3) The ground mapping mode (GMAP) enables the pilot to identify coastline, hilly or
mountainous regions, cities, or large structures. The reflected signal from various
ground surfaces is displayed as magenta, yellow, or cyan (most to least reflective).

(4) The radar information can be displayed on the primary fight displays (PFD) and/or the
multifunction display (MFD). The radar range, operating mode, and antenna tilt
functions are all controlled by the WC-660/880 Weather Radar Controller.

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2. Component Descriptions and Locations

A. WU-660/880 Weather Radar Receiver Transmitter Antenna

(1) Figure 2--7--1 shows a graphical view of a typical weather radar receiver transmitter
antenna (RTA). The RTA is located in the avionics nose bay of the aircraft.
Table 2--7--1 gives leading particulars for the RTA.

Figure 2--7--1. Typical Weather Radar Receiver Transmitter Antenna

Table 2--7--1. Weather Radar Receiver Transmitter Antenna

Leading Particulars
Item Specification
Dimensions (maximum):
• Base Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.04 in. (255.0mm)
• Height (Antenna flat) . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.06 in. (255.5 mm)
• Height (Antenna full arc) . . . . . . . . . . . . . . . . . . . . . . . 16.04 in. (407.4 mm)
Weight (maximum):
• WU-660/880 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.7 lb (7.12 kg)
Primary Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +22 to +32 V dc, 110 W (max)

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--7--1. Weather Radar Receiver Transmitter Antenna

Leading Particulars (cont)
Item Specification

Antenna:
• Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-inch flat plate radiator
• Stabilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Line-of-sight, 30 degrees
• Tilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 degrees
• Scan (Full) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 degrees (60 degrees)
• Scan (Sector) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 degrees (30 degrees)
Transmitter (WU-660/880):
• Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9375 25 MHz
• Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 kW (nominal), magnetron
• Pulse Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 and 2.0 μSec (nominal) determined
by selected range and mode
• Pulse Repetition Frequency (PRF) . . . . . . . . . . . . . . . 120, 240, and 420 Hz, determined by
selected range and mode
Receiver (WU-660/880):
• IF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 MHz, 1st conversion
10.7 MHz, 2nd conversion
• IF Bandwidth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.725 MHz (nominal)
• Video Bandwidth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Commensurate with selected pulse width
• STC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Present in all modes
• MDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . --115 dBm (nominal) on 300 NM range
Displayed Ranges:
• WX/MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5, 10, 25, 50, 100, 200, and 300 NM full
scale with three concentric range rings
(cyan for WX, green for MAP)
• Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5, 10, 25, 50, 100, 200, 300, 500, and
1000 NM full scale
User Replaceable Parts:
• Flat Plate Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7021451--412
Mating Connector:
• WU-660/880 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glenair PN DD104F1000, HPN
7517883--3

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(2) The RTA is an integrated unit that incorporates receiver, transmitter, and antenna into
a single unit. A 12-inch flat plate radiator is used on the Embraer Regional Jet
aircraft. The remainder of the circuitry is contained in the electronics package that
forms the RTA base. Another feature of the base is a scan switch and a transmit
ON/OFF switch for ease of adjustments during installation and maintenance.

(3) Elevation and azimuth drive motors, pitch and roll potentiometers, and associated
electronics are mounted on the pedestal that holds the antenna. An electrical
connector on the pedestal is the sole electrical interface with aircraft primary power
and the rest of the radar system. The RTA operates from the aircraft 28 V dc power
bus. The RTA is cantilever-mounted on the forward bulkhead, in the nose of the
aircraft, behind the radome fabricated to the operating frequency of the radar system.

(4) Antenna stabilization data is input from the No. 2 AHRU, in ARINC 429 format.

CAUTION: MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL).

(5) Heating and radiation effects of weather radar can be hazardous to life. Personnel
should remain at a distance greater than “R” (see Figure 2--7--2) from the radiating
antenna in order to be outside of the envelope in which radiation exposure levels
equal or exceed 10 mW/cm@, the limit recommended in FAA Advisory Circular AC No.
20-68B, August 8, 1980, Subject: “Recommended Radiation Safety Precautions for
Ground Operation of Airborne Weather Radar.” The radius, R, to the maximum
permissible exposure level (MPEL) boundary is calculated for the radar system on
the basis of radiator diameter, rated peak-power output, and duty cycle. The greater
of the distances calculated for either the far-field or near-field is based on the
recommendations outlined in AC No. 20-68B.

(6) IEEE Standard for Safety Level with Respect to Human Exposure to Radio
Frequency Electromagnetic Fields 3 kHz to 300 GHz (IEEE C95.1-1991),
recommends an exposure level of no more than 6 mW/cm@.

(7) Honeywell Inc. recommends operators follow a 6 mW/cm@ standard. Figure 2--7--2
shows MPEL for 10 mW/cm@ and 6 mW/cm@ exposure levels.

Figure 2--7--2. Maximum Permissible Exposure Level Boundary

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CAUTION: GROUND OPERATIONS.

(8) Danger from ground operation of airborne weather radar includes the possibility of
human body damage and ignition of combustible materials by radiated energy. If the
radar is to be operated in any mode other than standby (SBY), while the aircraft is on
the ground, the following precautions are recommended.

• Direct nose of aircraft such that antenna scan sector is free of large metallic
objects such as hangars or other aircraft for a distance of 100 feet, and tilt
antenna fully upwards.
• Avoid operation during refueling of aircraft or other refueling operations within 100
feet.
• Avoid operation if personnel are standing within range as specified in
Figure 2--7--2 in the 270 degree forward sector of the aircraft.

B. WC-660/880 Weather Radar Controller

(1) Figure 2--7--3 shows a graphical view of various weather radar controllers. The
controller is located on the pedestal in the cockpit of the aircraft. Table 2--7--2 gives
leading particulars for the controller.

Figure 2--7--3. WC-660/880 Weather Radar Controllers

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--7--2. WC-660/880 Weather Radar Controller Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.875 in. (47.63 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.05 mm)
• Length (from back of mounting plate) . . . . . . . . . . . . 7.00 in. (177.80 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.0 lb (0.91 kg)
Power Requirements:
• Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 0.15 A (0.2 A maximum @ 20 V
(20 V dc minimum to 33 V dc maximum)
• Panel lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V ac or dc, 2A
28 V dc, 0.6 A
User Replaceable Parts:
• Knob, Gain/Tilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7011875--903
• Knob, Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7011875--904
• Setscrew (Multi--Spline, 2--56 x 1/8”, Cup Point) . . . HPN 2500148--64
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cannon Part No. KJ6F14A18SN or
equivalent
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail

(2) The pilot uses the WC-660/880 Weather Radar Controller to select the modes, range,
and antenna tilt. The radar information is displayed on the PFD and/or MFD. Knob
and switch selections on the controller are processed, converted to digital format, and
transmitted to the RTA. The controller is panel mounted on Dzus rails with four,
one-quarter turn fasteners.

(3) The controller interfaces with the RTA through an enhanced serial control interface
(ESCI) bus. Data representing knob and switch selections are encoded in either two’s
complement fractional binary notation or binary coded decimal notation and
transmitted to the RTA. The bus is connected by a shielded twisted wire pair that
carries data in one direction only. ESCI bus transmissions is made up of “words” with
three bytes of serial information. The first byte is called the (octal) label, that identifies
the type of data contained within the word, and the second and third bytes are the
data. There are eight labels (A0 thru A7) and 24 bytes of data. These words are
updated and transmitted every 60 ms. Bit number 1 is always the first bit transmitted,
and bit number 7 is always the last bit transmitted.

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(4) The WC-660/880 Weather Radar Controller functions of each switch and control is
given in Table 2--7--3.

Table 2--7--3. WC-660/880 Control Functions

Item Functional Description
Range A two-button range selection function that permits range selection from 5 to 300
NM full scale in WX, RCT, or GMAP mode or 5 to 1000 NM full scale in the Flight
Plan mode. The up arrow button selects increasing range while the down arrow
button selects decreasing ranges.
RCT Momentary button that enables the REACT. RCT is always selected in the TEST
WC--660 only mode. RCT compensation is available in all modes except GMAP.

TRB Momentary button that selects the Turbulence mode. In this mode, areas of
WC-880 only potentially hazardous turbulence are displayed in gray-white color, in addition to
normal reflectivity data.
TRB can only be engaged in the WX mode and in selected ranges of 50 NM or
less.
STAB Momentary button that selects the stabilization function. Also, used to invoke the
stabilization trim mode. The STAB button is used to override forced standby by
pushing it four times within 3 seconds.
TGT The TGT button is an alternate action button that enables and disables the target
alert function. Target alert is selectable in all but the 300 mile range. When
selected, the target alert monitors beyond the selected range and 7.5 degrees on
each side of the aircraft heading. If a return is detected with certain
characteristics is detected in the monitored area, the target alert changes from
the green armed condition to the yellow TGT warning condition. This annunciator
advises the pilot that a potentially hazardous target lies directly in front and
outside of the selected range. Selecting TCT forces the system to a preset gain.
TGT can only be selected in the WX and FP modes.
SECT The SECT (scan sector) button is used to select either the normal 12 looks per
minute 120 degree scan or the faster update 24 looks per minute 60 degree scan.
GAIN Single-turn rotary control that varies the RTA receiver gain. Control is active when
pulled. When pushed, receiver gain is preset and calibrated. Selection of RCT or
TGT ALERT overrides the variable gain setting causing receiver gain to be fixed
and calibrated. When active (pulled), full CCW rotation supplies straight gain
increase over the preset value.

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Table 2--7--3. WC-660/880 Control Functions (cont)

Item Functional Description
RADAR A six-position (WC-660) or seven-position (WC--880) rotary switch that selects
MODE the following primary radar modes:
• OFF -- Turns the radar system off.
• SBY -- Places the system in standby mode, ready state, antenna scan
stopped, transmitter inhibited, and display memory erased. STBY is
displayed on the MFD.
• WX -- Selects the system weather detection mode. The system is fully
operational and all internal parameters are set for enroute weather
detection.
• RCT -- (WU-880 only). Enables the cyan background REACT (Rain Echo
Attenuation Compensation Technique) field to indicate ranges the
receiver calibration has been exceeded in WX mode. RCT is selected
in the TST mode on alternate sweeps automatically. RCT
compensation is active in all modes except GMAP.
• GMAP-- Places the system in ground map mode. RCT compensation is
inactive. The GMAP (Ground Mapping) position puts the radar
system in the ground mapping mode. The system is fully operational
and all parameters are set to enhance returns from ground targets.
• FP -- Selects the system flight plan (navigation) display mode which clears
the screen of radar data so that ancillary data may be displayed.
Examples of this are navigation displays, and lightning discharge
data. In FP mode the RTA is put in standby, alphanumerics are
changed to to cyan, and the flight plan legend is displayed in the
mode field.
• TST -- Selects the system self-test mode. A special test pattern is displayed
to verify system operation. In test mode, the RTA is on and
transmitting X--band microwave energy unless the system has been
put into forced standby mode.
TILT Single-turn rotary control that varies antenna tilt between 15 degrees up and 15
degrees down. The range between +5 degrees and -5 degrees is expanded for
ease of set ability.
PULL ACT (WC--880 only)
Places elevation control under altitude compensated tilt (ACT) that adjusts
antenna tilt in relation to altitude and selected range. Tilt knob can be used for
fixed offset corrections of up to 2.0 degrees.

NOTE: In a dual-controller installation, there is a slave (SLV) annunciator that lights

on the controller whose mode control is in the off position when the mode
control on the other controller is in an operating mode (mode other than
OFF). If the mode controls on both controllers are in the OFF position, the
SLV annunciator on both controllers are off.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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3. Operation
A. System Operation

(1) The PRIMUS Weather Radar System is an X-band digital radar designed for weather
detection, analysis, and ground mapping. The display of this information is presented
on the PFDs, the MFD, or a combination of these displays. With a single weather
radar controller all displays are identical.

(2) The weather radar receiver transmitter antenna (RTA) detects storms along the flight
path of the aircraft and gives the flightcrew a visual indication, in color, of storm
intensity. The weather detection mode (WX) displays rainfall intensity levels in bright
colors against a black background. Areas of heaviest rainfall appear in magenta,
significant rainfall is red, medium intensity rainfall is yellow, and weakest rainfall is
green.

(3) The surface mapping mode (GMAP) enables the pilot to identify coastline, hilly or
mountainous regions, cities, or large structures. The reflected signal from various
ground surfaces is displayed as magenta, yellow, or cyan (most to least reflective).

(4) The weather radar controller selects the radar operating mode and controls the
antenna tilt by rotary switches on the controller. Radar range is selected by buttons
on the controller.

(5) The PRIMUS Weather Radar System incorporates features such as REACT (RCT),
target alert (TGT), and turbulence (TRB).

(6) Refer to Figure 2--7--4 for the P-660/880 Weather Radar interface diagram.

(a) Weather Radar System Functions

1 The WC-660/880 Weather Radar Controller selects the modes, range, and
antenna tilt. The radar information is displayed on the PFD and/or MFD.
Knob and switch selections on the controller are processed, converted to
digital format, and transmitted to the RTA. The function of each switch and
control of the controller is previously given in Table 2--7--3.

2 The RTA accepts mode, tilt, etc., commands from the controller on a serial
control bus. The RTA outputs mode, range, tilt, etc., commands to the IACs
on two EDS control buses, and outputs scan--converted data to the DUs on
two EDS picture buses. Antenna stabilization data is input from the AH--800
No. 2 through a two-wire pitch and roll analog signal. REACT compensation
override is grounded so that selection of RCT mode on the weather radar
controller overrides the GAIN control setting and forces preset gain.

(b) Modes of Operation

1 On power-up, the system automatically comes on in standby. When power is

first applied, the radar is in WAIT for 45 seconds, letting the magnetron
warm up.

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2 There are five modes of operation associated with the PRIMUS Weather
Radar System as follows:

• Standby (SBY)
• Weather (WX)
• Ground Map (GMAP)
• Flight Plan (FP)
• Test (TST).

a Standby (SBY)

(1) Standby is used for keeping the radar in a ready state while taxiing,
loading, etc. In SBY, the antenna does not scan, the transmitter is
disabled, the display memory is erased, and the antenna is stowed
in a tilt-up position. SBY can be selected anytime it is desired to
keep power on the system without transmitting.

(2) The system contains a forced standby (FSBY) function. This

permits the weight-on-wheels (WOW) switch to force the radar into
standby automatically. When this occurs, the mode FSBY is
displayed. When the aircraft is on the ground, the user can override
it by pushing STAB four times in less than three seconds on the
WC-660/880 simultaneously.

b Weather (WX)

(1) Weather operation is selected by placing the mode control switch to

the WX position. If selected prior to the end of the warm-up period,
WAIT is displayed until the transmitter warms up (approximately 50
to 90 seconds). WX is displayed in the mode field. Transmitter
output power is radiated in the WX mode. In the WX mode, four
precipitation levels are displayed, as given in Table 2--7--4.

Table 2--7--4. Target Intensity Levels

Display Level Rainfall Rate Rainfall Rate Storm Category
(MM/HR) (IN/HR)
4 Magenta Greater than 52 Greater than 2.1 Extreme/Intense
3 Red 12 -- 52 0.5 -- 2.1 Strong
2 Yellow 4 -- 12 0.17 -- 0.5 Moderate
1 Green 1 -- 4 0.04 -- 0.17 Weak
0 Black Less than 1 Less than 0.04 --

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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c Rain Echo Attenuation Compensation Technique (REACT/RCT)

(1) The REACT/RCT function permits the radar receiver to adjust its
own sensitivity automatically to compensate for attenuation losses
as the radar pulse passes through weather targets on its way to
illuminate other targets. This is done by measuring the intensity of
signals, and deducing from them the density, and therefore, the
attenuation of the target, and then using this information to adjust
the sensitivity. This is done continuously on each radar azimuth
radial. There is a maximum value that sensitivity can be set, due to
the receiver generating noise, and would fill the display with noise it
it were too high. When this maximum value is reached, a cyan field
is displayed for the remainder of the displayed range. This gives the
pilot an unmistakable warning that attenuation is hiding possible
severe weather areas that cannot be accurately detected.
(2) REACT is always selected in TEST mode. REACT is available in all
modes except GMAP.
(3) Receiver sensitivity, even in the absence of targets, is gradually
increased by the sensitivity time control (STC) and the extended
sensitivity time control (XSTC) circuits with increasing range, to
compensate for weakening of targets, due to simple distance. The
REACT modifies this action.
d Ground Map (GMAP)
(1) The ground-mapping operation is selected by setting the mode
control to the GMAP position. The TILT control is turned down until
the desired amount of terrain is displayed. The degree down-tilt
depends on the aircraft altitude and the selected range.
(2) The receiver STC characteristics are altered to supply equalization
of ground-target reflection versus range. As a result, the selection
of preset GAIN generally supplies the desired mapping display.
However, the pilot can desire to decrease the gain manually by
selecting variable (VAR) gain and rotating the GAIN control.
(3) Ground mapping gives the pilot the opportunity to interpret the color
display patterns that indicate water regions, coast lines, hilly or
mountainous regions, cities, and large structures. In GMAP mode,
targets of increasing reflectivity are displayed as; cyan, yellow, and
magenta.
e Flight Plan (FP)
(1) Flight plan mode of operation can be used with certain long-range
navigation systems. If operational, placing the radar mode in the FP
position displays the active flight plan from the long-range
navigation system. The maximum range and type of data displayed
is dependent on the capabilities of the long-range navigation
system.

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(2) In the flightplan mode, if TGT is selected, the radar is scanning for a
red or greater target within a 7.5 degree window. The target is
between 5 and 55 miles from the aircraft and at least 5 miles deep.

f Test (TST)

(1) Test is used to select the special test pattern to give verification of
system operation (Refer to Figure 2--7--7 ).

WARNING: WHEN FORCED STANDBY IS DEFEATED, OUTPUT

POWER IS RADIATED IN TEST MODE.

(2) To inhibit the radar from radiating in the test mode, the XMTR ON
switch on the RTA is placed off (toward the antenna). The radar is
tested as normal, however, an amber FAIL message is displayed.
To inhibit the radar antenna from scanning during test, the SCAN
ON switch on the RTA is placed off (toward the antenna). The radar
tests normally, but a SCAN FAIL message is displayed.

CAUTION: ENSURE THE XMTR ON AND SCAN ON SWITCHES ON

THE RTA ARE RETURNED TO THEIR NORMAL
POSITION (AWAY FROM THE ANTENNA) FOR FLIGHT.

(3) With TST selected; 100-mile range is automatically selected; TEST

is displayed in mode field. Transmitter output power is radiated in
TEST mode. Any faults present are displayed. Refer to Table 2--7--7
for fault code information.

g Turbulence (TRB)

(1) With the Turbulence submode selected (WU--880 RTAs only), the
radar processes return signals in order to determine if a turbulence
signature is present. Areas of potentially hazardous turbulence are
displayed as gray-white. The high power of the PRIMUS 880
permits detection of hazardous turbulence in areas of otherwise
weakly reflective rainfall. Any areas shown as turbulence should be
avoided. TRB can only be engaged in the WX mode and in
selected ranges of 50 NM or less.

h Stabilization (STAB)

(1) Deselecting stabilization disables stabilization inputs for the

antenna. When disabled, the OFF condition is annunciated above
the button and pitch and roll inputs to the antenna are zero. The
antenna beam is no longer maintained at the selected tilt angle
relative to the earth’s surface.

(2) On WC-660/880 controllers, the STAB button is used to override

forced standby by pushing it four times within 3 seconds.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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i Target Alert (TGT)

(1) Target alert is a selectable ON/OFF feature to monitor for level 3 or

greater targets within an arc of 7.5 degrees dead ahead. TGT is
selectable in any WX range, except 300 NM. For a target to activate
the target alert feature, it must have a depth and range
characteristic as given in Table 2--7--5.

Table 2--7--5. Target Alert Range and Depth

Selected Target Target
Range (NM) Depth (NM) Range (NM)
5 2.0 5 -- 155
10 2.0 10 -- 160
25 4 25 -- 150
50 4 50 -- 150
100 4 100 -- 175
200 6 200 -- 250
300 Inactive --
FP 2 5 -- 155

NOTE: While target alert is functional at the above ranges, it is

improbable that a realistic target would be strong enough
to be detected if its range exceeds five times the displayed
range. Also, note the target alert is inactive within the
displayed range. Selecting target alert prevents variable
gain from being selected.

j Sector Scan (SECT)

(1) Sector Scan selects either full (120 degrees) or reduced (60
degrees) scan sector.

k Forced Standby (FSBY)

(1) FSBY is an automatic, non--selectable radar mode. When wired,

the RTA is in the FSBY mode when the aircraft is on the ground. In
the FSBY mode, transmitter and antenna scan are both inhibited
and the forced standby legend is displayed. The forced standby is a
safety feature that inhibits the transmitter on the ground to eliminate
the X--band microwave radiation hazard.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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B. Mode and Warning Annunciations

(1) The PRIMUS Weather Radar System has a number of mode and warning
annunciations. The location of the WX mode and warning annunciation display fields
for the PFD and MFD are illustrated in Figure 2--7--5 and Figure 2--7--6. Table 2--7--6
gives a full description of the different mode and warning annunciations and their line
locations; the top being line number 1 and the bottom being line number 4.

(2) If the WX RTA is transmitting, and WX is not selected for display on the PFD and/or
MFD formats, the characters TX are annunciated. If WX is in WAIT, STBY, or FSBY
modes, TX is not displayed.

Table 2--7--6. PFD and MFD WX Mode and Warning Annunciations

Display
Mode Description
Annunciation Color Line No.
WAIT GREEN 1 Power-up approximately 1 minute
STBY GREEN 1 Normal standby
FSBY GREEN 1 Forced standby (WOW)
TEST GREEN 1 Test mode and no faults
WX GREEN 1 Normal WX on and selected for display
WX AMBER 1 Invalid WX control bus, invalid WX ranges
WX/T GREEN 1 Normal WX with Turbulence (P--880 only)
TX MAGENTA 1 WX is transmitting but not selected for display
STAB AMBER 4 Stabilization off
TGT GREEN 2 Target alert enable
TGT AMBER 2 Target alert enabled and level 3 WX return
detected in forward 15 degrees of antenna
scan
VAR AMBER 2 Variable gain
RCT GREEN 1 Normal WX with react
R/T GREEN 1 WX with REACT and Turbulence (P--880
only)
GMAP GREEN 1 Ground map mode
FPLN GREEN 1 Flight plan mode
FAIL AMBER 1 Test mode and faults

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C. Hidden Modes
(1) The PRIMUS Weather Radar System has a number of hidden modes selected by
special control operations. They are not intended for use in normal operations. They
are as follows:

Roll Offset Adjustment

Entry: Select WX and VAR gain
Select STAB 4 times in 4 seconds
Exit: Select STAB
Purpose: Adjust roll offset to compensate installation
tolerances causing uneven ground return to be
displayed

Forced Standby
Entry: Ground FSB pins on controller
Exit: Remove ground (above), or push STAB
Purpose: Allow WOW signal to force radar into standby

D. PRIMUS 660/880 Weather Radar Interface Diagrams

(1) See Figure 2--7--4.
(a) AH--800 AHRU No. 2
1 The AH--800 No. 2 supplies a two-wire, 50 mV/deg, output of pitch attitude
data and a two-wire 50 mV/deg output of roll attitude data for antenna
stabilization.
(b) IC-600 IAC No. 1
1 The IAC receives a two-wire, 1 MHz, serial bus input of display data from the
RTA for EDS display.
(c) IC-600 IAC No. 2
1 The IAC receives a two-wire, 1 MHz, serial bus input of display data from the
RTA for EDS display.
(d) WC-660/880 Radar Controller
1 The controller supplies all of the control inputs for the weather radar system.
The Remote On input is used to connect the controller(s) to the RTA.
(e) EFIS Picture Bus
1 The EFIS picture bus is a Honeywell unique picture bus. The 453 radar
picture bus is specified in ARINC 453 and ARINC 708A. The picture bus
output is sent to the DU--870 Display Units to display weather data.

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Blank Page

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Figure 2--7--4. PRIMUS 660/880 Weather Radar System Interface Diagrams

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4. Fault Monitoring
A. General

(1) Fault indications are presented on the primary flight (PFD) and multifunction displays
(MFD).

(a) Primary Flight Display (PFD)

1 Figure 2--7--5 shows the fault indication as presented on the PFD. Weather
(WX) radar failure, regardless of the display format, (FULL/ARC/WX),
annunciates an amber WX on the lower left side of the HSI, on the PFD.

Figure 2--7--5. PFD Weather Radar Failure Indications

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(b) Multifunction Display (MFD)

1 Figure 2--7--6 shows the fault indication as presented on the MFD. Weather
radar failure annunciates an amber WX on the lower left side on the MFD.

Figure 2--7--6. MFD Weather Radar Failure Indications

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(c) PRIMUS 660/880 Weather Radar Test Mode

1 The PRIMUS 660/880 Weather Radar Systems can supply fault information
on one of two formats:
• Fault Codes
• Text Codes.
2 The selection is made during initial system installation. All Embraer 145
aircraft are strapped to display text faults.

3 When a fault occurs (either in--flight or on--ground), an amber WX overrides

the mode annunciation on the PFD and/or MFD displays. The fault
annunciation remains until the fault condition clears.

4 If fault annunciation occurs, the flightcrew should select the test mode and
note the displayed text fault and take appropriate action

5 Figure 2--7--7 illustrates the PRIMUS 660/880 MFD Weather Radar Test
mode and Table 2--7--7 gives the PRIMUS 660/880 Fault Codes and Fault
Descriptions.

a On--Ground TEST Display (with TEXT FAULTS Enabled)

(1) When TEST is initiated on the ground (Weight--On--Wheels

asserted), six fields are displayed as shown in Figure 2--7--7. The
six fields are as follows:
• Pilot Message Field (e.g., STAB UNCAL)
• Line Maintenance Message (e.g., CHK ATT SRC)
• Fault Code/Power--On Count (e.g., CODE:27 POC:0)
• Fault Name (e.g., NO STAB SRC)
• Xmit ON/OFF (e.g., XMIT ON!)
• Strap Code (e.g., 1F1BB:STRAPS).
(2) Faults (up to 32) from the last 10 power--on cycles are cycled every
two antenna sweeps (approximately 8 seconds). That is, a fault is
displayed if and only if it occurred within the last 10 power--on
cycles and it is among the 32 most recent faults to have occurred.

(3) POC=0 is the current power--on cycle, POC=1 is the last power--on
cycle, --2 is 2 power--on cycles ago, etc.

(4) Upon entering TEST mode, if there are no currently active faults, a
RADAR OK message is displayed for one sweep. After the most
recent fault is displayed, cycling to the oldest fault in the eligible list
of faults. Upon reaching the last fault, an END OF LIST message is
displayed. To recycle through the list again, exit and re--enter the
TEST mode.

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(5) Input--type faults (NO STAB SRC, NO AIRSPEED, NO ALTITUDE,

etc.) is displayed, but not logged, on--ground.

b In Flight TEST Display (with TEXT FAULTS Enabled)

NOTE: The radar is transmitting when TEST is initiated while in

the air.

(1) If the weight--on--wheels input is not asserted, only the fields that
follow are displayed:
• Pilot Message Field (e.g., RADAR UNCAL)
• Line Maintenance Message (e.g., PULL RTA)
• Fault Code.
(2) Only currently active (not cleared) faults are displayed in--flight.

c Fault Monitors

(1) Critical functions in the RTA are continuously monitored. Each fault
condition has a corresponding 2--digit fault code (FC). Additionally,
a FAULT NAME, a PILOT MESSAGE, and a LINE MAINTENANCE
MESSAGE are associated with each fault condition. These are
given in Table 2--7--7.

(2) The FAULT NAME describes what fault has been detected.

(3) The PILOT MESSAGE advises the flightcrew how to respond to a

fault when it occurs in--flight. This can include checking other
systems, or to use caution when interpreting certain data displayed,
and/or to advise that a minor function such as ACT is unavailable.

(4) The LINE MAINTENANCE MESSAGE advises the ground crew on

a suggested action to take, or which LRU(s) to suspect.

(5) The XREF code is a four--bit central aircraft information

maintenance system (CAIMS) fault code. This code is not visible to
the flightcrew. It is used only on aircraft with a CAIMS installed.

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Figure 2--7--7. PRIMUS 660/880 MFD Weather Radar Test Mode Indications

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Table 2--7--7. PRIMUS 660/880 Fault Codes

FC XREF Fault Description Fault Name Pilot MSG Line Fault Type
Maintenance
4808 STARTUP CODE CRC
4809 IOP CODE CRC
1 4810 DSP CODE CRC FLASH CRC RADAR PULL RTA POWER ON
FAIL
4904 CONFIG TABLE CRC
4905 FPGA FIRMWARE
CRC
4846 2V ADC REFERENCE CONTINUOUS
4903 IOP READY
2 4908 INT ARINC 429 IOP RADAR PULL RTA POWER ON
LOOPBACK FAIL
4913 ARINC 429 INT
COUPLING
4806 EEPROM TIMER CRC FLASH CRC RADAR PULL RTA
FAIL
3 4842 STAB TRIM CRC EEPROM REDO REDO STAB POWER ON
STAB TRIM
TRIM
4912 CALIBRATION CRC IOP RADAR PULL RTA
FAIL
4812 IOP MAILBOX
4 4818 DSP MAILBOX MAILBOX RAM RADAR PULL RTA POWER ON
FAIL
4813 TIMING FPGA RAM
4814 TIMING FPGA REG
5 4815 IO FPGA RAM FPGA RADAR PULL RTA POWER ON
FAIL
4828 FPGA DOWNLOAD
4906 IO FPGA REG

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Table 2--7--7. PRIMUS 660/880 Fault Codes (cont)

FC XREF Fault Description Fault Name Pilot MSG Line Fault Type
Maintenance
6 4847 STC MONITOR STC DAC RADAR PULL RTA POWER ON
FAIL
7 4830 HVPS MONITOR HVPS MON RADAR PULL RTA CONTINUOUS
FAIL
4816 DSP RAM
4817 DSP VIDEO RAM POWER ON
4855 DSP WATCHDOG CONTINUOUS
10 4900 MAILBOX DSP RADAR PULL RTA
MISCOMPARE FAIL
4901 DSP HOLDA POWER ON
ASSERTED
4902 DSP HOLDA NOT
ASSERTED
4825 FILAMENT MONITOR
11 4827 SEVERE MAGNETRON RADAR PULL RTA LATCHED
MAGNETRON FAIL
4829 PFN TRIM MONITOR HVPS MON CONTINUOUS
13 4832 ELEVATION ERROR EL POSITION TILT CHK CONTINUOUS
UNCAL RADOME/RTA
14 4833 AZIMUTH ERROR AZ POSITION TILT CHK CONTINUOUS
UNCAL RADOME/RTA
15 4836 OVER TEMP OVER TEMP RADAR PULL RTA CONTINUOUS
CAUTION
16 4837 XMITTER POWER XMTR POWER RADAR PULL RTA CONTINUOUS
UNCAL
4839 NO SCI MODE
CONTROL
4911 NO ARINC 429 MODE NO MODE CHK CHK CNTL PROBE
CONTROL CNTL IN CNTL SRC
SRC
20
4834 NO ARINC 429
RANGE CONTROL
4935 NO SCI RANGE NO RANGE CHK CHK CNTL PROBE
CONTROL CNTL IN CNTL SRC
SRC
4840 AGC LIMITING PICTURE CONTINUOUS
UNCAL

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Table 2--7--7. PRIMUS 660/880 Fault Codes (cont)

FC XREF Fault Description Fault Name Pilot MSG Line Fault Type
Maintenance
21 4927 AGC RX DAC AGC PULL RTA
MONITOR
4928 AGC TX DAC RADAR POWER ON
MONITOR FAIL
22 4841 RECEIVER GAIN RCVR SELF PICTURE PULL RTA NOT
TEST UNCAL IMPLEMENTED
4843 MULTIPLE AFC
UNLOCKS
23
4845 AFC SWEEPING AFC SPOKING PULL RTA CONTINUOUS
LIKELY
4929 AFC RX DAC AFC PULL RTA
MONITOR
24
4930 AFC TRIM DAC RADAR POWER ON
MONITOR FAIL
4848 AHRS/IRS SOURCE 1
27 4852 ANALOG STAB REF 1 NO STAB SRC STAB CHK ATT SRC INSTALL
UNCAL
4849 DADC AIRSPEED 2 CHK ADC
30 4932 AHRS/IRS NO AIRSPEED TURB CHK SPEED INSTALL
GROUNDSPEED 1 UNCAL SRC
4931 DADC ALTITUDE CHK ADC
33 4933 AHRS/IRS INERTIAL NO ALTITUDE NO ACT CHK ALT SRC INSTALL
ALTITUDE
34 4853 SCAN SWITCH OFF SCAN SWITCH SCAN CHK SWITCH INSTALL
SWITCH
35 4854 XMIT SWITCH OFF XMIT SWITCH XMIT CHK SWITCH INSTALL
SWITCH

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Table 2--7--7. PRIMUS 660/880 Fault Codes (cont)

FC XREF Fault Description Fault Name Pilot MSG Line Fault Type
Maintenance
4914 INVALID ALTITUDE/
AIRSPEED/STAB
STRAPPING
36 4915 INVALID INVALID RADAR CHK STRAPS POWER ON
CONTROLLER STRAPS UNCAL
SOURCE
STRAPPING
4916 CONFIG1 DATABASE IOP RADAR PULL RTA
VERSION/SIZE FAIL
MISMATCH
NOTES:
1. There is a delay of up to four minutes before the fault is displayed.
2. There is a delay of up to one minute before the fault is displayed.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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SECTION 2-- 8
LSZ-- 860 LIGHTNING SENSOR SYSTEM (LSS) (OPTIONAL)
1. Overview
A. General

(1) The PRIMUS 1000 Integrated Avionics System includes an optional LSZ--860
Lightning Sensor System (LSS) is made up of the following LRUs:
• LP--860 Lightning Sensor Processor
• AT--850 Lightning Sensor Antenna
• WC--660/880 Weather Radar Controller.
(2) The LSS is used to detect and compute the location and vertical lightning strike rate
of up to 50 thunderstorm areas within 200 NM around the aircraft. The LSS tracks the
range and bearing of each lightning discharge. Three distinct levels of vertical
lightning rate are computed for display on the MFD. Each symbol represents a
specific rate of vertical lightning activity that has occurred in the last 2 minutes over a
circular area that varies depending on selected radar range.

(3) As a storm moves along the ground, the location of the lightning symbol is moved to
agree with the storm position. To further ensure accurate tracking of lightning activity,
all displays are both heading and velocity stabilized to keep the symbol over the
same ground position regardless of aircraft maneuvering.

(4) The LSS gathers information in a full 360 degree pattern around the aircraft, even in
the standby mode. When in the standby mode the system is always ready to display
lightning activity, which can include a radar and/or navigation data overlay.

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2. Component Descriptions and Locations

A. LP--860 Lightning Sensor Processor
(1) Figure 2--8--1 shows a graphical view of the LP--860 Lightning Sensor Processor.
Table 2--8--1 gives items and specifications particular to the processor.

Figure 2--8--1. LP--860 Lightning Sensor Processor

Table 2--8--1. LP--860 Lightning Sensor Processor Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.62 in. (194 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.42 in. (61.5 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.75 in. (375 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.75 lb (3.06 kg)
Power Requirements (maximum) . . . . . . . . . . . . . . . . . . 28 V dc, 1 Amp (max)
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . None
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DPX2MA--67S--67S--33B--0001
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, Honeywell Part No. 7011839--901

(2) The processor receives signals that are naturally generated by lightning activity and
computes the range and bearing of this energy distribution. The processor then
formats the data for display.

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(3) The output data is converted to an ARINC 429 for display on the EFIS/MFD. Label
assignments do not conform to ARINC 429. The data streams contain range,
bearing, and severity data for up to 50 cells. The 429 data contains all data available
for
360 degree area with a radius of 200 NM around the aircraft, and it is the task of the
display device to determine which cells fall within its area.

(4) Mode selection is supplied by the WC--660/880 Weather Radar Controller.

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B. AT--850 Lightning Sensor Antenna

(1) Figure 2--8--2 shows a graphical view of the AT--850 Lightning Sensor Antenna.
Table 2--8--2 gives items and specifications particular to the antenna.

Figure 2--8--2. AT--850 Lightning Sensor Antenna

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Table 2--8--2. AT--850 Lightning Sensor Antenna Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.25 in. (31.75 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.14 in. (155.9 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.66 in. (294.6 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 lb (1.13 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . ±12 V dc, 0.75 W, from processor
Mounting Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27345--12--35S
HPN 4011518--060
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount using Three No. 10 screws

(2) The Antenna contains crossed loop H--field sensors and an E--field sensor similar to
an ADF antenna.

(3) The H--field loop sensors are designated Hn and HW and are orientated in such a
manner that the Hn is most sensitive to signal originating ahead or behind the aircraft,
and the Hw sensor is most sensitive to signals originating abeam the aircraft.

(4) The E--field sensor is constructed to be most sensitive to vertical E--fields. Both
E--field and H--field signals are used to determine range to the lightning discharge.

(5) Preamplifier stages are also built into the antenna to enhance the systems immunity
to noise originating in aircraft wiring. The ±12 V dc power for the preamplifiers is
supplied to the antenna by the processor.

(6) The antenna also contains a test loop. During the test mode this loop is driven with a
simulated lightning signal and couples the E--field and H--field sensors of the
antenna, its preamplifiers, and the cabling to the processor.

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C. WC--660/880 Weather Radar Controller

(1) Figure 2--8--3 shows a graphical view of the WC--660/880 Weather Radar Controller.
Table 2--8--3 gives items and specifications particular to the controller.

Figure 2--8--3. WC--660/880 Weather Radar Controller with LSS Mode Switch

Table 2--8--3. WC--660/880 Weather Radar Controller Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.890 in. (48.0 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.765 in. (146.3 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.000 in. (177.8 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2 lb (1.0 kg)
Power Requirements:
• Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc (nom), 8.5 W (max)
• Panel Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V ac/dc, 1.0 A (nom)
Mating Connector:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473F14--18S
• J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473F14--18S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unit Dzus Fastener

(2) The WC--660/880 Weather Radar Controller sets the modes, range, and antenna tilt
used to display radar information on the PFDs and MFD. Table 2--8--4 gives the
function of each switch on the controller.

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Table 2--8--4. WC-660/880 Control Functions

Item Functional Description
Range A two-button range selection function that permits range selection from 5 to 300
NM full scale in WX, RCT, or GMAP mode or 5 to 1000 NM full scale in the Flight
Plan mode. The up arrow button selects increasing range while the down arrow
button selects decreasing ranges.
RCT Momentary button that enables the REACT. RCT is always selected in the TEST
WC--660 only mode. RCT compensation is available in all modes except GMAP.

TRB Momentary button that selects the Turbulence mode. In this mode, areas of
WC-880 only potentially hazardous turbulence are displayed in gray-white color, in addition to
normal reflectivity data.
TRB can only be engaged in the WX mode and in selected ranges of 50 NM or
less.
STAB Momentary button that selects the stabilization function. Also, used to invoke the
stabilization trim mode. The STAB button is used to override forced standby by
pushing it four times within 3 seconds.
TGT The TGT button is an alternate action button that enables and disables the target
alert function. Target alert is selectable in all but the 300 mile range. When
selected, the target alert monitors beyond the selected range and 7.5 degrees on
each side of the aircraft heading. If a return is detected with certain
characteristics is detected in the monitored area, the target alert changes from
the green armed condition to the yellow TGT warning condition. This annunciator
advises the pilot that a potentially hazardous target lies directly in front and
outside of the selected range. Selecting TCT forces the system to a preset gain.
TGT can only be selected in the WX and FP modes.
SECT The SECT (scan sector) button is used to select either the normal 12 looks per
minute 120 degree scan or the faster update 24 looks per minute 60 degree scan.
GAIN Single-turn rotary control that varies the RTA receiver gain. Control is active when
pulled. When pushed, receiver gain is preset and calibrated. Selection of RCT or
TGT ALERT overrides the variable gain setting causing receiver gain to be fixed
and calibrated. When active (pulled), full CCW rotation supplies straight gain
increase over the preset value.

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Table 2--8--4. WC-660/880 Control Functions (cont)

Item Functional Description
RADAR A six-position (WC-660) or seven-position (WC--880) rotary switch that selects
MODE the following primary radar modes:
• OFF -- Turns the radar system off.
• SBY -- Places the system in standby mode, ready state, antenna scan
stopped, transmitter inhibited, and display memory erased. STBY is
displayed on the MFD.
• WX -- Selects the system weather detection mode. The system is fully
operational and all internal parameters are set for enroute weather
detection.
• RCT -- (WU-880 only). Enables the cyan background REACT (Rain Echo
Attenuation Compensation Technique) field to indicate ranges the
receiver calibration has been exceeded in WX mode. RCT is selected
in the TST mode on alternate sweeps automatically. RCT
compensation is active in all modes except GMAP.
• GMAP-- Places the system in ground map mode. RCT compensation is
inactive. The GMAP (Ground Mapping) position puts the radar
system in the ground mapping mode. The system is fully operational
and all parameters are set to enhance returns from ground targets.
• FP -- Selects the system flight plan (navigation) display mode which clears
the screen of radar data so that ancillary data may be displayed.
Examples of this are navigation displays, and lightning discharge
data. In FP mode the RTA is put in standby, alphanumerics are
changed to to cyan, and the flight plan legend is displayed in the
mode field.
• TST -- Selects the system self-test mode. A special test pattern is displayed
to verify system operation. In test mode, the RTA in on and
transmitting X--band microwave energy unless the system has been
put into forced standby mode.
LSS Four--position rotary switch selects the following lightning sensor system (LSS)
modes:
• OFF -- All power removed from system.
• SBY -- Display is inhibited but the processor is accumulating data.
• LX -- System is fully operational. All accumulated data is displayed.
• CLR Accumulated data is cleared from memory. After 3--seconds the test
TST -- mode is initiated.
TILT Single-turn rotary control that varies antenna tilt between 15 degrees up and 15
degrees down. The range between +5 degrees and -5 degrees is expanded for
ease of set ability.
PULL ACT (WC--880 only)
Places elevation control under altitude compensated tilt (ACT) that adjusts
antenna tilt in relation to altitude and selected range. Tilt knob can be used for
fixed offset corrections of up to 2.0 degrees.

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3. Operation
A. LSZ--860 Lightning Sensor System

(1) The LSZ--860 Lightning Sensor System (LSS) detects and locates lightning activity in
the areas around the aircraft and determines bearing and range of each lightning
discharge.

(2) The LSS shows areas of lightning activity with unique lightning symbols. Each
lightning symbol represents the center of a circle that has a radius that is dependent
on the weather radar range selected. The LSS system radius is 8 NM at 25 NM
range, 18 NM at 100 NM range, and 30 NM at 200 NM range.

(3) Three different lightning symbols are used to represent three different rates of
occurrence of the lightning within the lightning range diameter circle. The lightning
rate symbols represent the rate of occurrence for the last two minutes. The symbol
location is the average position of the lightning that has occurred in the last two
minutes. Figure 2--8--4 shows the three white lightning rate of occurrence symbols.
Each symbol represents the center of a diameter area lightning activity. Figure 2--8--5
shows the area that is represented by each lightning rate symbol.

Figure 2--8--4. Rate of Occurrence Symbols

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Figure 2--8--5. Lightning Rate Symbols

(4) A magenta lightning alert symbol is used to display every lightning discharge
detected by the processor. This symbol is displayed at the correct bearing of the
discharge and at the maximum selectable range. All lightning discharge, whether
rangeable or not, display in this manner. These symbols are displayed for 5 seconds
in each instance.

(5) The LSS displays a Rate 1 or single strike symbol when the first lightning strike is
detected. If a second strike is detected in the same area the display does not
change. If a third strike is detected in the same area, a Rate 2 symbol is displayed. If
lightning activity continues in the same area, the symbol changes to a Rate 3 after
the six strike. The symbol remains displayed as long as lightning activity continues.

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B. Modes of Operation

(1) The LSS can operate in the following modes:

• STBY Mode
• LX Mode
• CLR/TST Mode.
(a) STBY Mode

1 In the STBY mode, no lightning data is shown on the display. However, the
processor is active and lightning strikes are being counted and accumulated
into areas.

(b) LX Mode

1 The LX mode is the normal working mode. Lightning strikes are collected,
processed, and displayed.

(c) CLR/TST Mode

1 When CLR/TST is selected, all memory of past strikes and cells is erased.
After
3 seconds the system enters the test mode.

2 In the test mode, simulated lightning signals are fed to the test loop in the
antenna and lightning strikes are simulated at a bearing of 45 degrees at 25
NM. This simulated activity produces a rate 3 symbol within 15 seconds of
entry into the test mode.

3 It should be noted that the antenna is used in this mode and as a result
activity that occurs while the test is in operation may also be displayed. It
should also be noted that the test target is downgraded and vanishes after
approximately 2 minutes. The system should be returned to the LX mode for
normal lightning detection.

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C. Mode Annunciations

(1) The LSS mode annunciations are displayed in the middle left portion of the MFD
display. Table 2--8--5 gives the LSS annunciation, annunciator colors, and a
description of the annunciator. The annunciators are prioritized from highest to
lowest.

Table 2--8--5. Lightning Sensor System Mode Annunciator

Annunciator Color Description
LX--OFF Green System Turned OFF
LX Amber System Power is ON and the ARINC 429 Bus is Inactive
LX/F Amber LSS Fault Detected
LX--S Green Standby Mode
LX--CL Green Clear Mode
LX--T Green Test Mode
LX--I Green Antenna Input Inhibited
LX--H Green Heading Input Deselected
LX--C Green Self Calibration Mode
LX Green Normal Operating Mode

D. Lightning Sensor System Interface

(1) Lightning Sensor System power and mode control is provided by the WC--660/880
Weather Radar Controller. The PWR ON command from the controller is also applied
to each symbol generator to activate the LX display system circuitry. See
Figure 2--8--6 LSS interface diagram.

(2) Lightning strike data picked up by the AT--850 Antenna is sent directly to the LP--860
Lightning Sensor Processor where it is processed and output to the display system.
The ±12 V dc antenna input power is supplied by the processor.

(3) Aircraft motion compensation data is supplied by AHRU No. 2. As the LSS
accumulates data over time, the aircraft heading and/or position may change relative
to the stored information. If the aircraft’s motion is not compensated for, these
changes cause the data to be displayed in the wrong location. The LSS is equipped
with a compensation system that permits it to monitor heading changes and aircraft
forward motion and to correct the position of its data accordingly.

(4) Heading change compensation is provided by ARINC 429 Label 314 (True Heading).
Information as to aircraft forward motion is provided by ARINC 429 present position
input Label 310 (Latitude) and Label 311 (Longitude).

(5) Digital data is output from the processor to the display system using ARINC 429
architecture; however, label assignments do not conform to ARINC 429.

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Figure 2--8--6. PRIMUS 660/880 Lightning Sensor System Interface Diagrams

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4. Fault Monitoring
A. General

(1) The Lightning Sensor System has three different types of self--test that are used to
detect and isolate problems. The self--test used is as follows:
• Power--On Test
• On--Line BITE
• Pilot Activated Self--Test.
(2) The LSS can also display various system parameters on its maintenance pages that
can be useful for fault isolation. This data can be displayed on the MFD through the
ARINC 429 outputs.

B. Power--On Test

(1) When power is first applied to the LSS, the tests that follow are done automatically:
• EPROM Checksum Test
• RAM Read/Write Test
• Shared RAM Test
• Configuration Strap Validity Test
• Power Supply Voltage Test
• System Calibration.
(2) If a failure occurs, an amber LX--F annunciator is displayed on the MFD. Refer to
Table 2--8--5.

C. On line BITE

(1) A monitor circuit continuously monitors the operation of various circuits in the
processor, such as the power supply. If a failure occurs, an amber LX--F annunciator
is displayed on the MFD.

D. Pilot--Activated Self--Test

(1) If the operator wishes to verify the operation of the LSS, a self--test function can be
initiated by switching the LSS mode switch to CLR/TST mode. After 3 seconds the
test pattern is displayed on the MFD. This test does a full end to end test of the
system by generating a known signal in the antenna and displaying the result on the
display.

(2) If a hardware/firmware failure occurs, an amber LX--F annunciator is displayed on the

MFD. By placing the LSS in the CLR/TST mode the actual fault codes can be
displayed. If multiple failures occur, the processor cycles through each failure once
every 3 seconds. The possible fault codes are given in Table 2--8--6.

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5. Fault Codes
A. General
(1) The LSS displays fault codes in the mode annunciation field. Fault codes are
displayed in the form LXMN, where M and N represent the most significant and least
significant digits of the hex fault code. Fault codes range from 00 to FF. See
Table 2--8--6 for fault codes.
(2) The fault code display is enabled when a fault has occurred (label 001, bit 23 = 1)
and the test mode is selected (label 001, bit 20 = 1).
(3) The fault code data is taken from label 070, bit 14 thru 21, Bits 14 thru 17 correspond
to hex digit N and bits 18 thru 21 correspond to hex digit M of the fault code. If more
than one fault is presented, the processor updates the fault code data once every 3
seconds.

Table 2--8--6. Lightning Sensor System Fault Codes

Fault Codes Fault Description
00 The LSS failure (not displayed)
01 Power supply out of tolerance
02 Invalid configuration
03 Reserved
04 Data processor RAM failure
05 Data processor checksum failure
06 Data processor shared RAM failure
07 Reserved
08 Reserved
09 I/O processor RAM failure
0A I/O processor checksum failure
0B I/O processor shared RAM failure
0C HN out of range
0D HW out of range
0E Reserved
0F HNLF out of range
10 EWLF out of range
11 ELF out of range
12 No data from antenna
13--FF Reserved

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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SECTION 2-- 9
MARK V ENHANCED GROUND PROXIMITY WARNING SYSTEM
(EGPWS) (OPTIONAL)
1. Overview
A. General

(1) The purpose of the EGPWS is to prevent accidents caused by controlled flight into
terrain (CFIT) or severe windshear. The system receives a variety of aircraft
parameters as inputs, applying alerting algorithms. It then supplies the flight crew
with mode annunciations and graphical terrain data on the MFD. In the event that the
boundaries of any alerting envelope are exceeded, it then provides aural warnings
and warning annunciations on the displays.

(2) The system consists of the enhanced ground proximity warning computer (EGPWC)
that interfaces with the following:
• NZ--2000 navigation computer (FMS)
• IC--600 integrated avionics computer
• RT--300 radio altimeter receiver transmitter
• Attitude Heading Reference Unit (AHRU) or optional Inertial Reference Unit (IRU)
• AZ--850 micro air data computer (MADC)
• DA--800 data acquisition unit (DAU)
• Stall protection computer
• DU--870 MFD’s (pilots and copilots)

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2. Component Descriptions and Locations

A. Enhanced Ground Proximity Warning Computer

(1) Figure 2--9--1 shows a graphical view of the Enhanced Ground Proximity Warning
Computer. Table 2--9--1 gives items and specifications particular to the computer.

A1

A2
A3

ID--120581

Figure 2--9--1. Enhanced Ground Proximity Warning Computer (EGPWC)

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Table 2--9--1. Enhanced Ground Proximity Warning Computer (EGPWC) Leading

Particulars

Characteristic Specification

Dimensions (maximum):
• Length 12.76 in. ( 324.10 mm), 14.26 in. (362.20 mm) with handle
• Width 2.43 in. (61.72 mm)
• Height 7.64 in. (194.05 mm)

Weight (maximum) 7 lbs (3.17 kg)

Power requirements
• HPN 965--0976--003--202--202, or
HPN 965--0976--003--213--213 115 V AC/400 Hz, 22 Watts (Max)
• HPN 965--0976--040--213--213 28 V DC, 22 Watts (Max), 73 W (Max) with heater blanket
on

Mating connector
• HPN 965--0976--003--202--202, or
HPN 965--0976--003--213--213
HPN 440--0497--002
• HPN 965--0976--040--213--213
HPN 440--0497--005

Mounting Tray, HPN 600--4697--001

(2) The Enhanced Ground Proximity Warning Computer (EGPWC) is a lightweight,

convection--cooled, microprocessor--controlled computer. The computer uses analog
and discrete signal inputs to provide ground proximity and windshear alerts and
warnings.

(3) The main alerting functional areas integrated into the EGPWC are as follows:
• Ground proximity warning
• Altitude awareness callouts and bank angle alert
• Windshear detection and alerting
• Terrain clearance floor (TCF)
• Terrain awareness and alerting display (TAAD).

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(4) In addition to the main alerting functions, the EGPWC also performs the following
functions:
• Input signal processing (including filtering and signal monitoring).
• Alert output processing (including alert prioritization, voice message synthesis,
audio out--put and display, and warning lamp drivers).
• Built--In Test and Monitoring, including cockpit--activated self--test.
• Interface with CMC Maintenance Systems with interactive protocols when the
aircraft is on the ground.
• Front panel Personal Computer Memory Card Industry Association (PCMCIA)
interface for uploading software and databases.
• Front panel maintenance test connector, test button, and headphone jack for
system checkout and troubleshooting.
• System Status LEDs located on the front panel to indicate EXTERNAL FAULT ,
COMPUTER OK, and COMPUTER FAIL conditions.
• Provisional cockpit and portable data loader interfaces for software and database
uploading.
(5) A PCMCIA interface allows for both uploading and downloading of internal EGPWC
information. It is most commonly used for upload of software and databases, and can
also be used for download of accumulated history data.

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3. Operation
A. Overview

(1) The purpose of the EGPWS is to prevent accidents caused by CFIT or severe
windshear. In addition, it supplies alerting for excessive deviation from ILS glideslope,
radio altitude callouts during final approach, and windshear alerting. The system
operates by accepting a variety of aircraft parameters as inputs, applying alerting
algorithms, and supplying the flight crew with annunciations in the form of audio
warnings, EDS message display annunciations, and, for terrain conflicts, the display
of graphical symbology on the MFD to indicate the height of the nearby terrain in the
event that any of the boundaries of the alerting envelopes are exceeded.

(2) The EGPWS contains a worldwide terrain database. The resolution of the database
varies not only with location around the world, but also relative to the proximity to
airports. The database also contains the locations of all runways longer than 3500
feet that have a published instrument approach. The system uses this database,
inputs from the FMS, and the radio altimeter to supply enhanced terrain awareness
computations, which in turn supply enhanced terrain awareness information to the
pilots.

(3) Based on the above inputs (especially the terrain data base), the EGPWS generates
a Terrain Clearance Floor (TCF) for operation around the airport. When the TCF is
about to be penetrated, EDS annunciations and aural warnings are given. As an
added margin of safety, the EGPWS computes a terrain--alerting function that looks
ahead of the aircraft (up to one minute) in an approximately 1/4--mile ribbon. If using
the TCF as a data input and a condition exists where the aircraft will impact terrain,
aural warnings and display annunciations are given.

(4) An audio declutter feature activates the voice alert once, then not again unless the
situation has degraded by 20%. This feature applies to modes 1, 3, 4, and 5.

B. Aural Warnings

(1) The EGPWS supplies all the standard GPWS sink rate, steep approach, and pull up
audio callouts (Modes 1--4). These are based on radio altitude data and the value of
vertical speed. ILS glideslope monitoring is supplied (Mode 5). A select few radio
altitude callouts are provided (Mode 6) and excessive bank angle callouts are
provided as a function of radio altitude. Windshear alerts and warnings (Mode 7),
both on EDS and aural warnings, are provided on takeoff and landing when the radio
altitude is between 10 and 1500 feet.

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(2) Table 2--9--2 gives the EGPWS modes and aural warnings.

Table 2--9--2. EGPWS Modes and Voice Outputs

Mode Description Voice Outputs
1 Excessive descent rate alert/warning SINK RATE
PULL UP
2 Excessive terrain closure rate TERRAIN TERRAIN
PULL UP
3 Sink after takeoff DON’T SINK
4 Too close to terrain TOO LOW--TERRAIN
TOO LOW--GEAR
TOO LOW--FLAPS
5 Excessive deviation below glideslope GLIDESLOPE
6 Excessive bank angle BANK ANGLE (selected)
Altitude callouts MINIMUMS
Decision Height
7 Windshear WINDSHEAR
WINDSHEAR
WINDSHEAR

C. EGPWS Basic Modes of Operation

(1) The EGPWS provides basic GPWS alerting in 7 operating modes. Mode 6 provides
additional protection in the form of an optional alert for excessive bank angle and a
selectable menu of radio altitude call--outs during landing approach.

(2) The basic operating modes are as follows:

(a) Mode 1 - Excessive Descent Rate Alert/Warning

1 Mode 1 provides the pilots with alert/warning for high descent rates into
terrain. Typical warning time exceeds 20 seconds. An example is an
alert/warning of high descent rate into terrain from navigation or
altitude/human errors. Also, the pilot could be alerted to a rapid increase in
vertical speed during visual transition or windshear.

(b) Mode 2 - Excessive Closure Rate to Terrain Warning

1 Mode 2 provides alerts when the aircraft is closing with the terrain at an
excessive rate. It is not necessary for the aircraft to be descending in order
to produce a Mode 2 alert; level flight (or even a climb) towards obstructing
terrain can result in hazardous terrain closure rate. The Terrain Closure Rate
variable is computed within the EGPWC by combining Radio Altitude and
Vertical Speed in a nonlinear complementary filter.

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2 Mode 2 has 2 submodes, Mode 2A and Mode 2B, with the active submode
being determined by aircraft configuration.

a Mode 2A

(1) Mode 2A is enabled when the conditions for enabling Mode 2B are
not satisfied. If the aircraft penetrates the Mode 2A alerting
envelope, the aural message “TERRAIN TERRAIN” is generated,
and alert annunciators are illuminated. If the aircraft continues to
penetrate the envelope, then the aural message “PULL UP” is
continuously repeated until the warning envelope is exited.

(2) When the warning envelope has been exited, an altitude gain
function activates. The aural message reverts to “TERRAIN
TERRAIN”, but is only given if the terrain clearance still continues to
decrease. The visual alert remains on until either the aircraft has
gained 300 feet of barometric altitude, 45 seconds has elapsed, or
the altimeter loses track. At that point, all visual alerts stop.

b Mode 2B

(1) Mode 2B provides a “desensitized” alert envelope, permitting

normal landing approach maneuvering close to the terrain without
producing unwanted alerts. Mode 2B is enabled for 3 conditions:
• Whenever flaps are selected to the landing position
• If the aircraft is performing an ILS approach and is within 2
dots of both Localizer and Glideslope centerlines
• For the first 60 seconds after takeoff
(2) If the aircraft penetrates the Mode 2B envelope with either the gear
or flaps not in landing configuration, the aural message “TERRAIN
TERRAIN” is initially generated, and alert annunciators are
illuminated. If the aircraft continues to penetrate the envelope, then
the aural message “PULL UP” is continuously repeated until the
warning envelope is exited. If the aircraft penetrates the Mode 2B
envelope with both gear and flaps in landing configuration, the aural
message “TERRAIN TERRAIN” is repeated until the envelope is
exited.

(c) Mode 3 -- Altitude Loss After Takeoff

1 Mode 3 is based on the altitude above sea level (ASL) value at the
beginning of the inadvertent descent. The amount of altitude loss permitted
before an alert is given is a function of the height of the aircraft above the
terrain. Mode 3 is enabled after takeoff or go around when landing gear or
flaps are not in landing configuration, and stays enabled until the EGPWC
detects that the aircraft has gained sufficient altitude that it is no longer in
the takeoff phase of flight.

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2 If the aircraft penetrates the Mode 3 boundary, the aural message “DON’T
SINK” is generated, and the alert annunciators are illuminated. The
annunciators remain illuminated until a positive rate of climb is reestablished.

(d) Mode 4 - Unsafe Terrain Clearance

1 Mode 4 provides alerts and warnings for insufficient terrain clearance with
respect to phase of flight and speed. Mode 4 exists in 3 forms, 4A, 4B, and
4C. Mode 4A is active during cruise and approach with the gear not in
landing configuration. Mode 4B is also active in cruise and approach, but
with gear in landing configuration. Mode 4C is active during the take--off
phase of flight with either gear or flaps not in landing configuration.

a Mode 4A -- The standard upper boundary for Mode 4A is at 500 feet

Radio Altitude. If the aircraft penetrates this boundary with the gear still
up, the voice message is “TOO LOW GEAR”. Above 190 knots, the
upper boundary increases linearly with airspeed to a maximum of 1000
feet Radio Altitude at 250 knots or more. Penetrating this boundary
produces a “TOO LOW TERRAIN” message.

b Mode 4B -- When the landing gear is lowered, the upper boundary

decreases to 245 feet. Penetration below 159 knots, results in the “TOO
LOW GEAR” message with gear up, or the “TOO LOW FLAPS”
message with gear down and flaps not in landing configuration, while
above 159 knots, the message is “TOO LOW TERRAIN”.

c Mode 4C -- Mode 4C is based on a minimum terrain clearance, or floor,

that increases with Radio Altitude during takeoff. A value equal to 75%
of the current Radio Altitude is accumulated in a long--term filter. Any
decrease of Radio Altitude below the filter value with gear or flaps up
results in a “TOO LOW TERRAIN” audible warning.

(e) Mode 5 - Excessive Deviation Below Glideslope

1 Mode 5 is automatically armed when the pilot selects an ILS frequency and
selects gear down. The warning envelope contains two boundaries; a soft
alerting region and a hard alert region. Both boundaries are a function of
glideslope deviation.

2 When the aircraft penetrates the soft alerting region, the audio level of the
glideslope voice is 6 db below other EGPWS computer voices. The voice
repetition rate increases as deviation below glideslope increases. If the
aircraft subsequently enters the hard alerting region, the glideslope voice
audio level increases to equal that of other voices. Below 150 feet of radio
altitude, the amount of glideslope deviation required to produce an alert is
increased to reduce nuisance alerts, which are caused by close proximity to
the glideslope transmitter.

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(f) Mode 6 - Altitude Callouts and Excessive Bank Angle Alert (Pin--Selectable
Option)

1 Mode 6 provides alerts and call--outs for descent below predefined altitudes,
Decision Height (DH), Minimums, Approaching Decision Height, and
Approaching Minimums. Alerts for excessive roll or bank angle are also
provided as part of this mode. The ”EXCESSIVE BANK ANGLE” aural alerts
are given twice, and then suppressed unless the roll angle increases by an
additional 20%.

2 Altitude callouts are pin selectable at the rear connector of the EGPWS
computer. There are 32 menus available for the purpose of increasing
altitude awareness on final approach. Most systems use a few automatic
callouts near the runway and a smart callout, which would rarely be heard,
for most ILS landings.

3 Bank angle is used to alert pilots of excessive roll angles. The bank angle
limit tightens from 40 degrees at 150 feet AGL to 10 degrees at 30 feet AGL
to help alert the pilot of excessive roll corrections on landing, which might
result in a wing tip scrape.

(g) Mode 7 -- Windshear Alerting (Pin-Selectable Option)

1 Mode 7 is designed to provide alerts if the aircraft encounters windshear.

Two alerting envelopes provide either a windshear caution or a windshear
warning, each with a distinctive aural and visual indications.

a Windshear Caution

(1) Windshear cautions are given if an increasing headwind (or

decreasing tailwind) and/or a severe updraft exceed a defined
threshold.

(2) A windshear caution illuminates the amber windshear caution

annunciators and an aural “CAUTION, WINDSHEAR” message.
The annunciators will remain illuminated for as long as the aircraft is
in excess of the caution alert threshold.

b Windshear Warning

(1) Windshear warnings are given if an decreasing headwind (or

increasing tailwind) and/or a severe downdraft exceed a defined
threshold.

(2) A windshear warning illuminates the red Windshear Warning

annunciators and an aural siren followed by a “WINDSHEAR,
WINDSHEAR, WINDSHEAR” message. The annunciators will
remain illuminated for as long as the aircraft is exposed to
conditions in excess of the warning alert threshold.

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(3) The warning threshold is adjusted as a function of available climb

performance, flight path angle, airspeeds significantly different from
normal approach speeds and unusual fluctuations in static air
temperatures.
2 Mode 7 windshear alerting is active under the following conditions:
• during takeoff; from rotation until an altitude of 1500 feet AGL is reached.
• during approach; from an altitude of 1500 feet down to 10 feet AGL.
• during a missed approach; until an altitude of 1500 feet AGL is reached.
D. EGPWS Enhanced Modes of Operation
(1) The EGPWS incorporates several enhanced functions.
(a) Envelope Modulation
1 Envelope modulation provides alerting 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 the updated Flight
Management System navigational signals. All 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.
2 Modes 4, 5, and 6 are expanded at some locations to provide alerting
protection consistent with normal approaches. Modes 1, 2, and 4 are
desensitized at other locations to prevent nuisance warnings that result from
unusual terrain or approach procedures. In all cases, very specific
information is used to correlate the aircraft position and phase of flight prior
to modulating the envelopes. The tables in which the Envelope Modulation
data is stored are maintained in nonvolatile memory.
(b) Terrain Clearance Floor
1 The Terrain Clearance Floor (TCF) alert adds an additional element of
protection to the standard ground proximity warning modes. It creates an
increasing terrain clearance envelope around the intended airport runway
directly related to the distance from the runway. TCF alerts are based on
current aircraft location, nearest runway center point position, and radio
altitude. TCF is active during take--off mode, cruise, and final approach. This
alert mode complements existing Mode 4 protection by providing an alert
based on insufficient terrain clearance even when in landing configuration.
Alerts for TCF turn on EGPWS cockpit lamps and produce aural messages.
2 When an aircraft penetrates the TCF alert envelope, the aural message
“TOO LOW TERRAIN” is given. This aural message occurs once when the
initial envelope penetration occurs, and 1 time thereafter for each 20%
degradation in radio altitude. At the same time, the EGPWS annunciator
illuminates. The annunciator remain illuminated until the alert envelope is
exited.

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(c) Terrain and Obstacle Awareness

1 The EGPWS provides terrain and obstacle awareness alerting and display
functions. These functions use aircraft geographic position, aircraft altitude,
and a terrain and obstacle database to predict potential conflicts between
the aircraft flight path and the terrain, and to provide graphic displays of the
conflicting terrain or obstacle.

a Terrain Alerting

(1) Terrain awareness alerting algorithms continuously compute terrain

clearance envelopes ahead of the aircraft. If the boundaries of
these envelopes conflict with terrain elevation data in the terrain
database, then alerts are issued. Two envelopes are computed,
one corresponding to a terrain caution alert level and one to a
terrain warning alert level.

(2) If the aircraft penetrates the caution envelope boundary, the aural
message “CAUTION TERRAIN, CAUTION TERRAIN” is generated,
and the alert annunciators illuminate. At the same time, terrain
areas that conflict with the caution criteria are displayed in solid
yellow color on the terrain display.

(3) If the aircraft penetrates the warning envelope boundary, the aural
message “TERRAIN TERRAIN, PULL UP” is generated, and alert
annunciators are illuminated. Terrain areas that conflict with the
warning criteria are shown in solid red color on the terrain display.

b Terrain Display

(1) The EGPWC outputs a display of terrain data in Weather Radar

format on the MFD. When the terrain display is present, it replaces
the weather radar display.

(2) Toggling between the weather radar and the terrain display is done
on the MFD bezel menu display. Pushing the WX/TERR pushbutton
will switch the display between the weather radar and the terrain
display. Figure 2--9--2 shows the MFD main menu display.

Figure 2--9--2. MFD Main Menu Display with EGPWS

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(3) Areas of terrain that satisfy the terrain caution alert criteria are
shown in solid yellow, and areas of terrain that satisfy the terrain
warning alert criteria are shown in solid red. Terrain that is
significantly close to the aircraft, but does not satisfy either the
caution or warning criteria, is displayed as:
• High density red dots -- Terrain that is more than 2000 feet
above aircraft altitude.
• High density yellow dots -- Terrain that is between 1000 and
2000 feet above aircraft altitude.
• Medium density yellow dots -- Terrain that is 500 feet (250 with
gear down) below to 1000 feet above aircraft altitude.
• Medium density green dots -- Terrain that is 500 feet (250 with
gear down) to 1000 feet below aircraft altitude.
• Light density green dots -- Terrain that is 1000 to 2000 feet below
aircraft altitude.
• Black -- Terrain is not shown if more than 2000 feet below
reference altitude; terrain is not shown if terrain elevation is
within 400 feet of runway elevation nearest the aircraft.
• Magenta -- Unknown terrain.
c Obstacle Alerting
(1) The EGPWS has the ability to detect and annunciate obstacle
alerts. The same annunciators that are activated for terrain
caution/warning are activated for obstacle caution/warning. When
the aircraft detects an obstacle, the aural message “CAUTION
OBSTACLE, CAUTION OBSTACLE” is generated, and the
annunciators are illuminated. Obstacle alerting is activated by
defining obstacle alerting as basic to the airplane configuration
through the program pin.
E. Flight Display Annunciators
(1) Primary Flight Display (PFD) Annunciator (Figure 2--9--3)
(a) Windshear detection is displayed on the PFD in the upper left corner above the
ADI sphere. For a windshear caution, an amber WDSHEAR is displayed and for
a windshear warning, a red WDSHEAR is displayed.
(b) The EGPWS mode annunciations are shown on the RH inside of the ADI sphere.
When the aircraft enters a GPWS BELOW GLIDESLOPE or TERRAIN
AWARENESS CAUTION envelope, an amber “GND PROX” is displayed. If the
aircraft enters a GPWS WARNING or TERRAIN AWARENESS WARNING
envelope, a red “PULL UP” is displayed.
(c) Whenever an EGPWS annunciation is displayed or transitions to another
EGPWS annunciation, it will flash at a rate of 1.0 second on and 0.5 seconds off
for 10 seconds and then remain on steady.

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Figure 2--9--3. EGPWS Primary Flight Display (PFD) Annunciations

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(2) Multifunction Display (MFD) Annunciators (Figure 2--9--4)

(a) The EGPWS terrain mode annunciations are displayed in the upper left corner of
the MFD. Terrain mode annunciates are prioritized highest to lowest as follows:
• TERR TEST (red)
• TERR FAIL (amber)
• TERR INHIBIT (white)
• TERR N/A (amber)
• VALID ANN (sent color or amber --------)

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Figure 2--9--4. EGPWS Multifunction Display (MFD) Annunciations

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F. EGPWS Interface

(1) Interface diagram, Figure 2--9--5, shows the units that interface to the EGPWS
Computer.

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Figure 2--9--5. EGPWS Interface Diagram

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4. Fault Monitoring
A. EGPWS Self--Test

(1) The EGPWS provides for a self--test capability to verify the proper operation of the
system on the ground. The self--test switch is located on the maintenance panel in
the cockpit.

(2) When a self--test is initiated, the EGPWC first checks for any configuration
(installation or database) discrepancies. If any are detected, it is audibly annunciated
and the test is terminated. If none are detected, the test continues through a
sequence that will illuminate and extinguish all system annunciators, enunciate audio
messages and display a video test pattern. Any functions that are inoperative are
also enunciated.

B. Terrain Video Fault

(1) When terrain is selected for display, the EGPWS sends the terrain data directly to the
MFD through a video picture bus. The EGPWS video is monitored to prevent
erroneous terrain data by the Terrain Picture Activity Monitor.

(2) If the terrain video data is incorrect, a terrain video fault annunciation “TERR” is
displayed on the MFD (Figure 2--9--4).

C. EGPWC Fault Testing

(1) There are 3 external status LEDs that indicate system status and EGPWC status. An
amber LED, labeled EXTERNAL FAULT is activated when a signal fault external to
the EGPWC is detected. A green LED labeled COMPUTER OK is activated when the
EGPWC itself is okay. A red LED labeled COMPUTER FAIL is activated when the
EGPWC has detected an internal computer fault.

(2) A SELF--TEST switch is provided that has the same functionality as the cockpit
SELF--TEST switch. The headphone jack allows the operator to perform system tests
directly at the unit, or on the bench, without requiring a speaker.

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Blank Page

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SECTION 2-- 10
PRIMUS II INTEGRATED RADIO SYSTEM
1. Overview
A. General
(1) The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft
includes the SRZ--850 Integrated Radio System. This radio system is also known as
the PRIMUS II Integrated Radio System. It is a dual system, with system No. 1 being
the left side and system No. 2 being the right side.
(2) The radio system supplies communication and navigation information for the
flightcrew. The navigation data is supplied to the integrated avionics computers (IAC)
for display on the electronic display system (EDS), and for use by the automatic fight
control system (AFCS), both of which are resident within the IACs. Navigation data is
also supplied to the flight management system (FMS) computer.
(3) The integrated radio system has a number of options that are selected by the
installer by means of configuration straps. The strap options for the NAV and COM
units are programmed on a strap assembly that is aircraft unique and is electrically
connected to each unit. Strap options for the RMU and CDH are pin programmed on
the unit mating connector. There is no pin programming in the audio system.
(4) The integrated radio system also supplies interface with and control of the
non--Honeywell traffic alert and collision avoidance system (TCAS II or TCAS 2000).
(5) The SRZ--850 Integrated Radio System standard installation is made up of of the
following LRUs:
• Two RM--855 Radio Management Units (RMU)
• One CD--850 Clearance Delivery Control Head (CDH)
• Three AV--850A Audio Control Units
• One RCZ--851E Integrated Communications Unit (VHF COM and DIVERSITY
MODE S) -- Left side
• One RCZ--851G Integrated Communications Unit (VHF COM and ATCRBS) or
one RCZ--851H Integrated Communications Unit (VHF COM only) -- Right side
• One RNZ--851 Integrated Navigation Unit (NAV, DME, and ADF) -- Left side
• One RNZ--851C Integrated Navigation Unit (NAV only) -- Right side
• One AT--860 ADF Combined Sense/Loop Antenna -- Left side.
(6) Available options include the following LRUs:
• One RCZ--851E Integrated Communications Unit (VHF COM and DIVERSITY
MODE S) -- Right side
• One RNZ--851 Integrated Navigation Unit (for second ADF and second DME) --
Right side
• One AT--860 ADF Combined Sense/Loop Antenna (for second ADF) -- Right side.

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2. Component Descriptions and Locations

A. RM--855 Radio Management Unit

(1) Figure 2--10--1 shows a graphical view of a typical RM--855 Radio Management Unit
(RMU). Table 2--10--1 gives items and specifications particular to the unit.

Figure 2--10--1. Typical RM--855 Radio Management Unit

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Table 2--10--1. RM--855 Radio Management Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.06 in. (128.5 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.06 in. (103.1 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.10 in. (281.9 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2 lb (3.27 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 74 W (max)
User Replaceable Parts:
• Knob, Large . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7012149
• Knob, Small . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7013773
• Setscrew, 4--40 x 1/8--inch, cup point steel (4) . . . . . HPN 2500148--128
Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F24--61S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clamp, HPN 7000066--11

(2) The radio management unit (RMU) is the central control unit for the entire radio
system. It supplies complete capability for controlling the operating mode,
frequencies, and codes within all the units of the radio system. Additionally, the RMU
has the capability to switch its operation from its primary radio system to the
cross--side system. The RMU is a color liquid crystal display (LCD) controller
featuring the proven concept of selecting a function by pushing a line select key
adjacent to the parameter that is to be changed. Any selectable parameter, such as a
VOR frequency, can be changed by pushing the corresponding line key next to the
displayed parameter and then rotating the controller tuning knob. For some functions,
additional pushes of the line select key toggles modes or recall stored numbers.

(3) The RMU is also the input to the radio system for external FMS tuning in that digital
signals from the FMS come into the RMU where they act in much the same manner
as if the front tuning knob was being operated. This lets the FMS to enter into the
system in an organized manner, and appears to the system as if the flightcrew is
tuning the receiver.

(4) During normal operation, complete EICAS is supplied to the display system by the
DAUs through ARINC 429. The DAUs also supply backup ARINC 429 inputs to both
RMUs, for backup display of the essential engine parameters for continued safe
flight. No other ARINC 429 receivers or 429 transmitters are connected to these
particular data buses. The backup engine parameters are shown on two pages, on
either RMU, in the event of a problem in the EDS. A combination of digital readout of
the engine data together with bar graphs depicting rate of change is illustrated in
Figure 2--10--12 and Figure 2--10--13.

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(5) Backup navigation data is supplied to the RMU through the radio system bus (RSB)
from both remote navigation units, and/or through RS--422/CSDB data buses from
whichever remote navigation unit is married to the CDH for emergency backup
purposes.

(6) The RMUs are located in the center console just forward of the engine power levers.

(7) For ease of operation, the RMU screen is divided into windows. Each window groups
the data associated with a particular function of the radio system. Each window
(COM, NAV, ATC, ADF, and TCAS) supplies complete control of frequency and/or
operating mode of the associated function. The RMU also has other display modes,
called pages, which perform additional features and functions for the control of the
radio system. The ATC/TCAS window formats are determined by the actual
installation.

(8) Located on the front of the RMU is a button labeled PGE, which, when pushed,
causes the RMU to toggle through different pages of the display. The normal five
window display is called the Main Page and is always present under normal
operation. The other pages are associated with preset memory location and
operation for the NAV and the COM windows. Further pages are available by a
combination of control buttons and menus to enable the display of various
maintenance data from within the radio system. If any page other than the Main Page
is being displayed, the bottom left line select key is the Return key. In all cases,
pushing the return key changes the display back to the Main Page.

(9) Since the non--Honeywell TCAS system is installed, the RMU windows are as shown
previously in Figure 2--10--1. If the non--Honeywell TCAS system is not installed, both
bottom windows can be disabled. This is done by first pushing the PGE key, pushing
the key adjacent to MAINTENANCE, and pushing the key adjacent to RMU SETUP.
On the RMU SETUP page, pushing the line select key at either end of DISPLAY
toggles between ENABLED and DISABLED. Pushing the line select key at the lower
left returns the display to the main page. This selection function is only available
when weight--on--wheels (WOW) is true.

(10) The ATC FLIGHT ID function is designed for use by the airlines. In the Embraer 145,
this function should be enabled. In the event that it is inadvertently disabled, the
Flight ID display line at the bottom of the transponder window on the main page is
absent.

(11) As with the operation of the cursor in the COM and NAV windows, pushing the key
adjacent to the upper half of the transponder window connects the TUNE knobs to
the numbers. Large knob = left two numbers, small knob = right two numbers.

(12) Pushing the next lower line select key moves the cursor to the bottom half of the
transponder window. This key has a toggle function between active and standby.
When active, the mode of operation is changed by rotation of one of the tune knobs.

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(13) With the non--Honeywell TCAS installed, the modes are as follows:
• ATC ON Replies on Modes S and A, with no altitude reporting.
• ATC ALT Replies on Modes A,C and S, with altitude reporting.
• TA ONLY The TCAS traffic advisory mode is enabled.
• TA/RA The TCAS traffic advisory mode and the resolution advisory mode are both
enabled.
(14) There is a secondary function available when the cursor is in the lower transponder
window. Pushing the 1/2 key on the lower RMU panel selects which transponder is
active. With TCAS installed, the banner line at the top of the transponder window
indicates ATC/TCAS, and the modes are those listed above for with TCAS.

(15) The remaining two line select keys move the cursor to either the RANGE line or to
the vertical window line. Repeated pushes of the RANGE line select key toggles
through the range selections (6, 12, 20, 40 and 80; 120 for TCAS 2000). The TUNE
knob changes the range when the cursor is in the RANGE window. The vertical
window displays are: NORMAL, ABOVE, BELOW, and can be selected by repeated
pushing of the line select key, or by rotation of the TUNE knob.

(16) Circuitry within the RMU has been designed to control the light intensity and colors of
the RMU and to supply for the ultimate in color tracking across various levels of
brightness. The LCD brightness is adjusted by pushing the dim button on the front of
the panel and using the tuning knob in the same manner as other functions are
selected. Also supplied is a photo sensor on the front of the RMU that senses the
ambient light condition and can adjust the RMU intensity to compensate for varying
levels of light as the aircraft maneuvers in the sunlight. This is a feature that keeps
the readability of the RMU at a high level while not requiring the pilot to turn the
intensity up and down each time the panel passes from shadow to sunlight.

(17) As a safety feature of the RMU, should any of the components of the radio system
fail to respond to commands from the RMU, the frequencies or operating commands
associated with that particular function is removed from the RMU and replaced with
dashes. This alerts the crew to the fact that the radio system operation is not normal.

(18) Also available in the RMU is a maintenance mode of operation, when not in flight.
During this mode, various pages are utilized to let maintenance personnel access to
the maintenance log data and operating conditions of the radio system. In the aircraft
maintenance mode, parameters can be examined but can not be modified in any way
by the crew.

(a) RMU Controls

1 The following paragraphs describe each control on the RMU:

a Photo Sensor

(1) The photo sensor senses the ambient light and causes the LCD
brightness to be automatically adjusted to compensate for varying
levels of light as the aircraft maneuvers in the sunlight.

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b Transfer Keys

(1) The transfer key, when pushed, flip--flops the active frequency (Top
Line) and the preset frequency (Bottom Line) of the COM or NAV
window. Pushing both transfer keys simultaneously, while on the
ground, allows entry into the aircraft maintenance mode. For further
information about ground maintenance tests, refer to SECTION 7 of
this manual.

c Line Select Keys

(1) The first push of the line select key moves the yellow cursor to
surround the data field associated with that particular line select
key. This then electronically connects that data field to the tuning
knobs so that frequency or mode can be changed. For some
functions, additional pushes of the line select key toggles modes or
recall stored frequencies. The line select key, if pushed and held for
certain functions, allows automatic direction finder (ADF) and air
traffic control (ATC) memories to be recalled, and to enter and exit
direct tune mode for the COM and NAV.

d Tuning Knobs

(1) The tuning knobs are used to modify the data field enclosed by the
cursor. This can be frequency or mode depending upon the
selected data field.

e Squelch (SQ) Key

(1) Pushing the SQ key causes the COM radio to open its squelch and
let any noise or signal present in the radio be heard in the audio
system. The squelch key is strictly a toggle. Pushing the key
toggles SQ. The letters SQ are annunciated along the top line of
the COM window when the squelch is opened by using this key.

f Dimming (DIM) Key

(1) Pushing the DIM key connects the RMU brightness control to the
tuning knob letting the display be adjusted to match overall cockpit
brightness.

g Cross--Side (1/2) Key

(1) With the cursor in any window except the ATC or TCAS display,
pushing this key transfers the entire RMU operation and display to
the cross--side system. The legend color changes from white to
magenta when the RMU is displaying, and is in control of, data
associated with the cross--side system. If the cursor is in the ATC or
TCAS display window, pushing this key selects which transponder
is in operation.

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h Store (STO) Key

(1) Pushing the STO key causes a temporary (TEMP) COM/NAV

preselect frequency to be stored in memory and assigned a
numbered location, supplied the cursor has first been placed
around the TEMP display. The ADF and ATC each have one
memory location. Pushing the STO key causes the current ADF
frequency or ATC code to be stored in memory, supplied the cursor
has first been placed around that frequency or code.

i Identification (ID) Key

(1) Pushing the ID key places the transponder in the identification

response mode. The ID squawk terminates after 18 seconds. The
identification response mode can also be invoked by the control
yoke mounted buttons.

j Page (PGE) Key

(1) Pushing the PGE key once changes the RMU display to the RMU
Page Menu, except when operating in the aircraft maintenance
mode. Pushing the PGE key a second time has no effect. When not
on the Main Operating page, the RMU assigns a return function to
the lower left line select key. Pushing this key returns to the main
operating page.

k Test (TST) Key

(1) Pushing the TST key causes the component associated with the
yellow cursor’s present position to activate its internal self--test
circuits for a complete end--to--end test of the function. Hold the
TST key down for the duration of the test, about two seconds for
COM transceiver, five to seven seconds for DME, ATC, ADF, and
about 20 seconds for NAV (VOR/ILS). Releasing the TST key at
any time immediately returns the function to normal operation. The
TCAS test function is slightly different, and is described in
SECTION 2.7 of this manual.

l Distance Measuring Equipment (DME) Key

(1) The DME key deslaves the DME from the active VOR frequency,
and allows tuning of a different DME channel without changing
active VOR. Successive pushes of the DME key enable display and
selection of the DME channels in very high frequency (VHF) and
tactical air navigation (TACAN) formats.

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(b) Backup Navigation Display

1 The following paragraphs describe the Backup Navigation display capability

of the RMU. (See Figure 2--10--2 thru Figure 2--10--11.)

a The backup navigation display page is selected by the flightcrew.

Pushing the PGE key on the RMU brings up the RMU Page Menu.
Pushing the line select key next to the NAVIGATION legend causes the
backup navigation page to be displayed.

b An overview of the backup navigation page is shown in Figure 2--10--2.

All possible annunciation fields are shown, which is not representative
of an actual display scenario.

Figure 2--10--2. Backup Navigation Display Overview

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c The following information is displayed when appropriate:

(1) NAV
• Operating frequency of the No. 1 NAV receiver. Pushing the line
select key next to NAV moves the yellow cursor to surround the
NAV frequency. The TUNE knobs act to control the NAV
frequency. If the frequency is changed by any other source, the
change is echoed on the backup navigation display, in yellow to
indicate that another source did the tuning.
• The yellow cursor box returns to the CRS window 20 seconds
after the last tuning command is entered.
(2) ADF
• Operating frequency of the No. 1 ADF receiver. Pushing the line
select key next to ADF moves the yellow cursor to surround the
ADF frequency. The TUNE knobs act to control the ADF
frequency. If the frequency is changed by any other source, the
change is echoed on the backup navigation display, in yellow to
indicate that another source did the tuning.
(3) Bearing pointers for VOR or ADF (or single and double arrows
when pointers are out of view)
(4) Digital ADF and VOR bearing readouts and their diamond and circle
identifiers
(5) CRS
• Selected Course. Pushing the line select key next to CRS moves
the yellow cursor to surround the CRS readout (if it is not already
there). The TUNE knobs act to select the desired course. The
large knob changes the course in 10--degree increments, and
the small knob changes the course in 1--degree increments.
• The course pointer moves as the course selection changes.
(6) TO/FROM indication
(7) DME
• DME distance to tuned station.
(8) Marker beacons
(9) Magnetic heading from No. 1 AHRS through the DAUs (ARINC
429)
(10) Lateral deviation (VOR and Localizer)
(11) Vertical deviation (Glideslope only)
• In the event that RSB information is unavailable, VOR/ILS only is
received by the RMUs through the CSDB data line directly from
the No. 1 NAV receiver module. Magnetic Heading is ARINC
429, and CRS is generated within the RMU, therefore these two
displays are not effected by a loss of RSB data.

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d A typical VOR navigation format is shown in Figure 2--10--3. The head

of the VOR Bearing pointer is a 005 degrees and the aircraft heading
and course selection is at 000 degrees. Therefore, the course deviation
of 5 degrees is shown by the course deviation bar to be 1 dot to the
right of the aircraft symbol. TO is annunciated at the bottom of the
display.

e The double arrow in the upper left part of the display indicates that the
ADF pointer is to the left of the displayed 90--degree sector.

f For DME distances greater than 99.9 nautical miles, the distance is
displayed to the nearest whole number. Figure 2--10--3 shows a DME
distance of 150 nautical miles (NM).

Figure 2--10--3. Typical TO Format

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g Figure 2--10--4 shows a typical FROM format. The selected course is

015 degrees and the “tail” of the VOR Bearing pointer is at 005 degrees.
Therefore, there are 2 dots of course deviation displayed. FR is
annunciated at the bottom portion of the display.

h The “tail” of the ADF pointer is shown at 340 degrees, and the DME
distance is 7.5 nautical miles.

Figure 2--10--4. Typical FROM Format

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i Figure 2--10--5 shows a typical ILS format. Notice that all VOR
indications are absent.

j MM in the bottom portion of the display indicates that the Middle Marker
is being received.

k The aircraft is tracking the glideslope and is slightly to the right of the
localizer beam.

l The “head” of the ADF Bearing pointer is at 330 degrees.

Figure 2--10--5. Typical ILS Format

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m Figure 2--10--6 shows a typical 90 degrees intercept of the localizer from

below the glideslope. The glideslope pointer and the localizer deviation
bar are pegged indicating deviations greater than the display allows.

n The “head” of the ADF Bearing pointer is at 000 degrees.

Figure 2--10--6. 90--Degree Intercept

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o Figure 2--10--7 shows the display when VOR information is not

available, on either the RSB or CSDB.

p The digital bearing for the VOR is removed.

q The VOR Bearing pointer is removed.

r The lateral deviation bar is removed and the scale is overwritten with a
red X.

s The DME distance is replaced with yellow dashes.

t The TO/FROM indication is removed.

Figure 2--10--7. VOR Information Not Available

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u Figure 2--10--8 shows the display when ILS information is not available,
on either the RSB or CSDB.

v The lateral deviation bar is removed and the scale is overwritten with a
red X.

w The glideslope pointer is removed and the scale is overwritten with a

red X.

x The DME distance is replaced with yellow dashes.

Figure 2--10--8. ILS Information Not Available

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y Figure 2--10--9 shows the display when ADF information is not available.

z The digital bearing for ADF is removed.

aa The ADF Bearing pointer is removed.

Figure 2--10--9. ADF Information Not Available

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ab Figure 2--10--10 shows the display when RSB information is not

available.

ac The ADF frequency is replaced by white dashes.

ad The ADF digital bearing and the ADF Bearing pointer are removed.

ae The DME distance is replaced with yellow dashes.

af All VOR/ILS information is still available through CSDB from No. 1 NAV
receiver module.

Figure 2--10--10. RSB Information Not Available

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ag Figure 2--10--11 shows the display when heading information is not

available.

Figure 2--10--11. Heading Information Not Available

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(c) Backup Engine Display

1 The following paragraphs describe the backup engine display capability

of the RMU. (See Figure 2--10--12 and Figure 2--10--13.)

a The backup engine display page can be selected by the flightcrew

on either RMU. Pushing the PGE key on the RMU brings up the
RMU Page Menu. Pushing the line select key next to the ENGINE
PG1 or ENGINE PG2 legend causes the selected backup engine
pages to be displayed.

(1) Moving between page 1 and page 2 is done by pushing the lower
left line select key.

(2) The backup engine display page 1 is displayed automatically, on

the left side (No. 1) RMU, if both IACs determine that the primary
EICAS display is not available.

(3) Once the backup engine display has been selected (either
automatically or by the flightcrew), the only way to deselect the
display is by pushing the PGE function key. Additionally, if page 2
has been selected, after 20 seconds the display automatically
returns to page 1.

(4) When the backup engine display has been selected automatically,
removal is subject to different conditions. The RMU is paged away
from engine pages. However, if the backup display enable discretes
are active, the RMU returns to the engine page No. 1, 20 seconds
after the last manual input was made to the RMU.

(5) If both of the display enable discretes change back to a primary

EICAS available condition (for greater than 2 seconds), the No. 1
RMU changes back to the Main Tuning Page automatically.

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(6) Figure 2--10--12 shows backup engine page No. 1.

Figure 2--10--12. Backup Engine Page No. 1

(7) The following parameters are displayed for both engines.

• N1: Engine Fan Speed
• ITT: Inter Turbine Temperature
• N2: Engine Turbine Speed
• FF PPH: Fuel Flow in Pounds Per Hour
• OIL P: Oil Pressure
• OIL T: Oil Temperature.
(8) The pointers on the engine N1 bar graph displays change color to
red when engine fan speed reaches 100%, and change back to
green when engine fan speed falls below 99.9%. The pointers are
cut to 1/2 triangle at the top of the scale.

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(9) When the MSG display flashes in yellow it indicates that there is a
new message on page 2.

(10) The number to the left of the MSG legend indicates how many
messages are on page 2.

(11) Figure 2--10--13 shows backup engine page No. 2.

Figure 2--10--13. Backup Engine Page No. 2

(12) The following parameters are displayed:

• FQ LB:Fuel Quantity in Pounds
• FLAPS:Flap Position in Degrees.
(13) The seven lines that follow the above information on page 2 are
used to display up to seven CAS messages as appropriate.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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B. CD--850 Clearance Delivery Control Head (Tuning Backup Control Head)

(1) Figure 2--10--14 shows a graphical view of the CD--850 Clearance Delivery Control
Head, while Table 2--10--2 gives items and specifications particular to the unit.

Figure 2--10--14. Typical CD--850 Clearance Delivery Control Head (--835 shown)

NOTE: --805 not shown. May still be installed in some aircraft.

Table 2--10--2. CD--850 Clearance Delivery Control Head Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.62 in. (66.7 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.38 in. (60.3 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.54 in. (191.5 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.25 lb (0.567 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 8 W (max)
User Replaceable Parts:
• Knob, Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 800B0718
• Knob, Coarse Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 800B0714
• Knob, Fine Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 800B0715
• Setscrew, 4--40 X 3/32 inch (6) . . . . . . . . . . . . . . . . . . HPN 100A4634--01
Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F20--41SW, HPN 4000809--607
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Panel Mount

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(2) The CD--850 Clearance Delivery Control Head (CDH) supplies an alternate or
emergency backup capability for tuning the No. 2 VHF COM Module and the No. 2
VHF NAV Receiver Module, on private line data buses that remain operational, in the
event that the primary radio system bus (RSB) tuning is not available, or if the
pilot/operator wishes to override the bus tuning for any reason. The CDH listens on
the RSB and displays the active frequencies of these two modules.

(3) The CDH is located on the center console in the cockpit of the aircraft, between the
RMUs, just forward of the engine power levers.

(4) The CDH uses a dichroic (black dye), liquid crystal display (LCD) to supply enhanced
readability and reliability. The panel lettering and buttons are internally lighted, using
aviation blue--white lighting.

(5) The CDH has several strap options that are used to select various features of the
COM or VOR radios in the emergency mode. These features are set at the rear
connector through jumper straps. In the Embraer 145, the CD--850 operating mode,
as selected by installation strapping on the rear connector, is the Clearance Delivery
mode.

(6) The normal and emergency modes are submodes that are selected by the
emergency mode button.

(7) The following paragraphs describe each function or control:

(a) System Installation Annunciator

1 The 2 annunciator is ON to indicate that the CD--850 is connected to the No.

2 COM and No. 2 NAV.

(b) Tuning Cursor

1 The tuning cursor annunciator is a lighted triangle which is controlled by the

transfer key. It indicates which frequency can be changed by the tuning
knobs.

(c) NAV AUDIO On Annunciator

1 This annunciator indicates when NAV audio has been selected on. See
paragraph 2.C.(3) in this chapter for additional details regarding the
emergency audio system selection and operation.

(d) Emergency (EMRG) Mode Annunciator

1 This annunciator indicates when the CD--850 has been placed in the
emergency back--up mode, which locks out all other COM and NAV tuning
sources for the No. 2 COM and No. 2 NAV. The No. 2 COM and the No. 2
NAV are tuned exclusively by the CD--850. This annunciator is not related to
the emergency frequency of 121.5 MHz.

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(e) Squelch (SQ) Annunciator

1 This annunciator indicates that the squelch is opened by the SQ ON/OFF

switch.

(f) Transmit (TX) Annunciator

1 This annunciator indicates when the COM transmitter is ON.

(g) NAV AUDIO ON/OFF Button

1 This alternate action button is used to toggle NAV audio ON or OFF.

(h) Tuning Knobs

1 The tuning knobs are used to change the frequency indicated by the tuning
cursor. Large knob = left two numbers, small knob = right two numbers.

(i) Squelch (SQ) ON/OFF Button

1 This alternate action button is used to toggle the COM squelch ON or OFF.

(j) Emergency Mode Button

1 This button selects the Emergency mode from the Normal mode.

(k) Transfer Button

1 The transfer button alternately selects either the COM frequency (top) or the
NAV frequency (bottom) to be connected to the tuning knobs.

(l) Radio Tuning Annunciators

1 These two annunciators (COM, NAV) are annunciated individually, together

with the tuning cursor, to identify the frequency at the top and bottom lines.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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C. AV--850A Audio Control Unit

(1) Figure 2--10--15 shows a graphical view of the AV--850A Audio Control Unit, while
Table 2--10--3 gives items and specifications particular to the unit.

Figure 2--10--15. AV--850A Audio Control Unit

Table 2--10--3. AV--850A Audio Control Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00 in. (76.2 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.1 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10 in. (180.3 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.22 lb (1.50 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 28 W (max)
User Replaceable Parts:
• Knob, Speaker or Headphone . . . . . . . . . . . . . . . . . . . HPN 7511039
• Setscrew, 2--56 x 7/8--inch, cup point steel . . . . . . . . HPN 2500148--64
Mating Connectors:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20--A41S, HPN 2500981--195
• J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20--A41SB, HPN
2500981--197
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail

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(2) The AV--850A Audio Control Unit (Figure 2--10--15) receives digitized audio from
remote radio units through two high speed digital audio buses. The audio control unit
decodes the digital data, controls the gain (volume) of the various channels, adds the
channels together, does various filter functions on the audio, and outputs the audio to
a digital--to--analog converter. It contains hardware for switching microphones to
various radios, and hardware for the interphones as well as the passenger cabin
audio and intercoms. Amplifiers are also supplied for driving headphones and
speakers.

(3) Two audio control units are located on the aircraft instrument panel, outboard of the
EDS displays. The third audio control unit is located at the observer’s station.

(4) The following paragraphs describe the audio control unit switch and control functions:

(a) COM1, COM2, COM3, and HF Microphone Switches

1 These switches when pushed automatically select the desired microphone

and at the same time enable the receiver audio associated with that
microphone, regardless of the setting of the COM or HF audio ON/OFF
controls located under the switch.

(b) Passenger Address (PAX) Microphone Switch

1 When the PAX switch is pushed, the microphone is connected directly to the
PA amplifier independent of power being applied to the audio panel.
Microphone bias voltage is derived from the PA amplifier. Passenger
Address sidetone is internally generated within the audio panel and is
controlled by the INTERNAL SIDETONE side--panel potentiometer and the
HEADPHONE volume control while the speaker sidetone audio is controlled
by the INTERNAL SIDETONE potentiometer, the SPEAKER SIDETONE
volume control and the SPEAKER volume control. During audio panel power
loss, no PA sidetone is available. All other audios are deselected during
passenger address operation except for the warning audios.

(c) Emergency (EMER) Switch

1 When the EMER switch is pushed, the microphone is connected directly to

VHF COM transceiver No. 2, and the transceivers received audio is
connected directly to the aircraft’s headphone. The No. 2 VOR/ILS audio is
also connected directly to the aircraft’s headphone if it has been selected by
the NAV AUDIO button on the CDH. When EMER is selected, headphone
volume is controlled by the master headphone volume control. This mode
also disables all other audio control unit modes.

(d) Boom/Mask Control

1 The BOOM/MASK control allows for microphone audio switching between

the boom and the mask microphone. When the switch is latched (in position)
BOOM is selected. When the switch is unlatched (out position) MASK is
selected.

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(e) Audio Source Control

1 Each control (COM, HF, NAV, ADF, DME) combines the function of switch
and volume control.

2 Each source control (e.g., COM) energizes a particular channel’s audio

when unlatched (out position) and de--energizes the audio when latched (in
position). Rotation of this control adjusts the audio level from minimum at the
fully CCW position to maximum at the fully CW position.

(f) ID/Voice Control

1 The ID/Voice control is used to filter the VOR and ADF audio signals. In the
ID position (latched in), the VOR or ADF audio is filtered in such a way as to
enhance the Morse Code identification. In the VOICE position (latched out),
the audio is filtered to reduce the Morse Code signal for received VOR/ILS
audio. ADF audio passes through without change when VOICE mode is
selected.

(g) Speaker and Headphone Controls

1 These controls are used to adjust the overall speaker and headphone
volume. They work in series with the individual audio source controls.

(h) Sidetone (ST) Control

1 The ST level control is used to prevent undesirable feedback of speaker

sidetone audio into the transmitting microphone. Whenever transmitting,
both the on--side and off--side speaker sidetone audio levels are lowered. In
addition, the off--side headphone and sidetone levels are lowered. When the
ST control is latched (in position) the cockpit speaker is turned OFF. When
the control is unlatched (out position) the cockpit speaker is ON.

(i) Marker (MKR) Beacon Volume Control

1 The marker volume control is a latched switch used to control the marker
audio volume. It differs from the other volume controls in that it can not be
turned down below a level that is adjusted by a potentiometer inside the
audio control unit. This prevents the marker audio from being turned down
too low to be heard, causing the marker signal to be missed.

(j) Marker Beacon MUTE and HI/LO SENS Control

1 The marker beacon receiver sensitivity is controlled by rotating the control.

Pushing the control activates the marker mute function that is used to
temporarily silence the Marker Beacon audio (non--latching). When the
marker audio is muted, it remains muted as long as the audio level is above
a threshold setting. When the audio level drops below the threshold, a
time--out sequence begins that continues to mute the marker audio for a
fixed period of time. After the time--out the marker audio is unmuted.

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(k) Interphone (INPH) Control

1 The interphone volume control adjusts the headset audio level when the
interphone function is used. Normally, interphone audio is available only
over the headset. The interphone function ties together all three audio
control units and any externally located maintenance audio jacks.

D. RCZ--851(X) Integrated Communications Unit

(1) Figure 2--10--16 shows a graphical view of the RCZ--851(X) Integrated

Communications Unit, while Table 2--10--4 gives items and specifications particular to
the unit.

Figure 2--10--16. RCZ--851(X) Integrated Communications Unit

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Table 2--10--4. RCZ--851(X) Integrated Communications Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.38 in. (85.9 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.90 in. (226.1 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.01 in. (355.9 mm)
Weight:
• RCZ--851E/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3 lb (5.13 kg)
• RCZ--851H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TBD
Power Requirements:
• RCZ--851E/G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 227 W (max)
• RCZ--851H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 171 W (max)
User Replaceable Parts:
• XC--850 Cluster Module (RCZ--851E/G/H) . . . . . . . . . . . . . . . . HPN 7510784--904
• TR--850 Comm Module (RCZ--851E/G/H) . . . . . . . . . . . . . . . . HPN 7510764--902
• XS--852 Diversity Transponder Module (RCZ--851E) . . . . . . . HPN 7517400--902
• XS--850A ATCRBS Transponder Module (RCZ--851G) . . . . . HPN 7517400--904
Mating Connectors (J1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7500294--106
Mounting:
• RCZ--851E/G/H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MT--851 Tray, HPN 7510124--920
• Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7500524--002
• Strap Board Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7510280--901

(2) The RCZ--851(X) Integrated Communication Unit is a complete self--contained

communication system. It contains the VHF communication transceiver and the air
traffic control transponder. Also, within the communication unit is a cluster module
that contains the circuitry necessary to handle all of the digital outputs of the
communication modules and place them on the digital audio and radio system buses.
Each one of the modules is self--contained within its own housing, has its own
internal power supply and connects to the cluster module through ribbon cable.
Cooling is supplied by a noncritical rack mounted fan. Temperature sensors inside
the individual modules report temperature rise to the cluster module, which in turn
switches the fan ON, and monitors its operation. When the temperature drops
sufficiently, the fan is switched OFF.

(3) The COM unit is located in the avionics nose bay.

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(4) In the RCZ--851E COM Unit, the cluster module is a single printed circuit board that is
attached to the rear connector nearest to the outside of the rack (J1), and the
transponder is the Diversity Mode S.

(5) In the RCZ--851G COM Unit, the cluster module connector is the same as in the
RCZ--851E and the transponder is the ATCRBS.

(6) In the RCZ--851H COM Unit, the cluster module connector is the same as in the
RCZ--851E and there is no transponder.

(7) A heat sink is associated with the COM unit and is attached to the front of each of the
modules to supply a heat path from the internal structure of the box to the front
surface where there is adequate radiating surface supplied in the free area. At the
rear of the communication unit are flush mounted antenna connectors and the aircraft
harness connector.

(8) The cluster module has its own on--board power supply and receives its primary 28
volt input power from both the VHF COM transceiver module and the transponder
module so that in the event either of them is energized, the cluster module is
energized. The COM cluster module contains audio interface circuitry for the signals
from the COM unit. Because of the nature of its operation, the transponder has no
audio output circuitry.

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E. RNZ--851(X) Integrated Navigation Unit

(1) Figure 2--10--17 shows a graphical view of the RNZ--851(X) Integrated Navigation
Unit, while Table 2--10--5 gives items and specifications particular to the unit.

Figure 2--10--17. RNZ--851(X) Integrated Navigation Unit

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--10--5. RNZ--851(X) Integrated Navigation Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.38 in. (85.9 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.90 in. (226.1 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.01 in. (355.9 mm)
Weight:
• RNZ--851 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.6 lb (6.16 kg)
• RNZ--851C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4 lb (4.26 kg)
Power Requirements:
• RNZ--851 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 69 W (max)
• RNZ--851C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 29 W (max)
User Replaceable Parts:
• XN--850 Cluster Module (RNZ--851/851C) . . . . . . . . HPN 7510164--921
• NV--850 Nav Module (RNZ--851/851C) . . . . . . . . . . . HPN 7510134--831
• DM--850 DME Module (RNZ--851) . . . . . . . . . . . . . . . HPN 7510184--902
• AD--850 ADF Module (RNZ--851) . . . . . . . . . . . . . . . . HPN 7510114--811
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7500759--001
Mounting:
• Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MT--851 Tray, HPN 7510124--910
• Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7510295--901
• Strap Board Assembly . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7510280--901

(2) The RNZ--851 Integrated Navigation Unit is a complete self--contained navigation

system. It contains the NV--850 VHF NAV Receiver, the DM--850 DME, and the
DF--850 ADF modules. Also within the RNZ--851 is an XN--850 Cluster Module that
supplies the interface with the NV--850, DM--850, DF--850 and other units of the
integrated radio system, and digitizes the received audio for the digital audio system.
Cooling is supplied by a non--critical, rack--mounted fan. Temperature sensors inside
the individual modules report temperature rise to the cluster module, which in turn
switches the fan ON, and monitors its operation. When the temperature drops
sufficiently, the fan is switched OFF.

(3) The NAV unit is located in the avionics nose bay.

(4) The RNZ--851C is nearly identical to the RNZ--851, but does not contain ADF or
DME.

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(5) A heat sink is associated with the NAV unit and is attached to the front of each of the
modules to supply a heat path from the internal structure of the box to the front
surface where there is adequate radiating surface supplied in the free area. At the
rear of the communication unit are flush mounted antenna connectors and the aircraft
harness connector.

(6) The cluster module has its own on--board power supply and receives its primary 28
Volt input power from either the VHF NAV receiver module, the DME module or the
ADF module so that in the event any one of them is energized, the cluster module is
energized. The NAV cluster module contains audio interface circuitry for the signals
from the VHF NAV and ADF modules. The Morse decoder within the DME module
sends one data bit during Morse tones. The cluster module includes this data bit in
the digital audio data, and the tone is recreated by the audio control unit.

F. AT--860 ADF Combined Sense/Loop Antenna

(1) Figure 2--10--18 shows a graphical view of the ADF--860 Combined Sense/Loop
Antenna, while Table 2--10--6 gives items and specifications particular to the unit.

Figure 2--10--18. AT--860 ADF Antenna

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Table 2--10--6. AT--860 ADF Antenna Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.51 in. (38.3 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.33 in. (211.6 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.30 in. (414.8 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7 lb (1.68 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . +15 V dc from ADF Receiver
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . . . . . . . None
Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cannon KPT08P12--10S, HPN
7500489--524
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Outer Fuselage
Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7020801--947

(2) The AT--860 ADF Antenna performs the function of reception, amplification, and
combination of RF signals so as to yield low frequency reception and directional
information. The antenna also contains a self--test circuit which radiates a 120 kHz
signal into the sense and loop antennas. This checks the operation of both the
AT--860 ADF Antenna and the DF--850 ADF Receiver Module. Proper operation is
indicated by a 1 kHz tone and a bearing indication of 135 degrees relative to the
nose of the aircraft.

(3) The ADF antenna is located on the center fuselage on top of the aircraft.

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3. Operation
A. General

(1) Figure 2--10--19 shows the integrated radio system buses. Command, control, and
data communications between LRUs is through RSB. RCB within the COM and NAV
units is on a ribbon cable. Digital audio from the NAV and COM units to the audio
control units is through digital audio buses. Command and control data from the CDH
to COM No. 2 and NAV No. 2 is through private line data buses. All of these buses
are described in Section 1, System Overview, of this manual.

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Figure 2--10--19. Radio System Data Buses

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(2) Each remote radio unit contains a number of functional modules. These are
packaged as follows:
• RCZ--851E Integrated Communications Unit
-- TR--850 VHF COM Transceiver Module
-- XS--852A Diversity Mode S Transponder Module
-- XC--850 COM Cluster Module (RSB and Digitized Audio Interface)
• RCZ--851G Integrated Communications Unit
-- TR--850 VHF COM Transceiver Module
-- XS--850A ATCRBS Transponder Module
-- XC--850 COM Cluster Module (RSB and Digitized Audio Interface)
• RCZ--851H Integrated Communications Unit
-- TR--850 VHF COM Transceiver Module
-- XC--850 COM Cluster Module (RSB and Digitized Audio Interface)
• RNZ--851 Integrated Navigation Unit
-- NV--850 VHF NAV Receiver Module
-- DM--850 DME Transceiver Module
-- DF--850 ADF Receiver Module
-- XN--850 NAV Cluster Module (RSB and Digitized Audio Interface)
• RNZ--851C Integrated Navigation Unit
-- NV--850 VHF NAV Receiver Module
-- XN--850 NAV Cluster Module (RSB and Digitized Audio Interface).
(3) Controls and the associated displays for the radios are available in the following
units:
• AV--850A Audio Control Unit
• RM--855 Radio Management Unit (RMU)
• CD--850 Clearance Delivery Control Head (CDH).
(4) The basic radio control functions are as follows:
• VHF COM Mode and Frequency
• VHF NAV Mode and Frequency
• ADF Mode and Frequency
• Transponder Reply Code and Mode
• TCAS Mode, Range and Vertical Window
• DME (Independent Channeling in the Hold Mode)
• Audio Control Unit.

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(5) Frequency and mode control of the radios can be input by the operator from either
the RMU, the FMS, or the CDH. The CDH is somewhat limited in that it is only
connected to COM No. 2 and NAV No. 2. Microphone selection, radio headset and
speaker audio selection, and volume control are supplied by the audio control unit.
Audio switching control is input by means of controls on the audio control unit itself.
The received audio signals are transmitted from the remote units to the audio control
unit through a dedicated digital audio bus. The microphone audio output from the
audio control unit to the remote mounted transmitters is analog.
(6) Basic to the overall system design are cluster modules in the COM and NAV remote
units. The cluster module is an interfacing element which collects data from the RSB,
distributes this data to the respective functional modules (ADF, DME, etc.) through
the radio communication bus (RCB), and also collects data through RCB from the
functional modules to be broadcast on the RSB. The cluster module is also
responsible for digitizing the received audio and transmitting the digitized data on the
digital audio bus.
(a) RM--855 Radio Management Unit Interface Diagram
1 The RMUs broadcast messages addressed (See Figure 2--10--20) to radio
functional modules and receive data from the radios through the RSB. Three
major functions of the RMU are to: output tuning (channel or frequency)
control data, output operational mode control data for the radios, and display
the tuned active channel or frequency and operational mode.
2 The marker beacon receiver sensitivity control is a discrete that goes to
ground when either crew member selects HI sense on the audio control unit.
The ground is applied to both RMUs, which in turn send the appropriate data
command out on the RSB, and that crew members marker beacon receiver
is then switched to the HI sense mode of operation.
3 Other inputs include power, lighting, and ground connections.
4 Weight--on--wheels (WOW) is at ground when the aircraft is on the ground
(WOW is true).
5 The left DAU supplies information pertaining to the left engine, and the right
DAU supplies information pertaining to the right engine. Display format,
titles, warning messages, etc. are supplied by BOTH DAUs. This backup
function can be enabled by a discrete going to ground from either IAC that
detects a failure in the EICAS display. It can also be selected by crew
members through the RMU menu pages.
6 In the event of a total EFIS failure, crew members can select the backup
NAV function, and the RMU displays the backup NAV function. Although this
function is not automatic, as is the Engine Backup display, it, too, is selected
through the RMU menu pages.
7 When the optional FMS is installed, command data from the FMS computer
is entered into the radio system through the RMU. This input can be
disabled by the flightcrew, through the RMU menu pages, if required.

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8 On the ground, the RMU self--initiates a system power--on self--test (POST)

when power is first applied to the radio system and at other times with WOW
when power has been OFF for more than 10 seconds.

9 The first page to appear on the RMU screen is POST in progress. POST
lasts 45 seconds. During POST, the following can be observed on the
horizontal situation indicator display on both primary flight displays (PFD):
• Marker indicators and tones annunciate in the order of 3000 Hz (WHITE
IM), 1300 Hz (AMBER MM), and 400 Hz (BLUE OM).
• Localizer and glideslope deviation bars indicated centered course for
approximately 2 seconds with flags out of view
• Localizer and glideslope deviation bars deflect left (localizer) and up
(glideslope) one dot deflection, for approximately 2 seconds with flags out
of view
• If the course selector is on zero degrees, VOR deviation bar centers on a
course of zero degrees, TO, and RMI indicates zero degrees north for
approximately 5 seconds with flags out of view
• DME TEST appears
• 10.0 NM, 120 KT, and 5 minutes TTG
• RMI ADF pointer slews to 135 10 degrees, relative to aircraft heading
• Audio tone is heard through the audio system.
10 The system also includes a pilot--activated self--test (PAST), which is
accomplished by pushing a line select key to place the cursor in the window
for the module to be tested, and pushing and holding the TST button.

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Figure 2--10--20. Radio Management Unit Interface Diagram

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B. CD--850 Clearance Delivery Control Head (CDH) Interface

(1) The NAV AUX SHIFT LOAD and NAV AUX CLOCK (See Figure 2--10--21) inputs
come from the NAV module and control when the NAV AUX DATA is sent to the NAV
module. The COM AUX DATA is sent to the COM module on a recurring cycle. The
difference in timing is because of differences in module software operations.

(2) The WOW input lets the POST take place only if the aircraft is on the ground when
the CDH is turned ON.

(3) The RSB input is used to display the active frequencies of the COM2 and NAV2
modules. Should there be an in--flight power failure, the CDH comes back on line
displaying the same frequencies that were active prior to the failure.

(4) Other inputs include power, lighting, and ground connections.

Figure 2--10--21. CD--850 Clearance Delivery Control Head Interface Diagram

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C. AV--850A Audio Control Unit Interface

(1) The AV--850A Audio Control Unit (see Figure 2--10--22) receives digitized audio from
the remote units through two high--speed digital audio buses. Each audio control unit
then selects the appropriate channels from this digital audio bus, and reconstitutes
headphone and speaker signals. This lets the system supply the capability to
individually select the radio function that each crew member desires to hear. There is
a row of microphone selector buttons along the top edge, which when pushed, select
the desired transmitter/receiver and at the same time automatically enable the
receive audio associated with that transmitter/receiver, regardless of the condition of
the audio ON/OFF buttons. The audio ON/OFF buttons are located on the lower rows
of the audio control unit. Pushing the button causes it to latch stowed and the audio
associated with that button is turned OFF. Pushing the button again lets it pop out
and energize the audio into the speaker and headphone and let the audio level be
adjusted by rotating the button. Also included are master volume controls for both
speaker and headphone.

(2) The audio control unit also has numerous connections for intercom, crew
annunciation, crew communication, hot microphone, passenger address, etc., and
full--time emergency warning inputs from aircraft systems. Cross--cockpit audio is
supplied so that pilot and copilot will remain coordinated with each other in their
selection and use of the radio system components.

(3) The Embraer 145 also has an AV--850A installed at the observer’s station.

(4) Digital audio offers the advantage of complete independence from grounding
problems within the aircraft and the absolute elimination of ground noise pick--up,
whine, and cross--talk. Having the audio digitized also offers the advantage that when
recovering the analog information from the digital, each volume control can be
independently set by each crew member. For instance, the pilot may wish to have
COM1 very loud and COM2 very soft in his headset while the copilot desires the VOR
to be loud, COM1 to be soft and COM2 to be moderate. This is easily set at the audio
control units simply by adjusting the volumes to their own desire. Also, by having the
audio system digitized, various filtering and priority functions can be easily
accomplished to enhance the operation and the human interfaces.

(5) The audio control unit has provisions for a combination of emergency operations. In
the case of power down or failure of the audio system, there is one location (in the
upper right--hand corner of the audio control unit) where pushing the microphone
select (labeled EMER) for the emergency COM bypasses all the circuitry within the
audio control unit and places the emergency COM and NAV audio into the
headphone circuitry. Emergency audio is analog audio from the COM and NAV
modules connected to the CD--850 CDH. This function is also convenient during
ground operation when minimum power usage is desired.

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(6) See Figure 2--10--22 (sheet 1) for the following:

• Microphone HI, LO and PTT Inputs and Outputs (except the maintenance loop)
• Interphone Audio and PTT
• Emergency Analog Audio Inputs from COM2 and NAV2
• Speaker Outputs
• Cockpit Voice Recorder (CVR) Outputs
• Flight Data Recorder (FDR) PTT Discretes through the Pilots DAU
• Other Inputs Include Power, Lighting, and Ground Connections.
(7) See Figure 2--10--22 (sheet 2) for the following:
• Passenger Address System Interconnections
• Interphone Transmit (XMIT)
• Warning Audio Inputs
• Digital Audio Bus
• The receive audio from the high frequency (HF) transceiver is applied to the
copilots COM unit cluster module for access to the digital audio system
• The receive audio from VHF COM No. 3 is applied to the pilots COM unit cluster
module for access to the digital audio system.
(8) See Figure 2--10--22 (sheet 3) for all of the above as it applies to the observer’s
position audio control unit.

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Figure 2--10--22 (Sheet 1). Audio Control Unit Interface Diagram

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Figure 2--10--22 (Sheet 2). Audio Control Unit Interface Diagram

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Figure 2--10--22 (Sheet 3). Audio Control Unit Interface Diagram

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D. Communications Unit Interface

(1) Connections shown (See Figure 2--10--23) include power, ground, and RSB, all of
which have been covered in previous sections.

(2) Command data for the TCAS computer unit originate at the RMU and are transmitted
through RSB. The cluster modules in each COM UNIT receive the data and pass it to
the RMU selected active transponder, which in turn sends the data to the TCAS CU
through ARINC 429. TCAS reply coordination data is handled in the reverse.

(3) During a cold start power up, the cluster board sends word load and clock to the
strap option board and receives data back. This data is then sent to the modules
through RCB.

(4) The rack mounted fan is controlled by the cluster module and is turned on when any
module reports a temperature above the threshold. The threshold is different in each
module. When the temperature drops below the threshold, the cluster module turns
the fan OFF. The fan is not required for system operation.

(5) Encoded altitude data is transmitted by each MADC through ARINC 429 to both
transponders. Each transponder is programmed to recognize the on--side MADC as
the normal source of data. Should there be failure in an MADC, pushing the MADC
REVERSION switch on the same side latches the switch, and, in turn, sends a
ground to the same side transponder causing it to accept encoded altitude data from
the cross--side MADC.

(6) The SIMULCOM line goes to ground when either VHF COM transceiver is
transmitting. This connection allows communication on different frequencies
simultaneously with minimum interference.

(7) The WOW is used by the transponder to disable Mode S replies when the aircraft is
on the ground.

(8) The mutual suppression bus goes to ground when any of the transmitters on the line
is transmitting. This prevents the DME, TCAS, and transponders from interfering with
each other during otherwise normal operation.

(9) Whichever transponder has been selected as the active transponder sends a ground
discrete to the aircraft antenna relay. Therefore, only one set of transponder
antennae are required to be mounted on the aircraft.

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Figure 2--10--23 (Sheet 1). Communication Unit Interface Diagram

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Figure 2--10--23 (Sheet 2). Communication Unit Interface Diagram

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E. Navigation Unit Interface

(1) Connections shown include power, ground, and RSB, (Figure 2--10--24) all of which
have already been discussed.

(2) Connections between RCB to MLS and MLS to RCB instruct the cluster module that
there is no MLS receiver on board, and therefore, the cluster module does not file
failure to communicate messages.

(3) The ADF antenna receives power and modulation signals from the ADF receiver
through the cluster module. The signal from the antenna is through triaxial cable, not
shown on this diagram. The ADF antenna contains the self--test signal generator
which is used during self--test procedures.

(4) During a cold start power up, the cluster board sends word load and clock to the
strap option board and receives data back. This data is then sent to the modules
through RCB.

(5) The rack--mounted fan is controlled by the cluster module and is turned on when any
module reports a temperature above the threshold. The threshold is different in each
module. When the temperature drops below the threshold, the cluster module turns
the fan off. The fan is not required for system operation.

(6) The HF PTT key line is used by the ADF receiver to prevent the ADF from pointing to
the HF antenna during transmissions. The ADF pointer freezes at the last position for
about 10 seconds. After that, the pointer moves to 90 degrees relative to the nose of
the aircraft and remain there until HF transmission ceases. At that time, the pointer
returns to the freeze position and then moves to the appropriate new position without
any sudden movements.

(7) The mutual suppression bus goes to ground when any of the transmitters on the line
is transmitting. This prevents the DME, TCAS, and transponders from talking to each
other during otherwise normal operation.

(8) The FMS computer receives both VOR radial information and DME distance
information from both NAV units. The FMS computer determines which data to use.
For more complete details on the FMS, see Section 2.11 of this manual.

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Figure 2--10--24. Navigation Unit Interface Diagram

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4. Fault Monitoring

A. General

(1) Fault indications are presented on the RMU and on the PFD display tube. See
Figure 2--10--25 and Figure 2--10--26.

B. PFD Indications

(1) Loss of valid vertical deviation from the NAV receiver causes the following to occur:

• Removal of the vertical deviation pointer

• Scale to be red X’d.

(2) Loss of valid lateral deviation from the NAV receiver causes the following to occur:

• Removal of the HSI lateral deviation pointer

• HSI lateral deviation scale to be red X’d.

(3) Loss of valid distance information from the DME module causes the following to
occur:

• Removal of the Morse identifier

• Green dash of the distance digital readout
• Amber dash of the groundspeed digital readout
• Amber dash of the time to go digital readout.

(4) Loss of valid bearing information from the NAV receiver causes the following to occur:

• Removal of the HSI lateral deviation pointer

• HSI lateral deviation scale to be red X’d
• Removal of the TO/FROM display
• Removal of the absolute bearing pointers.

C. RMU Indications

(1) Any failure of a module causes the RMU to remove the frequencies or operating
commands associated with that particular function and replace them with dashes.

(2) Should a transponder operating in the standby mode fail while the other transponder
is active, a red ATC1 INOP or ATC2 INOP message appears on the bottom line in the
transponder window on the RMU.

(3) The radio system POST and PAST are further described in SECTION 7 of this
manual.

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Figure 2--10--25. PFD Radio System Failure Indications

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Figure 2--10--26. RMU Failure Indications

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SECTION 2-- 11
FLIGHT MANAGEMENT SYSTEM (SINGLE/DUAL)
1. Overview
A. General

(1) The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft
includes a single flight management system (FMS) or an optional dual FMS.

(2) The primary function of the FMS is to supply high accuracy lateral and vertical
navigation from any point in the world, to any other point in the world. The FMS
supplies many additional functions such as; remote radio tuning, flightplan building
and storage, waypoint creation and storage, and information on Navaids and earth
reference points, such as airports, named intersections, VOR/DMEs, runways, and
routes.

(3) To accomplish this function, the FMS navigation computer calculates and maintains
an accurate position. Although the FMS interfaces with a variety of short--range and
long--range sensors, the sensors themselves are not part of the FMS. These sensors
include VOR, DME, AHRS, and GPS. Each sensor has individual characteristics that
allow sensors to complement each other. For example, the AHRS has very good
short--term accuracy, but has poor long--term accuracy, while DME has good
long--term accuracy but has poor short--term accuracy. By using a weighted average
of the sensor inputs, the navigation computer can generate an FMS position, which is
as accurate as any single sensor under any given condition. Control of these sensors
is managed through the control display head (CDH) described later.

(4) The lateral navigation function of the FMS can be considered an area NAV system
(RNAV). Its fundamental purpose is to supply navigation information relative to
selected geographic points. Navigation management lets the pilot define a route from
aircraft present position to any point in the world. The FMS outputs advisory
information and steering commands to let the pilot or the autopilot guide the aircraft
along the desired route. Routes are defined from aircraft present position to a
destination waypoint, through a great circle route or a series of great circle legs,
defined by intermediate waypoints.

(5) The FMS has in its memory two databases. A navigation database that contains data
on Navaids, airports, and airways and is updated every 28 days and a custom
database the pilot uses to create and store flightplans and waypoints. The custom
database is not updated on any scheduled basis.

(6) The single FMS installation is made up of the following LRUs:

• One NZ--2000 Navigation Computer
• One CD--810 Control Display Unit (CDU)
• One IM--803 Configuration Module
• One DL--900 Data Loader.

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(7) The dual FMS installation is made up of the following LRUs:

• Two NZ--2000 Navigation Computers
• Two CD--810 Control Display Units (CDU)
• Two IM--803 Configuration Modules
• One DL--900 Data Loader.
(8) The dual FMS configuration consists of two single systems that communicate through
a communication bus. Both FMS’s have redundant LRN and air data inputs, and can
operate independent as the coupled NAV source.

(9) For full operational information on the FMS, refer to Honeywell Pub. No.
28--1146--043, FMZ--Series Flight Management System Pilots Manual.

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2. Component Descriptions and Locations

A. NZ--2000 Navigation Computer

(1) Figure 2--11--1 shows a graphical view of the NZ--2000 Navigation Computer.
Table 2--11--1 gives items and specifications particular to the computer.

Figure 2--11--1. NZ--2000 Navigation Computer

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Table 2--11--1. NZ--2000 Navigation Computer Leading Particulars

Item Specification
Dimensions (maximum):
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.25 in. (438.2 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.28 in. (57.9 mm)
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.62 in. (193.5 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.94 lb (3.17 kg)
Power Requirements:
• Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 48 W (nom)
• Surge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 55 W (max)
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . Battery, HPN 7020116--1
Mating Connector:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cannon Part No.
DPX2--A106P--A106P--33B--0068
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, HPN 7020157--901

(2) The navigation computer receives its FMS command data from the CD--810 CDU.

(3) The navigation computer receives its FMS input data from the following:

• AH--800 AHRU (or optional AH--900 AHRU or IRU) and AZ--850 MADC through
ARINC 429
• RNZ--851 NAV Unit through CSDB
• DL--900 Data Loader through RS--422
• Global Navigation System Sensor Unit (GNSSU) through ARINC 429
• Both IC--600 IACs.

(4) The navigation computer contains the necessary power supplies, electronics, and
database memory to receive and process sensor input information, to supply
highly--accurate present--position information to the flightcrew. Additionally, the
navigation computer has the ability to remotely tune all the radios on the aircraft, as
well as supply a means for the flightcrew to create and store waypoints and
flightplans.

(5) Radio tuning command data is through a CSDB link between the navigation
computer and the RMUs. The data is then sent to the remote units through RSB.

(6) The data transfer link between the CDU and the NZ--2000 is over an RS--422 private
line interface. The FMS does not display navigation maps on the CDU, however, the
FMS is the source of map data for EDS displays.

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B. IM--803 Configuration Module

(1) Figure 2--11--2 shows a graphical view of the IM--803 Configuration Module.
Table 2--11--2 gives items and specifications particular to the module.

Figure 2--11--2. IM--803 Configuration Module

Table 2--11--2. IM--803 Configuration Module Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.98 in. (24.98 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.52 in. (114.8 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.83 in. (173.5 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.6 lb (0.27 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . Supplied by NZ--2000
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . None
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . Cannon DEMF--9S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four Mounting Screws

(2) The navigation computer has a number of options that can be selected by the
installer using configuration straps. These straps are located on a printed wiring
assembly contained within the IM--803 Configuration Module, and are aircraft unique.
Strap programming procedures are covered in Section 4, Maintenance Practices.

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C. CD--810 Control Display Unit

(1) Figure 2--11--3 shows a graphical view of the CD--810 Control Display Unit.
Table 2--11--3 gives items and specifications particular to the unit.

Figure 2--11--3. CD--810 Control Display Unit

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Table 2--11--3. CD--810 Control Display Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5 in. (190.5 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.1 mm)
• Length (from rear of bezel) . . . . . . . . . . . . . 10.0 in. (254.0 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.7 lb (5.76 kg)
Power Requirements:
• Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 46 W (max)
• Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 13 W (max)
User Replaceable Parts:
• Knob, Brightness Control . . . . . . . . . . . . . . HPN 7008508
• Setscrew, 4--40 X 1/8--inch . . . . . . . . . . . . . MS51021--9, HPN 0455--128
Mating Connector:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F22--55SX
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail

(2) The CDU is made up of a keyboard, a color CRT display, and the electronics required
to communicate with the navigation computer.

(3) The CDU supplies the primary means for pilot input to the system. It also supplies
output display for the navigation computer. The CDU uses a full alphanumeric
keyboard, as well as decimal, dash, and slash. Four line selection keys are supplied
on each side of the CRT. Seven function keys are supplied to allow direct access to
specific display pages. Annunciators are located in the top of the bezel to advise the
pilot of the system’s status.

(4) The CRT in the CDU has nine lines of text, 24 characters long. The top line of the
CDU display is dedicated as a title line and the bottom line is used as a scratchpad
and to display messages. A manual dimming knob is used for long--term dimming
adjustments, while ambient light sensors are used for short--term display brightness
adjustments under varying cloud/sunlight conditions.

(5) The use of colors on the CDU is designed to highlight important information. Color
assignments are coordinated as much as possible with the electronic display system
(EDS).

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(6) CDU Color Assignments

(a) The general rules used for assigning colors are as follows:
• Vertical -- Cyan (blue)
• Lateral -- Green
• FROM Waypoint -- Yellow
• TO Waypoint -- Magenta
• Prompts and Titles -- White
• flightplan Names -- Orange
• Index Selections -- Green.
(7) Scratchpad

(a) The bottom line of the CRT is the scratchpad that supplies a working area for the
pilot to enter data and/or verify the data before line selecting it to the desired
position on the display. The scratchpad also lets advisory and alerting messages
be displayed to the pilot.

(b) Alphanumeric entries are made to the scratchpad through the keyboard. As each
key is pushed, that character is displayed in the scratchpad. Information in the
scratchpad does not affect the FMS until it is line key selected to a line on the
display.

(8) Line Select Keys

(a) There are four line select keys on each side of the CRT display. Data can be
selected from the scratchpad to a line, or from a line to the scratchpad through
the use of these keys.

(9) Function Keys

(a) Clear (CLR) Key

1 This key has the following functions:

• When a message is present in the scratchpad, pushing the CLR key
clears that message.
• When an entry beginning with an asterisk (*) or (#) is in the scratchpad,
pushing the key removes the entire entry.
• When an alphanumeric entry is in the scratchpad, one character at a time
is cleared from the scratchpad (from right to left) for each time the button
is pushed.
• When an alphanumeric entry is in the scratchpad and the CLR key is held
down, the first character is cleared. After approximately a 1/2 second has
passed, characters is cleared for as long as the CLR key is held down.

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(b) Delete (DEL) Key

1 The delete key has one function. When there is no message in the
scratchpad and the DEL key is pushed, *DELETE* appears in the
scratchpad. This can be line selected to delete waypoints and other data
displayed in the CRT data fields.
2 When there is a message displayed, the delete operation is inhibited.
*DELETE* is also used to return to default values after entries have been
made.
(c) Performance (PERF) Key
1 Pushing the PERF function key enables the pilot to access the performance
index. The pilot can select any of the PERF submodes by pushing the
appropriate line select key.
(d) Navigation (NAV) Key
1 Pushing the NAV function key enables the pilot to access the NAV index
page. The pilot can select any of the NAV submodes by pushing the
appropriate line select key.
(e) Flightplan (FPL) Key
1 Pushing the FPL key displays the first page of the active flightplan. If there is
no flightplan currently entered, the pilot can manually enter a flightplan, load
a flightplan from a diskette, or select a stored flightplan.
(f) Progress (PROG) Key
1 Pushing the PROG key displays the first of the progress pages. The first
progress page displays the ETE, distance to, and fuel projections for the TO
waypoint and destination; the current NAV mode; the number of long range
NAVs used and the Navaids currently tuned for radio updating.
(g) Direct TO/Intercept (DIR) Key
1 Pushing the DIR function key displays the active flightplan with the DIRECT,
HOLD, and INTERCEPT prompts.
(10) Annunciators
(a) The six annunciators located at the top of the CDU operate independently from
the CRT and keyboard. Illumination of the annunciators is initiated by the
navigation computer. Except for the display (DSPLY) annunciator, an
annunciation is also supplied on the PFD. The two colors used for the
annunciations are white and amber. White indicates an advisory annunciation,
while amber indicates an alerting annunciation.
(11) Brightness Control
(a) Brightness control is supplied for the CDU CRT display in order to maintain
readability under dim light, as well as direct sunlight. This is accomplished either
manually, using the brightness knob, or automatically, by photosensors.

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D. DL--900 Data Loader

(1) Figure 2--11--4 shows a graphical view of the DL--900 Data Loader. Table 2--11--4
gives items and specifications particular to the data loader.

Figure 2--11--4. DL--900 Data Loader (Access Door Open)

Table 2--11--4. DL--900 Data Loader Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.24 in. (56.90 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.05 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.00 in. (203.20 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 lb (1.36 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . 28 V dc, 9 W (max)
User Replaceable Parts . . . . . . . . . . . . . . . . . . None
Mating Connector:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3126F16--26S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail

(2) The DL--900 Data Loader is used to transfer navigation related data to the FMS
navigation computer. The DL--900 uses 3.5--inch diskettes and has an RS--422
interface with the navigation computer.

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(3) Navigation Database Loading

(a) The DL--900 Data Loader supplies transfer of data derived from the Jeppesen
database. This data includes Navaids, waypoints, airports, runways, procedures,
and jet routes. The database is updated every 28 days.

(4) Flightplan Loading

(a) The DL--900 Data Loader also has the capability of interfacing with a Lockheed
Jet Plan Computer or equivalent. This allows the pilot the option of loading a
flightplan from a diskette.

(5) GNSSU Software Loading

(a) The DL--900 Data Loader also has the capability of interfacing with the optional
global navigation system sensor unit (GNSSU) for software updates.

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3. Operation
A. General

(1) Full information on the operation of the FMS, including the CDU and Data Loader, are
in Honeywell Pub. No. 28--1146--043, FMZ--Series Flight Management System Pilots
Manual. Due to the complexity of the operation, it is not duplicated here.

(2) The primary FMS task is to navigate the aircraft along a predefined flightplan. To do
this, the FMS receives navigation data from various sensors onboard the aircraft and
chooses the sensors providing the most accurate aircraft position.

(3) The sensor selections of the FMS in the Embraer 145, listed in priority order are as
follows:
• GPS with RAIM
• GPS without RAIM
-- DME/DME/GPS
-- VOR/DME/GPS
• DME/DME
• VOR/DME.
(4) The FMS operates in the highest priority mode supported by the available sensors. In
determining the navigation mode, the FMS evaluates the accuracy of each sensor
and uses those that yield the best FMS position.

(5) The FMS also supplies the ability to automatically tune the aircraft’s VOR and DME
receivers. Calculation of aircraft present position from VOR/DME information requires
input of bearing and distance data, as well as knowledge of the station’s coordinates
in latitude and longitude. The navigation database is periodically used by the
navigation computer to find the coordinates and frequency of the high and low
altitude VORTAC and VOR/DME stations in the vicinity of the aircraft. When the
desired stations are chosen, the frequency is output to the navigation receivers
through the RMU. Automatic receiver tuning is operationally transparent to the pilot,
other than periodic changes in the receiver’s displayed frequency and the RMI
pointer. Provision is included for remote tuning of the receivers through the CDU,
through the PRIMUS II Radio Management Unit (RMU). For remote tuning through
the CDU, the pilot can choose to enter the station identifier or frequency.

(6) An important part of the navigation computer is the non--volatile memory area or
database that contains information on NAVAIDs, airports, and airways. The database
is integral to the navigation computer to allow quick access of the stored information.
The database is updated every 28 days for accuracy.

(7) The database area is also used to store pilot--defined waypoints and flightplans. This
CUSTOM database is not updated every 28 days. This data stays in memory until
changed by the pilot.

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(8) The navigation database contains the following information:

• VORs -- Worldwide
• ILS/MLS -- Worldwide
• NDBs -- Worldwide
• Airports -- Worldwide (that meet certain criteria)
• Runways -- Worldwide
• Airways -- Worldwide (both high and low altitude)
• SIDs/STARs -- Worldwide (that are published)
• Approach Waypoints -- Worldwide
• Named Intersections -- Worldwide.
(9) The navigation computer supplies a lateral steering command to the flight directors in
the IACs. This lateral steering command can be manually flown by the pilot or sent to
the autopilot for automatic flight path steering. The lateral steering command is
proportional to the calculated distance and angle deviation from the desired lateral
track.
B. Dual FMS Operation
(1) General
(a) The dual FMS configuration operates in one of four modes. Selecting the OR
prompt on the FMS MAINTENANCE page accesses the operating mode page.
The selected mode will have “SEL” displayed beside it. Changing the operating
mode on one FMS will change the operating mode of the other FMS also.
(b) Pressing the FMS push--button on the DC--550 display controller will toggle
between FMS 1 and FMS 2 as the selected LRN source.
(c) Depending on the active operating mode, certain data is transferred between the
FMS’s. The modes and data are:
• Dual mode -- the active flightplan, performance entries, pilot defined
waypoints, stored flightplans and offside radio tuning commands are
automatically transferred to the offside FMS.
• Initiated transfer -- the active flightplan and performance entries are
transferred on command through a line select key prompt on the last ACTIVE
FLT PLAN page. Custom database changes consisting of pilot defined
waypoints and stored flightplans are automatically transferred to the offside
FMS, along with offside radio tuning commands.
• Independent -- only the offside tuning commands are transferred to the offside
FMS automatically.
• Single -- no data is transferred between FMS’s.
(d) The FMS will default to SINGLE mode when the requirements for DUAL,
INITIATED TRANSFER or INDEPENDENT modes are not met. See
Table 2--11--5 for the necessary operating requirements for each mode.

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Table 2--11--5. FMS Operating Mode Requirements

Requirement Dual Initiated Independent Single

Transfer
NZ software version identical X X X
NAVigation database & cycle identical X X
Custom database identical X X
FMS positions within 10 NM X X
Config pins identical (IM--803) X X X

(2) Database Loading and Crossloading

(a) The NAV database can be uploaded to one or both FMS’s simultaneously. The
upload can be initiated by either FMS by selecting the TO ALL FMS prompt.
Crossloading of the NAV and CUSTOM databases from one FMS to the other is
also possible.

(b) Cossloading the NAV database, custom database, or both, can be done from
either FMS CDU. Crossloading is normally done only if there is a loading problem
with one FMS.

(c) When an upload TO ALL FMS is initiated, the crosside FMS will revert to the
DATA LOAD page and begin to upload. The status is displayed on both CDU’s.

C. FMS Interface Diagram

NOTE: All the data buses and their characteristics are covered in SECTION 1 of this
manual.

(1) See Figure 2--11--5 for a single FMS configuration interface. See Figure 2--11--6 for a
dual FMS configuration interface.

(2) Command data for the FMS NAV computer originates in the CDU. The data is sent to
the navigation computer (NZ). Reply data and display data for the CDU are sent from
the NZ to the CDU through another RS--422 data bus. There are five
shielded--twisted pairs included in this RS--422 data bus structure.

(3) The data loader communicates with the navigation computer through an RS--422
data bus.

(4) The navigation computer sends ARINC 429 data to the IACs for display of map data
on the PFD and MFD for long--range lateral navigation guidance. This data is also
sent to the ground proximity warning system (GPWS).

(5) The navigation computer receives data from each IAC on separate ARINC 429
databuses. This data includes such information as the designator latitude/longitude,
and fuel flow.

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Figure 2--11--5 (Sheet 1). Single FMS Interface Diagram

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Figure 2--11--5 (Sheet 2). Single FMS Interface Diagram

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Figure 2--11--6 (Sheet 1). Dual FMS Interface Diagram

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Figure 2--11--6 (Sheet 2). Dual FMS Radio Interface Diagram

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(6) The FMS NAV Computer sends command data to the VOR and DME receivers
through the RMUs, and reply VOR and DME data is sent back through CSDB.

(7) The GNSSU accepts position data from the FMS through an ARINC 429 bus. This
data is used in the initialization process and is reported back on an ARINC 429 bus
as FMS data. Once the GNSSU enters the navigation mode, the data is reported as
GPS data and the FMS then uses the data for its navigation functions.

(8) Altitude, true airspeed, and vertical velocity from the MADCs are sent to the FMS
through ARINC 429.

(9) Heading data is sent from the AHRS to the FMS through ARINC 429.

(10) Input/Output (I/O) to the AFIS is also through ARINC 429.

(11) Other connections include power and ground that have been discussed previously.

(12) Weight--on--wheels (WOW) is used by the navigation computer to determine which

sensors to use for position updates when on the ground.

(13) The navigation computer has a number of options selected by the installer using
configuration straps. These straps are located on a printed wiring assembly,
contained within the IM--803 Configuration Module, and are aircraft unique. Strap
programming procedures are covered in Section 4, Maintenance Practices, of this
manual.

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D. FMS ARINC 429 Input/Output Data

(1) Refer to Table 2--11--6 thru Table 2--11--8. Table 2--11--6 gives the ARINC 429 data
the navigation computer transmits to the IACs.

Table 2--11--6. FMS Navigation Computer ARINC 429 Output Data Table
Label Label Description
075 WPT/OBS
077 Approach Reference Speed Bug
101 Selected Heading
114 Desired Track
115 Waypoint Bearing
116 Crosstrack Distance
117 Vertical Deviation
121 Roll Steering
122 Pitch Steering
147 Mag--Var
251 Distance
252 Time To Go
275 To/From, APP, XTRK, DGR, DR
277 VNAV Submode Annunciation
312 Ground Speed
315 Wind Speed
316 Wind Direction
321 Drift Angle
326 Lateral Scale Factor
327 Vertical Scale Factor
372 FHDG Submode Characters 1--3
373 FHDG Submode Characters 4--6

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Table 2--11--6. FMS Navigation Computer ARINC 429 Output Data Table (cont)
Label Label Description
The following labels support map data:
074 Data Record Header
113 Message Checksum
300 STN Declination, Type and Class
301 Message Characters (7--9)
302 Message Characters (10--12)
303 Message Length/Type/Number
304 Message Characters (1--3)
305 Message Characters (4--6)
306 NAV/WPT/AP Latitude
307 NAV/WPT/AP Longitude
310 Present Position Latitude
311 Present Position Longitude

(2) Table 2--11--7 gives the ARINC 429 data the navigation computer transmits to the
IACs, but are not currently used by the IACs.

Table 2--11--7. FMS Navigation Computer Unused ARINC 429 Output Data Table
Label Label Description
125 Greenwich Mean Time (GMT)
163 Wind On Nose
204 System Altitude
210 True Airspeed
213 Static Air Temperature
260 Date
313 True Track Angle
314 True Heading
320 Magnetic Heading
351 Distance to Destination
352 Time to Destination
371 Equipment Identification

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(3) Table 2--11--8 gives the ARINC 429 data the IACs transmit to the navigation
computer.

Table 2--11--8. IAC to Navigation Computer ARINC 429 Input Data Table
ARINC Label Parameter Comments
100 Selected Course Existing/GAMA 429 2nd Ed.
101 Selected Heading Existing/GAMA 429 2nd Ed.
102 Selected Altitude Existing/GAMA 429 2nd Ed.
203 Pressure Altitude (from disp ADC) Existing/ARINC 429--13
204 Baro Corrected Altitude (disp ADC) Existing/GAMA 429 2nd Ed.
205 Mach (disp ADC) Existing/ARINC 429--13
206 Indicated Airspeed (disp ADC) Existing/ARINC 429--13
210 True Airspeed (disp ADC) Existing/GAMA 429 2nd Ed.
211 Total Air Temperature (disp ADC) Existing/ARINC 429--13
212 Altitude Rate (disp ADC) Existing/ARINC 429--13
213 Static Air Temperature (disp ADC) Existing/GAMA 429 2nd Ed.
270 DGC Status (IC--600 Status) Non--standard bit pattern
306 Designator Latitude Existing/GAMA 429 2nd Ed.
307 Designator Longitude Existing/GAMA 429 2nd Ed.
320 Magnetic Heading (disp AHRS) Existing/GAMA 429 2nd Ed.
324 Pitch Attitude (disp AHRS) Existing/ARINC 429--13
325 Roll Attitude (disp AHRS) Existing/ARINC 429--13
333 Body Normal Accel (prim AHRS) Existing/ARINC 429--13
371 Equipment ID Existing/GAMA 429 2nd Ed.
314 True Heading (disp AHRS)
030* VHF COM Frequency #1
030* VHF COM Frequency #2
031* Beacon Transponder Code #1
031* Beacon Transponder Code #2
032* ADF Frequency #1
032* ADF Frequency #2
034* VOR/ILS Frequency #1
034* VOR/ILS Frequency #2
247 Total Fuel Quantity
347* Fuel Flow Engine #1
347* Fuel Flow Engine #2
107 Flap Position
TBD Bleed States
TBD Vmo/Mmo
* Transmitted with SDI.

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4. Fault Monitoring
A. General

(1) A major failure within the FMS computer results in numerous indications throughout
the cockpit and possibly the CDU going dark. If, with the CDU dark, pushing several
of the keyboard buttons shows characters in the scratchpad area, the CDU is okay,
and the FMS computer is faulty. If pushing buttons does not cause characters to
appear, then the CDU is faulty.

(2) In the event of minor failures, appropriate displays are removed from the PFD and
MFD.

NOTE: Some indications are removal of displays, while others cause the digital
readouts to be changed from numbers to dashes.

B. PFD Indications

(1) Failures on the PFD are given in Table 2--11--9. Figure 2--11--7 shows some of these
failures.

NOTE: The PFD failure displays are not observed if the FMS has not been selected
for display through the DC--550 Display Controller.

Table 2--11--9. PFD Failure Indications

Invalid Indication
Vertical Deviation Removal of vertical deviation pointer and
deviation scale
FMS Groundspeed Groundspeed digital readout = dashes
Lateral Deviation Data Removal of lateral deviation bar and lateral
deviation scale to be red X’d
Desired Track Data Removal of desired track pointer and desired
track digital readout = amber dashes
FMS Bearing Data Removal of FMS bearing pointer
FMS Distance to Waypoint Data Removal of waypoint identifier and distance
to waypoint digital readout = amber dashes

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Figure 2--11--7. PFD FMS Failure Indications

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C. MFD Indications

(1) Failures on the MFD are given in Table 2--11--10. Figure 2--11--8 shows some of
these failures.

Table 2--11--10. MFD Failure Indications

Invalid Indication
Wind Information Removal of the wind display
FMS Distance to Waypoint Data Removal of waypoint identifier and distance to
waypoint digital readout = amber dashes
FMS Time--To--Go TTG digital readout = dashes
FMS Drift Angle Data Removal of drift bug
Waypoint Data Removal of all waypoint symbols
NAVAID Data Removal of all Navaid symbols
Airport Data Removal of all airport symbols
Holding Pattern Data Removal of the racetrack symbol
Flight Plan Data Removal of all flightplan information
Vertical profile window and aircraft symbol remain
All FMS Data Removal of the flightplan designator
Removal of the bearing/distance digital readout
Removal of the LAT/LONG digital readout
Removal of the navigation source indicator

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Figure 2--11--8. MFD FMS Failure Indications

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D. CDU Scratchpad Messages

(1) The FMS generates messages that alert the pilot to certain conditions. These
messages are displayed in the scratchpad and illuminate the MSG light on the CDU.
A complete list of all FMS scratchpad messages is detailed in Section 11 of the Pilots
Operating Manual. Table 2--11--11 contains a list of messages that are unique to a
dual FMS configuration.

Table 2--11--11. Dual FMS Configuration Message List and Definition

Message Type Definition

USED BY OFFSIDE ACT FPL ADVISORY The pilot attempted to delete a waypoint from storage
that is used in the offside active flightplan.

COMPARE FMS POSITIONS ALERTING The positions of the FMS’s have a difference greater
than 5 NM. The systems continue to operate normally.

FMS POSITIONS DIFFERENT ALERTING The FMS positions differ by 10 NM’s or more.

INDEPENDENT OPERATION ALERTING The system reverted to independent operation.

MULTI FMS LOAD UNAVAIL ADVISORY This message indicates that it is not possible to load
the NAVigational database to all FMS’s.

SINGLE/INDEPENDENT REQD ADVISORY The operating mode needs to be single or independent

before accessing the CLEAR CDB page.

SINGLE OPERATION ALERTING There is a problem between the two FMS’s that
precludes full communication between the two
systems.

SLAVE FP CHNG OVERRIDDEN ADVISORY A change made on the slave side could not be
accepted because of a conflict. The change was
overridden by the master FMS.

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SECTION 2-- 12
GLOBAL POSITIONING SYSTEM (OPTIONAL)
1. Overview
A. General

(1) The PRIMUS 1000 Integrated Avionics System installed in the Embraer 135, 145
aircraft includes an optional global positioning system (GPS). The GPS is used to
determine aircraft position from NAVSTAR satellites and gives this position data to
the flight management system.

(2) The GPS consists of the following LRUs:

• Global Navigation System Sensor Unit (GNSSU)
• Antenna (Non Honeywell).

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2. Component Descriptions and Locations

A. Global Positioning System Sensor Unit

(1) Figure 2--12--1 shows a graphical view of the Global Positioning System Sensor Unit.
It is located in the forward cabin avionics cabinet. Table 2--12--1 gives items and
specifications particular to the unit.

Figure 2--12--1. Global Positioning System Sensor Unit

Table 2--12--1. Global Positioning System Sensor Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.50 in. (63.5 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.50 in. (241.3 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.50 in. (190.5 mm)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.92 lb (2.69 kg)
Power Requirements . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 20 W (max)
User Replaceable Parts . . . . . . . . . . . . . . . . . . . . None
Mating Connector . . . . . . . . . . . . . . . . . . . . . . . . . M83723/77R2041N
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount Using Four 10--32 Cap Screws

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(2) The GNSSU is a flange--mounted LRU with two connectors. One connector is the
interface to the aircraft wiring harness and the other is a coaxial connector for the
antenna cable.

(3) The GNSSU is a 12--channel GPS receiver that receives the L1 transmissions from
the NAVSTAR satellite constellation. Using these signals, the GNSSU computes the
antenna position and then outputs data to the FMS. The output data includes three
dimensional aircraft position and velocities, satellite position, pseudo range, and delta
range data.

(4) The GNSSU does not have a controller. Its operation and mode selection is fully self
controlled. When the FMS is active, the CDU allows the operator access to several
pages of display data.

(5) The GNSSU is provisioned to accommodate a number of functions evolving or

anticipated as additions to the GNSSU functions. Most of these changes are
incorporated into the GNSSU through software changes only, and no hardware
modifications are required. Others can require changes to, or addition of GNSSU
hardware.

(6) The changes Honeywell supplies through data loader installed software updates are
as follows:

• Differential GPS
• Receiver Autonomous Integrity Monitor (RAIM) enhancements.

(7) The GNSSU requires hardware upgrades for the following functions:

• Global Orbiting Navigation Satellite System (GLONASS) satellite signal reception

• GLONASS SATCOM signal rejection filtering.

(8) Details of the operation of the FMS CDU is given in SECTION 2.11.

B. CD--810 Control Display Unit (CDU) GPS Status

(1) When requested by the operator, the CDU displays GPS STATUS (Figure 2--12--2
and Figure 2--12--3). GPS STATUS pages are accessed as follows:

• Push the NAV function button on the FMS CDU to activate the NAV INDEX display
page
• Push the line select key adjacent to the POS SENSORS arrow to activate the
POS SENSORS display page
• Push the line select key adjacent to the STATUS arrow on the GPS 1 line to
activate the GPS 1 STATUS 1/2 page (Figure 2--12--2).

NOTE: Pushing either the NEXT or PREV function keys on the CDU will toggle
between pages GPS STATUS 1/2 (Figure 2--12--2) and GPS STATUS 2/2
(Figure 2--12--3).

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Figure 2--12--2. GPS STATUS Page 1/2

Figure 2--12--3. GPS STATUS Page 2/2

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(2) The GPS STATUS 1/2 page, shown in Figure 2--12--2, shows the following
information:
• GPS position
• Ground Speed
• Altitude
• Miles from FMS position.
• GPS altitude is the absolute altitude above the earth and should approximate
BARO altitude.
NOTE: GPS altitude and BARO altitude can differ by as much as 400 feet.

(3) GPS STATUS 2/2 page, shown in Figure 2--12--3, displays the following information:
• Figure of Merit (FOM)
• Horizontal Dilution of Precision (HDOP)
• Vertical Dilution of Precision (VDOP)
• Time (UTC) and Date
• Operating Mode
• Satellites Tracked
• Satellites Viewed.
(4) FOM indicates a position of uncertainty while HDOP and VDOP generate information
regarding satellite geometry. As a general rule, the smaller the number for FOM,
HDOP, and VDOP, the better the accuracy of position.

(5) The fourth line displays the operational modes of the GPS. The operational modes
that can be displayed are as follows:
• SELF--TEST
• INITIALIZATION
• ACQUISITION
• NAVIGATION
• ALTITUDE AIDING
• FAILED.

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3. Operation
A. Modes of Operation
(1) The GNSSU has seven operational modes as follows:
• SELF--TEST
• INITIALIZATION
• ACQUISITION
• NAVIGATION (GPIRS sensors display AUTONOMOUS NAV or HYBRID rather
than NAVIGATION)
• AIDED
• ALTITUDE AIDING
• FAULT.
(2) Self--Test Mode
(a) The GNSSU is in the self--test mode for a maximum of 5 seconds from when it
receives power until it completes all internal power--up built--in tests (BIT). While
it is in the self--test mode, the GNSSU does not output data on the ARINC 429
BUS. When it completes the self--test mode, the GNSSU enters either the
Initialization mode or the fault mode.
(3) Initialization Mode
(a) The GNSSU automatically enters the Initialization Mode to initialize its hardware
when it completes the Self--Test Mode. It is in this mode for only a fraction of a
second. When the hardware is initialized, the GNSSU enters the Acquisition
Mode.
(4) Acquisition Mode
(a) The GNSSU enters the acquisition mode from the initialization mode to acquire
satellites, or from other modes (NAV or Aided) when it does not have enough
satellite and/or aiding data to remain in either the NAV or the aided mode. From
the acquisition mode, the GNSSU enters either the NAV or fault mode. The
acquisition mode proceeds in a number of ways.
(b) The GNSSU acquires satellites based on the information that it has when it
enters the acquisition mode. To acquire satellites, the GNSSU uses data, as
follows:
• Almanac data gives the coarse satellite orbits. The GNSSU stores almanac
data in non--volatile memory that does not require an internal or external
battery for operational support.
• Time is used with almanac data to estimate the present position of the
satellites and their orbits. The GNSSU can receive time and date from the
FMS on the ARINC 429 input bus, or by acquiring a satellite.
• The approximate GNSSU location helps to predict which satellites are
visible. The GNSSU can receive position data from the FMS on the ARINC
429 input bus.

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(c) When the GNSSU has the information necessary to acquire satellites, it predicts
which satellites are visible and then acquires the satellite signals. It collects
ephemeris data by decoding the satellite down--link data message. Ephemeris
data is precise orbital data for a particular satellite. When it acquires each
satellite, the GNSSU begins to transmit the satellite measurement data for that
satellite. When it is tracking a sufficient number of satellites, the GNSSU
computes position and velocity and enters the NAV Mode.
(d) When the GNSSU does not have almanac and/or initialization data, it does a
Search the Skies acquisition. To do this, the GNSSU attempts to acquire all of
the satellites in the GPS constellation. When it acquires the first satellite, it
decodes the satellite’s ephemeris data from a down--link message. When it has
acquired a sufficient number of satellites, the GNSSU enters the navigation
mode. Without valid initial data, the time--to--first--fix (TTFF) of a satellite is less
than 10 minutes. With initialization and almanac data available, the TTFF of a
satellite is less than 75 seconds (95% confidence level).
(5) Navigation (NAV) Mode
(a) The GNSSU enters the NAV Mode when it has computed a navigation solution
that gives position, velocity, and time measurements. The GNSSU enters the
NAV Mode from the Acquisition Mode or from the Aided Mode. From the NAV
Mode, the GNSSU enters the Acquisition, Aided, or Fault Mode.
(6) Aided Mode
(a) The GNSSU enters the Aided Mode when insufficient satellite and/or altitude
information is available but external--aided data is available to continue to update
the NAV filter. The GNSSU enters this mode from the NAV Mode, and while in
this mode, gives valid time outputs. From this mode, the GNSSU enters the NAV,
Acquisition, or Fault Mode.
(b) This mode can use inertial velocities to aid the navigation solution and integrity
monitoring during extended periods of insufficient satellite coverage and
geometry.
(c) The GNSSU can enter the Aided Mode only when there are insufficient satellites
tracked to remain in the NAV Mode.
(d) The GNSSU remains in this mode for a maximum of 5 minutes.
(7) Altitude Aiding Mode
(a) If satellite measurements are not sufficient for the GPS sensor to maintain
integrity or remain in the NAV Mode, yet are sufficient when altitude information
is available, the GNSSU is in Altitude Aiding mode. This mode uses altitude data
from the MADC to aid the navigation solution and integrity monitoring during
extended periods of insufficient satellite coverage and geometry. The GNSSU
enters Altitude Aiding Mode only after the pressure altitude has been calibrated
with a geometric altitude solution using GPS with sufficient integrity. When the
calibrated pressure altitude standard deviation estimate is out of limits, it reverts
to the Aided Mode. Altitude Aided Mode is entered from the NAV or Aided
Modes, and exits to the NAV, Aided, or Fault Modes.

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(8) Fault Mode

(a) The GNSSU enters the Fault Mode when its outputs are effected by one or more
critical system faults. The GNSSU enters this mode from any other mode. This
mode supersedes all other modes or operation, and remains active until the next
power--up cycle.

(9) Mode Provisioning

(a) The GNSSU is provisioned for the Differential Mode. However, this mode is not
currently implemented in equipment certified under TSO C129.

B. GPS Interface

(1) The GNSSU (Figure 2--12--4) accepts position data from the FMS through an ARINC
429 bus. This data is used by the GNSSU during the acquisition mode, and is
reported back on an ARINC 429 bus as FMS data. Once the GNSSU enters the
navigation mode, the data is reported as GPS position data and the FMS uses the
data for its navigation purposes.

(2) The DL--900 Data Loader can be used to install software updates.

(3) WOW is used by the GNSSU to determine which data to process from the FMS,
because the data is different with and without WOW.

(4) The GNSSU also accepts altitude data from the MADCs, through ARINC 429, during
the Altitude Aided Mode.

(5) Other connections include power and ground.

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Figure 2--12--4. Global Positioning System Interface

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C. ARINC 429 Input Data

(1) The GNSSU accepts ARINC 429 low speed data in three different data formats as
given in the following table. The GNSSU can accept and process all of the 429 labels
given in Table 2--12--2. Availability of these labels from the FMS depends on whether
AHRS or IRS is on board. Air data parameters are from the MADC.
Table 2--12--2. GNSSU ARINC 429 Input Data
Octal Parameter/Signal Name Units Digital Resolution
Label Range
BINARY (BNR) DATA FORMAT
131 Alternate Wpt Longitude Degrees  180_ 0.000688
132 Alternate Wpt Latitude Degrees  180_ 0.000688
135 Alternate Wpt ETA HR:MN 23:59 N/A
143 Destination Wpt Longitude Degrees  180_ 0.000688
144 Destination Wpt Latitude Degrees  180_ 0.000688
150 UTC HR:MN:S 23:59:9 N/A
152 Destination Wpt ETA
203 Altitude Feet  131,072 1
210 True Air Speed Knots 2048 0.0625
310 Latitude Degrees  180_ 0.000172
311 Longitude Degrees  180_ 0.000172
312 Ground Speed Knots 4096 0.125
313 Track Angle True Degrees  180_ 0.0055
314 True Heading Degrees  180_ 0.0055
324 Pitch Angle Degrees  180_ 0.0055
325 Roll Angle Degrees  180_ 0.0055
361 Altitude -- Inertial Feet  131,072 0.125
365 Vertical Speed Feet/Min  32,768 1
BINARY CODED DECIMAL (BCD) DATA FORMAT
040 Set Altitude Feet 100,000 1
041 Set Latitude Deg/Min  180_ 0.1 Min
042 Set Longitude Deg/Min  180_ 0.1 Min
125 UTC HR:MIN 23:59.9 0.1 Min
260 Date D:M:YR N/A 1 Day
DISCRETE (DIS) DATA FORMAT
126 SV Deselect A N/A N/A N/A

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Table 2--12--2. GNSSU ARINC 429 Input Data (cont)

BINARY (BNR) DATA FORMAT
127 SV Deselect B N/A N/A N/A

D. ARINC 429 Output Data

(1) The GNSSU gives ARINC 429 high speed output data in three different data formats
as given in Table 2--12--3. The output data is updated approximately once per
second. For further information regarding ARINC 429, refer to SECTION 1 of this
manual. Specific digital word format can be found in the Installation Manual for the
GNSSU, Honeywell Publication No. M15--3819--009.

Table 2--12--3. GNSSU ARINC 429 Output Data

Octal Parameter/Signal Name Units Digital Range Resolution
Label
BINARY (BNR) DATA FORMAT
061 Pseudo Range Meters  268435456 256
062 Pseudo Range Fine Meters 256 0.125
063 Pseudo Range Rate Meters/Sec  4096 0.0039
064 Delta Range Meters  4096 0.0039
065 Satellite Position X Meters  67108864 64
066 Satellite Position X Fine Meters 64 0.0039
070 Satellite Position Y Meters  67108864 64
071 Satellite Position Y Fine Meters 64 0.0039
072 Satellite Position Z Meters  67108864 64
073 Satellite Position Z Fine Meters 64 0.0039
074 UTC Measured Time Seconds 10.0 9.536743 mSec
076 GPS Altitude (MSL) Feet  131072 0.125
101 HDOP N/A 1024 0.031
102 VDOP N/A 1024 0.031
103 GPS Track Angle -- True Degrees  180 0.0055
110 GPS Latitude Degrees  180 0.000172
111 GPS Longitude Degrees  180 0.000172
112 GPS Ground Speed Knots 4096 0.125
120 GPS Latitude Fine Degrees 0.000172 8.38E--8
121 GPS Longitude Fine Degrees 0.000172 8.38E--8

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Table 2--12--3. GNSSU ARINC 429 Output Data (cont)

BINARY (BNR) DATA FORMAT
125 UTC HR:MIN 23:59:9 0.1 Min
130 Aut. Horiz Integrity Limit NM 16 1.2E--4
133 Aut. Vert Integrity Limit Feet 32768 0.125
135 Approach Area VIL Feet 32768 0.25
136 Vertical FOM Feet 32768 0.125
140 UTC Fine Seconds 1.0 .9536743 mSec
141 UTC Fine Fractions Seconds .953674 mSec .9313225 nSec
143 Approach Area HIL NM 16 0.00012
150 UTC HR:MM:SS 23:59:59 1 Sec
162 Destination Waypoint ETA HR:MM 23:59 1 Min
163 Alternate Waypoint ETA HR:MM 23:59 1 Min
165 Vertical Velocity Feet/Min  32768 1.0
166 N/S Velocity Knots  4096 0.125
174 E/W Velocity Knots  4096 0.125
247 Horizontal FOM Feet 16 6.1E--5
343 Destination Waypoint HIL NM 16 0.0078
347 Alternate Waypoint HIL NM 16 0.0078
BINARY CODED DECIMAL (BCD) DATA FORMAT
260 Date D:M:YR N/A 1 Day
377 Equipment ID N/A N/A N/A
DISCRETE (DIS) DATA FORMAT
156 Maintenance
157 Maintenance
273 GPS Sensor Status N/A N/A N/A
352 Maintenance Discrete 1
354 System Time Counter Seconds 262144 1 Sec
355 Maintenance Discrete 2

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4. Fault Monitoring
A. General

(1) Any fault indications within the GPS are reported on the FMS CDU. The MSG
indicator on the CDU illuminates, and GPS FAILED displays in the scratchpad area.

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SECTION 2-- 13
COMMUNICATION MANAGEMENT SYSTEM (CMS)
1. Overview
A. General

(1) The CMS is an airborne communications router that supports data link service access
between the aircraft and the available ground service providers.

(2) The system uses a VHF frequency, through the VHF--3 transceiver, for sending and
receiving data. The VHF--3 is controlled by the CMU for data communication and by
the RMU for voice communication. The system configuration enables voice
communication through VHF--3 only when the CMU is not transmitting data.

(3) The CMS contains the following LRU’s:

• MARK 111 CMU communications management unit (CMU)
• IM--950 aircraft personality module (APM)
• Airborne printer
(4) The CMU interfaces with the following systems:
• Flight management system
• Global positioning system
• IC--600 Integrated Avionics Computer
• DA--800 data acquisition unit
• Solid state cockpit voice recorder
• Flight data acquisition unit
• RCZ--851E communications Unit

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2. Component Description and Locations

A. Communication Management Unit (CMU)

(1) Figure 2--13--1 shows a graphical view of the MARK 111 CMU configuration
management unit (CMU). Table 2--13--1 gives items and specifications particular to
the CMU.

Figure 2--13--1. Configuration Management Unit (CMU)

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Table 2--13--1. Configuration Management Unit (CMU) Leading Particulars

Characteristic Specification

Dimensions (maximum):
• Length 15.26 in. (387.60 mm)
• Width 4.90 in. (124.46 mm)
• Height 7.64 in. (194.06 mm)

Weight (maximum) 12.0 lbs (5.45 kg)

Power requirements1:
AC power 115 V rms, 400 Hz (nominal)
134 V rms, 480 Hz (maximum)
DC power 27.5 V DC (nominal)
32.2 V DC (maximum)

Mating connector HPN 4004295--160

Mounting Tray, ARINC 600 4--MCU size

NOTES:
1. Connect only one power source.

(2) The CMU is an airborne communications router that supports data link service
access between the following aircraft data link applications and their corresponding
ground service providers:

• Aeronautical Operational Communication (AOC)/Airborne Flight Information

System (AFIS)
• Controller Pilot Data Link Communication (CPDLC)
• Automatic Dependent Surveillance (ADS)

(3) The CMU is based on ARINC Characteristic 758. It can be upgraded, by software
download, to an Aeronautical Telecommunications Network (ATN) router when
protocols and application infrastructure are available to support Communications,
Navigation and Surveillance/Air Traffic Management (CNS/ATM) data link
applications. The CMU provides an ARINC compatible data link router (ARINC 724B)
through which all character--oriented data are transmitted to and from the ground
Aircraft Communications Addressing and Reporting System (ACARS) network.

(4) The CMU provides several levels of user interfacing. Crew interface is provided
through a control display unit (CDU), printer, and data loaders. The data loader can
be either a portable data loader (PDL) or an airborne data loader (ADL).

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B. IM--950 Aircraft Personality Module (APM)

(1) Figure 2--13--2 shows a graphical view of the IM--950 aircraft personality module
(APM). Table 2--13--2 gives items and specifications particular to the APM.

Figure 2--13--2. Aircraft Personality Module (APM)

Table 2--13--2. Aircraft Personality Module (APM) Leading Particulars

Characteristic Specification

Dimensions (maximum):
• Length 2.815 in. (7.15 mm)
• Width 1.46 in. (3.71 mm)
• Height 0.54 in. (1.37 mm)

Weight (maximum) 0.12 lbs (0.054 kg)

Power requirements External 5.0 V DC

Mating connector HPN 7025402--9

Mounting Screw mounted

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(2) The IM--950 Aircraft Personality Module (APM) is an external device which provides
aircraft configuration data to its host line replaceable unit (LRU). The APM contains
an erasable electrically programmable read only memory (EEPROM) device with 16
kilobytes of memory. The memory contains aircraft specific information and includes:
• Aircraft type
• Aircraft registration
• Equipment configuration information.
(3) There are nine discrete signals which interface the APM to external equipment.
Table 2--13--3 lists the input and output discretes for the APM.

Table 2--13--3. APM Input and Output Discretes

Connector Discrete Active Level Description

J1--1 APM data IN high Serial data input

J1--2 APM SER CLK high Clock signal which controls the input and
output data rate
J1--3 APM EN1 low Selects the EEPROM

J1--4 APM WR PROT1 low Controls data write functions

J1--5 APM EN2 N/A Not connected

J1--6 APM WR PROT2 N/A Not connected

J1--7 APM PWR IN high +5.0 V DC

J1--8 APM PWR RTN GRD Return for +5.0 V DC

J1--9 APM Data OUT high Serial data out

NOTES:
• A logic low is characterized as a voltage below +1.5 V DC or a resistance to DC ground of less than 15 ohms.
• A logic high is characterized as a voltage above +3.5 V DC or a resistance to DC ground of more than 100.000
ohms.

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C. Airborne Printer

(1) Figure 2--13--3 shows a graphical view of the airborne printer. Table 2--13--4 gives
items and specifications particular to the printer.

Figure 2--13--3. PTA--45B Multi--Input Cockpit Printer

Table 2--13--4. PTA--45B Multi--Input Cockpit Printer Leading Particulars

Characteristic Specification

Dimensions (maximum):
• Length 9.74 in. (247.45 mm)
• Width 5.75 in. (146.05 mm)
• Height 6.78 in. (172.21 mm)

Weight (maximum) <9.5 lbs (4.31 kg) (without paper)

<10.5 lbs (4.76 kg) (with paper)

Power requirements 115 V AC, 400 Hz, 50 W (nominal)

Mating connector Bendix 24240--0138

Mounting Standard Dzus rail

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(2) The PTA--45B is a general purpose, airborne message printer. It provides a hard
copy printout of data link messages and communicates with the CMU on an ARINC
429 serial digital bus.

(3) When a message has finished printing, the printer automatically advances the paper
outside the printer. A message being printed will always be completed before polling
for a subsequent message is initiated. Dual blades allow for two--way paper tear,
enabling flexibility of installation orientation and ease of print out removal.

(4) The printer contains the back--lighted push button control switches and indicator
lights as described below:
• SLEW (green) -- Pressing this switch advances the paper.
• RESET (green) -- Pressing this switch resets the chime/MSG discrete. It also
resets the message waiting bit.
• TEST (green) -- Pressing this switch activates the built--in test sequence. Holding
the RESET switch down, while pressing the TEST switch, causes the
maintenance test pattern to be printed. This includes a graphics test pattern and
fault diagnostic messages for unit debugging. The test sequence will also check
for and provide a list of the active ports on the printer.
• MSG (blue) -- This indicator illuminates upon receipt of a source input 429 input
label 350, with bit 15 set. It Indicates receipt of a message. The message light is
extinguished by pressing the RESET button or external discrete.
• PAPER (yellow) -- This indicator illuminates whenever the printer is out of paper.
• FAIL (yellow) -- This indicator illuminates whenever a failure has been detected by
the printer BITE.
• PAPER FULL--EMPTY -- Indicates the amount of remaining paper.
(5) Other non--Honeywell printers that can be used on the aircraft are the Miltope
TP--4429 and the Miltope TP--4840 printers.

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3. Operation
A. Overview

(1) The CMS uses a VHF frequency, through the VHF--3 transceiver, for sending and
receiving data. The VHF--3 is controlled by the CMU for data communication and by
the RMU for voice communication. The system configuration enables voice
communication through VHF--3 only when the CMU is not transmitting data.
Figure 2--13--4 shows the CMS interface.

(2) Discrete OOOI signals automatically send messages when the aircraft is in one of the
following conditions:
• OUT of the gate
• OFF takeoff (WOW = Air).
• ON the ground (WOW = Gnd).
• IN the gate
(3) Aircrew interface is accomplished through the FMS Control Display Unit (CDU). The
CDU is used to show the uplink messages and select downloaded ones in order to
transmit them to the service provider.

(4) To access the CMU pages on the CDU, select DATALINK from the FMS NAV page. If
this is the first access of the CMU pages since power up, the CMU Main Menu
display will appear. If it is not the first access since power up, and there are new
messages, the New Messages display will appear. If it is not the first access since
power up, and there are no new messages, the last CMU page accessed will be
displayed.

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Figure 2--13--4 (Sheet 1). Communication Management System Interface Diagram

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Figure 2--13--4 (Sheet 2). Communication Management System Interface Diagram

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B. CMU System Displays

(1) SYSTEM MENU Display
(a) The main menu of the system displays is the SYSTEM MENU page
(Figure 2--13--5). This menu display is functionally divided into two groups:
• Displays that maintain data link system.
• Maintenance displays.
1 The displays that maintain the data link system are:
• system menu.
• time/date.
• data link manager.
• VHF freq sel.
• data link regions.
• free text (downlink display).
• text uplink (review display).
2 The maintenance displays are:
• maintenance menu.
• part numbers.
• fault log.
• current leg.
• fault data.
• data loader.
• APM data.
• program APM.

Figure 2--13--5. CMU System Menu Display

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(2) ATS (Air Traffic Services) System Displays

(a) The ATS Menu Display (Figure 2--13--6) is the initial display for the ATS System.
It is accessible through either the CDU MAIN MENU page, the ACARS MENU
page or the SYSTEM MENU page. This display supplies access to the following
pages:
• Terminal weather information for pilots (TWIP) request and report
• Air Traffic Information Services (ATIS) request and report
• PDC request
• Departure clearance
• Oceanic clearance request and clearance
• Pushback clearance req and clearance
• Taxi clearance request and clearance
• ATC stat msg and log
• New messages

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Figure 2--13--6. CMU Air Traffic Services (ATS) System Display

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(3) Airline Operational Control Pages

(a) The CMU provides an ARINC compatible data link router through which all
character--oriented data are transmitted to and from the ground Aircraft
Communications Addressing and Reporting System (ACARS) network.

(b) The main menu for the ACARS display is the ACARS MAIN MENU
(Figure 2--13--7) which allows access to the following displays:
• Pre--flight, in--flight and post--flight menus
• Status menu
• Initialization
• Weather request
• VHF voice contact request
• ETA report
• Diversion report
• Flight log report
• Departure, enroute and arrival delay reports
• Free text message
• Flight times
• Sensor status
• OUT, OFF, ON, IN and Return To Gate downlink messages
• Uplink message (no response required or crew response required)
• VHF voice contact uplink
• New message, message recieved, message send logs

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Figure 2--13--7. CMU Airline Operational Control Display

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4. Fault Monitoring
A. General

(1) The CMU system detects, records, and reports faults through it’s built--in test
equipment (BITE) function. System BITE contributes to a number of maintenance
functions:
• Detection of internal and external faults
• Storage of in--light failure data
• Reporting failure status in the air and on the ground
• Ground test capability for isolating faults, performance verification, and system
level testing.
B. Failure Detection and Reporting Levels

(1) The performance monitor detects internal problems in the CMU, as well as
subsystem problems with units connected to the CMU. Faults that are encountered
are logged in non--volatile memory and available for printing or download.

(2) Depending on the severity of the fault and the effect on system performance, the fault
may be annunciated to the flight crew as a system failure. Maintenance personnel
can extract faults from the unit through several methods:
• The CDU allows for display of unit fault storage.
• On--board maintenance system (OMS) can request fault data.
• Front panel LEDs display CMU pass/fail status.
• Faults may be downloaded to either an ADL or PDL.
(3) Failures are detected in the CMU by a wide variety of tests and are reported as one
of three different levels. See Table 2--13--5 for the levels of failure diagnosis.

Table 2--13--5. Levels of Failure Diagnosis

Level Description
I Diagnosis to the LRU level or its equivalent (e.g., a specific inactive bus, error, or
warning)
II Diagnosis to the module or circuit card level

III Diagnosis to the component or functional circuit group level or equivalent (e.g., a
very specific error condition)

C. Monitoring and Testing Functions

(1) The system uses performs two basic types of failure detection testing:
• Functional testing (FT)
• Continuous monitoring (CM)

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(2) Functional Testing

(a) The purpose of functional testing is to exercise the equipment in a manner as

closely as possible to its normal operation. It is done in the form of a power--on
self--test (POST) or a person--activated self--test (PAST). A PAST is initiated in
the CMU by pushing the PUSH--TO--TEST button on the front panel. Failures
detected during FT are declared to be current failures until a subsequent
functional test shows the failure condition has recovered.

(b) Functional testing is performed on initial application of primary power to the

CMU. Activating the PUSH--TO--TEST button, when not in the Off OOOI state or
any software restart condition including data loading, will also initiate a FT. There
is no difference, functionally, in FT, only how it is initiated.

(c) During FT, the PASS and FAIL LEDs on the front of the CMU will alternately blink
at a 1 Hz rate while individual tests are performed. When completed, the PASS
and FAIL LEDs continue blinking in tandem for 3 seconds at a 2 Hz rate. The
operational state of the CMU, depicted by the PASS and FAIL LEDs for the 10
seconds subsequent to FT (after 3--second 2 Hz blinking) is as follows:
• A solid illumination of the PASS LED when no fault was seen
• A solid illumination of the PASS LED with the FAIL LED blinking at a 0.5 Hz
rate when a noncritical fault occurred, but the CMU remains operational
• A solid illumination of the FAIL LED when a critical fault occurred where the
CMU is unable to enter an operational state.
(d) The BIT function places all fault records in the event/fault log as they occur
subsequent to FT initiation. These logs can be viewed on the CDU maintenance
display.

(3) Continuous Monitoring

(a) The purpose of CM is to test the CMU while it is performing its normal
operations. Such testing usually includes monitoring the power supply voltages,
temperature sensors, input bus activity, buffer overflow, input data failures, etc.
This testing may also include abnormal failures that cannot be tested as part of
the FT, such as protocol failures, processor instruction traps, data loader
problems, etc.

1 System Activity Monitoring

a The CMU individually maintains a system activity monitoring state for

each installed aircraft system. At CMU power--up, the value of the
system activity monitoring state is initialized to “active” for each system.
If the system activity monitoring state is in the “inactive” state and a
reception of data occurs, the system activity monitoring state changes to
“active”. If the system activity monitoring state is in the “active” state and
no receptions of the data occur, the system activity monitoring state
changes to “inactive”.

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b When a system activity monitoring state transitions from “active” to the

“inactive” state, a fault is logged and the CMU updates the CDU
scratchpad with an alerting message. When the activity monitoring fault
is logged for the active state, the CMU then updates the scratchpad to
remove the alerting message.

2 System Failure Monitoring

a A fault is declared against a system when that LRU declares itself to

have failed. This is determined by a specified fault bit in a status word
from the LRU indicating failure, or, in place of such a bit, when the SSM
status indicates failure warning.

D. Failure Recording

(1) Active failures include those internal and external failures that are currently failing
while the aircraft is either on the ground or airborne. The CMU reports its FT/CM
failure status by illuminating its front panel LEDs and through communication to the
CDU.

(2) The recorded faults are shown on the following maintenance displays that are
accessible through the MAINTENANCE MENU on the CDU:

(a) Fault log

1 The FAULT LOG display supplies access to the fault history of the CMU.
This display is always accessible.

(b) Current leg

1 The CURRENT LEG display supplies access to the fault history of the CMU
for the current flight leg and is always accessible. When there are no faults
in the current flight leg, NO FAULTS will be displayed in the middle of the
page.

(c) Prev leg

1 The PREV LEG display supplies access to the fault history of the CMU for a
particular flight leg. This display is only assessable when previous flight legs
with faults exist.

(d) Fault data

1 The FAULT DATA display supplies information about the fault code that was
selected that caused this display. This display is always accessible, when
CMU faults exist.

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SECTION 2-- 14
FLIGHT DIRECTOR SYSTEM
1. Overview
A. General
(1) The PRIMUS 1000 Display and Flight Guidance System employs two separate flight
director systems. One is housed in the pilots IC--600 Integrated Avionics Computer
(IAC) and the other is housed in the copilots IC--600 IAC. The flight directors give
computed steering commands to the autopilot and to the command bars on the
PFDs. With the autopilot not engaged, the pilot can manually fly the steering
command. With the autopilot engaged, the flight director computed steering
commands are flown by the autopilot. The flight director supplies both lateral and
vertical steering commands and one each can be active at the same time to control
the aircraft. Other flight director modes can be armed to automatically become active
at the proper time.
(2) Each flight director system is made up of the following components:
• GC--550 Guidance Control Unit (common to both flight directors)
• IC--600 Integrated Avionics Computer (IAC)
• PC--400 Autopilot Controller
• DC--550 Display Controller.
(3) The sensors used by the flight director are as follows:
• AZ--850 Micro Air Data Computer
• AH--800 Attitude Heading Reference Unit
• RNZ--851 Integrated Navigation Unit
• Long Range Navigation System
• AA--300 Radio Altimeter.
(4) For the flight director to compute a steering command, the following has to be
considered:
• What is the pilots desired attitude/position?
• What is the aircraft’s actual attitude/position?
• If there is a difference between desired and actual, correct for the difference and
control the speed at which the correction takes place.
(5) Flight director modes use on--side attitude data for computations. Cross--side attitude
data is used for monitoring only.
B. Flight Director Data Management
(1) The flight director only requires pitch and roll attitude for synchronizing the attitude
command and for computing command bar outputs. The on--side attitude data is
used for synchronization and command bar computations when modes are selected.
The IC--600 IAC uses the flight director attitude command to position the command
bar on the attitude sphere.

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(2) The flight director can couple to either short range navigation (SRN) or the long range
navigation (FMS), based on which is being displayed on the PFD. Each flight director
uses on--side displayed NAV data.
(3) The flight director uses the air data input as the reference for all vertical modes
except glideslope, and for gain programming. The altitude hold target, airspeed
target, vertical speed target and selected altitude are all computed by the IC--600
IAC.
C. Flight Director Couple Switching
(1) Flight director couple switching lets either the pilots or copilots flight director be
coupled to the PRIMUS 1000 autopilot. This is accomplished using the transfer (CPL)
button on the GC--550 Guidance Control Panel. The pilots IC--600 IAC controls the
state of the CPL button discretes from the GC--550 Guidance Control Unit and
controls the state of the flight director couple switching using the IC Bus. The pilots
IC--600 IAC outputs the annunciator drive to the left arrow annunciator on the
GC--550. The copilots IC--600 IAC outputs the annunciator drive to the right arrow
annunciator on the GC--550. The power up state is left.
(2) Activation of the CPL button resets the selected flight director modes of both flight
directors. The pilot must then re--engage the flight director modes he wants active.
(3) Activation of the on--side SG reversionary function automatically forces the CPL
couple to the cross--side flight director, if the on--side flight director is the master.
Forced flight director switching automatically resets the selected modes of both flight
directors and activate the left or right arrow annunciator depending on which flight
director becomes the master. If the on--side SG reversion function is activated on the
side with a slaved flight director, the flight director modes on both flight directors
remain active.
D. Master/Slave Air Data Target Switching
(1) The flight directors operate in a master/slave arrangement to allow tracking of the air
data targets, the heading select reference and the selected mode annunciations on
the PFD between the pilots and copilots systems. The status of the GC--550 CPL
couple indicates which flight director is the master. The master flight director
computes the reference for the selected altitude, SPD hold target, and vertical speed
mode reference for both flight directors. This capability prevents vertical command
bar splits between the master and slaved flight directors. When the master and
slaved flight directors are in the same mode, the slaved flight director synchronizes to
the targets computed by the master flight director.
E. Flight Director Mode Synchronization
(1) The flight director modes are synchronized in a manner that lets control of the mode
be accomplished by the single set of mode select buttons on the GC--550 Guidance
Control Unit. The flight director couple status determines which flight director is
master for mode engagement. The slaved flight director attempts to engage the
same mode(s) as long as the appropriate valids and NAV sources are available. If the
mode cannot be engaged on the slaved flight director, the slaved command bars
drop until the mode can be entered automatically.

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F. Flight Director Mode Annunciator

(1) The master flight director annunciates the selected mode on both PFDs and the
cross--side flight director slaves to this display.

(2) If the IC Bus becomes invalid, each flight director defaults to the master state and the
flight director mode annunciations are independently annunciated on the on--side
PFD. When both flight directors revert to the master state, the GC--550 defaults to
the left flight director.

(3) After an IC Bus failure, it is impossible to couple the right flight director to the
autopilot. The right flight director is still capable of accepting mode select inputs from
the GC--550 and displaying annunciations on the PFD.

G. Flight Director Command Bar Logic

(1) The flight director command bar (either cross pointer or single cue) goes out of view
for invalid data sources related to the mode. The flight director command bars can
manually go out of view by toggling the FD1 or FD2 buttons on the GC--550
Guidance Control Unit.

H. Altitude Preselect Function

(1) The altitude preselect function is made up of a digital set knob located on the
GC--550 Guidance Control Unit. There also are altitude preselect light and horn
warning discretes, controlled by the IC--600 IAC. The manual preselect function lets
the pilot select a desired altitude reference. The altitude set knob interfaces with the
DC--550 Display Controller. Rotating the altitude set knob results in 100--foot
increments of altitude target value.

(2) After power is applied to the system, the altitude display window on the PFD
indicates three dashes in the middle digits, prior to turning the altitude set knob.
When the knob is first turned, the altitude display window indicates the present
barometric altitude displayed on the pilots altimeter. The preselected altitude can be
slewed up or down from the present barometric altitude value. A failed condition is
indicated by amber dashes in the display window.

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2. Component Descriptions and Locations

A. IC--600 Integrated Avionics Computer

(1) Figure 2--14--1 shows a graphical view of the IC--600 Integrated Avionics Computer.
Two IC--600 Integrated Computers (IC) are located under the cockpit floor behind the
crew. Table 2--14--1 gives items and specifications particular to the computer.

Figure 2--14--1. IC--600 Integrated Avionics Computer

(2) The primary component of the flight director system is the IC--600 Integrated Avionics
Computer (IAC). The pilots IC--600 IAC is a symbol generator, fault warning
computer, flight director and autopilot computer integrated into a single unit. The
copilots IC--600 is identical to the pilots IC--600 except there is no autopilot function
on the copilots side. All aircraft sensors and navigation sources are connected
directly to the IC--600 IAC, since all flight control functions reside inside this
computer.

(3) Basic flight director modes are initiated by manual selection through the GC--550
Guidance Control Unit. Once a mode is initiated, automatic transitions can occur from
armed to active status or to another mode if the transition initiation requirements are
met. The armed mode states only give a visual indication (PFD annunciation) of
mode status relative to a manual selection of some guidance modes, whereas active
mode states give both visual mode status indications and pitch/roll steering
commands to the PFD and the autopilot when engaged.

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(4) Data used to compute guidance commands are consistent with that displayed on the
PFD. This data includes the following:
• Displayed heading and heading flag valid
• Selected course and course error
• Selected heading and heading error
• Lateral and vertical path deviations and flag valids
• DME distance, tuned--to--NAV and to--from status
• Middle marker data
• NAV source identification (tuned--to--localizer, VOR, LNAV)
• Lateral steering commands and flag valids.

Table 2--14--1. IC--600 Integrated Avionics Computer Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.62 in. (193.55 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13 in. (104.90 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.45 in. (418.83 mm)
Weight (maximum):
• With Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . 15.5 lb (7.05 kg)
• Without Autopilot . . . . . . . . . . . . . . . . . . . . . . . 15.0 lb (6.82 kg)
Power Requirements (with autopilot):
• Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 50 W (max)
• In--Rush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc (0.5 sec) 200 W (max)
• Servo Power . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 210 W (max)/112 W (nom)
Power Requirements (without autopilot):
• Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 50 W (max)
• In--Rush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc (0.5 sec) 200 W (max)
Mating Connectors:
• J1, J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ITT Cannon Part No.
DPX2MA--A106P--A106P--33B--0001
NOTE: Sunbank backshell (4) required
Part No. J1560--12--2
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, HPN 7017095--903

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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B. GC--550 Guidance Panel Unit

(1) Figure 2--14--2 shows a graphical view of the GC--550 Guidance Control Unit. It is
located in the center of the glareshield. Table 2--14--2 gives items and specifications
particular to the control panel.

Figure 2--14--2. GC--550 Guidance Control Panel

Table 2--14--2. GC--550 Guidance Panel Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.65 in. (295.91 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.51 in. (114.51 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . 2.23 lb (1.01 kg)
Power Requirements:
• Panel Lighting . . . . . . . . . . . . . . . . . . . . . . . . . 5 V dc, 21.2 W (max)

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Table 2--14--2. GC--550 Guidance Panel Unit Leading Particulars (cont)

Item Specification
User Replaceable Parts:
• Knobs
-- CRS (Setscrew A) . . . . . . . . . . . . . . . . . . . . HPN 7018485--4
-- HDG (Setscrew A) . . . . . . . . . . . . . . . . . . . HPN 7009644--1
-- SPD (Setscrew B) . . . . . . . . . . . . . . . . . . . . HPN 7020161
-- ASEL (Setscrew B) . . . . . . . . . . . . . . . . . . . HPN 7019971--1
-- CRS 2 (Setscrew A) . . . . . . . . . . . . . . . . . . HPN 7018485--4
-- CRS 1 PUSH SYNC (Setscrew B) . . . . . . HPN 7015342--13
-- HDG PUSH SYNC (Setscrew B) . . . . . . . HPN 7015342--12
-- SPD PUSH SYNC (Setscrew B) . . . . . . . HPN 7015342--12
-- CRS 2 PUSH SYNC (Setscrew B) . . . . . . HPN 7015342--13
• Setscrews
-- A (Bristol, 4--40 x 1/8 inch, cone point) . . HPN 2500148--128
-- B (Bristol, 2--56 x 3/32 inch, cup point) . . HPN 2500148--63
• Lamps
-- Blue--White (all buttons) . . . . . . . . . . . . . . . HPN 7011974--2
-- Clear (all buttons except CPL) . . . . . . . . . HPN 7011974--6
Mating Connectors:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20B--35S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail

(2) The GC--550 Guidance Control Unit supplies flight director mode selection and
de--selection, heading and course select as well as altitude set for the altitude
pre--select mode and speed set for the SPD and VS mode. The GC--550 also
supplies switching capability for selecting either the pilots or copilots flight director as
the master. Flight director modes are as follows:
• Lateral Modes:
-- HDG -- Heading select
-- NAV -- Lateral navigation (SRN or LRN)
-- APR -- Localizer and Glideslope (also back course localizer)
-- VAPR -- VOR Approach
-- GA -- Go--Around (wings level)
-- BNK -- Bank (Heading Select only).

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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• Vertical Modes:
-- VS -- Vertical Speed hold
-- ALT -- Altitude hold
-- SPD -- Indicated Airspeed/Mach hold
-- FLC -- Flight Level Change
-- GS -- Vertical guidance for ILS approach
-- GA -- Go--Around.
• Automatic Mode:
-- ASEL -- Altitude Preselect (not selectable on the GC--550).
(a) Flight Director Mode Switches

1 Flight director mode selection is accomplished by seven mode select

switches. Annunciation of active modes is supplied by individual
annunciators associated with each mode select switch. These annunciations
are lit for the armed and captured modes that correspond to each switch.
The actual flight director mode annunciation is displayed on the PFD and
this annunciation differentiates between armed and captured modes.

(b) Heading (HDG) Select Knob

1 The single heading select knob sets the blue heading select bug on both
PFDs. The bug is positioned around the compass card in one degree
increments. Fast knob rotation results in increased heading select bug
motion. The heading select bug is used to set the desired heading when
flying the flight director heading select mode.

2 The PUSH SYNC function allows the pilot to slew the heading bug to the
compass card fore lubber line.

(c) Course (CRS) Select Knob

1 This function is activated by two separate knobs on the GC--550 Guidance

Control Unit. The CRS 1 knob controls the pilots course select function and
the CRS 2 knob controls the copilots course select function. Knob rotation
allows course selection in one degree increments. Fast knob rotation results
in increased course pointer motion. The course knob is used to set the
selected course for VOR and localizer flight director modes.

2 The PUSH SYNC function lets the pilot slew the course pointer on top of the
appropriate bearing pointer to show the zero deviation path to the station.

(d) Altitude Select Knob

1 The altitude select knob is used to set a preselected altitude reference in

feet in the altitude display window on the PFD. This altitude reference is
used by the flight director altitude preselect mode. Altitude can be set in
hundreds and thousands of feet only.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(e) Couple (CPL) Button

1 This button is used to couple either the pilots or copilots flight director to the
PRIMUS 1000 autopilot. Only one flight director at a time can be coupled to
the autopilot. Activation of the CPL button cancels all flight director modes
independent of autopilot operation.

(f) Bank (BNK) Button

1 The bank button allows pilot selection of a reduced maximum bank angle for
the heading select mode only. When active, the bank angle limits are
reduced from 27 to 14 degrees. The low bank angle limit is
automatically selected when climbing through 25,000 feet. Automatic
canceling of low bank occurs when descending through 24,750 feet.

(g) FD1/FD2 Buttons

1 The primary function of these buttons is to bias the FD command bars ON or

OFF of the PFDs. There are exceptions to this rule based on the engage
status of the autopilot.

2 With the autopilot engaged, the coupled side FD command bars is always
displayed. The uncoupled side FD command bars continue to be toggled
ON/OFF with the appropriate FD button.

3 With the autopilot disengaged, pushing the FD1 or FD2 button only (no flight
director modes are active), does not bring the FD command bars into view.
Any subsequent flight director mode selection causes the FD command bars
to be displayed. With the FD command bars in view on both PFDs, pushing
the FD1 or FD2 button removes the FD command bars from that side PFD
only. When the FD command bars are in view on one side only, pushing that
side FD button disengages all selected FD modes.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

C. DC--550 Display Controller

(1) Figure 2--14--3 shows a graphical view of the DC--550 Display Controller. Two
DC--550 Display Controllers are located in the glareshield. Table 2--14--3 gives items
and specifications particular to the controller.

Figure 2--14--3. DC--550 Display Controller

Table 2--14--3. DC--550 Display Controller Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.75 in. (146.05 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.87 in. (174.50 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . 2.0 lb (0.91 kg)
Power Requirements:
• Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 5.0 W (max)
• Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V ac, 5.0 W (max)

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Table 2--14--3. DC--550 Display Controller Leading Particulars (cont)

Item Specification
User Replaceable Parts:
• Knobs
-- BRG ○ (Setscrew A) . . . . . . . . . . . . . . . . HPN 7009437
-- BRG Z (Setscrew A) . . . . . . . . . . . . . . . HPN 7009437
-- RA (Setscrew B) . . . . . . . . . . . . . . . . . . . HPN 7018748--1
-- Test Switch HUB (Setscrew B) . . . . . . . HPN 7009644--3
• Setscrews
-- A (Multi--Spline, 2--56 x 1/8--inch, HPN 2500148--64
cup point) . . . . . . . . . . . . . . . . . . . . . . . . .
-- B (Multi--Spline, 4--40 x 3/16--inch, HPN 2500148--130
cup point) . . . . . . . . . . . . . . . . . . . . . . . . .
Mating Connectors:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20--B35SB
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail

(2) The DC--550 supplies a data acquisition function for the GC--550 Guidance Control
Unit. Course and heading select inputs, as well as altitude preselect and SPD set
data are transmitted to the IC--600 IAC on a two wire digital bus.

D. PC--400 Autopilot Controller

(1) The PC--400 Autopilot Controller supplies the autopilot with TURN knob and PITCH
wheel inputs. The controller is located on the pedestal with Dzus rails with four,
one--quarter turn fasteners. Figure 2--14--4 shows a graphical view of the PC--400
Autopilot Controller. Leading particulars for the PC--400 Autopilot Controller are given
in Table 2--14--4.

Figure 2--14--4. PC--400 Autopilot Controller

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Table 2--14--4. PC--400 Autopilot Controller Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.625 in. (6.67 cm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.750 in. (14.60 cm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.150 in. (15.62 cm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 lb (0.73 kg)
Power Requirements:
• Instrument Lighting . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 5 V ac or dc
• Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . +28 V dc
User Replaceable Parts:
• Knob, Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 337136--1
• Setscrew, Bottom
(Hex Socket, 8--32 x 5/8 inch, cup point) . . . . . . . HPN 0455--284
• Setscrew, Side
(Hex Socket, 8--32 x 3/16 inch, cup point) . . . . . HPN 0455--274

Mating Connector:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3116F20--41S

(2) The pilot can input roll commands with the TURN knob or change pitch attitude
reference with the PITCH wheel with the autopilot engaged.

(3) The TURN knob drives a center tap potentiometer and cam mechanism. The cam
mechanism supplies a no command mechanical detent and command sensing (out of
detent) signal to the IC--600 IAC. The PITCH wheel drives a tachometer generator
that supplies a CLIMB or DESCEND dc voltage output proportional to the rotation of
the wheel.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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3. Operation
A. Flight Director Functions
(1) This paragraph supplies an explanation for the IC--600 IAC major flight director
functions, referred to throughout the remainder of this section. These functions are as
follows:
• PFD Command Bar
• GS CAP
• GS Track
• Lateral Beam Sensor (LBS)
• LOC/BC CAP
• LOC/BC Track
• True Airspeed (TAS) Gain Programming
• Vertical Beam Sensor (VBS)
• Vertical Path Gain Programming
• VOR CAP
• VOR Track
• VOR OSS
• VOR AOSS.
(a) PFD Command Bars
1 When a flight director steering command is applied to the command bar
input, the bar (either crosspointer or single cue) moves left or right (roll), or
up and down (pitch). This supplies the required visual command for the pilot
to maneuver the aircraft in the proper direction to reach and maintain the
desired flight path.
2 If the information required to fly a lateral or vertical flight director mode
becomes invalid, the mode is either canceled, or the command cue go out of
view, dependent on what went invalid.
(b) GS CAP
1 The following conditions are necessary for glideslope capture:
• The localizer mode is either capture or track.
• The Vertical Beam Sensor (VBS) has tripped.
• GS deviation is less than 0.5 degrees.
(c) GS Track
1 Glideslope track occurs after the flight director has captured the vertical path
and is tracking the beam. The track phase supplies for tighter flying of the
glideslope beam. The track mode occurs after the GS is captured plus 15
seconds.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(d) Lateral Beam Sensor (LBS)

1 When flying to intercept the VOR or localizer beam, the LBS determines the
proper time for the mode to change from the arm to the capture phase of
operation. The LBS looks at course error, radio deviation, TAS and DME if
available.

2 In simple terms, the LBS compares the magnitude of the course error to the
magnitude of the radio deviation and takes TAS and DME into account in its
computation. If radio deviation is larger in magnitude than course error, the
mode is armed. As the aircraft approaches the beam center, course error is
constant and radio deviation is getting smaller. At some point, the magnitude
of the radio deviation is less than the magnitude of the course error. It is at
this point the LBS trips and the aircraft turns to line up on the VOR or
localizer beam center.

3 If the intercept angle to the beam is very shallow, the LBS does not trip until
the aircraft is near the beam center. For this reason, an override of the LBS
occurs when the beam deviation reaches a specified minimum to avoid
beam standoff.

(e) LOC/BC CAP

1 Localizer (LOC) and back course (BC) capture occurs when the following
conditions are met:

• Lateral Beam Sensor has tripped

• Beam deviation is less than 75 mV.

(f) LOC/BC TRACK

1 Localizer and back course track signify the aircraft being on beam center
and crosswind washout correction can take place. The track phase occurs
when the following conditions are met:

• LOC or BC is captured plus 4 seconds.

• Localizer beam deviation is less than 1 degree.

(g) True Airspeed (TAS) Gain Programming

1 TAS gain programming is used on the heading select, course select, pitch
wheel command, air data commands (except IAS) and glideslope deviation.
TAS gain programming is used to achieve the same aircraft response to
flight guidance commands, regardless as to the altitude and speed of the
aircraft. The TAS computation is derived from altitude, airspeed and outside
air temperature.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(h) Vertical Beam Sensor

1 When flying an ILS approach and the localizer is captured, the vertical beam
sensor (VBS) determines the proper time for the glideslope mode to
transition from arm to capture. The VBS is armed as a function of the
navigation radio being tuned to an ILS frequency and localizer is captured or
track. The VBS looks at vertical speed, TAS and glideslope deviation. The
VBS trips when glideslope deviation is less than 150 mV and the capture
sensor is satisfied. The capture sensor looks at airspeed, glideslope beam
rate of change and normal acceleration to determine the optimum capture
point.

2 In the event the aircraft is paralleling the beam (no beam closure rate), the
VBS trips at a vertical deviation less than 20 mV. This resets the previously
selected pitch mode and change aircraft attitude to smoothly capture the
glideslope beam.

(i) Vertical Path Gain Programming

1 Vertical path (glideslope) gain programming starts after the VBS trips. The
gain is programmed as a function of radio altitude and vertical speed. If the
radio altimeter is invalid, gain programming starts at GS capture and is
controlled by a runway height estimator. The value estimated assumes a
1500 foot start point and gain is changed as a function of TAS and time. At
the middle marker the gain is set to a preset amount for the remainder of the
approach.

(j) VOR CAP

1 VOR capture occurs when the LBS has tripped.

(k) VOR Track

1 VOR track occurs as the aircraft is established on beam center and the
following conditions are met:
• Lateral deviation rate is less than 50 feet/second.
• Aircraft bank angle is less than 6 degrees.
2 At this time, crosswind correction is allowed to start if required.

(l) VOR Over Station Sensor (OSS)

1 The over station sensor (OSS) is used to detect the erratic radio signals
encountered in the area above the VOR ground station antenna. When
these radio signals reach a predetermined level, they are no longer useful
and OSS eliminates them from the control law.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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2 The VOR OSS trips when either one of the following conditions occur:
• Distance to the station is less than [0.25 barometric altitude/cosine 30
degrees] and DME is valid and not hold
• Lateral deviation is greater than 75 mV and beam rate is greater than
8 mV/second and DME not valid or DME is hold.
(m) VOR After Over Station Sensor (AOSS)
1 When the aircraft is flying in the OSS state, VOR beam deviation is
constantly monitored by the AOSS to determine when it is useful again and
can be included in the control law. AOSS occurs when the following
conditions are met:
• Beam deviation is less than 75 mV plus 20 seconds.
• Beam rate is less than 25 feet/second.
NOTE: In the VOR Approach mode, beam deviation is less than 75 mV plus
4 seconds.
B. Flight Director Lateral (Roll) Channel Functional Operation
(1) Flight Director Lateral (Roll) Modes Interface
(a) Figure 2--14--5 shows the LRU interface for the pilots side flight director lateral
modes. Figure 2--14--6 shows the LRU interface for the copilots side flight
director lateral modes.
(b) The function of each LRU for each lateral mode is discussed in the following
paragraphs:
1 AH--800 Attitude Heading Reference Unit (AHRU)
a For all flight director lateral modes, the on--side AHRU supplies actual
aircraft roll attitude, rate of change, and magnetic heading references
for the on--side flight director. In the VOR and VOR Approach and
Localizer modes, the on--side AHRU also supplies a lateral acceleration
term.
b The cross--side AHRU supplies the same terms to the IC--600 IAC, but
these signals are used for EDS/flight director and autopilot monitoring
purposes only.
2 AZ--850 Micro Air Data Computer (MADC)
a The on--side AZ--850 MADC supplies the on--side IC--600 IAC with an
ARINC 429 input of air data values including true airspeed (TAS). The
TAS signal is used in all lateral flight director modes for gain
programming. The response of the aircraft should feel the same
regardless of the aircraft’s airspeed and altitude. Since it requires less
flight control surface deflection at high speed and high altitude to
complete a maneuver then it does at low speed and low altitude,
changing the size of the signal as a function of TAS achieves the
desired results.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Figure 2--14--5 (Sheet 1). Flight Director Lateral Modes Interface -- Pilots Side

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Figure 2--14--5 (Sheet 2). Flight Director Lateral Modes Interface -- Pilots Side

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Figure 2--14--6 (Sheet 1). Flight Director Lateral Modes Interface -- Copilots Side

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Figure 2--14--6 (Sheet 2). Flight Director Lateral Modes Interface -- Copilots Side

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b Should the AZ--850 MADC become invalid, a fixed bias TAS of 120
knots is used in the IC--600 IAC. The default value of TAS is set for the
approach speed region of flight.

3 GC--550 Guidance Control Unit

a The GC--550 Guidance Control Unit supplies the means for the pilot to
engage/disengage all lateral flight director modes. The GC--550 also
supplies the controls to set the heading select bug for the heading
select mode, as well as setting the selected course in the VOR, VOR
Approach, and Localizer modes.

b The GC--550 supplies button input data directly to the IC--600 IAC.
Heading bug set and selected course data is transmitted to both
DC--550 Display Controllers. The DC--550 Display Controllers transmit
the heading bug set and selected course data to both IC--600 IACs.

4 DC--550 Display Controller

a The DC--550 Display Controller supplies an RS--422 digital bus interface

(DC/SG Bus) between itself and the IC--600 IAC. Heading bug set and
selected course inputs are routed through the DC--550 to be put on the
digital bus interface to the IC--600 IAC.

5 RNZ--851 Integrated Navigation Unit

a The RNZ--851 integrated NAV unit supplies an RSB output of VOR,

Localizer deviation data, as well as marker beacon data. The DME
receiver supplies an RSB output as well as a DME enable and DME
Hold discrete. The DME signal is used in the VOR and VOR Approach
modes to gain program the VOR signal as a function of the aircraft
approaching, or departing the VOR station.

6 RT--300 Radio Altimeter

a The RT--300 radio altimeter supplies an analog output of absolute

altitude above the terrain. This signal is used by the flight director to
gain program the localizer signal. Gain programming is required, due to
the directional qualities and beam convergence characteristics of the
localizer antenna.

b As the aircraft approaches the runway, the localizer signal appears to

get stronger and the beam appears to get narrower. By reducing the
gain on the signal as a function of the change in radio altitude, the
computed steering command does not take the aircraft out of the
localizer beam envelope and reduces S turning.

c Should the radio altimeter be invalid, localizer gain programming starts

as a function of glideslope capture and run down as a function of TAS
and time. At the middle marker gain programming are synchronized to a
preset value.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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7 Lateral Navigation (LNAV) Unit

a The long range navigation unit supplies an ARINC 429 composite

steering command to the IC--600 IAC. This command is already gain
programmed in the LNAV unit and represents the computed desired
track over the ground from the last sequenced waypoint to the “TO”
waypoint.

8 IC--600 Integrated Avionics Computer (IAC)

a The IC--600 IAC performs the following as a function of what lateral

mode is active.

(1) Heading Select Mode

(a) When the heading select mode is activated, the flight director
processor in the IC--600 IAC compares actual aircraft heading
against desired aircraft heading, as determined by the position
of the heading select bug on the PFD. The difference is the
heading select error signal.

(b) With the autopilot not engaged, the heading select error signal
is presented on the PFD flight director command bar as a
steering command for the pilot to bank the aircraft and fly
towards the heading bug. Roll attitude from the on--side AHRS
adds with the error signal in the flight director processor to
center the command cue when the proper bank angle has
been achieved.

(c) As the aircraft approaches the selected heading, the heading

error signal gets smaller in size and the roll attitude signal
commands the pilot to roll the aircraft to a wings level condition.
With the aircraft flying the selected heading, the following
conditions exist:
• Heading select error is zero.
• Flight director command bar is centered.
• Control wheel is centered.
• Aircraft is maintaining the selected heading.
(d) With the autopilot engaged, the flight director processor
generates the commands as stated above, but sends them to
the autopilot for automatic flight path steering. On the PFD the
flight director command bar can move a little out of center and
then return. With the autopilot satisfying the flight director
steering command, the command cue is centered.

(e) Input data used by the heading select control law includes
selected heading, actual heading, TAS and roll attitude.

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(2) Low Bank Submode

(a) The low bank submode allows pilot selection of reduced bank
angle limits for the heading select mode. The mode is selected
by pushing the Low Bank Button (BNK) on the GC--550
Guidance Control Unit. The bank angle limit is reduced from
+27_ to +14_. The mode is only annunciated while the heading
select mode is active, but remains selected and reactivates and
annunciates if heading select is made active again. The low
bank mode is canceled by pushing the BNK button while the
annunciator is lit.
(b) Low Bank mode is automatically selected by climbing through
25,000 feet. Automatic canceling of Low Bank occurs
descending through 24,750 feet.
(3) VOR/VOR Approach Mode
(a) When the VOR mode is armed, the flight director processor
compares actual aircraft heading against selected aircraft
course, as determined by the position of the course select
pointer on the master PFD. The difference is the course error
signal.
(b) The lateral beam sensor (LBS) is computing when to capture
the VOR beam. At VOR capture, the heading select mode is
dropped and the flight director processor generates a
command to bank the aircraft and get aligned on the VOR
beam center.
(c) With the autopilot not engaged, the VOR error signal is
presented on the PFD flight director command bar as a
computed steering command for the pilot to bank the aircraft
and fly towards the course pointer. Roll attitude from the
on--side AHRU is add with the error signal in the flight director
processor to center the command cue when the proper bank
angle has been achieved.
(d) As the aircraft approaches the selected course, the course
error signal gets smaller in size and the roll attitude signal
commands the pilot to roll the aircraft to a wings level condition.
With the aircraft flying the selected course, the following
conditions exist:
• Course select error is appropriate to maintain VOR beam
center.
• Radio deviation is zero.
• Flight director command bar is centered.
• Control wheel is centered.
• Aircraft is tracking the selected VOR radial.

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(e) With the autopilot engaged, the flight director processor

generates the commands as stated above, but sends them to
the autopilot for automatic flight path steering. On the PFD, the
flight director command bar can move a little out of center and
then return. With the autopilot satisfying the flight director
steering command, the flight director command bar is centered.

(f) As the aircraft flies over the VOR station, the flight director
processor monitors for entry into the zone of confusion above
the VOR station. With DME valid, when the aircraft is NAV On
Course (NOC) and DME = (barometric altitude/cosine of 30
degrees), the system goes into over station sensing and ignore
the radio input.

(g) With DME not valid, or not available, the system monitors beam
deviation and beam rate for the OSS function. Beam deviation
must be greater than 75 mV and beam rate of change greater
than 7.5 mV/sec. When radio deviation drops below 75 mV, a
20 second clock is started (4 seconds in VAPP). At the end of
this time, the radio input is again made part of the VOR
equation. The time delay is to ensure the aircraft has cleared
the zone of confusion.

(h) The input data used by the VOR control law includes selected
course, VOR bearing, DME, TAS, baro corrected altitude and
roll attitude.

(4) Localizer/Back Course Modes

(a) When the localizer mode is armed, the flight director processor
compares actual aircraft heading against selected aircraft
course, as determined by the position of the course select
pointer on the coupled side PFD. The difference is the course
error signal.

(b) The lateral beam sensor (LBS) is computing when to capture

the localizer beam. At localizer capture, the heading select
mode is dropped and the flight director processor generates a
command to bank the aircraft and get aligned on the localizer
beam center.

(c) With the autopilot not engaged, the localizer error signal is
presented on the PFD flight director command bar as a
computed steering command for the pilot to bank the aircraft
and fly towards the course pointer. Roll attitude from the AHRS
adds with the error signal in the flight director processor to
center the command cue when the proper bank angle has
been achieved.

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(d) As the aircraft approaches the selected course, the localizer

error signal gets smaller in magnitude and the roll attitude
signal commands the pilot to roll the aircraft to a wings level
condition. With the aircraft tracking the localizer beam, the
following conditions exist:
• Course select error is appropriate to maintain localizer beam
center.
• Radio deviation is zero.
• Command cue is centered.
• Control wheel is centered.
• Aircraft is tracking the localizer beam.
(e) With the autopilot engaged, the flight director processor
generates the commands as stated above, but sends them to
the autopilot for automatic flight path steering. On the PFD, the
command cue can move a little out of center and then return.
With the autopilot satisfying the flight director steering
command, the command cue is centered.
(5) LNAV Mode
(a) When the LNAV mode is active, the flight director processor in
the IC--600 IAC receives computed steering commands from
the LNAV unit over an ARINC 429 bus. These commands lets
the flight director fly the active flight plan as displayed on the
FMS control display unit (CDU).
(b) On the PFD the course select pointer is a desired track pointer
and is positioned automatically by the FMS.
(c) The input data used by the LNAV control law includes the
composite steering command from the FMS unit and roll
attitude from the AHRU.
(2) Heading Select (HDG) Mode
NOTE: For the descriptions and figures used in this section, the assumption is that
the pilots flight director is master.
(a) The heading select mode is used to intercept and maintain a magnetic heading
reference. The mode is engaged by pushing the HDG button on the GC 550
Guidance Control Unit, or by arming the LOC, BC, VOR, LNAV or VAPP modes.
HDG is annunciated on the PFD. Engaging the heading select mode resets all
previously selected active lateral modes.
(b) The heading bug on the PFD is positioned around the compass card to the
heading the pilot desires to intercept, using the HDG knob on the GC 550
Guidance Control Unit. The heading select error signal sent to the flight director
processor is the difference between the actual aircraft heading and the selected
aircraft heading. The flight director processor generates the proper roll command
to intercept and maintain the pilot selected heading.

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(c) A normal heading select function is implemented based on an active

weight--on--wheels discrete (aircraft on ground). When in the normal heading
select mode, the flight director command bar steers in the direction in which the
heading select bug is the shortest distance from the fore lubber line on the PFD.
If the heading select bug is exactly on the aft lubber line, the flight director
steering command can be initiated in either direction.

(d) A smart heading select function is implemented based on an inactive weight on

wheels discrete (aircraft in air). When the smart heading select mode is
activated, the flight director steering command is the shortest distance to the
bug, or in the direction of travel of the bug from the fore lubber line.

(e) Heading Select mode operating limits are listed in Table 2--14--5.

(f) The heading select mode is canceled by the following:

• Capture of any other lateral steering mode
• Selecting go around
• SG reversionary selection
• Pushing the HDG button on the GC 550 Guidance Control Unit
• Activation of the CPL button on the GC 550 Guidance Control Unit
• Turn knob out of detent with autopilot engaged.

Table 2--14--5. Heading Select Mode Operating Limits

Mode Parameter Value
Heading Select Roll Angle limit ±27_
Low bank limit ±14.0_
Roll Rate Limit 3.0_/sec

(3) Heading Select Mode Engage/Reset/Disengage Logic

(a) Engage Logic

1 Required valids are as follows:

• Flight Director
• On--Side AHRU.
2 With the above conditions met, pushing either the following buttons engages
the heading select mode:
• HDG button on the GC 550 Guidance Control Unit.
• NAV button on the GC 550 Guidance Control Unit with either a VOR,
LNAV or LOC NAV source tuned.
• APR button on the GC 550 Guidance Control Unit with either a LOC or
VOR frequency tuned.

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(b) Reset/Disengage Logic

1 Reset means that a condition has occurred that has canceled the mode, but
it can be re--engaged.

2 Disengage means that a condition has occurred that has canceled the mode
due to a fault and the mode cannot be re engaged until the fault is cleared.

3 The heading select mode automatically resets/disengages, if any of the

following conditions occur:
• Pushing the HDG button on the GC 550 Guidance Control Unit (reset).
• Any lateral flight director mode captured (reset).
• Selecting go around (reset).
• Changing the displayed heading source on the PFD (reset).
• Anytime the flight guidance system is powered up (reset).
• Activating the GC 550 CPL button (reset).
• Flight director system not valid (disengage).
• On side AHRU not valid (disengage).
• Turn knob out of detent with autopilot engaged.
NOTE: If the flight director goes invalid, the command cue go out of view. If
the AHRU goes invalid, the mode clears, as well as
attitude/heading failure flags displayed on the EDS display.

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(4) VOR (NAV) Mode

(a) See Figure 2--14--7 thru Figure 2--14--13 and Table 2--14--6.

(b) The VOR mode provides for automatic intercept, capture and tracking of a
selected inbound or outbound VOR radial, utilizing the selected VOR navigation
source displayed on the on--side PFD. The navigation source displayed on the
PFD is a function of the NAV source buttons located on the DC 550 Display
Controller. Prior to engaging the mode the pilot performs the following:

• Tune the navigation receiver to the desired VOR frequency.

• Select NAV as the navigation source on the DC 550 Display Controller.
• Set the course pointer on the on side PFD for the desired course to be flown.
• Set the heading bug on the PFD to the desired intercept heading for the
selected course.

(c) With the aircraft outside the normal capture range of the VOR signal (typically
the course deviation on the PFD is greater than two dots), the pilot pushes the
NAV button on the GC 550 Guidance Control Unit. The HDG and NAV buttons
on the GC 550 lights. HDG in green and VOR ARM in white are also
annunciated on the PFD. The IC 600 IAC is armed to capture the VOR signal
and is generating a roll command to fly the heading select mode.

Figure 2--14--7. VOR ARM Pictorial

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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M 30 30

9500
30 30

NM

ID--48586

Figure 2--14--8. VOR (NAV) Mode Armed

(d) When reaching the LBS trip point, the flight director automatically drops the
heading select mode and switches to the VOR capture phase. The following is
observed on the PFD:
• The white VOR annunciator turns OFF.
• The green HDG annunciator turns OFF.
• A green VOR is annunciated and is enclosed in a white box for 8 seconds to
emphasize the capture phase of operation.
(e) The IC 600 IAC generates the proper roll command to bank the aircraft to
capture and track the selected VOR radial.

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Figure 2--14--9. VOR Capture Pictorial

(f) When the course select pointer was set on the PFD using the appropriate course
knob on the GC 550 Guidance Control Unit, the course select error signal was
established. This signal represents the difference between actual aircraft
heading and the desired aircraft course.

(g) The radio signal is routed from the navigation receiver to the IC 600 IAC, where
the radio signal is processed and lateral gain programmed.

(h) Lateral gain programming is performed as a function of DME distance to the

station (if available) and TAS. This gain programming adjusts for the aircraft
either coming toward or moving away from the VOR station.

NOTE: Avoid, if possible, operating in DME hold during VOR capture and
tracking operation. When in DME hold the computer cannot use DME
distance for gain programming.

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--2000

ID--48588

Figure 2--14--10. VOR (NAV) Mode Capture

(i) When flying a VOR intercept, the optimum intercept angle should be 45 degrees
or less. If the intercept angle is greater than 45 degrees, then course cut limiting
can occur.

(j) The course cut limiter functions primarily when approaching the desired VOR
radial at an intercept angle greater than 45 degrees and at a high rate of speed.
Its function is to limit steering commands to 45 degrees, which forces a flight
path to get on the selected radial sooner to prevent overshooting the VOR beam
center. Typically, the roll command makes an initial heading change, then level
out and fly toward the beam, then make a second heading change to get lined
up on the center of the selected radial.

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Figure 2--14--11. VOR Course Cut Limiting

(k) When the aircraft satisfies VOR track conditions, the course error signal is
removed from the lateral steering command. This leaves navigation on course
(NOC) and DME gain programming (if available) to track the VOR signal and to
compensate for beam standoff in the presence of a crosswind. The system
automatically compensates for a crosswind of up to 45 degrees course error.

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M 30 30

30 30

ID--48590

Figure 2--14--12. VOR Track

(l) As the aircraft approaches the VOR station, it enters a zone of unstable radio
signal. This zone of confusion radiates upward from the station in the shape of a
truncated cone. In this area, the radio signal becomes highly erratic and it is
desirable to remove it from the roll command. The overstation sensor (OSS)
monitors entry into the zone of confusion and removes radio deviation from the
roll command. The system also uses the collocated DME signal (if available) to
adjust tracking gains.

(m) When over the VOR station (Figure 2--14--13), the system accepts and follows a
course change of up to 90 degrees.

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(n) The navigation (VOR) mode is canceled by the following:

• Pushing the NAV button on the GC 550 Guidance Control Unit.
• Selecting go around.
• Selecting another lateral mode active.
• NAV source change (radio frequency on the selected NAV receiver).
• Displayed heading invalid.
• On--side attitude invalid.
• Displayed NAV source invalid.
• On--side air data invalid.
• SG reversion.
• Activation of the GC 550 CPL button.
• Turn knob out of detent with autopilot engaged.

Figure 2--14--13. VOR Overstation

(5) VOR Approach (VAPP) Mode

(a) A VOR approach is completed in a manner similar to normal VOR. However,

instead of selecting the mode with the NAV button on the GC 550 Guidance
Control Unit, the APR button is pushed. The APR button annunciator lights and
VAPP is displayed in white on the PFD. The flight director applies the gains
appropriate for an approach. Upon capture of the selected course, the PFD
displays VAPP in green. Refer to Table 2--14--6 for system operating limits.

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Table 2--14--6. VOR/VOR Approach Operating Limits

Mode Parameter Value
VOR or Capture:
VAPP Beam Intercept Angle Up to 90_
Capture Point Function of DME, beam
deviation, beam closure rate and
course error.
MIN Trip Point: ± 30 mV dc
MAX Trip Point: ± 175 mV dc
Roll Angle Limit ± 27.5_
Roll Rate Limit 3.0_/sec VOR
5.5_/sec VAPP
Course Cut Limit 45_ during capture
VOR NOC Roll Angle Limit ± 17_
Roll rate Limit 1.0_/sec VOR
5.5_/sec VAPP
Crosswind Correction Up to 45_ course error VOR
Up to 30_ course error VAPP
Over Station: Up to 90_
Course Change
Roll Angle Limit ± 17_
Roll Rate Limit 3_/sec

(6) VOR/VAPP Engage/Reset/Disengage Logic

(a) VOR ARM Engage Logic

1 Required valids are as follows:

• Flight Director
• On--Side AHRU
• On--Side MADC
• Displayed NAV Source.
2 With the above conditions met, and VOR selected as the NAV source on the
DC 550 Display Controller, pushing the NAV button on the GC 550 Guidance
Control Unit arms the VOR mode.

(b) VOR Arm Reset Logic

1 Reset means that a condition has occurred that has canceled the mode, but
it can be re--engaged.

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2 Disengage means that a condition has occurred that has canceled the
mode, due to a fault and the mode cannot be re--engaged until the fault is
cleared.

3 VOR arm automatically resets if any of the following conditions occur:

• VOR is captured.
• Selecting go around.
• NAV source change.
• Any other lateral flight director mode active.
• Pushing the NAV button on the GC 550 Guidance Control Unit.
• Changing the displayed heading source.
• Anytime the flight director system is powered up.
• Activation of the GC 550 CPL button.
• Turn knob out of detent with autopilot engaged.
(c) VOR Arm Disengage Logic

1 The VOR arm mode automatically disengages if any of the following

conditions occur:
• Flight Director not valid.
• On--side AHRU not valid.
• Tune to a localizer frequency.
• Displayed NAV source not valid.
• SG reversionary switching.
• On side MADC not valid.
NOTE: Loss of NAV valid causes the flight director command bar to go out
of view, while maintaining mode annunciation and heading hold
command. If the NAV remains invalid after 5 seconds, the mode is
canceled. If NAV valid returns within 5 seconds, the command bar
re--appears.

(d) VOR Capture Engage Logic

1 Required valids are as follows:

• Flight Director
• On--Side AHRU
• Displayed NAV Source
• On side MADC.
2 With the above conditions met and the VOR mode is armed plus 1 second
and the LBS trips, the VOR mode automatically transitions from arm to
capture.

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(e) VOR Capture Reset Logic

1 VOR capture automatically resets, if any of the following conditions occur:

• Selecting go around.
• Any other lateral mode active.
• Pushing the NAV button on the GC 550 Guidance Control Unit.
• Pushing the APR button on the GC 550 Guidance Control Unit.
• NAV source change.
• Changing the displayed heading source.
• Anytime the flight director system is powered up.
• Activation of the GC 550 CPL button.
• Turn knob out of detent with autopilot engaged.
(f) VOR Capture Disengage Logic

1 The VOR mode automatically disengages, if any of the following conditions

occur:
• Flight Director not valid.
• On side AHRU not valid.
• Tune to a localizer frequency.
• NAV source not valid.
• On side MADC not valid.
• SG reversionary switching.
• Turn knob out of detent with autopilot engaged.
(g) NAV On Course (NOC) Logic

1 For VOR, NOC is defined as follows:

• LBS has tripped.
• Course error less than 22_.
• Bank angle less than 6_.
• Beam deviation less than 75 mV.
2 When all the above conditions have existed simultaneously for 8 seconds,
NOC is latched. As a function of NOC latching, the flight director processor
starts cross--wind correction.

NOTE: Loss of NAV valid will cause the flight director command bar to go
out of view. If the NAV remains invalid after 5 seconds, the mode
will be canceled.

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(h) VOR OSS Engage Logic

1 Required valids are as follows:

• Flight Director
• On--Side AHRU
• Displayed NAV Source
• On--Side MADC.
2 With the above conditions met, and VOR is NOC, the flight director
processor monitors for the following:
• Beam deviation is greater than 75 mV.
• Beam rate of change is greater than 7.5 mV/second or with DME valid
and not Hold (barometric altitude/cosine of 30_) = DME.
3 If either of these conditions exist at the same time, the flight director
processor assumes the aircraft is overstation and inhibits the radio input.

(i) VOR OSS Reset Logic

• Selecting go around.
• Any other lateral mode active.
• Pushing the NAV button on the GC 550 Guidance Control Unit.
• NAV source change.
• Changing the displayed heading source.
• Anytime the flight director system is powered up.
• Activation of the GC 550 CPL button.
• Turn knob out of detent with autopilot engaged.
(j) VOR OSS Disengage Logic
• Flight Director not valid.
• On side AHRU not valid.
• Tune to a localizer frequency.
• Displayed NAV source not valid.
• On side MADC not valid.
• SG reversionary switching.
• Turn knob out of detent with autopilot engaged.
1 The logic for the VOR Approach mode is identical to the logic for the VOR
mode except for the following:
• Pushing the APR button instead of the NAV button on the GC 550
Guidance Control Unit.

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(7) Localizer (NAV) and Back Course (BC) Modes

(a) See Figure 2--14--14 thru Figure 2--14--22 and Table 2--14--7.

(b) The localizer mode provides for automatic intercept, capture, and tracking of the
front course localizer beam to line up on the centerline of the runway in use. The
back course localizer mode lets the pilot fly a back course localizer intercept.
Prior to mode engagement, the pilot performs the following:

• Tune the navigation receiver to the published front course localizer frequency
for the runway in use.
• Push the NAV button on the DC 550 Display Controller to select LOC as the
navigation source.
• Set the course pointer on the coupled side PFD for the inbound runway
heading.
• Set the heading bug on the coupled side PFD for the desired heading to
perform a course intercept.

(c) The PFD displays the relative position of the aircraft to the center of the localizer
beam and the desired inbound course. With the heading bug set for course
intercept, the heading select mode is automatically used to perform the intercept.
Outside the normal capture range of the localizer signal, pushing the NAV button
on the GC 550 Guidance Control Unit causes the PFD to annunciate HDG in
green and LOC in white.

(d) The aircraft is now flying the desired heading intercept and the flight director is
armed for automatic localizer beam capture.

Figure 2--14--14. Localizer ARM Pictorial

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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M 30 30

20 20

30 30

ID--48593

Figure 2--14--15. Localizer (NAV) Mode ARM

(e) With the aircraft approaching the selected course intercept, the LBS is
monitoring localizer beam deviation, beam rate, and TAS. At the computed time,
the LBS trips and captures the localizer signal. The flight director processor
drops the heading select mode and generates the proper roll command to bank
the aircraft toward localizer beam center. When the LBS trips, the following is
observed on the PFD:
• The green HDG annunciator turns OFF.
• The white LOC annunciator turns OFF.
• The green LOC annunciator comes ON.

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Figure 2--14--16. Localizer Capture Pictorial

(f) The IC 600 IAC flight director processor generates the proper roll command to
bank the aircraft to capture and track the selected localizer signal.
NOTE: When flying a localizer intercept, the optimum intercept angle is 45
degrees or less. If the intercept angle is greater than 45 degrees,
course cut limiting can occur as previously described in the VOR mode
of operation.
(g) When the course select pointer was set on the coupled side PFD using the
appropriate course knob on the GC 550 Guidance Control Unit, the course select
error signal was established. This signal represents the difference between
actual aircraft heading and selected aircraft course.
(h) Lateral gain programming is required to adjust the gain applied to the localizer
signal due to the aircraft approaching the localizer antenna and beam
convergence caused by the directional properties of the localizer antenna. The
lateral gain programmer is controlled by the change in radio altitude when the
aircraft is below 2400 ft radio altitude and the radio altimeter is valid. If the radio
altimeter is not valid, then gain programming occurs as a function of localizer
beam capture.
(i) The localizer mode is canceled by the following:
• Pushing the NAV button on the GC 550 Guidance Control Unit.
• Selecting go around.
• Any other lateral mode active.
• Changing navigation sources.
• Displayed NAV source invalid.
• On--Side AHRU invalid.
• On--Side MADC invalid.
• SG reversionary switching.
• Activation of the CPL button.
• Turn knob out of detent with autopilot engaged.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(j) A back course localizer approach is automatically selected by the IAC as a

function of the course error (aircraft heading versus runway heading), during the
arm phase of the mode. If the course error is <105 degrees LOC is selected as
the arm mode. If the course error is >103 degrees BC is selected as the arm
mode.

CRS

ID--48595

Figure 2--14--17. Localizer Capture

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30 30
M

20 20

60
40

20 20

30 30 IN

ID--48596

Figure 2--14--18. Localizer Track

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Figure 2--14--19. Back Course Mode Pictorial

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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M 30 30

20 20

30 30
--2000

ID--48598

Figure 2--14--20. Back Course ARM

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--2000

ID--48599

Figure 2--14--21. Back Course Capture

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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30 30

20 20

10 10

10 10

20 20

30 30

ID--48600

Figure 2--14--22. Back Course Track

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--14--7. Localizer (LOC) and Back Course (BC) Mode

Operating Limits
Mode Parameter Value
LOC/BC LOC or BC Capture:
Beam Intercept Angle Up to 90_
Capture Point Function of beam deviation,
beam closure rate and
localizer course error
MIN Trip Point: ± 60 mV dc
MAX Trip Point: ± 175 mV dc
Roll Angle Limit ± 27.5
Roll Rate Limit 5.5_/sec
Course Cut Limit 30_ during capture
LOC or BC Track:
Roll Angle Limit 17_
Roll rate Limit 5.5_/sec
Crosswind Correction Up to 30_ course error
Gain Programming Function of radio altitude

(8) Localizer/Back Course Mode Engage/Reset/Disengage Logic

(a) LOC/BC ARM Engage Logic
1 Required valids are as follows:
• Flight Director
• On--Side AHRU
• On--Side MADC
• Displayed NAV Source.
2 With the above conditions met, and NAV selected as the NAV source on the
DC 550 Display Controller and the source tuned to an ILS frequency
3 Pushing the NAV button on the GC 550 Guidance Control Unit arms the
LOC/BC mode. Pushing the APR button on the GC 550 Guidance Control
Unit arms the LOC and GS modes.
(b) LOC/BC Arm Reset Logic
1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.
2 Disengage means that a condition has occurred that has canceled the mode
due to a fault and the mode cannot be re engaged until the fault is cleared.

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3 LOC/BC arm automatically resets if any of the following conditions occur:

• LOC/BC is captured.
• Selecting go around.
• Pushing the NAV button on the GC 550 Guidance Control Unit.
• Changing the displayed heading source.
• NAV source change.
• Anytime the flight guidance system is powered up.
• Activation of the GC 550 CPL button.

(c) LOC/BC Arm Disengage Logic

1 The LOC/BC arm mode automatically disengages if any of the following

conditions occur:
• Flight Guidance not valid.
• On--Side AHRU not valid.
• Not tuned to a localizer frequency.
• Displayed NAV source not valid.
• SG reversionary switching.
• On--Side MADC not valid.
• Turn knob out of detent with autopilot engaged.
NOTE: If the flight director system or the on side AHRS go invalid,the mode
clears as well as the EDS display (attitude fail). If the NAV sensor
fails, the mode stays engaged, but the flight director command bar
goes out of view.

(d) LOC/BC Capture Engage Logic

1 Required valids are as follows:

• Flight Director
• On--Side AHRU
• Displayed NAV Source
• On--Side MADC.
2 With the above conditions met, and the following:
• The LOC/BC mode is armed plus 1 second, and
• The LBS trips or deviation less than 35 mV.
3 The LOC/BC mode automatically transitions from arm to capture.

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(e) LOC/BC Capture Reset Logic

1 LOC/BC capture automatically resets if any of the following conditions occur:
• Selecting go around.
• Any other lateral mode active.
• Pushing the NAV or APR button on the GC 550 Guidance Control Unit.
• Changing the displayed heading source.
• NAV source change.
• Anytime the flight guidance system is powered up.
• Activation of the GC 550 CPL button.

(f) LOC/BC Capture Disengage Logic

1 The LOC/BC mode automatically disengages if any of the following
conditions occur:
• Flight director not valid.
• On--Side AHRU not valid.
• Not tuned to a localizer frequency.
• Displayed NAV source not valid plus 5 seconds.
• SG reversionary switching.
• On side MADC not valid.
• Turn knob out of detent with autopilot engaged.
NOTE: Loss of NAV valid will cause the flight director command bar to go
out of view while maintaining mode annunciation. If the NAV
remains invalid after 5 seconds, the mode will be canceled.
(9) Long Range Navigation
(a) See Figure 2--14--23 and Figure 2--14--24 and Table 2--14--8.
(b) Should the pilot select the long range navigation (FMS) source on the DC 550
Display Controller, the NAV mode is flown similar to the VOR mode. Depending
on the installed FMS, the PRIMUS 1000 DFGS can supply a variety of
capabilities. These range as follows:
• Automatic arm and capture of LRN supplied track.
• Immediate capture of the LRN supplied track.
(c) Some common characteristics include the following:
• Instead of using course error and radio deviation, a composite lateral steering
command is used from the long range navigation computer by the IC 600 IAC.
• The symbol generator function supplies the flight director with the required
steering commands.
• This lateral steering command is gain programmed in the FMS and therefore
is not gain programmed again in the IC 600 IAC.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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1 Automatic LNAV Arm/Capture

a Pushing the NAV button on the GC 550 Guidance Control Unit causes
the HDG mode to annunciate ON. LNAV is armed. At the proper point,
the flight director captures the FMS supplied track and LNAV is
annunciated in green on the PFD.

2 Immediate LNAV Capture

a Pushing the GC 550 Guidance Control Unit NAV button causes the flight
director LNAV mode to annunciate in green on the PFD. The flight
director function is captured and direct the aircraft to a track intercept.
Once the cross track deviation is centered, the desired track is
achieved.

Figure 2--14--23. Long Range Navigation Capture Pictorial and Tracking

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Figure 2--14--24. Long Range Navigation Tracking

3 The LNAV mode is canceled by the following:

• Pushing the NAV button on the GC 550 Guidance Control Unit.
• Selecting go around.
• Selecting another navigation source on the DC 550 Display Controller.
• Selecting another heading source.
• Selecting another lateral mode active.
• SG reversionary switching.
• Activation of the GC 550 CPL button.
• Turn knob out of detent with autopilot engaged.

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Table 2--14--8. LNAV Mode Operating Limits

Mode Parameter Value
LNAV Capture:
Beam Intercept Angle Up to 90_
Capture Point Function of ground speed
and the angular difference
between actual and
desired track.
Roll Angle Limit ± 32_
Roll Rate Limit 5.0_/sec

(10) LNAV Mode Engage/Reset/Disengage Logic

(a) LNAV Capture Logic
1 Required valids are as follows:
• Flight Director
• On--Side AHRU
• On--Side MADC
• FMS.
2 With the above conditions met and the LNAV mode is armed and the aircraft
is at the computed desired track intercept point.
(b) LNAV Capture Reset Logic
1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.
2 LNAV capture automatically resets if any of the following conditions occur:
• Selecting go around.
• Any other lateral mode active.
• Pushing the NAV button on the GC 550 Guidance Control Unit.
• NAV source change.
• Changing the displayed heading source.
• Anytime the flight director system is powered up.
• Activation of the GC 550 CPL button.
• Turn knob out of detent with autopilot engaged.
(c) LNAV Capture Disengage Logic
1 Disengage means that a condition has occurred that has canceled the
mode, due to a fault and the mode cannot be re engaged until the fault is
cleared.

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2 The LNAV mode automatically disengages if any of the following conditions

occur:
• Flight Director not valid
• On side AHRU not valid
• Selected FMS source not valid
• On side MADC not valid
• SG reversionary switching
• Turn knob out of detent with autopilot engaged.
C. Flight Director Vertical (Pitch) Channel Functional Operation
(1) Flight Director Vertical (Pitch) Modes Interface

(a) Figure 2--14--25 shows LRU interface for pilots side flight director vertical modes.
Figure 2--14--26 shows LRU interface for copilots side flight director vertical
modes.
(b) The function of each LRU for each vertical mode is discussed in the following
paragraphs:
1 AH 800 Attitude Heading Reference Unit (AHRU)
a For all flight director vertical modes, the on side AHRU supplies actual
aircraft pitch attitude, and rate of change terms for the on side flight
director. In the speed (SPD) and flight level change (FLC) modes, the
on side AHRS also supplies a normal acceleration term. A longitudinal
acceleration term is also supplied for the FLC mode. The normal
acceleration term is also used in the altitude hold (ALT), altitude
preselect (ASEL), and glideslope (GS) modes.

b The cross side AHRU supplies the same terms to the IC 600 IAC, but
these signals are used for EDS/flight director and autopilot monitoring
purposes only.

2 AZ 850 Micro Air Data Computer (MADC)

a The on side AZ 850 MADC supplies the on side IC 600 IAC with an
ARINC 429 input of air data values including true airspeed (TAS). The
TAS signal is used in some vertical flight director modes for gain
programming. The response of the aircraft should feel the same
regardless of the aircraft’s airspeed and altitude. Since it requires less
flight control surface deflection at high speed and high altitude to
complete a maneuver then it does at low speed and low altitude,
changing the size of the signal as a function of TAS achieves the
desired results.
b Should the AZ 850 MADC become invalid, a fixed bias TAS of 150 knots
is used in the IC 600 IAC. The default value of TAS is set for the
approach speed region of flight.

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Figure 2--14--25 (Sheet 1). Flight Director Vertical Modes Interface -- Pilots Side

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Figure 2--14--25 (Sheet 2). Flight Director Vertical Modes Interface -- Pilots Side

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Figure 2--14--26 (Sheet 1). Flight Director Vertical Modes Interface -- Copilots Side

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Figure 2--14--26 (Sheet 2). Flight Director Vertical Modes Interface -- Copilots Side

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c Additionally, the AZ 850 MADC supplies the on side flight director with
the following vertical mode references:
• Barometric Altitude
• Indicated Airspeed/Mach
• Altitude Rate (Vertical Speed).
3 GC 550 Guidance Control Unit

a The GC 550 Guidance Control Unit supplies the means for the pilot to
engage/disengage all vertical flight director modes, with the exception of
go around. The GC 550 also supplies the controls to set the speed
reference for the SPD and VS modes, as well as setting the selected
altitude preselect reference.

b The GC 550 supplies button input data directly to the IC 600 IAC.
Speed set and selected altitude data is transmitted to both DC 550
Display Controllers. The DC 550 Display Controllers transmit the speed
set and selected altitude data to both IC 600 IACs.

4 DC 550 Display Controller

a The DC 550 Display Controller supplies an RS 422 digital bus interface

(DC/SG Bus) between itself and the IC 600 IAC. Speed set and
selected altitude inputs are routed through the DC 550 to be put on the
digital bus interface to the IC 600 IAC.

5 RT 300 Radio Altimeter

a The radio altimeter supplies an analog output of absolute altitude above

the terrain. This signal is used by the flight director to gain program the
glideslope signal. Gain programming is required due to the directional
qualities and beam convergence characteristics of the glideslope
antenna.

b As the aircraft approaches the runway, the glideslope signal appears to

get stronger and the beam appears to get narrower. By reducing the
gain on the signal as a function of the change in radio altitude, the
computed steering command will not take the aircraft out of the
glideslope beam envelope.

c Should the radio altimeter be invalid, gain programming starts as a

function of glideslope capture and run down as a function of TAS and
time. At the middle marker gain programming is synchronized to a
preset value.

6 RNZ 851 Integrated Navigation Unit

a The RNZ 851 navigation unit supplies an RSB output of glideslope

deviation data, as well as marker beacon data.

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7 IC 600 Integrated Avionics Computer (IAC)

a The IC 600 IAC performs the following, as a function of which vertical

mode is active.

(1) Pitch Attitude Hold

(a) When only a lateral flight director mode is active, the IC 600
IAC memorizes the pitch attitude of the aircraft at the time the
lateral mode was selected. This becomes the pitch attitude
reference displayed on the PFD.

(b) Pitch attitude can be changed by pushing and holding the TCS
button and maneuvering the aircraft to a new position.
Releasing the TCS button causes the IC 600 IAC to memorize
this new attitude reference.

(2) Vertical Speed Hold

(a) The IC 600 IAC receives vertical speed information from the AZ
850 MADC. This vertical speed information becomes the
reference vertical speed in the IC 600 IAC when the mode is
engaged.

(b) The vertical speed reference is changed as a function of

turning the SPD knob on the GC 550 Guidance Control Unit.
When the vertical speed mode is engaged, the speed set bug
is displayed on the vertical speed scale, and the vertical speed
air data command reference is displayed above the vertical
speed scale on the PFD.
• Flight Director Only
-- When the vertical speed mode is engaged and the
autopilot is OFF, vertical speed steering commands are
presented to the pilot on the PFD command bar. By flying
the miniature aircraft symbol to the flight director
command bar, the pilot satisfies the flight director
command.
• Autopilot Engaged
-- With the autopilot on and the vertical speed mode
engaged, vertical speed steering commands are sent to
the autopilot for automatic flight path steering.

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(3) Speed Hold

(a) Air Data

• The IC 600 IAC receives IAS/Mach data from the AZ 850
MADC. This data becomes the SPD reference in the IC 600
IAC when the mode is engaged.
• The SPD reference is changed by turning the SPD set knob
on the GC 550 Guidance Control Unit. When the SPD mode
is engaged, the mode synchronizes to the existing aircraft
speed. The speed reference is shown as a digital display at
the top of the airspeed tape on the PFD. A speed set target
bug is also displayed on the airspeed tape.
• Input data used by the control law includes selected
IAS/Mach, vertical speed, actual IAS/Mach, longitudinal and
normal acceleration terms.
(b) Flight Director Only
• When the SPD mode is engaged and the autopilot is OFF,
SPD steering commands are presented to the pilot on the
PFD flight director command bar. By flying the miniature
aircraft symbol to the command bar, the pilot satisfies the
flight director command.
(c) Autopilot Engaged
• With the autopilot on and the SPD mode engaged, selected
IAS/Mach steering commands are sent to the autopilot for
automatic flight path steering.
(4) Flight Level Change Mode

(a) Air Data

• The IC 600 IAC receives IAS/Mach and vertical speed data
from the AZ 850 MADC. When the FLC mode is engaged,
as a function of which profile (climb/descent) has been
selected, actual IAS/Mach or vertical speed is compared
against the profile programmed in the IC 600 IAC.
• When the FLC mode is engaged in a climb, the applicable
speed profile target bug is displayed on the airspeed scale,
and the selected target airspeed profile is displayed above
the airspeed scale on the PFD.
• When the FLC mode is engaged in a descent, the
applicable vertical speed target is selected and displayed
above the vertical speed scale on the PFD.
• Input data used by the control law includes profile airspeed
or Mach target, vertical speed, actual IAS/Mach, longitudinal
and normal acceleration terms.

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(b) Flight Director Only

• When the FLC mode is engaged and the autopilot is OFF,
FLC steering commands are presented to the pilot on the
PFD flight director command bar. By flying the miniature
aircraft symbol to the command bar, the pilot satisfies the
flight director command.
• Since the reference speed is a fixed profile in software, it
cannot be changed with the SPD knob or TCS.
(c) Autopilot Engaged
• With the autopilot on and the FLC mode engaged, the
selected IAS/Mach or vertical speed profile steering
command is sent to the autopilot for automatic flight path
steering.
(5) Altitude Preselect Mode
(a) The IC 600 IAC receives inputs of uncorrected pressure
altitude, baro corrected pressure altitude and pilot selected
altitude. The flight director processor combines the pressure
altitude inputs through complimentary filtering to obtain more
precise barometric altitude data.
(b) In the IC 600 IAC the difference between actual aircraft altitude
and selected aircraft altitude (ASEL) is defined as the altitude
error signal.
(c) The altitude error signal is converted into a computed vertical
speed signal. If the aircraft’s actual vertical speed is less than
the computed vertical speed, then ASEL remains armed. When
the aircraft’s actual vertical speed is greater than the computed
vertical speed, the flight director processor captures the
selected altitude and command the flare maneuver.
(d) There is no button to select the ASEL mode on the GC 550
Guidance Control Unit. ASEL automatically arms when the
following conditions exist simultaneously:
• Decreasing altitude error.
• Computed vertical speed is greater than actual vertical
speed.
• Not in altitude hold.
• Glideslope is not in capture or track mode.
• Vertical speed is greater than 100 FPM for 3 seconds.
• The target altitude is at least 250 feet from present altitude.
(e) The input data used by the altitude preselect control law
includes selected altitude, baro corrected altitude, vertical
speed, and normal acceleration.

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(f) Flight Director Only

-- With the ASEL mode armed, the PFD presents a vertical
steering command of whichever other vertical mode is in
use. When ASEL transitions from arm to capture, a
vertical steering command is presented to the pilot to
flare the aircraft onto the selected altitude.
(g) Autopilot Engaged
-- With the autopilot engaged and the ASEL mode
captured, steering commands are sent to the autopilot for
automatic altitude capture.
(6) Altitude Hold Mode
(a) The IC 600 IAC receives an input of baro corrected pressure
altitude from the AZ 850 MADC. The flight director processor
compares actual aircraft altitude against the altitude hold
reference to generate the altitude hold error signal.
(b) Input data used by the altitude hold control law includes
pressure altitude, baro correction data, vertical speed, normal
acceleration and pitch attitude.
• Flight Director Only
-- With the ALT hold mode engaged, the PFD presents a
vertical steering command to the pilot to fly the aircraft
back to the reference altitude.
• Autopilot Engaged
-- With the autopilot on and the ALT hold mode engaged,
the vertical steering command is sent to the autopilot for
automatic flightpath steering.
(7) ILS Approach Mode
(a) When the ILS approach mode (APR) is armed, the flight
director processor looks at TAS, vertical speed and glideslope
deviation to determine when to capture the glideslope. This is
accomplished by the vertical beam sensor (VBS). When the
glideslope is captured, the flight director processor
automatically drops whichever other vertical mode was
engaged and start tracking the glideslope signal. Should the
localizer signal be lost for any reason, the APR mode is also
dropped.
(b) With the autopilot not engaged, the glideslope error signal is
presented on the PFD command bar as a computed steering
command for the pilot to raise or lower the aircraft nose and fly
back to glideslope beam center. Pitch attitude from the AHRS
will add with the glideslope signal in the flight director processor
to center the command bar when the proper pitch attitude has
been achieved.

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(c) As the aircraft approaches the glideslope beam, the glideslope

signal gets smaller in size and the pitch attitude signal
commands the pilot to return the aircraft to its landing attitude.
With the aircraft tracking the glideslope beam, the following
conditions exist:

• Radio deviation is zero.

• Command cue is centered.
• Control wheel is centered.
• Aircraft is tracking the glideslope beam.

(d) With the autopilot engaged, the flight director processor

generates the commands stated above and sends them to the
autopilot for automatic flight path steering. On the PFD, the
command bar can move a little out of center and then return.
With the autopilot satisfying the flight director steering
command, the command bar is centered.

(8) Go Around Mode

(a) The GA mode is normally used to transition from an approach

to land to a climb out condition in the event of a missed
approach. The pilot selects GA mode by pushing the GA button
located on either outboard throttle handle. With GA mode
selected, all flight director modes are canceled.

(2) Pitch Attitude Hold

NOTE: The description and figures in this section assume the pilots flight director is
master.

(a) Pitch attitude hold is the basic vertical flight director mode. It is activated when a
flight director lateral (roll) mode is selected without an accompanying vertical
(pitch) mode. The PITCH hold mode is only active when the autopilot is
engaged. There is a PIT annunciation for pitch attitude hold on the PFD in the
vertical flight director mode field. Refer to Table 2--14--9 for the operating limits.

(b) The pitch command on the PFD supplies the pilot with a reference corresponding
to the pitch attitude existing at the moment the lateral flight director mode was
selected. This pitch reference can be changed with the TCS button located on
the pilots and copilots control wheel, or by using the pitch wheel on the PC--400
Autopilot Controller.

(c) Pitch attitude hold is canceled by selecting any vertical flight director mode or
automatic capture of a vertical mode.

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Table 2--14--9. Pitch Attitude Hold Operating Limits

Mode Parameter Value
Autopilot Limit After Engagement ± 20_
TCS ± 20_
Pitch Wheel ± 20_

(3) Pitch Attitude Hold Mode Engage/Reset/Disengage Logic

(a) Engage Logic

1 Required valids are as follows:

• Flight Director
• On--Side AHRU
• On--Side MADC.
With the above conditions met, selecting a lateral flight director mode only, with
no vertical flight director mode active, places the aircraft in the pitch attitude hold
mode of operation.

(b) Reset Logic

1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.

2 The pitch attitude hold mode is automatically reset, if any of the following
conditions occur:
• Selecting any vertical flight director mode active.
• Selecting go--around.
• Anytime the flight director system is powered up.
• Activation of the GC--550 CPL button.
(c) Disengage Logic

1 Disengage means that a condition has occurred that has canceled the
mode, due to a fault and the mode cannot be re engaged until the fault is
cleared.

2 The pitch attitude hold mode automatically disengages, if any of the

following conditions occur:
• Flight director not valid.
• On--Side AHRU not valid
• SG reversionary switching.
• On--Side MADC not valid.

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(4) Vertical Speed (VS) Hold Mode

(a) See Figure 2--14--27 and Table 2--14--10.

(b) The vertical speed hold mode is used to automatically maintain the aircraft at a
pilot selected vertical speed reference. Mode activation cancels all other vertical
modes except altitude preselect arm, and glideslope arm. Overspeed protection,
based on Vmo/Mmo speed limit, is supplied as a submode of vertical speed hold.
Underspeed protection, in addition to AP disconnect at stick shaker activation is
being considered at the time of the writing.

(c) To initiate the mode, the pilot maneuvers the aircraft to the desired climb or
descent attitude, establish the vertical speed reference, and engage the mode.
When the vertical speed mode is engaged, the following occurs:
• VS in green is annunciated on the PFD.
• The vertical speed target is displayed above the vertical speed scale on the
PFD and the vertical speed bug is displayed on the vertical speed scale.
(d) The reference vertical speed is changed by turning the SPD knob on the
GC--550 Guidance Control Unit. If the autopilot is engaged after the mode is
selected on, the reference vertical speed must be re synchronized. The pilot can
also change the vertical speed reference as a function of pushing and holding
the TCS button and manually flying the aircraft to a new vertical speed reference.

(e) Input data for the vertical speed control law includes vertical speed target, actual
aircraft vertical speed, and normal acceleration.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

30 30

20 20

10 10

10 10

20 20

30 30

ID--48601

Figure 2--14--27. Vertical Speed (VS) Hold Mode

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Table 2--14--10. Vertical Speed Hold Operating Limits

Mode Parameter Value
VS Hold VS Engage Range 0 to 6,000 ft/min
VS Hold Engage Error ± 30 ft/min
Pitch Limit ± 20_
Pitch Rate Limit f(TAS) 0.3 g’s max

(5) Vertical Speed (VS) Hold Mode Engage/Reset/Disengage Logic

(a) Engage Logic

1 Required valids are as follows:

• Flight Director
• On--Side AHRU
• On--Side MADC.
2 With the above conditions met, pushing the VS button on the GC--550
Guidance Control Unit engages the VS hold mode.

(b) Reset Logic

1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.

2 The VS mode is automatically reset, if any of the following conditions occur:

• Selecting go--around
• Pushing the VS button on the GC--550 Guidance Control Unit
• Selecting any other vertical mode active
• Anytime the flight director system is powered up
• Activation of the GC--550 CPL button.
(c) Disengage Logic

1 Disengage means that a condition has occurred that has canceled the mode
due to a fault and the mode cannot be re engaged until the fault is cleared.

2 The VS hold mode automatically disengages, if any of the following

conditions occur:
• Flight Director not valid
• On--Side AHRU not valid
• On--Side MADC not valid
• SG reversionary switching.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

(6) Speed (SPD) Select Mode

(a) The Speed Select Mode (Figure 2--14--28 and Table 2--14--11) is used to
maintain a pilot selected speed reference. The SPD control law is designed to fly
to a selected altitude at a selected speed and supply limited
overspeed/underspeed protection during climbs and descents.

(b) The SPD mode is engaged by pushing the SPD button on the GC--550
Guidance Control Unit. The desired speed reference is set by turning the SPD
set knob on the GC--550 Guidance Control Unit. If the mode is engaged below
25,000 feet, an IAS speed reference is selected. If the aircraft climbs through the
25,100 feet, the IAS reference is maintained. The pilot can also change the SPD
reference by pushing and holding the TCS button and manually flying the aircraft
to a new SPD reference.

(c) If the mode is engaged above the 25,100 feet, a Mach reference is selected. If
the aircraft descends through the 25,000 feet, the Mach reference is maintained.
The pilot can toggle between IAS/Mach at any time by pushing in on the SPD set
knob.

(d) When the SPD mode is engaged, the following occurs:

• IAS in green is annunciated on the PFD
• The speed target is displayed at the top of the airspeed scale on the PFD and
the speed target bug appears on the airspeed scale
(e) The SPD control law is designed to meet the following requirements:
• Not to exceed 0.3 g normal acceleration
• Not to exceed Vmo/Mmo
• Not to fly away from the selected airspeed reference.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

30 30

20 20

10 10

10 10

20 20

30 30

ID--48602

Figure 2--14--28. Speed Hold Mode

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Table 2--14--11. Speed (SPD) Hold Mode Operating Limits

Mode Parameter Value
SPD Hold IAS Engage Range 120 knots to Vmo
IAS Hold Engage Error ± 5 knots
Pitch Limit ± 20_
Pitch Rate Limit f(TAS) 0.3 g’s max
Mach Engage Range .40 Mach
Mach Hold Engage Error ± 0.01 Mach
Pitch Limit ± 20_
Pitch Rate Limit f(TAS) 0.3 g’s max

(7) Speed (SPD) Select Mode Engage/Reset/Disengage Logic

(a) Engage Logic

1 Required valids:
• Flight Director
• On--Side AHRU
• On--Side MADC.
2 With the above conditions met, pushing the SPD button on the GC--550
Guidance Control Unit engages the SPD Select mode.

(b) Reset Logic

1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.

2 The SPD mode is automatically reset, if any of the following conditions

occur:
• Selecting go--around.
• Pushing the SPD button on the GC--550 Guidance Control Unit.
• Selecting any other vertical mode active except altitude preselect arm or
glideslope arm.
• Anytime the flight director system is powered up.
• Activation of the GC--550 CPL button.
(c) Disengage Logic

1 Disengage means that a condition has occurred that has canceled the mode
due to a fault and the mode cannot be re engaged until the fault is cleared.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

2 The SPD Select mode automatically disengages, if any of the following

conditions occur:
• Flight Director not valid
• On--Side AHRU not valid
• On--Side MADC not valid
• SG reversionary switching.
(8) Flight Level Change (FLC, FLCH) Mode

(a) The flight level change mode climb or descent (Figure 2--14--29 and
Table 2--14--12) is used to fly to a new altitude reference using predefined
profiles. The flight level change control law is designed to give limited
overspeed/underspeed protection during climbs and descents. The control law is
designed to meet the following requirements:
• Not to exceed 0.1 g normal acceleration
• Not to exceed Vmo/Mmo
• Not to fly away from the selected altitude
• Not to fly away from the profile speed
• Not to exceed 0.1 g longitudinal acceleration.
(b) Flight level change supplies an error signal from the reference speed and lets the
system maintain airspeed, Mach, or vertical speed and also track changes in the
profile speed target value.

(c) The flight level change mode is selected by pushing the FLC button on the
GC--550 Guidance Control Unit. Climb (CLB) or descent (DES) illuminates on the
PFD.

(d) Automatic selection of a climb or descent profile is made by observing the aircraft
altitude relative to the preselected altitude. The pilot is not able to select a speed
reference with the SPD knob on the GC--550 Guidance Control Unit. Selection of
this mode cancels all other vertical flight director modes except altitude preselect
arm, or glideslope arm.

(e) With FLC active, pushing and holding TCS lets the pilot maneuver the aircraft as
he desires. When TCS is released, the aircraft once again acquires the
climb/descent profile.

(f) Input data used by the control law includes profile airspeed or Mach target,
vertical speed, actual airspeed or Mach, and aircraft accelerations.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

(g) The flight level change mode is canceled/and or inhibited by any of the following
conditions:
• FLC button (push OFF)
• Selection of ALT, VS, or SPD modes
• Altitude preselect capture
• Glideslope capture
• Select go--around
• On--Side AHRU not valid
• On--Side MADC not valid.

HDG CLB
240 30 AP YD30
37000
280
10500
20 20

260
10 10

20
240 100 00
80

10 10
220

20 20
200 9500
200 RA 0.00 IN
30 DG1 30
--2000
316CRS
3
VOR1 N
2
6.4 NM 1

0 800
VOR1
1
ADF2
2
HDG S GSPD 3
360 200 KTS
ID--48603

Figure 2--14--29. FLC Hold Mode

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Table 2--14--12. Flight Level Change (FLC) Hold Mode

Operating Limits
Mode Parameter Baro Corrected Value
Altitude (feet)
FLC Hold Climb Speed 0 10,000 240 knots
10,000 12,000 240 270 knots
12,000 17,377 270 knots
17,377 37,000 0.56 Mach
Descent 0 37,000 2,000 feet per
minute

(9) Flight Level Change (FLC) Mode Engage/Reset/Disengage Logic

(a) Engage Logic
1 Required valids:
• Flight Director
• On--Side AHRU
• On--Side MADC.
2 With the above conditions met, pushing the FLC button on the GC--550
Guidance Control Unit engages the FLC mode.
(b) Reset Logic
1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.
2 The FLC mode is automatically reset, if any of the following conditions occur:
• Selecting go--around
• Pushing the FLC button on the GC--550 Guidance Control Unit to turn off
the mode
• Selecting any other vertical mode active except altitude preselect arm or
glideslope arm
• Anytime the flight director system is powered up
• Activation of the GC--550 CPL button.
(c) Disengage Logic
1 Disengage means that a condition has occurred that has canceled the mode
due to a fault and the mode cannot be re engaged until the fault is cleared.
2 The FLC mode automatically disengages, if any of the following conditions
occur:
• Flight Director not valid
• On--Side AHRU not valid
• On--Side MADC not valid
• SG reversionary switching.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

(10) Altitude Preselect (ASEL) Mode

(a) See Figure 2--14--30 and Table 2--14--13.

(b) The ASEL mode is used in conjunction with another vertical mode to climb or
descend to a preselected altitude, automatically level off and maintain the
barometric altitude reference. Using the ASEL knob on the GC--550 Guidance
Control Unit, the desired barometric altitude is entered in the altitude alerter
display window above the altitude scale on the PFD.

(c) The ASEL mode arms automatically when the aircraft climbs or descends
towards the desired altitude, when the following conditions are met:
• ASEL altitude is more than 250 feet from current altitude.
• Computed vertical speed is greater than actual vertical speed.
• Vertical speed is greater than 100 FPM for 3 seconds.
• Aircraft is moving toward the target altitude.
• Glideslope not captured.
(d) The ASEL mode is canceled in altitude hold (ALT) or after glideslope capture.

(e) The ASEL ARM mode is annunciated on the PFD. VS, SPD, FLC, or pitch hold
can be used to fly to the preselected altitude. When reaching the preselect
bracket altitude, the system automatically switches to the ALT SEL CAP mode
and the previous active pitch mode is canceled. A command is then generated to
asymptotically capture the selected altitude.

(f) The bracket altitude is defined as follows:

• When climbing towards the target altitude, the ASEL error is less than 2000
feet and computed vertical speed is less than actual vertical speed.
• When descending towards the target altitude, the ASEL error is less than
3600 feet and computed vertical speed is less than actual vertical speed.
(g) The flare command generated during the altitude capture phase is a referenced
VS command generated by a linearized 0.06G approximation of the ASEL error
computation.

(h) ASEL capture is annunciated on the PFD by a green ASEL at the vertical
capture annunciation location. To indicate the transition to capture, ASEL is
enclosed in a white box for 5 seconds.

(i) The aircraft remains in the ASEL capture mode until both of the following
conditions exists:
• ALT error is less than 25 feet.
• VS is less than 300 FPM.
(j) At this time, the ASEL mode is dropped and the system is automatically placed
in the altitude hold mode.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

(k) The ASEL CAP mode is dropped and ASEL ARM is automatically reselected
following ASEL knob motion.

(l) Figure 2--14--30 illustrates a descent from 18,000 feet using the ALT SEL mode.

Figure 2--14--30. Altitude Preselect Mode Pictorial

(m) The sequence of events described below are keyed to Figure 2--14--31 thru
Figure 2--14--34, to illustrate how the aircraft is flown to a preselected altitude,
using the ASEL mode.
• Pilot/Copilot sets the selected altitude with the ASEL knob on the GC--550
Guidance Control Unit. The digital readout of the ASEL altitude is displayed in
the ASEL window above the altitude scale on the PFD. (See Figure 2--14--31.)
• Engage the pitch hold (PIT), speed hold (IAS or MACH), flight level change
(FLC) or vertical speed (VS) modes to descend toward the selected altitude.
Altitude preselect is automatically armed and annunciated. (See
Figure 2--14--32.)
• The altitude flare point (ASEL CAP) is dependent on vertical speed. (See
Figure 2--14--33.)
• ASEL capture is dropped and ALT HOLD is automatically engaged. (See
Figure 2--14--34)

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

M 30 30

20 20

10 10

10 10

20 20

M 30 30

001

ID--48605

Figure 2--14--31. Prior to Descent -- Altitude Hold Mode

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

30 30

30 30

ID--48606

Figure 2--14--32. During Descent -- ASEL Armed Mode

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

ID--50998--R3

Figure 2--14--33. Start of Flare -- ASEL Capture

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

M 30 30

20 20

10 10

10 10

20 20

.470 M 30 30

3
2
1

1
2
3

ID--51001--R3

Figure 2--14--34. Level at New Altitude -- Altitude Hold Mode

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

(n) The ASEL capture mode is canceled by the following:

• Moving the ASEL set knob on the GC--550 Guidance Control Unit.
• Any other vertical mode selected on, or captured (except glideslope arm).
• Selecting go--around.

Table 2--14--13. Altitude Preselect (ASEL) Mode Operating Limits

Mode Parameter Value
ALT SEL ALT SEL Capture Range --900 to 37,000 ft
ALT Capture Error ± 25 ft
Pitch Limit ± 20_
Pitch Rate Limit f(TAS) 0.3 g’s max

(11) Altitude Preselect (ASEL) Mode Engage/Reset/Disengage Logic

(a) Engage Logic
1 Required valids:
• Flight Director
• On--Side AHRU
• On--Side MADC.
2 With the above conditions met, and all of the following conditions met, the
ASEL mode automatically arms:
• Decreasing altitude error
• Computed vertical speed is greater than actual vertical speed
• Not altitude hold
• Glideslope not capture or track
• Vertical speed is greater than 100 FPM for 3 seconds
• The target altitude is at least 250 feet from present altitude.
(b) Reset Logic
1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.
2 The ASEL mode is automatically reset, if any of the following conditions
occur:
• Altitude select capture
• Selecting go--around
• Selecting any other vertical mode active except glideslope arm
• Anytime the flight director system is powered up
• Activation of the GC--550 CPL button.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

(c) Disengage Logic

1 Disengage means that a condition has occurred that has canceled the mode
due to a fault and the mode cannot be re engaged until the fault is cleared.

2 The ASEL mode automatically disengages, if any of the following conditions

occur:

• Flight Director not valid

• On--Side AHRU not valid
• On--Side MADC not valid
• SG reversionary switching.

(12) Altitude Hold (ALT) Mode

(a) The altitude hold mode is a vertical axis flight director mode (See
Figure 2--14--35 and Table 2--14--14.) used to maintain a barometric altitude
reference. The vertical command for altitude hold is displayed on the flight
director pitch command bar on the PFD. To fly utilizing altitude hold, the pilot
would:

• Establish the aircraft in straight and level flight

• Push the ALT button on the GC--550 Guidance Control Unit.

(b) At this time, the green ALT annunciator is displayed on the PFD while altitude
hold is active. The vertical axis of the flight director maintains the barometric
altitude at the time of mode engagement. The reference altitude can be changed
by using TCS to maneuver to a new altitude and then releasing the TCS button.
Selecting the ALT mode on cancels any other previously selected vertical mode.

(c) The pilot can change the altitude hold reference by pushing and holding the TCS
button and manually fly the aircraft to a new altitude reference.

(d) Altitude Hold can also be entered automatically, as a function of ASEL capture,
flare and level off.

(e) The ALT hold mode is canceled by:

• Pushing the ALT button on the GC--550 Guidance Control Unit

• Selecting any other vertical mode on the GC--550 Guidance Control Unit
• Selecting go--around
• SG reversionary switching
• Pitch wheel movement in either direction on the PC 400 Autopilot Controller.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

M
30 30

30 30

ID--51000--R1

Figure 2--14--35. Altitude Hold Mode

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Table 2--14--14. Altitude Hold (ALT) Mode Operating Limits

Mode Parameter Value
ALT ALT Capture Range --900 to 37,000 ft
ALT Hold Capture Error ± 20 ft
Pitch Limit ± 20_
Pitch Rate Limit f(TAS) 0.3 g’s max

(13) Altitude Hold (ALT) Mode Engage/Reset/Disengage Logic

(a) Engage Logic

1 Required valids:
• Flight Director
• On--Side AHRU
• On--Side MADC.
2 With the above conditions met, pushing the ALT button on the GC--550
Guidance Control Unit engages the altitude hold mode.

(b) Reset Logic

1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.

2 The ALT mode is automatically reset, if any of the following conditions occur:
• Altitude select arm
• Selecting go--around
• Selecting any other vertical mode active
• Anytime the flight director system is powered up
• Activation of the GC--550 CPL button
• Pitch wheel movement on the PC 400 Autopilot Controller.
(c) Disengage Logic

1 Disengage means that a condition has occurred that has canceled the mode
due to a fault and the mode cannot be re engaged until the fault is cleared.

2 The ALT mode automatically disengages, if any of the following conditions

occur:
• Flight Director not valid
• On--Side AHRU not valid
• On--Side MADC not valid
• SG reversionary switching.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

(14) ILS Approach (APR) Mode

(a) The glideslope portion of the approach mode is used for the automatic intercept,
(Figure 2--14--36 thru Figure 2--14--40 and Table 2--14--15) capture and tracking
of the glideslope beam. The beam is used to guide the aircraft down to the
runway in a linear descent. Typical glideslope beam angles vary between two
and three degrees, dependent on local terrain. When the glideslope mode is
used as the vertical portion of the localizer approach mode, it lets the pilot fly a
fully coupled ILS approach. The mode is interlocked, so that glideslope capture
is inhibited until localizer capture or track has occurred.

(b) The ILS approach mode is set up and flown identically to the localizer mode with
the following differences:
• On the GC 550 Guidance Control Unit, the APR button is pushed instead of
the NAV button. This arms both the localizer and glideslope modes for
automatic capture to fly a fully coupled ILS approach.
• The system is interlocked such that glideslope capture is inhibited unless
localizer capture occurs first.
(c) When the APR button is pushed on the GC 550 Guidance Control Unit, the
system is set to automatically capture the localizer and glideslope signals. On
the PFD the following annunciators light:
• HDG in green
• LOC in white
• GS in white.
(d) When the localizer has captured, and outside the normal glideslope capture
limits, the PFD annunciates the following modes:
• LOC in green
• GS in white
• Any other vertical mode in use at this time is also displayed.
(e) As the aircraft approaches the glideslope beam, the VBS monitors TAS, vertical
speed, and glideslope deviation in determining the correct capture point. At
glideslope capture, the computer drops any other vertical mode that was in use,
and automatically generates a pitch command to smoothly track the glideslope
beam.

(f) At this time, the PFD annunciates LOC in green and GS in green (this
annunciation is enclosed with a white box for 5 seconds).

(g) The NAV and APR mode selector buttons on the GC--550 Guidance Control Unit
are annunciated.

(h) Glideslope capture cannot occur when flying a back course localizer approach.
Input data used by the localizer control law includes selected course, localizer
deviation, TAS, radio altitude, middle marker, and roll attitude.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

Figure 2--14--36. ILS Approach Arm Pictorial

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

M
30 30

30 30
--2000

ID--50990--R2

Figure 2--14--37. ILS Approach Arm

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(i) Gain programming is performed on the glideslope signal to compensate for the
aircraft closing on the glideslope antenna, and beam convergence caused by the
directional properties of the glideslope antenna. Glideslope programming is
normally accomplished as a function of the change in radio altitude on the
approach.

(j) If radio altitude is not valid, or not available, glideslope gain programming starts
at glideslope capture and runs down as a function of TAS and time. At the middle
marker, the gain is synchronized to a preset value for the remainder of the
approach.

(k) Input data used in the glideslope control law includes glideslope deviation, radio
altitude, airspeed, vertical speed, and middle marker.

(l) The approach mode is canceled by the following:

• Pushing the APR or NAV buttons on the GC--550 Guidance Control Unit
• Loss of ILS localizer or glideslope data
• Selecting go--around
• Selecting HDG on the GC--550 Guidance Control Unit
• Selecting any other vertical mode active.

Figure 2--14--38. ILS Approach Capture Pictorial

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

--2000

ID--50991--R2

Figure 2--14--39. ILS Approach (LOC) Capture

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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ID--50993--R1

Figure 2--14--40. ILS Approach (APR) Mode Track

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 2--14--15. ILS Approach (APR) Mode Operating Limits

Mode Parameter Value
APR Glideslope Capture < 150 mV glideslope
deviation
Capture Point Function of GS deviation,
vertical speed, and TAS
Pitch Command Limit 10_
Pitch Rate Limit f(TAS) 0.3 g’s max
Gain Programming Function of radio altitude,
TAS, and GS deviation

(15) ILS Approach (APR) Mode Engage/Reset/Disengage Logic

(a) APR Arm Engage Logic

1 Required valids:

• Flight Director
• On--Side AHRU
• On--Side NAV source.

2 With the above conditions met, and the NAV source tuned to an ILS
frequency, pushing the APR button on the GC--550 Guidance Control Unit
arms the ILS approach mode.

(b) APR Arm Reset Logic

1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.

2 APR arm is automatically reset, if any of the following conditions occur:

• Selecting go--around
• Pushing the NAV or HDG button on the GC--550 Guidance Control Unit
• Pushing the APR button on the GC--550 Guidance Control Unit
• NAV source change
• Anytime the flight director system is powered up
• Activation of the GC--550 CPL button.

(c) Disengage Logic

1 Disengage means that a condition has occurred that has canceled the mode
due to a fault and the mode cannot be re engaged until the fault is cleared.

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2 The APR arm mode automatically disengages, if any of the following

conditions occur:
• Flight Director not valid
• On--Side AHRU not valid
• Not tuned to an ILS frequency
• SG reversionary switching.
(d) ILS Approach Capture Logic
1 Required valids:
• Flight Director system
• On--Side AHRU
• On--Side NAV source.
2 With the above conditions met, glideslope armed and the VBS has tripped,
the ILS Approach mode automatically transitions from arm to capture.

(e) ILS Capture Reset Logic

1 ILS capture is automatically reset, if any of the following conditions occur:
• Selecting go--around
• Pushing the NAV or HDG button on the GC--550 Guidance Control Unit
• Pushing the APR button on the GC--550 Guidance Control Unit
• NAV source change
• Anytime the flight director system is powered up
• Activation of the GC--550 CPL button.
(f) ILS Capture Disengage Logic
1 The ILS capture mode automatically disengages, if any of the following
conditions occur:
• Flight Director not valid
• Not tuned to an ILS frequency
• On--Side AHRU not valid
• NAV source not valid for 5 seconds
• SG reversionary switching.
(g) ILS Track Engage Logic

1 Required valids:
• Flight Director
• On--Side AHRU
• On--Side NAV source.

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2 With the above conditions met, glideslope is captured and localizer is track
and radio altitude is less than 1200 ft, the ILS mode automatically transitions
from capture to track.

3 ILS track is automatically reset for the same conditions as ILS Capture
Reset.

4 The ILS track mode automatically disengages for the same reasons as ILS
capture disengage.

NOTE: If glideslope deviation becomes invalid, the command cue goes out
of view but the mode annunciator stays on. If the glideslope
deviation remains invalid for more than 5 seconds, the mode is
canceled.

(16) Go--Around (GA) Mode (Wings Level)

(a) The go--around mode (See Figure 2--14--41) is selected by pushing the remote
mounted go--around button. The IC 600 give flight director bar and autopilot pitch
commands to allow Speed on Elevator aircraft control.

(b) The Coupled go--around mode initially commands a minimum speed of 1.23 Vs
kts to arrest the aircraft descent and begin the climb out. The reference speed is
latched on mode entry. The mode ensures that a minimum of altitude is lost
given the aircraft has sufficient energy to maintain speed and altitude. In the
event of insufficient energy, the aircraft maintains altitude until 1.23 Vs kts is
reached, at that point the mode maintains speed. The turn around is done
utilizing energy management to command a minimum of 75% of the achievable
acceleration or the acceleration needed to meet the 1.23 Vs kts speed target.

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151
30 30

1500

20 20

30 30

ID--51642--R3

Figure 2--14--41. Go--Around Mode (Wings Level)

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(c) The go--around mode can be canceled or inhibited by any of the following:
• MADC source selection change.
• Selection of any other vertical flight director mode.
• ASEL capture.
• Pushing TCS.
• Radio altitude valid and radio altitude > 2500 ft.
• Radio altitude invalid and baro corrected altitude > 1500 ft.
(17) Go--Around (GA) Mode Engage/Reset/Disengage Logic
(a) Engage Logic
1 Required valids are as follows:
• Flight Director
• On--Side MADC
• On--Side AHRU.
2 With the above conditions met, pushing the remote GA button on the pilots
or copilots throttle engages the GA mode.
(b) Reset Logic
1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.
2 The GA mode is automatically reset, if any of the following conditions occur:
• Selecting any other vertical mode active.
• Pushing TCS.
• Anytime the flight director system is powered up.
• Activation of the GC--550 CPL button.
• MADC source selection change.
• Transition to capture phase of altitude preselect mode (supplied the
selected altitude is greater than 400 ft above coupled go--around mode
engagement altitude.
(c) Disengage Logic
1 Disengage means that a condition has occurred that has canceled the mode
due to a fault and the mode cannot be re engaged until the fault is cleared.
2 The GA mode automatically disengages, if any of the following conditions
occur:
• Flight Director not valid.
• On--Side AHRU not valid.
• On--Side MADC not valid.

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(18) Windshear Mode (WSHR)

(a) The windshear (WSHR) system uses a combination of detection and guidance.
The windshear detection computer annunciates an amber or red WDSHEAR on
the PFD for increasing performance or decreasing performance windshears
respectively. See Figure 2--14--42.

(b) Anytime an amber or red WDSHEAR is annunciated, the pilot is expected to give
full throttle, activate the WSHR mode and execute a missed approach while
following the WSHR guidance.

(c) The WSHR mode is activated manually by pushing the GA button while an
amber or red WDSHEAR annunciation exists. It is automatically activated from
the TO or GA modes if an amber or red WDSHEAR occurs. It is also
automatically activated from any mode if a red WDSHEAR occurs and the
throttles are greater than 80% of the throttle lever angular travel.

(d) When the windshear mode is activated, the autopilot is disconnected and the
command bars is displayed. The command bars guide the aircraft gain energy or
conserve energy depending on the conditions of the airmass the aircraft is in.
This energy management is done first by maintaining a slightly negative (climb)
flightpath angle. This continues until the aircraft has either reached excess
energy and begins to control to a speed target for climb out or until the aircraft
has pitched up near stickshaker while trying to maintain the flightpath.

(e) If the aircraft has reached excess energy, the aircraft switches from flightpath
control to speed control and lets the aircraft reach whatever climb rate it can
while maintaining airspeed. Excess energy is defined as the latched speed at
time of WSHR engagement that is the greater of 1.3Vs + 30kts or current IAS.
This speed latch is increased by 20 knots if an increasing performance (amber)
windshear is last detected.

(f) If the aircraft has pitched up while trying to maintain flightpath angle, the WSHR
guidance control to stickshaker until a climb can again be achieved.

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AP

10 10

20 20

30 30

ID--51727--R3

Figure 2--14--42. Windshear Mode

(19) Windshear (WSHR) Mode Engage/Reset/Disengage Logic

(a) Engage Logic

1 Required valids are as follows:

• Caution or warning signal from the GPWS Computer
• Stall Warning Computer
• On--Side MADC
• On--Side AHRU
• Radio altitude and below 1500 ft.
2 With the above conditions met, pushing the remote GA button on the pilots
or copilots throttle engages the windshear mode.

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3 The windshear mode is automatically entered when the following conditions

occur:
• In GA or TO mode and a valid state exists for an increasing performance
shear (windshear caution) or a decreasing performance shear (windshear
warning).
• Throttle lever position exceeds 80% and a valid state exists specifically
for a decreasing performance shear (windshear warning).
(b) Reset Logic

1 Reset means that a condition has occurred that has canceled the mode, but
it can be re engaged.

2 The windshear mode is automatically reset, if any of the following conditions

occur:
• Selection of FLC, VS, SPD, and ALT modes.
• The go--around button is pushed without a windshear caution or warning.
• MADC source selection change without a windshear or caution warning.
• AHRS source selection change without a windshear or caution warning.
• On--Side AHRU not valid.
• On--Side MADC not valid.
(c) Disengage Logic

1 Disengage means that a condition has occurred that has canceled the mode
due to a fault and the mode cannot be re engaged until the fault is cleared.

2 The windshear mode automatically disengages, if any of the following

conditions occur:
• Stall Warning Computer not valid.
• On--Side AHRU not valid.
• On--Side MADC not valid.
• Radio altitude is greater than 1500 ft.
• No discrete from the windshear computer exists.

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SECTION 2-- 15
AUTOPILOT/YAW DAMPER SYSTEM
1. Overview
A. General
(1) The PRIMUS 1000 Display and Flight Guidance System features a single
autopilot/yaw damper system designed around a distributed processor architecture,
which uses independent hardware elements to perform the aircraft control and
monitor functions. The monitor function is performed in the primary (flight
director/EDS) processor within the IC--600 IAC No. 1, while the aircraft control
function is performed in the secondary (autopilot/yaw damper) processor.
(2) This architecture ensures that any single failure does not cause a condition that
prevents continued safe flight and landing of the aircraft. In the event of a primary
processor failure, the secondary processor becomes unavailable for use since the
monitor functions are housed in the primary processor. If however, the secondary
processor failed, the functions of the primary processor is still available.
(3) The IC--600 IAC No. 1 Integrated Avionics Computer houses the autopilot/yaw
damper. Only the pilots IC--600 is connected to the servos, consequently this
configuration only gives single autopilot/yaw damper operation.
(4) The PRIMUS 1000 autopilot/yaw damper system requires that both AHRS in the
aircraft be operating and be valid. The autopilot/yaw damper is not designed for
single AHRS operation.
(5) The primary processor supplies dedicated disconnect hardware for the monitor
function. This lets either processor force a disconnect of the autopilot and yaw
damper. All automatic disconnects, which result from monitor trips, is stored in non
volatile memory for later recall during ground maintenance test.
B. Autopilot
(1) The PRIMUS 1000 autopilot is housed in the pilots IC--600 Integrated Avionics
Computer (IAC) and is of a fail passive design featuring digital attitude and servo
loops. The autopilot supplies attitude stabilization and tracking of pitch and roll
steering commands from the flight director. The autopilot is not aware of which flight
director mode(s), if any, are active. The autopilot simply tracks the pitch and roll
steering commands as attitude changes.
(2) The autopilot supplies aircraft stabilization around a pilot selected reference. With the
autopilot engaged, short--term transient disturbances are automatically corrected. As
the aircraft is moved away from its reference by a disturbance, the autopilot works to
stop the aircraft from moving away and return it to its reference position/attitude.
(3) The pitch axis autopilot trim function resides in the pilots IC--600 IAC and works to
maintain aircraft pitch attitude against long term attitude disturbances such as fuel
burn and passenger movement. Activation of the manual electric trim switches
causes the autopilot to disengage.

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(4) For the autopilot to do its job, it considers the following data:
• What is the pilots desired attitude reference?
• What is the aircraft’s actual attitude?
• If there is a difference between desired and actual attitude, correct for the
difference and control the rate at which the correction takes place.

C. Yaw Damper

(1) The yaw damper computes servo commands based on sensor input data only. It
supplies yaw rate damping and makes no effort to control the flight path of the
aircraft. While the yaw damper can be engaged without the autopilot, the autopilot
cannot be engaged without the yaw damper.

(2) Servo position reference is synchronized to zero at engagement and is constantly

washed out to ensure that steady state rudder forces are zero. If the rudder trim
position changes due to pilot input or aircraft configuration changes the rudder
washes out the steady state force and lets rudder servo re synchronization.

D. Autopilot/Yaw Damper (AP/YD) System

(1) The PRIMUS 1000 autopilot/yaw damper system is made up of the following line
replaceable units (LRU).

• IC--600 IAC (Pilots)

• GC--550 Guidance Control Panel
• SM--200 Servos and Servo Brackets (aileron, elevator, rudder)
• PC--400 Autopilot Controller
• Aircraft Primary Trim System.

(2) The autopilot/yaw damper requires inputs from the following sensors:

• AHRS (Pilots and Copilots)

• AZ 850 Micro Air Data Computer.

(3) Autopilot modes of operation are given below:

• Heading Hold
• Roll Hold
• Pitch Attitude Hold
• Flight Director Coupled.
(4) The AP/YD off discrete output logic supplies a 3.0 second AP off output for the
warning horn for normal autopilot disconnects, and a continuous output for any
automatic disconnect. The continuous output can be reset by holding the AP
disconnect on the control wheel for more than 1 second.

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2. Component Descriptions and Locations

A. IC--600 Integrated Avionics Computer

(1) Figure 2--15--1 shows a graphical view of the IC--600 Integrated Avionics Computer.
Two IC--600 Integrated Avionics Computers are located under the cockpit floor
behind the crew. Table 2--15--1 gives items and specifications particular to the
computer.

Figure 2--15--1. IC--600 Integrated Avionics Computer

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Table 2--15--1. IC--600 Integrated Avionics Computer

(Autopilot/Yaw Damper Function) Leading Particulars
Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.62 in. (193.55 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.13 in. (104.90 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.45 in. (418.83 mm)
Weight (maximum):
• With Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.5 lb (7.05 kg)
• Without Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.0 lb (6.82 kg)
Power Requirements (with Autopilot):
• Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 50 W (max)
• In Rush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc (0.5 sec), 200 W (max)
• Servo Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 210 W (max)/112 W (nom)
Power Requirements (without Autopilot):
• Continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 50 W (max)
• In Rush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc (0.5 sec), 200 W (max)
Mating Connectors:
• J1, J2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ITT Cannon Part No. DPX2MA
A106P A106P 33B 0001
NOTE: Sunbank backshell
(4) required
Part No. J1560 12 2
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tray, HPN 7017095 903

(2) The primary component of the PRIMUS 1000 autopilot/yaw damper system is the
pilots IC--600 Integrated Avionics Computer (IAC). The autopilot/yaw damper
processor in the pilots IC--600 IAC supplies pitch and roll attitude commands through
control of elevator, aileron and trim servos, as well as yaw rate terms to the rudder
servo. The autopilot tracks the pitch and roll attitude commands from the flight
director to supply computed flight path steering. The CPL switch on the GC--550
Guidance Control Unit lets the pilot select which flight director (pilot/copilot) is
coupled to the autopilot.

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(3) In addition to providing stabilization around a pilot defined reference, the autopilot
processor also supplies the following:
• Power--up/Start--up Initialization
• Engage/Disengage Logic
• Airspeed Gain Computations
• I/O Data Management
• ARINC 429 Communications
• Continuous Testing Functions.
B. GC--550 Guidance Control Unit

(1) Figure 2--15--2 shows a graphical view of the GC--550 Guidance Control Unit. The
GC--550 Guidance Control Unit is located in the center of the glareshield.
Table 2--15--2 gives items and specifications particular to the controller.

Figure 2--15--2. GC--550 Guidance Control Unit

Table 2--15--2. GC--550 Flight Guidance Control Unit Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.25 in. (57.15 mm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.65 in. (295.91 mm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.51 in. (114.51 mm)
Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.23 lb (1.01 kg)
Power Requirements:
• Panel Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 V dc, 21.2 W (max)
User Replaceable Parts:
• Knobs
-- CRS (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7018485 4
-- HDG (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7009644 1
-- SPD (Setscrew B) . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7020161
-- ASEL (Setscrew B) . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7019971 1
-- CRS 2 (Setscrew A) . . . . . . . . . . . . . . . . . . . . . . . . . HPN 7018485 4

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Table 2--15--2. GC--550 Flight Guidance Control Unit Leading Particulars (cont)
Item Specification
-- CRS 1 PUSH SYNC (Setscrew B) . . . . . . . . . . . . . HPN 7015342 13
-- HDG PUSH SYNC (Setscrew B) . . . . . . . . . . . . . . HPN 7015342 12
-- SPD PUSH SYNC (Setscrew B) . . . . . . . . . . . . . . HPN 7015342 12
-- CRS 2 PUSH SYNC (Setscrew B) . . . . . . . . . . . . . HPN 7015342 13
• Setscrews
-- A (Bristol, 4 40 x 1/8 inch, cone point) . . . . . . . . . . HPN 2500148 128
-- B (Bristol, 2 56 x 3/32 inch, cup point) . . . . . . . . . . HPN 2500148 63
• Lamps
-- Blue White (all buttons) . . . . . . . . . . . . . . . . . . . . . . HPN 7011974 2
-- Clear (all buttons except CPL) . . . . . . . . . . . . . . . . HPN 7011974 6
Mating Connector:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS27473E20B 35S
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Dzus Rail

(2) The GC--550 Guidance Control Unit supplies the means for the pilot to
engage/disengage the autopilot and yaw damper and select which flight director is
commanding the autopilot.

(a) Autopilot Engage Button

1 Autopilot engagement is primarily controlled through this button. If all

engage logic is valid, pushing this switch engages the autopilot and yaw
damper. With the autopilot engaged, pushing this switch disengages the
autopilot only. The yaw damper remains engaged.

(b) Yaw Damper Engage Button

1 Yaw Damper engagement is primarily controlled through this button. If all

engage logic is valid, pushing this button engages the yaw damper only.
With the autopilot engaged, pushing this button disengages the yaw damper
and autopilot.

(c) CPL Button

1 This button is used to select which flight director is commanding the

autopilot. Only one flight director at a time can be selected. Transition of this
switch cancels all flight director modes independent of autopilot operation.
After the flight director transfer has taken place, flight director modes can be
re selected by the pilot.

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C. PC--400 Autopilot Controller

(1) The PC--400 Autopilot Controller supplies the autopilot with TURN knob and PITCH
wheel inputs. The controller is located on the pedestal with Dzus rails with four, one
quarter turn fasteners. Figure 2--15--3 shows a graphical view of the PC--400
Autopilot Controller. Leading particulars for the PC--400 Autopilot Controller are given
in Table 2--15--3.

Figure 2--15--3. PC--400 Autopilot Controller

Table 2--15--3. PC--400 Autopilot Controller Leading Particulars

Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.625 in. (6.67 cm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.750 in. (14.60 cm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.150 in. (15.62 cm)
• Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 lb (0.73 kg)
Power Requirements:
• Instrument Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 to 5 V ac or dc
• Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +28 V dc
User Replaceable Parts:
• Knob, Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 337136 1
• Setscrew, Bottom
(Hex Socket, 8 32 x 5/8 inch, cup point) . . . . . . . . . . HPN 0455 284
• Setscrew, Side
(Hex Socket, 8 32 x 3/16 inch, cup point) . . . . . . . . . HPN 0455 274

Mating Connector:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS3116F20 41S

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(2) The pilot can input roll commands with the TURN knob or change pitch attitude
reference with the PITCH wheel with the autopilot engaged.

(3) The TURN knob drives a center tap potentiometer and cam mechanism. The cam
mechanism supplies a no command mechanical detent and command sensing (out of
detent) signal to the IC--600 IAC. The PITCH wheel drives a tachometer generator
that supplies a CLIMB or DESCEND dc voltage output proportional to the rotation of
the wheel.

D. SM--200 Servo Drive and SB--201 Servo Bracket

(1) Figure 2--15--4 shows a graphical view of the SB 200 Servo Drive and SB--201 Servo
Bracket. The aileron and elevator servos are located under the cockpit floor in
between the pilot and copilots seats. The rudder servo is located in the tail section of
the aircraft. Table 2--15--4 gives items and specifications particular to the drive and
bracket.

Figure 2--15--4. SM--200 Servo Drive and SB--201 Servo Bracket

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Table 2--15--4. SM--200 Servo Drive and SB--201 Servo Bracket

Leading Particulars
Item Specification
Dimensions (maximum):
• Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.970 in. (10.08 cm)
• Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.065 in. (12.88 cm)
• Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.825 in. (22.43 cm)
• Weight (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6 lb (2.55 kg)
Power Requirement:
• Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 19 W (max)
• Motor Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 V dc, 56 W
• Synchro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 V ac, 400 Hz, 1 VA
• Small Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up to 160 lb in
Resistance Values:
• Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.5 ± 6 ohms
• Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 ohms (max)
• Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.7 ± 2.6 ohms
NOTE: Motor resistance value is calculated by accurately measuring applied voltage
and load current. When attempting to measure this resistance with an
ohmmeter, the value can vary between 18 and several hundred ohms,
depending upon brush position and the quantity of brush dust.
User Replaceable Parts:
• Drive to Bracket Retaining Screws (4) . . . . . . . . . . . . HPN 4011086
• Cable Keepers (4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 2518330
• Retaining Plate (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 2518332
• Screw, Cable Capture . . . . . . . . . . . . . . . . . . . . . . . . . . HPN 2554911 1
• Screw, Plate Retaining . . . . . . . . . . . . . . . . . . . . . . . . . HPN 0457 242
Mating Connector:
• J1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PT06E 14 19S(SR)
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard Mount

(2) The SM--200 Servo Drive translates electrical inputs into clutched rotational
mechanical outputs. Tachometer rate signals are supplied back to the IC--600 IAC
servo amplifier to null the command signal. Leading particulars are supplied in
Table 2

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(3) The SB--201 Bracket is firmly bolted to the aircraft airframe and the drum is
connected to the aircraft primary control rigging through cables. The SM--200 Servo
Drive, with a spline output on the clutch, mates with the drum and bracket and can be
removed from the drum and bracket without disturbing the aircraft rigging.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

3. Operation
The PRIMUS 1000 autopilot/yaw damper interface is shown in Figure 2--15--5 and
Figure 2--15--6. Figure 2--15--5 is the pilots side interface, and Figure 2--15--6 is the copilots
side interface. This shows major signal flow between autopilot/yaw damper LRUs.
A. Modes of Operation
(1) The PRIMUS 1000 autopilot has five modes of operation. These modes are heading
hold and wings level, roll hold, pitch attitude hold, flight director coupled, and turn
knob.
(a) Heading Hold and Wings Level
1 Heading Hold is defined as the basic lateral default autopilot mode
annunciated as ROL on the PFD. It is defined as follows:
• Autopilot Engaged
• Bank Angle Less than 6 degrees
• No Lateral Flight Director Mode Active.
2 If the conditions given above are satisfied, the autopilot rolls the aircraft to a
wings level attitude. When the aircraft’s roll attitude is less than 3 degrees
plus 3 seconds, the heading hold mode is automatically engaged.
(b) Roll Hold
1 The roll hold mode is recognized as being active when the following
conditions are satisfied:
• Autopilot engaged
• No lateral flight director mode active
• The aircraft’s bank angle is greater than 6 degrees but less than 35
degrees.
2 The touch control steering (TCS) can be used to initiate a roll maneuver,
while the autopilot is engaged. When all of the above conditions are
satisfied, the autopilot maintains the prescribed bank angle. If TCS is
released at bank angles greater than 35 degrees, the autopilot rolls the
aircraft to 35 degrees and maintain the bank angle.
3 If TCS is released at bank angles less than 6 degrees, the autopilot reverts
to a wings level condition and then heading hold which annunciates as ROL
on the PFD.
(c) Pitch Attitude Hold
1 Pitch attitude hold is the basic vertical mode of the autopilot that
annunciates as PIT on the PFD. It automatically becomes active when:
• The autopilot is engaged or
• A lateral flight director mode is active and no vertical flight director mode
is active.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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2 The position of the pitch command bar on the PFD supplies the pilot with a
reference of aircraft pitch attitude at the moment the autopilot is engaged.
This pitch attitude reference can be changed as a function of touch control
steering (TCS) or use of the pitch wheel.

3 While in pitch attitude hold, pushing and holding the TCS switch on the
control column disengages the elevator and aileron servo clutches and
synchronize the autopilot pitch reference to existing aircraft pitch attitude.
The pilot can manually fly the aircraft to a new pitch attitude reference and
the autopilot memory synchronizes to it. Releasing the TCS button
re--engages the elevator and aileron servo clutches and the pitch axis of the
autopilot supplies stabilization around this new reference.

(d) Flight Director Couple and Lift Compensation

1 With the autopilot engaged, anytime a flight director mode is selected on,
the computed steering command (attitude change) is transmitted to the
autopilot. The autopilot in turn develops a servo loop command to drive the
appropriate flight control surface to satisfy the flight director input. This
coupling of flight director and autopilot lets hands off automatic flight path
steering throughout the aircraft’s flight regime.

2 Just as pilots are taught to keep the nose of the aircraft up when making a
turn, the autopilot must have the same ability for the same reason. When
banking an aircraft to make a turn, lift is lost on one wing. This loss of lift
results in the aircraft losing altitude. To compensate for this manually, the
pilot applies a slight back pressure to the control column to hold the nose up
and not lose altitude in the turn.

3 The autopilot accomplishes this automatically through a design feature

referred to as lift compensation. This is done creating a term equal to the
cosine of the bank angle subtracted from 1.0 and applying this term to the
pitch axis of the autopilot. This in effect keeps the nose of the aircraft in the
proper attitude to not lose altitude as the turn is made.

(e) Turn Knob

1 Rotation of the TURN knob out of detent results in a roll command that
annunciates ROL on the PFD. The roll angle is proportional to and in the
direction of the TURN knob rotation. The TURN knob controls a detent
switch and potentiometer to supply roll command to the IC--600 IAC. The
TURN knob must be in detent (center position) before the autopilot can be
engaged. Rotation of the TURN knob out of detent cancels any lateral mode
selected.

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(f) Pitch Wheel

1 Rotation of the pitch wheel which annunciates PIT on the PFD results in a
change of pitch attitude proportional to the rotation of the wheel and in the
direction of wheel movement. The pitch wheel supplies rate limited pitch
commands in pitch hold mode. The pitch thumb wheel supplies a
tachometer output applied to the pilots IC--600 IAC. Pitch wheel operation is
inhibited in GS. Pitch wheel operation cancels all other modes.

(g) Touch Control Steering (TCS)

1 TCS lets the pilot momentarily disengage the autopilot and manually fly the
aircraft to a new pitch/roll attitude reference.

2 The TCS switches are located on the pilots and copilots control wheels.
When either switch is activated and held, the following occurs:
• Autopilot clutches (aileron and elevator) disengage
• Autopilot pitch axis memory synchronizes to current aircraft position.
When the pilot completes the maneuver and releases the TCS switch, the
autopilot clutch re engages and the autopilot holds the new pitch attitude
reference. Depending upon the bank angle at TCS release, the autopilot
goes into either wings level or roll hold mode.

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Blank Page

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Figure 2--15--5 (Sheet 1). Pilots Autopilot/Yaw Damper Interface

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Figure 2--15--5 (Sheet 2). Pilots Autopilot/Yaw Damper Interface

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Figure 2--15--6. Copilots Autopilot/Yaw Damper Interface

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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B. Autopilot/Yaw Damper Engage Logic

(1) The PRIMUS 1000 autopilot/yaw damper is a fail--passive system that requires a
single valid AHRS heading gyro and two valid AHRS attitude sources for autopilot
and yaw damper engagement (Figure 2--15--7). Dual AH--800 AHRS provide the
required vertical and directional gyro requirements in this aircraft. The pilots AHRS is
the primary source for the autopilot/yaw damper and monitor. The copilots AHRS is
used as the reference for comparison monitoring functions.

(2) Autopilot and yaw damper engagement is controlled from the GC--550 Guidance
Control Unit. The AP quick disconnect switch, electric trim switch and touch control
steering (TCS) switch both located on the control wheels also affects autopilot
engagement, as does the secondary pitch trim switch located on the pedestal.

(3) Pushing the AP ENGAGE select switch engages the autopilot and yaw damper if all
engage logic is valid. Pushing the YD ENGAGE select switch engages only the yaw
damper. Pushing the AP ENGAGE select switch when the autopilot is engaged,
disengages the autopilot only. Pushing the YD ENGAGE select switch with the
autopilot and/or the yaw damper engaged disengages both.

(4) Autopilot pitch trim is engaged and disengaged as a function of autopilot

engage/disengage.

(a) Yaw Damper Engagement

1 To engage the rudder servo clutch, AND gate 1 must have a high output. To
satisfy this requirement, latch 2 must have its Q output high and AND gate 3
must have a high output. (See Figure 2--15--7.)

2 Latch 2 goes high as a function of pushing the YD ENGAGE button, or the

AP ENGAGE button on the GC--550 Guidance Control Unit.

3 AND gate 3 goes high as a function of the following:

• Yaw rate valid from both pilot and copilots AHRS.
• Stick shaker is not active.
• Internal monitor discretes are valid.
• AHRS valid from both pilot and copilots AHRS.
• AP DISC switch is not active.
• Servo power is NOT less than 10 V for more than 0.25 sec.
• Aircraft ID pins are correctly configured.
(b) Autopilot Engagement

1 To engage the aileron and elevator servo clutches, AND gate 2 must have a
high output. To accomplish this, latch 1 must have its Q output high, TCS
must not be active and AND gate 4 must have a high output. (See
Figure 2--15--7.)

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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2 Latch 1 goes high as a function of pushing the AP ENGAGE button on the

GC--550 Guidance Control Unit. AND gate 4 goes high as a function of the
following:
• Yaw rate valid from both pilot and copilots AHRS.
• Stick shaker is not active.
• Internal monitor discretes are valid.
• AHRS valid from both pilot and copilots AHRS.
• AP DISC switch is not active.
• Servo power is NOT less than 10 V for more than 0.25 sec.
• Aircraft ID pins are correctly configured.
• Pilot or copilot electric trim or secondary trim is NOT active.
• TURN knob is in detent position.
• Windshear detect discrete is not enabled.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Figure 2--15--7 (Sheet 1). Autopilot/Yaw Damper Engage Logic

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Figure 2--15--7 (Sheet 2). Autopilot/Yaw Damper Engage Logic

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C. Roll Axis Autopilot Servo Loop

(1) The autopilot roll axis servo loop (Figure 2--15--8 and Table 2--15--5) is the same for
all lateral steering modes. Since there is only one autopilot system and one servo in
the roll axis, it does not matter if the steering command is heading select, or localizer,
the path to the servo is the same. The autopilot control loop is connected in parallel
to the aircraft’s primary control rigging through cables.

(2) The autopilot roll axis algorithm includes some compensation for possible deadzone
in the aileron control system. Slight control column activity may be observed in some
flight conditions, since the control law is designed to minimize the autopilot reaction
to control system deadzone.

(a) SM--200 Roll Servo Drive and Bracket

1 The SM--200 translates electrical input signals into a clutched mechanical

output. This output is used to drive the ailerons in response to pitch axis
autopilot commands. A description of servo functions follows:

a Servo Clutch

(1) The servo clutch is engaged as a function of autopilot engagement,

or release of touch control steering (TCS) if the autopilot was
previously engaged. The clutch disengages anytime the autopilot is
disconnected, or the TCS switch is pushed and held.

b Servo Torque Motor

(1) The servo torque motor receives dc current from the IC--600 IAC
roll axis. With the servo clutch engaged, the torque motor output
drives a power gear train through mechanical coupling. The gear
train output in turn provides the drive to move the elevator to the
desired position. With the autopilot not engaged, any input drive to
the servo motor is not coupled to the elevator.

c DC Tach Generator

(1) The DC tach generator is mechanically connected to the servo

torque motor and provides an output back to the IC--600 IAC
anytime the servo torque motor drives. The DC tach generator
provides two functions:
• Provides an aileron rate of travel signal to the IC--600 IAC. This
signal is used as a damping term. When the aileron is
commanded to a position, it should move to that position
smoothly and stop still, not move or hunt about that position.
• In the IC--600 IAC the DC tach generator signal is also
integrated to derive aileron position feedback. This signal is used
to ensure that the aileron torque motor has driven the elevator
as properly commanded.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(b) IC--600 Integrated Avionics Computer (IAC)

1 The IC--600 IAC receives sensor data and command inputs and processes
this data in accordance with any lateral steering mode that is active. Since
this is a digital computer, this processing is accomplished through software.
In order to provide a current to drive the servo torque motor, this digitally
processed signal must be changed into analog form.
2 Additionally, to insure safe operation, certain functions and values of certain
parameters are monitored in the IC--600 IAC to ensure that the autopilot is
automatically disconnected should a safety critical malfunction occur. A
description of the IC--600 roll axis autopilot servo drive follows:
a Roll Axis Attitude Loop
(1) The roll axis attitude loop processes roll attitude and roll rate of
change from the pilots AHRS to derive a corresponding roll rate
term. Both roll attitude and roll rate terms are gain programmed as
a function of IAS.
(2) The flight director roll command is limited to 35 degrees and rate
limited to
7 degrees per second by the autopilot. The rate limited roll attitude
reference command is used as an input to the aileron servo loop.
b Aileron Servo Loop
(1) The aileron servo loop uses the roll attitude loop command to
compute an aileron servo pulse width command with the autopilot
engaged. If the autopilot is not engaged, the aileron servo pulse
width is zero.
(2) Aileron servo position is derived by integrating the aileron servo DC
tach generator feedback signal over time. The DC tach generator
signal is also used as a damping term in positioning the ailerons.
Aileron servo current is passed through a current limiter and servo
driver before being sent to the servo amplifier.
c Current Limiter
(1) Current limiting is performed on the servo command signal to
ensure the proper servo drive values are established.
d Servo Amplifier
(1) The servo amplifier acts as a switch to provide drive current to the
aileron servo torque motor. A servo enable discrete is applied as a
function of autopilot engagement. The servo requires 1--ampere
current drive capability. The servo amplifier supplies a 480 Hz
pulse--width--modulated 28--volt bipolar output. The pulse width
command output is compared with a 480 Hz saw tooth signal to
generate the pulse width control for the servo driver. The servo loop
software executes at 240 Hz so that the servo amplifier output is
the same for two complete duty cycles.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(2) The primary processor provides a discrete output which enables the
aileron servo amplifier. If this discrete is not available, the servo
amplifier is forced to a zero duty cycle. Also a latched heartbeat
monitor and a latched power supply monitor (both not shown), are
required to enable the servo amplifier driver.

(3) For the primary processor servo amplifier enable to be active:

• All monitors must be valid
• Both attitude sources (AHRS) must be valid
• Communications with the secondary processor must be valid
• All internal processor valids must be valid.

Table 2--15--5. Autopilot Roll Axis Operating Limits

Mode Parameter Value
Autopilot MAX Bank Limit  35_

MAX Rate Limit 7.0_/sec

Limit After  35_ If the aircraft is rolled to an

Engagement angle > 35_ using TCS, the
autopilot rolls the aircraft to 35_
and maintains.
Heading Hold Bank Angle less than 3_ plus 3 seconds
Roll Hold Bank Angle The bank angle is held if the bank
is greater than 6_ but less than
35_ and the bank was initiated
using TCS.
Turn Knob Bank angle Max bank angle is 35_
Max roll rate is 3_/sec.
Pitch Wheel Pitch Angle 20_

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Figure 2--15--8. Autopilot Roll Axis Servo

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D. Pitch Axis Autopilot Servo Loop

(1) The pitch autopilot servo loop (Figure 2--15--9 and Table 2--15--6) is the same for all
vertical steering modes. Since there is only one autopilot system and one servo in the
pitch axis, it does not matter if the steering command is altitude hold or vertical speed
hold, the path to the servo is the same. The autopilot servo loop is connected in
parallel to the aircraft’s primary control rigging through cables.

(2) For the servo to perform its job it receives a drive signal from the IC--600 IAC. This
can be thought of as the autopilot command to drive the elevator. As the servo
drives, it moves the control rigging, which in turn moves the elevator. As the elevator
moves, a feedback signal from the servo is sent to the IC--600 IAC. This signal can
be thought of as autopilot response. When the autopilot response equals the
autopilot command the elevator stops moving. As the autopilot command is satisfied,
the command gets smaller in size until it goes to zero and stops driving the elevator.

(a) SM--200 Elevator Servo Drive and Bracket

1 The SM--200 translates electrical input signals into a clutched mechanical

output. This output is used to drive the elevator in response to pitch axis
autopilot commands. A description of servo functions follows.

a Servo Clutch

(1) The servo clutch is engaged as a function of autopilot engagement,

or release of touch control steering (TCS) if the autopilot was
previously engaged. The clutch disengages anytime the autopilot is
disconnected, or the TCS switch is pushed and held.

b Servo Torque Motor

(1) The servo torque motor receives dc current from the IC--600 IAC
pitch axis. With the servo clutch engaged, the torque motor output
drives a power gear train through mechanical coupling. The gear
train output in turn provides the drive to move the elevator to the
desired position. With the autopilot not engaged, any input drive to
the servo motor is not coupled to the elevator.

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c DC Tach Generator

(1) The DC tach generator is mechanically connected to the servo

torque motor and provides an output back to the IC--600 IAC
anytime the servo torque motor drives. The DC tach generator
provides two functions:

• Provides an elevator rate of travel signal to the IC--600 IAC. This

signal is used as a damping term. When the elevator is
commanded to a position, it should move to that position
smoothly and stop still, not move or hunt about that position.
• In the IC--600 IAC the DC tach generator signal is also
integrated to derive elevator position feedback. This signal is
used to ensure that the elevator torque motor has driven the
elevator as properly commanded.

(b) IC--600 Integrated Avionics Computer (IAC)

1 The IC--600 IAC receives sensor data and command inputs and processes
this data in accordance with any vertical steering mode that is active. Since
this is a digital computer, this processing is accomplished through software.
In order to provide a current to drive the servo torque motor, this digitally
processed signal must be changed into analog form.

2 Additionally, to ensure safe operation, certain functions and values of certain

parameters are monitored in the IC--600 IAC to ensure that the autopilot is
automatically disconnected, should a safety critical malfunction occur. A
description of the IC--600 pitch axis autopilot servo drive follows.

a Servo Amplifier

(1) The servo amplifier acts as a switch to provide drive current to the
servo torque motor. A servo enable discrete is applied as a function
of autopilot engagement. The servo requires 1--ampere current
drive capability. The servo amplifier supplies a 480 Hz
pulse--width--modulated 28--volt bipolar output. The pulse width
command output is compared with a 480 Hz saw tooth signal to
generate the pulse width control for the servo driver. The servo loop
software executes at 240 Hz so that the servo amplifier output is
the same for two complete duty cycles.

(2) The primary processor provides a discrete output that enables the
elevator servo amplifier. If this discrete is not available, the servo
amplifier is forced to a zero duty cycle. Also, a latched heartbeat
monitor and a latched power supply monitor (both not shown) are
required to enable the servo amplifier driver.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(3) For the primary processor (Flight Director) servo amplifier enable to
be active:

• All monitors must be valid.

• Both attitude sources must be valid.
• Communications with the secondary processor (Autopilot) must
be valid.
• All internal processor valids must be valid.

b Tach Integrator

(1) The servo tach generator provides an elevator rate of travel signal
as a damping term. This same rate signal is integrated to derive
elevator servo position feedback. If rate is integrated over time,
distance travelled, or position is derived.

c Current Limiter

(1) Current limiting is performed on the servo command signal to

ensure the proper servo drive values are established.

d Servo Loop Processing

(1) The servo position command is summed with the servo position
feedback and rate signals. Servo loop gain takes into account the
mechanical advantage of the cable rigging in the pitch axis.

e Pitch Trim Threshold Sensor

(1) The pitch axis of the autopilot incorporates a trim function to

compensate the axis for long term, steady--state loads felt on the
elevator. These loads can be such things as fuel burn and
passenger movement. Rather than use elevator servo current to
hold the elevator in position for these long term states, it is
desirable to electrically unload the servo and mechanical drive to
reposition the elevator aerodynamically and hold the elevator in this
new position. To accomplish this, the autopilot monitors the amount
of current going to the elevator servo.

f Pitch Wheel

(1) Moving the pitch wheel causes a rate generator output. The
direction of the pitch wheel motion determines the polarity of the
output, while the speed of pitch wheel motion determines the
amplitude of the signal. The pitch wheel signal is then TAS gain
programmed then summed with the autopilot command and aircraft
response.

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Table 2--15--6. Pitch Channel Axis Operating Limits

Mode Parameter Value
AP Pitch Limit  20_
TCS Pitch Limit  20_
Pitch Wheel  20_

E. Pitch Axis Autopilot Trim

(1) The autopilot processor performs elevator trim control based on elevator servo
current demand. Elevator trim engagement is controlled by the autopilot engage logic
and the trim clutch is wired to the same clutch output as the aileron and elevator
servo clutches.

(2) The trim actuator is driven in a manner to move the horizontal stabilizer to reduce the
current load on the primary elevator servo. The trim drive is a 0.625 Hz pulse width
modulated 28 V dc output. The pulse width is controlled as a function of airspeed.

(3) Elevator trim rate is programmed with true airspeed (TAS) to provide variable trim
rate based on flight conditions. The use of TAS for gain programming allows the long
term elevator response (trim rate) to decrease with increasing altitude.

(4) When elevator servo current exceeds a predetermined threshold for a given period of
time, this is considered to be a stead--state error and trim runs. Out of the threshold
detector and delay is a positive or negative current. This turns on the up or down
sensor accordingly and allow the trim motor to run. As the trim runs, the horizontal
stabilizer is re--positioned and the air load on the elevator primary servo is reduced.
When this load falls below the threshold level, trim stops running.

(5) When the up/down sensor allows an output, an internal clock runs for 10 seconds. If
a trim malfunction has occurred and the trim system has not sufficiently reduced
elevator servo current, the other trim threshold sensor allows an output to annunciate
an out of trim condition CAS message. This annunciation informs the pilot that the
aircraft is out of trim and that a disconnect while out of trim may cause a slight
maneuver. The mistrim annunciation disappears when the aircraft finally reaches a
trim state or when the autopilot is disconnected.

(6) To manually trim the aircraft the pilot would take control of the aircraft, disengage the
autopilot and retrim the aircraft.

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Figure 2--15--9. Pitch Autopilot Servo Loop

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F. Yaw Damper Rudder Axis Servo Loop

(1) The yaw damper servo loop (Figure 2--15--10) is independent from the autopilot in
that it can be engaged, without the autopilot. The yaw damper servo is connected in
parallel with the aircraft’s primary rigging through cables. The yaw damper provides
yaw damping for transient wind gust conditions.
(a) IC--600 Integrated Avionics Computer (IAC)
1 The IC--600 IAC receives sensor data and command inputs and processes
this data. Since this is a digital computer, this processing is accomplished
through software. In order to provide a current to drive the servo torque
motor, this digitally processed signal must be changed into analog form.
2 Additionally, to ensure safe operation, certain functions and values of certain
parameters are monitored in the IC--600 IAC to ensure the yaw damper is
automatically disconnected should a safety critical malfunction occur. A
description of the IC--600 IAC rudder axis servo drive follows:
a Servo Amplifier
(1) The servo amplifier acts as a switch to provide drive current to the
servo torque motor. Servo enable is applied as a function of yaw
damper engagement. The servo requires 1--ampere current drive
capability. The servo amplifier supplies a 480 Hz pulse width
modulated 28V bipolar output. The pulse width command output is
compared with a 480 Hz saw tooth signal to generate the pulse
width control for the servo driver. The servo loop software executes
at 240 Hz so that the servo amplifier output is the same for two
complete duty cycles.
b Tach Integrator
(1) Position feedback is achieved taking the rudder servo tachometer
signal, which is a rate of travel term and integrating it. Integrating
rate of travel over time derives distance travelled or position.
c Current Limiter
(1) Current limiting is performed on the servo command signal to
ensure the proper servo drive values are established.
d Rudder Washout
(1) The yaw damper is primarily responsive to short--term rate signals.
Since the servo loop is an electrical--mechanical operating system,
it is possible for the yaw rate attitude loop command and servo
feedback signals to cancel each other out, resulting in a standoff
condition, which is undesirable. To eliminate this stand--off
condition, any long--term output of the servo amplifier is fed to the
rudder washout integrator. The output of the integrator is inverted
and sent back into the servo loop to eliminate the stand--off
condition.

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(2) Rudder washout integrates any steady--state force and subtracts

this from the position reference. This washout allows the pilot to
manually re--trim the rudder with the yaw damper engaged. The
washout also eliminates any steady--state forces on the rudder.

(b) SM--200 Servo Drive and Bracket

1 The SM--200 translates electrical input signals into a clutched mechanical

output. This output is used to drive the rudder in response to yaw axis
commands. A description of servo functions follows:

a Servo Clutch

(1) The servo clutch is engaged as a function of autopilot or yaw

damper engagement. The clutch disengages anytime the yaw
damper is disconnected.

b Servo Torque Motor

(1) The servo torque motor receives dc current from the IC--600 IAC
yaw axis. With the servo clutch engaged, the torque motor output
drives a power gear train through mechanical coupling. The gear
train output in turn provides the drive to move the rudder to the
desired position. With the yaw damper not engaged, any input drive
to the servo motor is not coupled to the rudder.

c DC Tach Generator

(1) The DC tach generator is mechanically connected to the servo

torque motor and provides an output back to the IC--600 IAC
anytime the servo torque motor drives. The DC tach generator
provides two functions:
• Provides a rate of travel feedback signal to the IC--600 IAC. This
signal is used as a damping term. When the rudder is
commanded to a position, it should move to that position
smoothly and stop still, not move or hunt about that position.
• In the IC--600 IAC the DC tach generator signal is also
integrated to derive rudder position feedback. This signal is used
to ensure that the rudder torque motor has driven the rudder as
properly commanded.

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Figure 2--15--10. Yaw Damper Servo Loop

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4. Fault Monitoring

A. Autopilot/Yaw Damper Monitoring Overview

(1) The autopilot/yaw damper monitoring function is provided by the IC--600 IAC primary
processor. The primary processor utilizes independent hardware for sensor input and
servo feedback data used by the monitoring function. This separation ensures that
hardware failures do not affect the autopilot control function.

(2) The primary processor provides dedicated disconnect hardware for the monitoring
function. This provides the monitors with the capability of disengaging the autopilot
and yaw damper independent of the autopilot processor hardware. All automatic
disconnects which result from monitor trips store an event code in non--volatile
memory for subsequent recall during ground maintenance testing.

(3) The disengage path is tested during autopilot power--up to ensure that latent failures
do not inhibit monitor operation. The servo amplifier disable path (heartbeat monitor,
power supply monitor, monitor processor valid) are all individually tested at
power--up. These tests consist of driving the pitch, roll and yaw servos; and validating
proper tachometer feedback and current sensing.

(4) The monitors use computed TAS and indicated airspeed (IAS) to model gain
programmers and the pitch g limit. If the air data is not valid, the following default
values are used:

• TAS = 300 kts

• IAS = 220 kts.

B. Hardover Malfunction Protection

(1) The distributed processor architecture of the PRIMUS 1000 system is designed to
prevent hazards such as autopilot hardovers. This protection is provided by ensuring
that failures in either processor are defeated or minimized by the monitors and/or
limiters in the other processor. In general, failures of the primary processor (flight
director) does not result in an abrupt aircraft response because the attitude command
path is limited to a normal control response envelope in the secondary processor
(autopilot). This is insured by a 25 degree magnitude limit and a 0.3g rate limit in
the pitch axis and a 35 degree magnitude limit and a 7deg/sec rate limit in the
roll axis in the autopilot processor. Failures of the autopilot processor are detected by
the monitors in the primary processor and result in an autopilot/yaw damper
disconnect, well in advance of exceeding autopilot hazard criteria.

C. System Response to Failures

(1) In the event of an autopilot processor fault, the monitor disconnects the autopilot prior
to any significant aircraft response. Upon monitor disconnect, a red AP is displayed
on the PFD.

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D. Monitor Description

(1) Pitch Servo Position Monitor

(a) The pitch servo position monitor models the pitch attitude loop and servo loop
and generates a predicted elevator servo position. The predicted servo position
is compared against actual position feedback. The actual servo feedback is
generated by lagging the servo tachometer feedback in the monitor process. The
monitor trip level is programmed with IAS to allow a somewhat uniform aircraft
response exposure. Any failure that results in exceeding the monitor trip level for
a period of 0.3 seconds results in an automatic disconnect of the autopilot and
yaw damper.

(2) Primary Pitch Attitude Comparison

(a) The primary pitch attitude comparison monitor compares the on--side primary
pitch attitude used in the primary processor with the pitch attitude used in the
secondary processor. This monitor validates the hardware path between
processors and assures that the pitch attitude computations of both processors
agree.

(b) A trip of the pitch comparator monitor prevents autopilot and yaw damper
engagement and causes a latched disengage if the autopilot/yaw damper were
engaged at the time of the monitor trip.

(c) If the pitch comparator exceeds a 2 degree threshold, the monitor trips.

(3) Secondary Pitch Attitude Comparison Monitor

(a) The secondary pitch attitude comparison monitor compares the on--side primary
pitch attitude with the on--side secondary pitch attitude. This monitor validates
the attitude source used by the pitch servo position monitor.

(4) Normal Acceleration Monitor

(a) The normal acceleration monitor provides an additional means of detecting

autopilot malfunctions. The sensor input for this monitor is provided by the
AHRS. The monitor disconnects the autopilot and yaw damper if normal
acceleration changes by more than 0.6 g’s for more than 0.4 seconds.

(5) Roll Servo Position Monitor

(a) The roll servo position monitor models the roll attitude loop and servo loop and
generates a predicted aileron servo position. The predicted servo position is
compared against actual position feedback. The actual servo feedback is
generated by lagging the servo tachometer feedback in the monitor process. The
monitor trip level is programmed with IAS to allow a somewhat uniform aircraft
response exposure. Any failure that results in exceeding the monitor trip level for
a period of 0.3 seconds results in an automatic disconnect of the autopilot and
yaw damper.

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(6) Primary Roll Attitude Comparison Monitor

(a) The primary roll attitude comparison monitor compares the on--side primary roll
attitude used in the primary processor with the roll attitude used in the secondary
processor. This monitor validates the hardware path between processors and
assures that the roll attitude computations of both processors agree.

(b) A trip of the roll comparator monitor prevents autopilot and yaw damper
engagement and causes a latched disengage if the autopilot/yaw damper were
engaged at the time of the monitor trip.

(c) If the roll comparator exceeds a 2 degree threshold, the monitor trips.

(7) Secondary Roll Attitude Comparison Monitor

(a) The secondary roll attitude comparison monitor compares the on--side primary
roll attitude with the on--side secondary roll attitude. This monitor validates the
attitude source used by the roll servo position monitor.

(8) Roll Rate Monitor

(a) The roll rate monitor provides an additional means of detecting autopilot
malfunctions. The monitor disconnects the autopilot and yaw damper if actual roll
rate exceeds 12 deg/sec for more than 0.5 seconds.

(9) Yaw Servo Position Monitor

(a) The yaw servo position monitor models the yaw rate loop and servo loop and
generates a predicted elevator servo position. The predicted servo position is
compared against actual position feedback. The actual servo feedback is
generated by lagging the servo tachometer feedback in the monitor process. The
monitor trip level is programmed with IAS to allow a somewhat uniform aircraft
response exposure. Any failure that results in exceeding the monitor trip level for
a period of 0.6 seconds results in an automatic disconnect of the autopilot and
yaw damper.

(10) Auto Trim Runaway Monitor

(a) The auto trim runaway monitor detects any condition which results in the
autopilot processor commanding trim while the elevator servo current does not
indicate a need for trim. The auto trim runaway monitor disconnects the autopilot
and yaw damper immediately upon detecting a trim runaway condition.

(11) Auto Trim Inoperative Monitor

(a) The trim inoperative monitor provides a warn annunciator in view of the pilot
(CAS message) to indicate that the elevator is not properly trimmed. This monitor
does not disconnect the autopilot.

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(12) Autopilot/Yaw Damper Disconnect Monitor

(a) The autopilot and yaw damper disconnect monitor detect a failure of the system
to disengage the autopilot and yaw damper in response to the autopilot
disconnect switch being pressed. This monitor ensures the disconnect discrete
and AP and YD engage status are valid. If self engagement within 0.6 seconds
of a disconnect is detected, the processor outputs an invalid state on the servo
amplifier drive enable. This action prevents the IAC from applying any torque to
the autopilot and yaw damper servos.

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SECTION 2-- 16
COCKPIT VOICE RECORDER/FLIGHT DATA RECORDER (CVR/FDR)
1. Overview
A. General

(1) The PRIMUS 1000 Integrated Avionics System installed in the Embraer 145 aircraft
includes a Solid State Cockpit Voice Recorder (SSCVR) and a Solid State Flight Data
Recorder (SSFDR). Both units use a modular crash survivable memory unit (CSMU)
for protection of the solid state recording memories.

(2) The SSCVR simultaneously records four channels of the audio present at its inputs.
The audio input signals represent the cockpit acoustic environment and consist of
one wide band area channel and three narrow band voice channels. In addition to
the audio inputs, the SSCVR also records digital communications data from a
Communication Management Unit (CMU) and timing correlation signal(s). For future,
automatic status reporting, the SSCVR optionally provides status information to an
onboard maintenance system (OMS). The system will retain the most recent 2 hours
of audio, digital and timing information.

(3) The SSCVR system consists of a recorder, a microphone monitor and an area
microphone. It interfaces with:
• the data acquisition unit (DAU)
• communication management unit (CMU)
(4) The solid state flight data recorder (SSFDR) is a crash survivable flight data recorder.
The unit eliminates moving parts and uses solid state flash memory as the crash
survivable memory unit (CSMU) recording medium. The unit stores up to 25 hours of
aircraft parameters in the crash survivable memory module.

(5) The SSFDR interfaces with:

• the data acquisition unit (DAU)
• cockpit indicator
(6) Both systems have an underwater locator beacon (ULB) in place of a handle.

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2. Components Descriptions and Locations

A. Solid State Cockpit Voice Recorder

(1) Figure 2--16--1 shows a graphical view of the solid state cockpit voice recorder
(SSCVR). Table 2--16--1 gives the leading particulars for the SSCVR.

Figure 2--16--1. Solid State Cockpit Voice Recorder

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Table 2--16--1. Solid State Cockpit Voice Recorder Leading Particulars

Characteristic Specification

Dimensions (maximum):
• Length 12.62 in. (320.55 mm), 14.22 in. (361.19 mm) with ULB
• Width 4.8 in. (121.92 mm)
• Height 6.1 in. (154.95 mm)

Weight (maximum) 15.5 lbs. (7.03 kg)

Power requirements 28 Vdc, 35 W (max) 8 W (typical)

Mating connector DPXBMA--57--33S--0001

Mounting ARINC--404 Half--ATR--short tray mount

(2) The main function of the SSCVR is to record audio, digital communications data and
timing data to crash protected memory. It also performs erase and test functions
which are operator initiated using discrete control signals activated by pushbuttons in
the cockpit. In order to provide controlled operation, power up initialization and power
down monitoring is also performed.

(3) The SSCVR is a single LRU that includes three shop replaceable units (SRU) and an
underwater locator beacon. The SRU’s are:
• Interface control board
• 115 V AC/28 V DC dual voltage power supply (PS)
• Crash survivable memory unit (CSMU)
(4) Audio interface with the SSCVR include one wide band area channel and three
narrow bands to record aircrew voices into the CSMU memory. In addition to the
audio input, the SSCVR records digital communications data from the communication
management unit (CMU) and timing correlation signals.

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B. Microphone Monitor and Remote Microphones

(1) Figure 2--16--2 shows a graphical view of the microphone monitor and area
microphone. Table 2--16--2 gives the leading particulars for the monitor.

Figure 2--16--2. Microphone Monitor and Area Microphone

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Table 2--16--2. Microphone Monitor and Remote Microphones Leading Particulars

Characteristic Specification

Dimensions (maximum):
• Length 2.6 in. ( 66.4 mm)
• Width 5.75 in. (146.05 mm)
• Height 2.25 in. (57.15 mm)

Weight (maximum) 1.0 lbs (0.45 kg)

Power requirements +18 V DC ±3.6 V DC

Mating connector Bendix PT02A20--41P

Mounting Dzus (4) fasteners

User replaceable parts None

Audio characteristics:
• Frequency response 150 Hz to 10,000 Hz
• Signal to noise ratio 48dB, 95 -- 120 dB SPL
• Harmonic distortion <3% at 120 dB SPL
• Output range AGC limited, 0.5 Vrms

(2) The microphone monitor and the area microphone function as the cockpit
components of the SSCVR. The microphone monitor consists of a preamplifier circuit,
a TEST switch, and ERASE switch, a HEADPHONE jack, and a STATUS indicator
(light emitting diode (LED)). It is used with the area microphones.

(3) The ERASE switch activates the SSCVR erase function and the TEST switch
activates the self--test function. The HEADPHONE jack is used for monitoring
SSCVR recording and for a self--test indication. The STATUS LED will flash on
successful completion of a SSCVR self--test.

(4) The area microphone is connected to the record circuitry of the SSCVR through the
preamplifier assembly located within the monitor.

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C. Solid State Flight Data Recorder

(1) Figure 2--16--3 shows a graphical view of the solid state flight data recorder (SSFDR).
Table 2--16--3 gives the leading particulars for the flight data recorder.

Figure 2--16--3. Solid State Flight Data Recorder

Table 2--16--3. Solid State Flight Data Recorder Leading Particulars

Characteristic Specification

Dimensions (maximum):
• Length 19.62 in. (498.35 mm), 21.22 (539.0 mm) with ULB
• Width 4.8 in. (122.0 mm)
• Height 6.1 in. (155.0 mm)

Weight (maximum) <18 lbs (<8.16 kg)

Power requirements 28 Vdc, 8 W (max) 4 W (typical)

Mating connector DPX2MA--57P00P--34--0001

Mounting ARINC--404 Half--ATR--long tray mount

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(2) The SSFDR receives aircraft parameter data from a digital flight data acquisition unit
(DFDAU) and store the data for future retrieval purposes. Mandatory and
non--mandatory aircraft parameters input to the DFDAU are serially transmitted to the
SSFDR. The SSFDR will process the data and appropriately store the information in
the CSMU. When necessary, access to the stored information can be accomplished
with ground based equipment (GBE) utilizing the SSFDR’s RS--422 interface.

(3) Optionally, with an OMS interface, access to the stored data may be accomplished
with a PDL or ADL. An internal BITE system is also provided with the SSFDR.

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3. Operation
A. Solid State Cockpit Voice Recorder

(1) The Solid State Cockpit Voice Recorder (SSCVR) is a basic subsystem on the
aircraft. The function of the SSCVR is to put all the conversation into the memory.
The SSCVR uses solid state flash memory which stores the last two hours of
conversation. It also receives data from the clock. Figure 2--16--4 is the SSCVR
interface diagram. The conversation is between:
• Flightcrew members
• Flightcrew and ground stations through radio link
• Observer station
• Cockpit area.
(2) There are six different operating functions for the SSCVR:

(a) Power Up

1 The power up function performs power on Built--in Test (BIT) to determine

the integrity of the system. If a failure is detected, the failure condition is
stored in crash protected memory, the front panel BITE indicator is
continuously on and the maintenance discrete is set in the failure mode. If
the OMS function is available (optional), the failure condition is also sent to
the OMS system.

(b) Record, Test, and Status Monitor

1 The record, test, and status function stores audio, digital communication and
timing data to the crash survivable memory. In addition, this function also
stores ancillary data such as configuration data, memory start/stop pointers,
BIT data, elapsed time indicator (ETI), error logging data, and repair history.
In addition to the record process in this function, a background test is also
performed to verify operation of the unit. If a failure is detected, the front
panel BITE indicator is continuously activated, the Maintenance Discrete is
set in the failure mode, and the error condition is reported to the optional
OMS system.

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(c) Push To Test

1 The push to test function is activated using a discrete input of the SSCVR
(typically activated using a pushbutton TEST switch located on the
microphone monitor). The discrete must be activated for a minimum of
one--half second to activate this function. Once activated, this function
performs an extensive set of functional tests to determine the integrity of the
system. A successful self--test results in the status discrete output being
activated once. In the cockpit, this results in the activation of the status LED.
In addition to the visual indication, an 800 Hz tone aural indication is also
provided to indicate successful self--test.

NOTE: If the push to test button is continuously activated (not released), a

succession of illuminations of the status LED will occur and multiple
800 Hz tones can be heard. This procedure is NOT recommended,
however this is also evidence of a successful self--test.

2 If a failure condition exists, the status discrete output is not activated and the
aural tone is not provided resulting in no indication in the cockpit. Also, if a
failure occurs, the failure condition is stored in the CSMU, the front panel
BITE indicator is continuously activated, the maintenance discrete is set to
the failure mode, and the optional OMS system is informed.

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Figure 2--16--4 . Solid State Cockpit Voice Recorder Interface Diagram

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(d) Push To Erase

1 The push to erase function is activated using a discrete input of the SSCVR
(typically activated using the microphone monitor ERASE pushbutton switch
and when the parking brake and landing gear relays are closed). This
discrete must be activated for a minimum of one--half second to activate this
function. Once activated, this function disables the ability to download the
previously recorded data from the CSMU using the normal download
function. This function does not erase ancillary system data. A 400 Hz tone
is sent through the audio monitor to indicate a successful erase.

(e) Power Down

1 When a power failure occurs, the SSCVR enters the power down function is
performed to provide a graceful power down sequence (pointers saved,
store buffered data to CSMU, etc.). If the power is recovered within 200
milliseconds, the record function is then reactivated with no loss of data
occurring. If the power does not recover, recording will cease until power is
again applied. Note that recording continues while in this state.

(f) Download and Test

1 The download and test function provides an interface for the ground support
equipment (GSE). This function provides the ability to download the CSMU
data to playback and test station (PATS) using a high speed serial interface.
In addition, commands are accepted through this interface to perform
specific BIT functions and status is returned through this interface. This
function is activated when the GSE cable is connected.

B. Solid State Flight Data Recorder

(1) The FDR system can store data automatically, with no pilot action, when the red
beacon switch is set to the ON position or when the air/ground signal indicates that
the airplane is in the air. The data is mandatory and has recommended parameters.
Additional parameters are stored when necessary. Figure 2--16--5 is the SSFDR
interface diagram.

(2) The Essential DC Bus 1 supplies power to the SSFDR with a protective 5--amp circuit
breaker. The SSFDR has interfaces with DAU 1. DAU 2 sends signals to the SSFDR
through DAU 1.

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Figure 2--16--5. Solid State Flight Data Recorder Interface Diagram

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(a) The DAU 1 supplies excitation power to:

• Control column 1 potentiometer
• Wheel 1/2 potentiometer
• Rudder potentiometer.
(b) The DAU 2 supplies excitation power to:
• Control column 2 potentiometer.
(c) The DAU 1 receives vertical acceleration signal from the triaxial accelerometer.
The DAU 1 receives aileron surface signals from the LH and RH aileron
RVDTs/RVITs too. The DAU 2 receives lateral and longitudinal acceleration from
the triaxial accelerometer signal and a discrete signal from the SSFDR. The
discrete signal shows the FDR status. The DAU 2 receives elevator surface
position signals from the LH and RH elevator RVDTs and rudder surface position
signal from the rudder RVDT too.
(3) The triaxial accelerometer senses the airframe accelerations on the three axes. The
five potentiometers monitor the control columns 1 and 2, wheels 1 and 2, and the
rudder. The five Rotary Variable Differential Transformers (RVDTs) are used to record
the control surface position.
(4) The SSFDR operates in the following states and modes:
(a) Power Off
1 The Power Off state is achieved when the input power has been removed
from the SSFDR for more than 200 ms. No functions are available in this
state and can only be exited when power is applied.
(b) Initialization Mode
1 The initialization mode activates immediately with the application of power,
or when actuated by command. The SSFDR initializes and performs a
Built--In Test (BIT) within 500 milliseconds of power application.

2 When initializing, the system detects unit configuration (memory size, rate of
transfer, and address of next available memory location to be recorded). If
the self--test fails, the external BITE light (located on SSFDR’s front panel)
will be illuminated, but the SSFDR will still attempt to record data. If it is not
possible to record data due to a critical failure (i.e. CSMU register failure),
the recorder exits this mode of operation with a flag set that instructs the
continuous monitor to inhibit recording.

(c) Continuous Monitor Mode

1 The SSFDR performs continuous background tests (non--destructive) on the

system hardware to verify that the recorder is capable of performing its
intended function. While in this mode, the SSFDR also continues to monitor
the incoming ARINC 717 data stream. If the data is no longer present or the
data rate has changed, an entry will be made into the BIT table.

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(d) Data Communication States

1 The active communication state defaults to the record mode following the
initialization and self--test mode (within 500 milliseconds of power
application). When connected, the ground based equipment determines
what mode the SSFDR will enter next, otherwise, the unit remains in the
record mode.

a Record Mode (ARINC 717)

(1) In the record mode, the recorder immediately begins recording data
following the initialization and self--test mode, regardless of
obtaining synchronization from the FDAU. If no ARINC 717 data
stream is present for more than five seconds, the SSFDR records
”zeros” for one full frame, activates the System Status Flag and
halts the recording process.

(2) Data received by the recorder is re--transmitted back to the FDAU

to ensure that the SSFDR is properly receiving the serial input data
stream. If the status discrete indicates a failure, the loopback data
will not be present. Exit from this state occurs upon power removal,
detection of a download mode, or command from the acceptance
test unit (ATU).

b Monitor Mode (RS--422)

(1) Monitor mode is provided primarily for aircraft installation

diagnostics and troubleshooting. In this mode, normal flight
recording occurs in parallel with the RS--422 communications. The
recorder only enters this mode when commanded by the GBE.

(2) While in the monitor mode, the GBE either commands the SSFDR
to output a ”data frame” (once per second) containing the status of
the recorder or to output the incoming ARINC 717 data (8
times/second).

c Test Mode (RS--422)

(1) Test mode is primarily provided for initial acceptance testing and
subsequent Return to Service testing of the SSFDR. The recorder
only enters this mode when commanded by the acceptance test
unit (ATU).

d Download Mode (RS--422)

(1) The SSFDR enters this mode when the download unit initiates the
commands to begin a download of the recorder’s memory contents.
Both the commands to control the download and the actual transfer
occur over the RS--422 interface.

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(2) The recorded parameters sent to the downloader begin with the
oldest data stored in the SSFDR memory and end with the most
recent. Data frame sync is not established or verified for the
downloading process. Checksum verification is performed as the
data is being transferred.

(3) During the download operation, the contents of the CSMU are not
changed (i.e., erased, or altered), and the normal record mode will
be suspended. Return to the record mode occurs when the
download has been terminated.

e Power Down Mode

(1) The SSFDR power supply maintains internal voltages to continue

normal operation during a power failure of less than 200 ms. For
interruptions greater than 15 ± 5 ms (approximate time for a power
down interrupt from the power supply), the recorder enters the
power down mode.

(2) In this mode the recorder stores the location of the memory pointers
and continues to receive the ARINC 717 data and store it in RAM
(not the non--volatile memory). If the power is restored within 200
ms, the data in the RAM is transferred to the CSMU, and the normal
recording process continues. For power interruptions greater than
200 ms, the data in the RAM is lost, and the initialization sequence
will be performed.

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4. Fault Monitoring
A. Solid State Cockpit Voice Recorder

(1) The front panel of the SSCVR provides a BITE indicator for status monitoring of the
SSCVR. The BITE indicator provides an indication of the health of the SSCVR. If the
SSCVR detects a fault which requires removal of the unit from the aircraft installation,
the BITE indicator will activate and will remain activated until repair is accomplished.
The BITE indicator remains inactive in all other cases.

B. Solid State Flight Data Recorder

(1) The SSFDR performs a Built--In Test (BIT) to determine its status upon power--up as
well as throughout normal recorder operations. A history of the BIT’s status is
maintained within the CSMU. This information can be extracted from the recorder
with the GBE. The SSFDR also provides the ability of recording the unit’s repair
history (a status report entered by the operator through the GBE) within the
non--volatile memory. In addition, two discrete output signals are provided to the
cockpit and FDAU for system fault annunciation.

(2) Built--In Test (BIT)

(a) The power--up BIT performs a test sequence that validates the ability of the
recorder to perform its intended function. The BIT can detect at least 95% of the
failures in the SSFDR system. In addition, a continuous BIT ensures system
integrity throughout normal recorder operation.

(b) The tests are capable of identifying internal and external faults, and can isolate
internal errors to a minimum component group. All BIT information is stored in
the SSFDR’s non--volatile memory, thereby maintaining a historical record that
can later be extracted (through the GBE) for system analysis.

(3) External BITE Indicator

(a) An external BITE indicator is located on the front panel of the SSFDR. It
illuminates whenever the maintenance signal has been set to a fault condition.
This indicator will not illuminate when the unit is initially powered on (i.e., during
the power--up BIT).

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SECTION 3
SYSTEM INTERCONNECTS
1. Overview
A. General

(1) The interconnect information in this manual is based on Honeywell Engineering

Bulletin EB7021523. For specific system interconnect avionics wiring information,
refer to the wiring diagrams in the EMBRAER 145 aircraft maintenance manual
(AMM).

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SECTION 4
MAINTENANCE PRACTICES
1. Overview
A. General

(1) This section provides instructions for removing, reinstalling, and adjusting each Line
Replaceable Unit (LRU) of the PRIMUS 1000 Integrated Avionics System that has
been previously installed by the aircraft manufacturer or completion center. Where
applicable, instructions for replacing lamps, knobs and setscrews are included.
Adjustment information is called out as required.

NOTE: For procedures that may not be current, refer to the aircraft manuafacturers
Aircraft Maintenance Manual.

CAUTION: SHOULD ANY INSTALLATION CRITICAL CASES ARISE WITH THE

REINSTALLATION OF ANY UNIT, YOU MUST COMPLY 100 PERCENT
WITH THE INSTRUCTION.

CAUTION: TO PREVENT DAMAGE TO EQUIPMENT, TURN AIRCRAFT POWER OFF

WHEN REMOVING OR INSTALLING LRUS.

(2) The following paragraphs describe general information when removing or installing
antennas:

NOTE: For all antennas not supplied by Honeywell, removal and installation should
be in accordance with manufacturer’s installation instructions.

B. Antenna Weather Protection

(1) Some antennas require gaskets, and others have O--rings. When reinstalling
antennas, new gaskets or O--rings should be used.

(2) A weather sealant should be applied around the periphery of the antenna base to
prevent seepage of water and condensation and preclude corrosion. If a sealant or
aerodynamic smoother is used around the periphery of the antenna base, it should
be applied after the antenna has been bolted down. The sealant used should be
non--adhering to let the antenna be removed at a later time, if necessary. Chromatic
tape is recommended.

NOTE: When mounting antennas on a pressurized fuselage, a leveling and sealing

compound such as Product Research No. 870B--1/2 aerodynamic smoother
should be used between the entire mounting surface of the antenna and the
fuselage. Use of this compound, in addition to the installation gasket, will
compensate for surface irregularities and voids between the antenna and
the fuselage. A mold releasing agent may be used on the fuselage prior to
installation to prevent the leveling compound from adhering to the fuselage.

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(3) To prevent water seepage on top mounted antennas, it may be necessary to apply
Silastic sealant (RTV--3145 or equivalent) to the mounting screw heads.

C. Antenna Hardware

(1) Clean the airframe at the antenna mounting area to remove any foreign material.

(2) Because of the insulation qualities of gaskets and leveling compounds, the mounting
screws are required to provide the electrical bonding between the antennas and the
aircraft (typically 15 milliohms or less is required). Therefore, the technician doing the
reinstallation must be sure that any hardware being reused is clean and free of
corrosion. If in doubt, use new hardware.

(3) Gaskets and O--rings deform during initial installation. While it is possible to reuse
gaskets and O--rings, it is highly recommended that new gaskets or O--rings be used.

D. General Antenna Removal Instructions

NOTE: These procedures apply to all antennas. To prevent damage to the

antennas, do not apply pressure to or pry on plastic housings.

(1) Pull the appropriate circuit breakers.

(2) After removing and saving the hardware, cut the bond line of any installer--applied
sealant between the antenna and the aircraft skin.

(3) Pull the antenna away from the aircraft skin far enough to disconnect the cable
connector(s).

2. Equipment and Materials

A. General

WARNING: BEFORE YOU USE A MATERIAL, REFER TO THE MANUFACTURERS’

MATERIAL SAFETY DATA SHEETS FOR SAFETY INFORMATION. SOME
MATERIALS CAN BE DANGEROUS.

CAUTION: DO NOT USE MATERIALS THAT ARE NOT EQUIVALENT TO

MATERIALS SPECIFIED BY HONEYWELL. MATERIALS THAT ARE NOT
EQUIVALENT CAN CAUSE DAMAGE TO THE EQUIPMENT AND CAN
VOID THE WARRANTY.

(1) Augat, Part No. T--114--1, IC puller is used as a switch pushbutton puller when
replacing lamps on the GC--550 Guidance Control unit.
• HMN 97D0878
Retaining compound -- Loctite Assure No. 425 surface curing threadlocker, Loctite
Corp, Newington, CT (Used on controller knob setscrews)
(2) Refer to the applicable leading particulars table in SECTION 2 of this manual for
replacement gaskets, lamps, knobs, and setscrew part numbers.

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(3) Uploading/Downloading of the checklist files requires the following:

• IBM compatible laptop Personal Computer (PC)
• IAC to PC adapter harness, Honeywell Part No. T--336238--2.
(4) Reinstallation of the mounting tray for the AH--800 AHRU, AH--900 AHRU and IRU
requires the use of the leveling device, Honeywell Part No. UG5046, and
Embraer--fabricated yaw--axis alignment tool.

(5) The AH--800 AHRS flux valve calibration procedure and the AH--800 AHRU mounting
tray leveling procedure requires the following:
• 50--pin maintenance connector to PC adapter cable, Honeywell Part No.
T--336238. Refer to the Embraer 145 Aircraft Maintenance Manual for details
• IBM compatible laptop PC
• AHZ--800 AHRS Installation Software, Part No. 26011402--102 (version 1.8) for
145 with 145 defaults
• Four sets of shim washers 0.250 in. (6.35 mm) to 0.375 in. (9.52 mm) I.D. and
0.750 in. (19.05 mm) to 0.875 in. (22.22 mm) O.D. containing the following:
-- Qty 2 at 0.100 in. (2.54 mm) thick
-- Qty 2 at 0.050 in. (1.27 mm) thick
-- Qty 4 at 0.015 in. (0.381 mm) thick
-- Qty 4 at 0.006 in. (0.152 mm) thick.
(6) No additional special equipment or materials other than those commonly used in the
shop are required for reinstalling units in existing trays and clamps and adjusting the
system. Do not over tighten mounting screws. Where torque values are not given,
finger tightening of the mounting screws is acceptable.

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3. Procedure for the Attitude Heading Reference Unit (AHRU)

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

NOTE: The removal and installation procedures for the AH--800 AHRU, AH--900
AHRU and LaseRef IV IRU are identical.

(1) Remove the AHRU.

(a) Loosen the two thumbwheel clamps until they disconnect from the support
hooks.

(b) Slide the unit out of the mounting tray.

(2) Reinstall the AHRU.

CAUTION: WHEN PLACING THE UNIT ON THE MOUNTING TRAY, DO NOT FORCE
FIT. IF MATING IS DIFFICULT, REMOVE THE UNIT AND CHECK FOR
CONNECTOR PINS THAT MAY BE BENT OR OUT OF ALIGNMENT.
ALSO, VISUALLY CHECK THE ALIGNMENT OF THE RECEPTACLE ON
THE MOUNTING TRAY.

(a) Place the unit on the mounting tray. Slide it onto the three guide pins. Slide the
unit backwards until its connectors are fully engaged with the mating connectors
of the mounting tray.

(b) Secure the unit in place by tightening the two thumbwheel clamps over the
support hooks.

CAUTION: IF THE MOUNTING TRAY IS MOVED IN ANY DIRECTION, A

COMPLETE TRAY ALIGNMENT MUST BE DONE. REFER TO THIS
PROCEDURE IN PARAGRAPH 6 OF THIS SECTION.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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4. Procedure for the AHRU or IRU Mounting Tray Fan Filter

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

NOTE: In a new installation, the filter should be cleaned or replaced after

approximately 100 hours of operation and then approximately every 300 to
500 hours depending on the environmental conditions.

(1) Remove the filter.

(a) Pull up on the removal tab to separate the filter from the fan.

(2) Reinstall the filter.

(a) Align the cutout area on the bottom of the filter with the wires on the fan and
push down on the filter until it snaps into place.

B. Adjustment Procedures

(1) Not applicable.

C. Cleaning Procedures

NOTE: Visually inspect the filter for signs of damage or deterioration. Replace filter if
any damage or deterioration is found.

(1) Vacuum the filter using a standard commercial vacuum cleaner or clean the filter
using compressed air at a pressure not to exceed 30 PSI.

(2) Wash the filter in a mild detergent solution and rinse with water. Temperature of the
detergent solution or the water must not exceed 140 _F (60 _C). Do not use chlorine
solutions.

(3) Let the filter air dry.

(4) Install the filter on the fan assembly.

D. Return to Service Procedures

(1) Apply 28 V dc power to the AHRU and verify proper operation of the fan.

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5. Procedure for the AHRU or IRU Mounting Tray Fan

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

NOTE: See Figure 4--1.

(1) Remove the fan.

(a) Remove the fan filter as previously instructed in paragraph 4.A.(1)(a).

(b) There are two wires (one red, one black) coming out of the fan housing.
Disconnect these wires at their source.

(c) Turn the rim clamps until the flat edge of each clamp is facing toward the fan.

(d) Separate the fan from the fan mounting plate.

(2) Reinstall the fan.

(a) Place the fan in position on mounting tray, making sure that the AIRFLOW arrow
on the fan points down.

(b) Attach the fan to the base of the tray with three rim clamps. Make sure that the
flat edge of the rim clamp faces away from the fan.

(c) Connect the red wire to the 28 V dc source.

(d) Connect the black wire to the ground source.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Apply 28 V dc power to the AHRU and verify proper operation of the fan.

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Figure 4--1. AHRU Mounting Tray Fan

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6. Procedure for the AHRU or IRU Mounting Tray

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

CAUTION: THE PHYSICAL/MECHANICAL INSTALLATION OF THE MOUNTING

TRAY FOR THE AHRU HAS A VERY LARGE EFFECT ON THE
ACCURACY OF ATTITUDE AND HEADING DATA. DO NOT REMOVE THE
TRAY UNLESS IT HAS BEEN DAMAGED OR DEFORMED.

(1) Remove the mounting tray.

(a) Remove the unit, fan, and filter as instructed in paragraphs 3, 4, and 5.

(b) Remove and set aside the four nuts, four washers, and four screws that attach
the ARINC 600 connector to the rear of the mounting tray.

(c) Detach the ARINC 600 connector.

(d) Remove and set aside the four screws and four washers that attach the
mounting tray to the airframe.

(2) Reinstall the mounting tray.

NOTE: The accuracy of attitude angle indication is directly dependent upon the
accuracy with which the AHRU is aligned with the aircraft axes. The
mounting tray must be installed with a relative alignment accuracy of 0.2
degree in the pitch, roll and yaw axes.

(a) Using the mounting hardware previously removed and set aside, attach the
mounting tray to the airframe. Screws should be tight enough to prevent
movement of the tray.

(b) Using the connector hardware previously removed and set aside, install
the ARINC 600 connector, making sure to leave a maintenance loop in
the harness of sufficient length so as not to apply any pressure on the mounting
tray.

(c) Level the tray in accordance with procedures in paragraph 6.B.

B. Adjustment Procedures

(1) Refer to AHRU mounting tray alignment procedures in the Embraer Aircraft
Maintenance Manual.

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C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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7. Procedure for the AT--860 ADF Antenna

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

NOTE: The AT--860 ADF antenna, is a totally self--contained low profile antenna
that requires no adjustment during operation. It combines both the loops and
the sense antennas in one package, and therefore, does not require a
separate long wire sense antenna.

NOTE: It is very important that the metal base of the antenna be electrically bonded
(less than 2.5 milliohms) to the metal skin of the airframe to provide a ground
plane for the antenna elements. When a mounting gasket is used, the
mounting bolts must provide electrical contact with the metal spacers that
form the mounting holes in the antenna through the mounting nuts to the
airframe.

NOTE: Refer to the general instruction in paragraph 1.A.

(1) Remove the antenna.

(a) Loosen, remove and set aside four No. 10 sockethead cap screws.

(b) Unseal and remove the antenna.

(c) Disconnect the cable connectors.

(2) Reinstall the antenna.

(a) Place the new gasket, Honeywell Part No. 7020801--947, on the antenna.

(b) Connect the cable connectors.

(c) Mount the antenna and apply the appropriate sealant.

(d) Install the four No. 10 corrosion resistant steel socket--head cap screws that
were removed and previously set aside.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

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D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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8. Procedure for the AV--850A Audio Control Unit

A. Removal and Reinstallation Procedures
CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS
THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.
(1) Remove the AV--850A audio control unit.
(a) Disengage the Dzus fasteners on the unit.
(b) Slide the unit out of the aircraft mounting location and disconnect the cable
connector(s).
(2) Reinstall the AV--850A audio control unit.
(a) Mate the unit connector(s) with the aircraft cable connector(s) and slide the unit
into the mounting location.
(b) Engage the Dzus fasteners on the unit.
B. Adjustment Procedures
(1) Adjust the AV--850A audio control unit.
NOTE: All adjustments for the AV--850A audio control unit are set at the factory for
typical operating conditions. Most installations should not require adjustment
of the audio control unit. If an adjustment is necessary, perform that
adjustment in accordance with the following procedures. Table 4--1 contains
a list of audio control unit adjustable functions and the applicable
potentiometer associated with that function. Figure 4--2 provides adjustment
locations for the AV--850A audio control units.
(a) Warning Adjustments
1 The warning inputs are factory set for a nominal input signal of 10 milliwatts
into 600 ohms. Should adjustment become necessary, proceed as follows.
a Warning 1 Level Adjust
(1) Apply an input signal to the WARNING 1 AUDIO input. While
listening to the cockpit speaker or phones, adjust the WARNING 1
LEVEL ADJUST potentiometer (A1R40) for the desired output level.
b Warning 2 Level Adjust
(1) Apply an input signal to the WARNING 2 AUDIO input. While
listening to the cockpit speaker or phones, adjust the WARNING 2
LEVEL ADJUST potentiometer (A1R41) for the desired output level.

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c Warning 3 Level Adjust

(1) Apply an input signal to the WARNING 3 AUDIO input. While
listening to the cockpit speaker or phones, adjust the WARNING 3
LEVEL ADJUST potentiometer (A1R42) for the desired output level.
d Warning 4 Level Adjust
(1) Apply an input signal to the WARNING 4 AUDIO input. While
listening to the cockpit speaker or phones, adjust the WARNING 4
LEVEL ADJUST potentiometer (A1R43) for the desired output level.
e Warning 5 Level Adjust
(1) Apply an input signal to the WARNING 5 AUDIO input. While
listening to the cockpit speaker or phones, adjust the WARNING 5
LEVEL ADJUST potentiometer (A1R44) for the desired output level.
(b) Maintenance System Adjustments
1 The Maintenance System is adjusted for typical microphones and
headphones and will not normally need adjusting. Should adjustment
become necessary, proceed as follows:
a Maintenance Mic 1 Level
(1) Adjust the audio control unit INPH and PHONE controls for a
comfortable headphone listening level while listening to interphone
audio transmitted from the cross--side audio control unit. Connect a
microphone to the MAINT 1 MIC input of the audio control unit.
Ground the MAINT 1 ENABLE input of the audio control unit. Adjust
the MNT 1 MIC potentiometer (A3R11) for the desired level using
the cross--side audio control unit as a reference. Perform
maintenance phone level adjustment as described in paragraph
8.B.(1)(b)1 c (1).
b Maintenance 2 Mic Level
(1) Adjust the audio control unit INPH and PHONE controls for a
comfortable headphone listening level while listening to interphone
audio transmitted from the cross--side audio control unit. Connect a
microphone to the MAINT 2 MIC input of the audio control unit.
Ground the MAINT 2 ENABLE input of the audio control unit. Adjust
the MNT 2 MIC potentiometer (A3R60) for the desired level using
the cross--side audio control unit as a reference. Perform
maintenance phone level adjustment as described in paragraph
8.B.(1)(b)1 c (1).
c Maintenance Phone Level
(1) Connect headphones to the MAINT PHONE output of the audio
control unit. Adjust the MNT PH potentiometer (A3R19) to obtain
the desired maintenance phone level while listening to interphone
audio.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(c) Passenger Address (PA) System Adjustments

1 The PA output is factory adjusted to generate 10 mW into 600 ohms. Should

adjustment become necessary, proceed as follows:
• Push the PA microphone select button
• While the Push--To--Talk (PTT) button is engaged, adjust the PA LVL
potentiometer (A2R40) for the desired level in the cabin.
(d) Miscellaneous Adjustments

1 Cockpit Mic Level

a The Cockpit Mic Level potentiometer (A1R17) is adjusted for typical

microphones and does not normally need adjusting.

NOTE: This adjustment is for signals internal to the audio control unit
only. Changing this adjustment will not change the modulation
characteristics of a COM radio.

2 Comm/Mkr Minimum Gain

a The purpose of this adjustment is to set the minimum level that an

autoselected COM receiver (a receiver that was selected automatically
because the COM transmitter was selected) may have. It also sets the
minimum gain that a selected Marker Beacon receiver may have.
Turning off the audio of an autoselected COM or the Marker Beacon
require the devices to be deselected manually.

b Push the COM 1 microphone select switch. While listening to COM 1,

adjust the volume controls for a comfortable listening level. Rotate the
COM 1 receiver volume control fully counterclockwise, then deselect the
COM (button recessed). Adjust the MIN GAIN potentiometer (A1R54)
for the desired level.

3 MKR Mute Level

a The Marker Beacon mute level is factory adjusted to work properly with
the RNZ--851 NAV unit and normally will not need to be adjusted.

NOTE: The Marker Beacon mute algorithm in the audio control unit
relies on both timing and Marker Beacon audio level to
determine when to un--mute the Marker Beacon audio. The
timing parameters are not adjustable. This procedure adjusts
the audio level threshold.

b Apply a signal modulated with one of the marker tones (inner, middle, or
outer) to the Marker Beacon receiver. Adjust the signal strength so that
the selected marker indicator is just lit.

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c Turn the MKR MUTE potentiometer (A1R53) fully clockwise.

Momentarily push the marker mute button to mute the marker signal.
Begin adjusting the MKR MUTE potentiometer counterclockwise in small
increments and wait at least 5 seconds after each increment. If the
signal does not reappear within 5 seconds, continue to turn the
potentiometer in small increments until the signal does reappear. (Wait 5
seconds after each increment). This will establish the correct marker
mute level.

4 Phone Squelch
a Push the PA microphone select button. Latch in all switch/pots except
for INPH and MUTE.

b Adjust the SQUELCH potentiometer (A1R68) while listening to the

headphone output and transmitting on the Interphone.
5 Voice Recorder Output Level
a The voice recorder output potentiometer (A3R35) is factory adjusted for
10 mW into 600 ohms. Interfacing the output to a voice recorder with
input levels other than this will require adjustment of the audio control
unit. Refer to applicable voice recorder instructions on how to set input
level.

6 Minimum Speaker Gain

a Push the COM 1 microphone select switch. While listening to COM 1,
adjust the COM 1 and SPEAKER volume controls for a comfortable
listening level. Rotate the SPEAKER volume control fully
counterclockwise. Latch out the MIC/MASK selector. Adjust the MIN
SPKR potentiometer (A3R48) for the desired level.

7 Sidetone Adjustments
a Headphone Sidetone Level

NOTE: The differential level between the COM receiver level and the
COM sidetone level when listening in the headphone is set by
the selected COM receiver.

b While listening to a COM transmission such as ATIS, adjust the COM

and HEADPHONE volume control for a comfortable listening level.
While transmitting on an unused frequency, adjust the COM sidetone
level for a comfortable listening level. See Figure 4--5 for the location of
the COM sidetone level for an RCZ--851.

8 Speaker Sidetone Level

a While listening to the cockpit speaker and transmitting on a COM
transceiver, adjust SPEAKER SIDETONE for the desired speaker
sidetone level.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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9 Internal Sidetone Level

a While listening to the cockpit speaker and transmitting on the CABIN

address system, adjust the INT ST potentiometer (A3R46) for the
desired speaker sidetone level. This will normally be adjusted to the
same sidetone level as the COMs.

C. Repair Procedures

(1) Replacement of the control knobs.

NOTE: Only the large SPEAKER and HEADPHONE knobs are field replaceable.
The small knobs require removal of the front panel, and should only be
serviced in an approved shop.

(a) Use a 0.060--in. O.D., 6 flute, Bristol wrench to loosen the setscrews.

(b) Slide the knob off the shaft.

(c) Turn the shaft fully counterclockwise.

(d) On new knobs, make sure that the setscrews are out far enough to let the knob
slide onto the shaft.

(e) Slide the knob onto the shaft with the pointer at the 8 o’clock position.

(f) Tighten the setscrews.

(g) Check to make sure that the knob is not rubbing against the front panel, and that
the pointer is at the 8 o’clock position when rotated fully counterclockwise.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Table 4--1. AV--850A Audio Control Unit Adjustments

Function Label AV--850A Adjustments
Cabin PA Level PA LVL A2R40
Cockpit Mic Level MIC LVL A1R17
Comm/Mkr Minimum Gain MIN GAIN A1R54
Internal Sidetone INT ST A3R46
Maintenance 1 Mic Level MNT 1 MIC A3R11
Maintenance 2 Mic Level MNT 2 MIC A3R60
Maintenance Phone Level MNT PH A3R19
Marker Mute Level MKR MUTE A1R53
Minimum Speaker Gain MIN SPKR A3R48
Phone Squelch SQUELCH A1R68
Voice Recorder Output Level CVR A3R35
Warning 1 Level WRNG 1 A1R40
Warning 2 Level WRNG 2 A1R41
Warning 3 Level WRNG 3 A1R42
Warning 4 Level WRNG 4 A1R43
Warning 5 Level WRNG 5 A1R44
ST A2R38*
NOTE: * A2R38 is software disabled when ST control is on front panel.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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Figure 4--2. AV--850A Audio Control Unit Adjustment Locations

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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9. Procedure for the AZ--850 Micro Air Data Computer (MADC)

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the MADC.

(a) Disconnect the pitot and static lines. Cap or cover the hose end connectors to
keep debris out of the system.

(b) Disconnect the cable connector.

(c) Using a 3/16--inch Allen wrench, loosen the jackscrew until the hold down hook
releases the MADC.

(d) Slide the MADC out of the tray.

(2) Reinstall the MADC.

(a) Slide the MADC into the mounting tray.

(b) Make sure that the rear boss engages the mounting tray slot.

(c) Make sure that the hold down hook engages the boss on the MADC and using a
3/16--inch Allen wrench, tighten the jackscrew.

(d) Mate the cable connector and the unit connector.

(e) Connect the pitot and static lines and perform the appropriate pitot/static leak
check as instructed in the Aircraft Maintenance Manual.

(3) Procedure for Non--Honeywell Components

(a) Non--Honeywell parts of the Air Data System, such as the temperature probes
are not covered here. For specific information on these components, consult the
Aircraft Maintenance Manual.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

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D. Return to Service Procedures

(1) Refer to the test procedures for the Air Data System in the Aircraft Maintenance
Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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10. Procedure for the BL--870/871 Bezel Assembly

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the bezel assembly.

(a) Loosen the two captive holding screws at the ends of the bezel assembly.

(b) Gently pull the bezel assembly straight away from the display unit separating the
bezel and the display unit connectors.

(2) Reinstall the bezel assembly.

(a) Align the bezel assembly on the display unit so the bezel and display unit
connectors mate.

(b) Tighten the captive screws.

B. PFD Bezel Assembly Inclinometer Level Adjustment Procedures

(1) Adjust the level of the bezel assembly inclinometer.

(a) Loosen the two screws on the inclinometer.

(b) Adjust the inclinometer until level and tighten the screws.

C. Repair Procedures

(1) Replacement of BL--870/871 bezel assembly set knobs.

(a) Loosen both the setscrews in the knob with a 1/16--inch Allen wrench.

(b) Slide the knob off the shaft.

(c) On new knobs, make sure that the setscrews are out far enough to let the knob
slide onto the shaft. Apply retaining compound to the setscrews.

(d) Slide the knob onto the shaft.

(e) Make sure that the space between the knob and the bezel is approximately
0.030 in. (0.8 mm).

(f) Tighten both No. 6--32 setscrews with the Allen wrench.

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(g) Visually check the spacing between the knob and the bezel to make sure that
the knob has not slipped during installation.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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11. Procedure for the CD--810 Control Display Unit

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the CD--810 control display unit.

(a) Disengage the Dzus fasteners on the unit.

(b) Slide the unit out of the aircraft mounting location and disconnect the cable
connector(s).

(2) Reinstall the CD--810 control display unit.

(a) Mate the cable connector(s) with the unit connector(s) and slide the unit into the
aircraft mounting location.

(b) Engage the Dzus fasteners on the unit.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Replacement of Brightness Control Knob

(a) Loosen the setscrews with a 0.048--inch O.D. (BRT) or 0.060 O.D. (SET),
6 flute, Bristol wrench.

(b) Slide the knob off of the shaft.

(c) On new knob, make sure that the setscrews are out far enough to let the knob
slide onto the shaft. Apply retaining compound to setscrews.

(d) Slide the knob onto the shaft.

(e) Ensure that the space between the knob and the front panel is approximately
0.030 inch (0.8 mm).

(f) Tighten the knob setscrews with an appropriately sized Bristol wrench.

(g) Visually check the spacing between the knob and front panel to ensure that the
knob has not slipped during installation.

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D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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12. Procedure for the CD--850 Clearance Delivery Control Head (CDH)
A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the CD--850 CDH.

(a) Using an 3/32--inch Allen wrench, loosen the unit mounting clamp screws
accessible through holes at the sides of the front panel.

(b) Slide the CDH out of the panel and disconnect the cable connector.

(2) Reinstall the CD--850 CDH.

(a) Mate the cable connector with the unit connector and slide the display into the
panel.

(b) Using a 3/32--inch Allen wrench, tighten the unit mounting clamp screws.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Replacement of the control knobs.

NOTE: Each control knob is held in place by two No. 4--40 x 3/32 inch hex
setscrews. The setscrews in the small tuning knob are reached through
access holes in the large tuning knob.

(a) Rotate the large tuning knob as necessary to reach the setscrews in the small
tuning knob.

(b) Using the appropriately sized Allen wrench, loosen both No. 4--40 setscrews in
the knob.

(c) Slide the knob off the shaft.

(d) On new knobs, make sure that the setscrews are out far enough to let the knob
slide onto the shaft. Apply retaining compound to the setscrews.

(e) Slide the large tuning knob onto the shaft.

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(f) Make sure that the space between the knob and the bezel is approximately
0.030 inch (0.8 mm).

(g) Tighten both No. 4--40 setscrews with the Allen wrench.

(h) Recheck spacing between the knob and the bezel to make sure that knob has
not slipped during installation.

(i) Slide the small tuning knob onto the shaft, making sure that the small tuning
knob does not rub against the large tuning knob.

(j) Align the access holes in the large tuning knob with the setscrews in the small
tuning knob.

(k) Tighten both No. 4--40 setscrews with the Allen wrench.

(l) Recheck to make sure that the small tuning knob has not slipped during
installation, and is not rubbing against the large tuning knob.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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13. Procedure for the CM--950 Communication Management Unit (CMU)

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the CM--950 CMU.

(a) Loosen the two thumbwheel clamps until they disconnect from the support
hooks.

(b) Slide the unit out of the mounting tray.

(2) Reinstall the CM--950 CMU.

(a) Place the unit on the mounting tray. Slide it onto the three guide pins. Slide the
unit backwards until its connectors are fully engaged with the mating connectors
of the mounting tray.

(b) Secure the unit in place by tightening the two thumbwheel clamps over the
support hooks.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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14. Procedure for the CMU Mounting Tray

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the mounting tray.

(a) Remove the unit as instructed in paragraph 13.(A).(1).

(b) Remove and set aside the four nuts, four washers, and four screws that attach
the ARINC 600 connector to the rear of the mounting tray.

(c) Detach the ARINC 600 connector.

(d) Remove and set aside the four screws and four washers that attach the
mounting tray to the airframe.

(2) Reinstall the mounting tray.

(a) Using the mounting hardware previously removed and set aside, attach the
mounting tray to the airframe. Screws should be tight enough to prevent
movement of the tray.

(b) Using the connector hardware previously removed and set aside, install
the ARINC 600 connector, making sure to leave a maintenance loop in
the harness of sufficient length so as not to apply any pressure on the mounting
tray.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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15. Procedure for the Cockpit Area Microphone

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the cockpit area microphone.

(a) Remove and set aside the two screws that attach the area microphone housing
to the airframe.

(b) Loosen the screw that holds the area microphone in the housing.

NOTE: The microphone is bonded to the housing with an adhesive.

(c) Remove the microphone and insulator from the housing.

(d) Disconnect the microphone wiring at the splice point (approximately 11 inches
back).

(2) Install the cockpit area microphone.

(a) Connect the microphone wiring at the splice point (approximately 11 inches
back).

(b) Bond the microphone into the insulator, then bond the insulator/microphone into
the housing. Ensure that the insulator is flush with the housing ±0.06 in.
(1.52 mm) and the microphone does not extend beyond the housing more than
0.54 in. (13.72 mm).

(c) Tighten the screw to hold the area microphone in the housing.

(d) Using the mounting hardware previously removed and set aside, attach the
microphone housing to the airframe.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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16. Procedure for the DA--800 Data Acquisition Unit (DAU)

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the DA--800 DAU.

(a) Push up on the inside at the top of the front handle to release the locking lever.
Move the locking lever out and down to release the locking cam.

(b) Slowly pull forward on the handle to separate the unit and tray connectors and
slide the unit out of the tray.

(c) Stow the locking lever by pushing it up and into the slot in the handle until the
latching button clicks into place.

(2) Reinstall the DA--800 DAU.

(a) Push up on the inside at the top of the front handle to release the locking lever.
Move the locking lever out and down to release the locking cam.

CAUTION: WHEN PLACING THE UNIT ON THE MOUNTING TRAY, DO NOT

FORCE FIT. IF MATING IS DIFFICULT, REMOVE THE UNIT AND
CHECK FOR CONNECTOR PINS THAT MAY BE BENT OR OUT OF
ALIGNMENT. ALSO, VISUALLY CHECK THE ALIGNMENT OF THE
RECEPTACLE ON THE MOUNTING TRAY.

(b) Place the unit on the mounting tray. Slide the unit backwards until its connectors
are fully engaged with the mating connectors of the mounting tray. To make sure
proper connector engagement, place a gauge 0.220 inch (5.58 mm) thick (a No.
2 drill bit is 0.221 inch) between back of unit and center of tray. If gauge fits
between unit and tray, the unit is improperly engaged. Remove and reinstall as
required until proper connector engagement is made.

(c) Making sure that the locking cam mates properly with the cam receptacle, move
the locking lever up and into the slot in the handle until the locking button clicks
into place.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable

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D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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17. Procedure for the DC--550 Display Controller

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

1. Remove the DC--550 display controller.

(1) Disengage the Dzus fasteners on the unit.

(a) Slide the unit out of the aircraft mounting location and disconnect the cable
connector(s).

2. Reinstall the DC--550 display controller.

(b) Mate the cable connector(s) with the unit connector(s) and slide the unit into the
aircraft mounting location.

(c) Engage the Dzus fasteners on the unit.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Replace bearing control knobs.

(a) Use a 1/32--inch Allen wrench to loosen both setscrews in the knob.

(b) Slide the knob off the shaft.

(c) On new knob, make sure that the setscrews are out far enough to let the knob
slide onto the shaft. Apply retaining compound to setscrews.

(d) Slide knob onto the shaft. Do not tighten the setscrews.

(e) Make sure that the space between the knob and the bezel is approximately 0.030 inch
(0.8mm).

(f) Use a 1/32--inch Allen wrench to tighten the setscrews in the knob.

(g) Visually check the spacing between the knob and the bezel to make sure that the knob
has not slipped during installation.

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(2) Replace DH/TEST and PFD DIM knobs.

(a) Use a 1/32--inch Allen wrench to loosen both setscrews in the DH/TEST knob.

(b) Slide the knob off the shaft.

(c) Use a .048--inch Bristol wrench to loosen both setscrews in the test switch hub.

(d) Slide the test switch hub off the shaft.

(e) Use a 1/32--inch Allen wrench to loosen both setscrews in the PFD DIM knob.

(f) Slide the knob off the shaft.

(g) On new knob, make sure that the setscrews are out far enough to let the knob
slide onto the shaft. Apply retaining compound to setscrews.

(h) Slide the PFD DIM knob onto the shaft. Do not tighten the setscrews.

(i) Make sure that the space between the PFD DIM knob and the bezel is
approximately 0.030 inch (0.8mm).

(j) Use a 1/32--inch Allen wrench to tighten the setscrews in the PFD DIM knob.

(k) Visually check the spacing between the knob and the bezel to make sure that
the knob has not slipped during installation.

(l) Slide the test switch hub onto the shaft.

(m) Use a 0.048--inch Bristol wrench to tighten the setscrews in the test switch hub.

(n) Slide the DH/TEST knob onto the shaft.

(o) Use a 1/32--inch Allen wrench to tighten the setscrews.

(p) Make sure that the DH/TEST knob has not slipped during installation, and is not rubbing
against the inside of the PFD DIM knob.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

18. Procedure for the DL--900 Data Loader

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the DL--900 data loader.

(a) Disengage the Dzus fasteners on the unit.

(b) Slide the unit out of the aircraft mounting location and disconnect the cable
connector(s).

(2) Reinstall the DL--900 data loader.

(a) Mate the cable connector(s) with the unit connector(s) and slide the unit into the
aircraft mounting location.

(b) Engage the Dzus fasteners on the unit.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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19. Procedure for the DU--870 Display Units

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the DU--870 display unit.

(a) Loosen the two captive holding screws at the ends of the bezel assembly.

(b) Gently pull the bezel assembly straight away from the display unit separating the
bezel and the display unit connector. Set the bezel assembly aside.

(c) Using a 3/16--inch Allen wrench, loosen the jackscrew and separate the unit and
tray connector(s).
(d) Gently lift the front of the display unit until the jackscrew latch clears the slot in
the mounting tray.

(e) Slide the display unit out of the tray.

(2) Reinstall the DU--870 display unit.

CAUTION: WHEN PLACING THE UNIT ON THE MOUNTING TRAY, DO NOT FORCE
FIT. IF MATING IS DIFFICULT, REMOVE THE UNIT AND CHECK FOR
CONNECTOR PINS THAT MAY BE BENT OR OUT OF ALIGNMENT.
ALSO, VISUALLY CHECK THE ALIGNMENT OF THE RECEPTACLE ON
THE MOUNTING TRAY.

(a) Slide the display unit into the panel tray, lifting the front of the display unit as
necessary to make sure that the jackscrew latch engages the slot in the
mounting tray.

(b) Slide the display unit backwards until its connectors are fully engaged with the
mating connectors of the mounting tray.

(c) Tighten the jackscrew with a 3/16--inch Allen wrench.

(d) Reinstall the bezel assembly.

1 Align the bezel assembly on the display unit.

2 Tighten the captive screws.

B. Adjustment Procedures

(1) Not applicable.

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C. Repair Procedures

(1) Cleaning of the display unit faceplate filter.

NOTE: The display unit faceplate is protected by a filter which reduces reflections. It
is sturdy, but it is not indestructible.

(a) Inspect the outside surface for foreign material and variations in optical quality.

(b) Particles of grit, dirt, or sand are to be removed with pressurized dry air or a soft
camel hair brush.

(c) Dampen a clean piece of lint free cloth with isopropyl alcohol or ammoniated
cleaner. Do not use household paper towels.

(d) Carefully rub the unclean portion of the filter with the damp cloth.

(e) Repeat paragraphs 19.C.(1)(c) and (d) as necessary until the filter is clean.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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20. Procedure for the Enhanced Ground Proximity Warning Computer

(EGPWC)
A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the EGPWC.

(a) Loosen the knurled nut until it disconnects from the support hook.

(b) Slide the unit out of the mounting tray using the handle.

(2) Reinstall the EGPWC.

(a) Place the unit on the mounting tray. Using the handle, slide the unit backwards
until its connector is fully engaged with the mating connector of the mounting
tray.

(b) Secure the unit in place by tightening the knurled nut over the support hook.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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21. Procedure for the EGPWC Tray

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the mounting tray.

(a) Remove the unit as instructed in paragraph 20.(A).(1).

(b) Remove and set aside the four nuts, four washers, and four screws that attach
the ARINC 600 connector to the rear of the mounting tray.

(c) Detach the ARINC 600 connector.

(d) Remove and set aside the four screws and four washers that attach the
mounting tray to the airframe.

(2) Reinstall the mounting tray.

(a) Using the mounting hardware previously removed and set aside, attach the
mounting tray to the airframe. Screws should be tight enough to prevent
movement of the tray.

(b) Using the connector hardware previously removed and set aside, install
the ARINC 600 connector, making sure to leave a maintenance loop in
the harness of sufficient length so as not to apply any pressure on the mounting
tray.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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22. Procedure for the FX--600 Thin Flux Valve

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

NOTE: Whenever a flux valve is removed and reinstalled or replaced, a compass

swing must be performed to maintain desired long--term heading accuracy.
Any errors in the output of the flux valve in excess of ±1 degree, which are
caused by extraneous magnetic fields, will be corrected by performing the
flux valve calibration procedure in paragraph 22.B.

(1) Remove the FX--600 thin flux valve.

(a) Remove and set aside the three nonmagnetic screws securing flux valve to
mounting bracket. DO NOT lose nonmagnetic screws. Put as little strain as
possible on lead connections when withdrawing flux valve.

(b) One at a time, loosen the captive screws, Honeywell Part No. 873076--62, which
hold the six terminal lugs to the terminal board on the flux valve. Slide the lugs
out from under the screw heads and tighten the screws in the terminal board.
Label the leads to the flux valve terminal board to make sure proper
reconnection.

(2) Reinstall the FX--600 thin flux valve.

(a) One at a time, loosen the screws in the terminal board. Connect and secure the
flux valve leads to the terminal board. Be certain to make proper connections.

(b) Install the flux valve in the mounting bracket and secure with three No.
6/40 x 3/8 inch, roundhead, nonmagnetic machine screws, Honeywell Part No.
1712115, that were removed and previously set aside. DO NOT tighten the
screws.

NOTE: DO NOT use the magnetic type screws to mount the flux valve.

(c) Align centerline on the flux valve mounting flange alignment scale with the
longitudinal axis of the aircraft. Tighten the mounting screws.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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B. FX--600 Thin Flux Valve Calibration Procedures

(1) Whenever a FX--600 thin flux valve or MM--260 memory module is installed or
removed and replaced, the system must be calibrated in order for it to provide the
desired magnetic heading accuracy. If the flux valve calibration has never been
performed, as in a new installation, the MAG mode will not be valid. This procedure
will provide for computation and correction for index error, single cycle error and two
cycle error. Any errors in the output of the flux valve in excess of ±1 degree, which
are caused by extraneous magnetic fields, will be corrected by performing the flux
valve calibration as follows:

(a) Compass Swing Site

1 Move the aircraft to a level site that is free of buried metal objects and is at
least 500 feet from the nearest metal structure. A compass rose that has
been magnetically surveyed within the past two years is desirable if the
results of the compass swing are to satisfy an accuracy of ±1.0 degree.

(b) Aircraft Alignment

1 This section of the procedure defines the method to determine the alignment
of the aircraft to a reference line of the compass rose. This alignment
procedure lets the aircraft be placed close to, but not have to be exactly on
the reference line and provides the accuracy of the initial reference heading
to be within ±0.2 degrees.

NOTE: The AHZ--800 compass system does provide an accuracy of ±1.0

degree or less if the procedure outlined in this paragraph is utilized.
If an alternate procedure to determine the initial reference heading
to be entered is used, the initial reference heading may not be
within the required ±0.5 degrees and the results of the compass
swing may not provide a system accuracy of ±1.0 degree. An
example of an alternate method that may not provide an initial
reference heading accuracy of ±0.5 degrees is the use of a land
compass or sight compass. Use of this alternate method may only
provide a compass system accuracy of approximately ±1.5 to 2.5
degrees after the compass swing is completed.

NOTE: The aircraft may be positioned to any known heading to begin the
compass swing and that known heading would be used to enter as
the initial reference heading in paragraph 22.B.(1)(c)20. Care
should be exercised to make sure that this heading is accurate to
within ±0.5 degrees. Generally, most compass roses will be marked
with a minimum of the cardinal and intercardinal headings and
frequently does have headings marked at 30 degree increments. A
compass rose seldom has the intercardinal headings marked. The
best and most efficient results are achieved by following the
procedure outlined in this paragraph.

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2 Position the aircraft to a known cardinal or intercardinal heading. In this

procedure, it will be assumed that the reference line used is the MAGNETIC
N S line of the compass rose and the aircraft will be pointing North.
3 Position the aircraft such that it is aligned close to the N S line.
4 Drop a plumb line from the aircraft centerline at or near the nose and at or
near the tail. Mark the points where the plumb bob comes to rest.
5 Measure the distance between the nose and tail plumb bob marks. Record
this distance on line 1 of Table 4--2.
6 Measure the lateral displacement distance of each plumb bob mark from the
N S line. Record these distances on line 2 and line 3 of Table 4--2.
NOTE: If this displacement is to the left of the reference (N S) line, while
facing in the same direction as the aircraft, it shall have a negative
( ) value. If this displacement is to the right of the reference (N S)
line, while facing in the same direction as the aircraft, it shall have a
positive (+) value.
7 Algebraically subtract the lateral displacement at the tail (line 3) from the
lateral displacement at the nose (line 2). The equation would be: (line 2) --
(line 3). Record the result on line 4 of Table 4--2.
8 Determine the aircraft misalignment using the nomograph (Figure 4--3).
Record this value on line 5 of Table 4--2. The polarity of line 5 will be the
same as line 4.
9 Convert the value of line 5 in Table 4--2 from minutes to degrees. Enter the
number of degrees in line 6 of Table 4--2. The polarity of line 6 will be the
same as line 4 and line 5.
10 As an aid, the following conversions are provided:
• 0.1 deg = 6 minutes
• 0.2 deg = 12 minutes
• 0.3 deg = 18 minutes
• 0.4 deg = 24 minutes
• 0.5 deg = 30 minutes
• 0.6 deg = 36 minutes
• 0.7 deg = 42 minutes
• 0.8 deg = 48 minutes
• 0.9 deg = 54 minutes
• 1.0 deg = 60 minutes.
11 Algebraically add the heading of the reference line and the value of line 6.
Record this value on line 7 of Table 4--2. This is the actual aircraft heading
and is used in paragraph 22.B.(1)(c)20 as the initial reference heading.

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12 As an aid, three examples are shown in Table 4--3, Table 4--4, and
Table 4--5.

Table 4--2. Aircraft Alignment

PLUMB BOB SEPARATION ALONG AIRCRAFT Line 1
DISPLACEMENT OF NOSE PLUMB BOB FROM N S LINE Line 2
DISPLACEMENT OF TAIL PLUMB BOB FROM N S LINE Line 3
PLUMB BOB DISPLACEMENT = (Line 2) (Line 3) Line 4
AIRCRAFT ALIGNMENT WITH N S LINE FROM NOMOGRAPH Line 5
VALUE OF LINE 5 CONVERTED TO DEGREES Line 6
ACTUAL AIRCRAFT HEADING = ( 0.0 deg ) + (Line 6) Line 7

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Figure 4--3. Nomograph

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13 Example 1: Aircraft positioned pointing north and nose and tail both to the
east (right) of the magnetic N S line. Nose plumb bob displacement = 8
inches; tail plumb bob displacement = 6 inches; plumb bob separation = 22
feet. Line 4 = (Line 2) (Line 3) = (+8) (+6) = +2.

Table 4--3. Aircraft Alignment Example 1

PLUMB BOB SEPARATION ALONG AIRCRAFT 22 feet Line 1
DISPLACEMENT OF NOSE PLUMB BOB FROM N S LINE + 8 inches Line 2
DISPLACEMENT OF TAIL PLUMB BOB FROM N S LINE + 6 inches Line 3
PLUMB BOB DISPLACEMENT = (Line 2) (Line 3) + 2 inches Line 4
AIRCRAFT ALIGNMENT WITH N S LINE FROM NOMOGRAPH + 30 minutes Line 5
VALUE OF LINE 5 CONVERTED TO DEGREES + 0.5 deg Line 6
ACTUAL AIRCRAFT HEADING = ( 0.0 deg ) + (Line 6) 000.5 deg Line 7

14 Example 2: Aircraft positioned pointing north and nose and tail both to the
west (left) of the magnetic N S line. Nose plumb bob displacement = 4
inches; tail plumb bob displacement = 7 inches; plumb bob separation = 20
feet. Line 4 = (Line 2) (Line 3) = (4) (7) = 4 +7 = +3.

Table 4--4. Aircraft Alignment Example 2

PLUMB BOB SEPARATION ALONG AIRCRAFT 20 feet Line 1
DISPLACEMENT OF NOSE PLUMB BOB FROM N S LINE -- 4 inches Line 2
DISPLACEMENT OF TAIL PLUMB BOB FROM N S LINE -- 7 inches Line 3
PLUMB BOB DISPLACEMENT = (Line 2) (Line 3) + 3 inches Line 4
AIRCRAFT ALIGNMENT WITH N S LINE FROM NOMOGRAPH + 48 minutes Line 5
VALUE OF LINE 5 CONVERTED TO DEGREES + 0.8 deg Line 6
ACTUAL AIRCRAFT HEADING = ( 0.0 deg ) + (Line 6) 000.8 deg Line 7

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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15 Example 3: Aircraft positioned pointing north with nose to the west (left) and
tail to the east (right) of the magnetic N S line. Nose plumb bob
displacement = 3 inches; tail plumb bob displacement = +1.5 inches; plumb
bob separation = 25 feet. Line 4 = (Line 2) (Line 3) = ( 3) (+1.5) = 3 1.5 =
4.5.

Table 4--5. Aircraft Alignment Example 3

PLUMB BOB SEPARATION ALONG AIRCRAFT 25 feet Line 1
DISPLACEMENT OF NOSE PLUMB BOB FROM N S LINE -- 3 inches Line 2
DISPLACEMENT OF TAIL PLUMB BOB FROM N S LINE + 2 inches Line 3
PLUMB BOB DISPLACEMENT = (Line 2) (Line 3) -- 4.5 inches Line 4
AIRCRAFT ALIGNMENT WITH N S LINE FROM NOMOGRAPH -- 60 minutes Line 5
VALUE OF LINE 5 CONVERTED TO DEGREES -- 1.0 deg Line 6
ACTUAL AIRCRAFT HEADING = ( 0.0 deg ) + (Line 6) 359.0 deg Line 7

(c) Flux Valve Calibration Procedure

NOTE: The accuracy of the flux valve calibration is optimized if the calibration
procedure is performed while the aircraft engines are running and all
normal electrical and avionics systems are operating. The magnetic
characteristics of the engines are different if they are running or if they
are not running and the electrical and avionics systems and their
associated wiring may contribute magnetic noise in the aircraft. The flux
valve should be calibrated under magnetic conditions that closely
approximate the conditions encountered in flight.

NOTE: It is recommended that the compass swing not be performed if the wind
is greater than 15 knots.

NOTE: If more than one AHRS is to be calibrated, the flux valve calibration
procedure may be performed on multiple units simultaneously. To do
this, the RS--232 port of each AHRS to be calibrated may either be
connected to a separate serial port on the PC, connected to separate
PCs or multiplexed into a single port through an external switch.

1 If a dual swing is to be done, the best results will be achieved by using two
PCs, by multiplexing the two AHRS into one COM port of a PC or by using
one PC with two COM ports and performing both compass swings at the
same time. This will save time and reduces the possibility of compass splits.

2 Before connecting the Honeywell adapter cable (T--236238) to the 50--pin

aircraft maintenance connector and the PC, make sure the system power is
OFF.

3 Connect P1 of the adapter cable to the 50--pin maintenance connector

located on the maintenance panel behind the pilots seat.

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4 Connect P3 of the adapter cable to the PC’s 9--pin access connector.

5 Apply aircraft ground to J1 AHRS PROGRAM GROUND.

6 Set S1 to AHRS 1 ENABLE or S2 to AHRS 2 ENABLE, if a single flux valve

calibration is being performed. Set S1 to AHRS 1 ENABLE and S2 to AHRS
2 ENABLE, if a multiple flux valve calibration is being performed.

7 Turn on power to the AHRS and wait 4 minutes for the system to stabilize.

8 Turn on the PC.

9 Run the AHZ--800 Attitude Heading Reference System PC

Installation/Memory Access Software program, Honeywell Part No.
26011402--102, on the PC by typing MA at the DOS prompt. The following
title screen appears:

AHZ--800
Attitude Heading Reference System
PC Installation / Memory Access Software
Part Number: 26011402 102
Version: 1.7 Compiled: 10 12 94
Copyright 1993, 1994, Honeywell Inc.
All rights reserved

Push any key to go to the main menu

10 Push any key to continue to see the following main menu screen:

Configuration
Calibration
Single Flux Valve Calibration
Multiple Flux Valve Calibration
Display Flux Valve Calibration
Single Tray Heading Alignment

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11 Verify that the programming AHRS configuration procedure has been

performed before continuing the Flux Valve Calibration procedure. Select
Configuration from the main menu. The following is an example of the read
configuration page of the AHZ--800 installation software:

AHRU Orientation: Handle Left

SDI: AHRS #1
ASCB Configuration
High Priority:
ASCB Version:
ARINC Configuration Low Speed
ARINC DADC 1 Speed:
ARINC DADC 2 Speed: Low Speed
Controller Configuration Discretes
Controller Configuration:
Tray Heading Misalignment = 0.0082
Misalignment coefficient
Misalignment coefficient: Preserve
Enter=Edit Field; ESC=Quit; F1=Write Config to Memory Module

12 From the main menu, select Calibration and then select Multiple Flux Valve
Calibration. The following example shows AHRS 1 and AHRS 2 are
connected to COM 1. This selection would apply if the PC has only one
COM port and AHRS 1 and AHRS 2 are multiplexed into COM 1 port. If the
PC has two COM ports, AHRS 1 may be connected to COM 1 port and
AHRS 2 may be connected to COM 2 port. To edit the port definitions, follow
the instruction at the bottom of the screen.

Multiple Flux Valve Calibration will calibrate up to four AHRUs at once. An

AHRU may be connected to either serial port 1 (COM1) or serial port 2
(COM2), if available. Four AHRUs are listed below, indicate which serial port (if
any) the unit is connected to.
AHRS #1: COM1
AHRS #2: COM1
AHRS #3: NOT USED
AHRS #4: NOT USED

Push RET to edit; Push ESC to save and begin calibration

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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13 On the installation program’s main menu, select the status page. If a multiple
swing is to be done, both AHRS should be checked. The following is an
example of that page:

System Status
Miscellaneous Data Discretes
Mode = DG Basic Shop Maintenance = Disabled
Elapsed Time = 6919.52 sec Memory Access = Enabled
Internal Temp = 64.23 °C Auxiliary Power = Available
SDI = AHRS #2 On Primary Power
Memory Access Password = Enabled Weight on Wheels = On Ground
# of Flight Faults in NVM = 1 Functional Test = Not In Progress
DG Mode = Selected
HS1,HS2,HS3,HS4 = 1,1,0,0
The AHRU is currently not exhibiting any faults, Press any key to Exit

14 If the flux valve has previously been calibrated, verify that:

• The AHRU is currently not exhibiting any faults
• Memory Access = Enabled and Weight On Wheels = On Ground.
15 If the memory module has never had flux valve coefficients written to it, such
as in a new installation, expect to see a memory module fault for the flux
valve coefficient sumcheck test. If there are any other flux valve faults, the
flux valve and wiring should be checked.
16 On the installation program’s main menu, select the Memory Access Tests
option. Then select the Interface Test option. This verifies the
communication between the PC or laptop and the AHRU is established. The
following is an example of the Interface Test screen:

Interface Test
Memory Access Read Test: Passed
Memory Access Input Discrete Test
Ground/Air Flag: On Ground
Memory Access Discrete: Enabled
Weight On Wheels Discrete: On Wheels
Memory Access Write Test: Passed
Interface Test Passed
Push any key to return to the main menu

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17 Verify the following:

• Interface Test Passed
• Ground/Air Flag: On Ground
• Weight On Wheels Discrete: On Wheels messages appear.
18 Select the DG mode from the DG/SLVD switch in the cockpit.

19 On the installation program’s main menu, select the Calibration option. Next
select the Single Flux Valve Calibration or Multiple Flux Valve Calibration
option. The following or similar screen is displayed:

Steer the aircraft to a known heading, accurate to within ±0.5°

Enter Reference Heading (Degrees): _______

20 Enter the initial Reference Heading (actual aircraft heading from Line 7,
Table 4--2) as a value, in degrees, in the range of 000.0 to 359.9 degrees
and select enter on the PC. This heading may be any cardinal or
intercardinal heading. Verify that the compass card display in the cockpit
reads the value entered as the initial reference heading.

21 If the PC indicates that it was unsuccessful in its attempt to transmit the

entered initial Reference Heading to the AHRS, perform the steps in
paragraph 22.B.(1)(c)17.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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CAUTION: THE COMPASS SWING PROCEDURE SHOULD BE

COMPLETED WITHIN 60 MINUTES, OR AS QUICKLY AS
POSSIBLE, FROM THE TIME THE INITIAL REFERENCE
HEADING WAS ENTERED. THE BASIS OF THE 60 MINUTE TIME
LIMIT IS THE MAXIMUM SPECIFIED ALLOWABLE FREE DRIFT
OF THE HEADING AXIS GYRO, WHICH IS ±5.0 DEGREES PER
HOUR. (TYPICALLY, THE FREE DRIFT WILL BE SIGNIFICANTLY
LESS THAN ±5.0 DEGREES PER HOUR) WHEN THE INITIAL
REFERENCE HEADING IS ENTERED, THE HEADING AXIS
GYRO IS ALSO SUBJECT TO EARTH RATE. THE PROCEDURE
WILL MEASURE THE TOTAL DRIFT OF THE HEADING AXIS
GYRO FROM THE TIME THE INITIAL REFERENCE HEADING IS
ENTERED TO WHEN THE FINAL HEADING IS ENTERED. IF THE
TOTAL DRIFT OF THE HEADING AXIS GYRO HAS EXCEEDED
±5.0 DEGREES THE SOFTWARE WILL NOT ALLOW FOR A
SUCCESSFUL COMPLETION OF THE COMPASS SWING
PROCEDURE. THEREFORE, AS LATITUDE INCREASES, THE
MAXIMUM ALLOWABLE TIME DECREASES.

NOTE: The total drift of the heading axis gyro is the sum of the free drift
and earth rate. Earth rate is a function of the latitude of the
compass swing location. Earth rate is negative ( ) in the Northern
hemisphere and positive (+) in the Southern hemisphere.

22 The formula for earth rate (ER) is: ER = ±15 sin (latitude)

23 As an aid, the following earth rates and worst case total drift rates and time
limits are provided for reference:

LATITUDE EARTH RATE MAX TOTAL DRIFT MAX TIME

0 deg 0 deg/hr 5.0 deg/hr 60 minutes
10 deg 2.6 deg/hr 7.6 deg/hr 39 minutes
20 deg 5.1 deg/hr 10.1 deg/hr 30 minutes
30 deg 7.5 deg/hr 12.5 deg/hr 24 minutes
40 deg 9.6 deg/hr 14.6 deg/hr 21 minutes
50 deg 11.5 deg/hr 16.5 deg/hr 18 minutes
60 deg 13.0 deg/hr 18.0 deg/hr 17 minutes

24 If the PC indicates that it was unable to place the AHRS into the Flux Valve
Calibration mode, perform the following steps:

a Turn off power to the AHRS.

b Check the RS--232 connections between the AHRS and the PC.

c Turn on power to the AHRS.

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d Verify that the configuration has been programmed, by selecting the

read configuration option from the program’s configuration menu.

e Wait several minutes for the system to stabilize.

f Repeat paragraph 22.B.(1)(c)16.

g If the PC does not place the AHRS in the calibration mode on the
second attempt, take the proper steps to make sure that the AHRS
memory module, AHRU, flux valve or wiring is repaired.

25 On the PC’s screen does a list of cardinal and intercardinal headings. To

verify that the calibration mode has been entered, check the cockpit for
indications that the displayed heading is in the DG mode and the displayed
heading is the value entered as the initial Reference Heading. Using the
EFIS or PFD compass card as a reference, taxi or tow the aircraft to the next
heading displayed on the PC. Position the aircraft to within ±5.0 degrees of
the heading which is listed by the PC.

26 The following is an example of the display on the PC.

Flux Valve Calibration being performed on: AHRS #1 connected to COM1

Perform a 360 degree compass swing, -- -- -- -- -- --

stopping at the cardinal and intercardinal 45 Degrees
headings (within ±5.0°). The final heading
sample must be the same as the initial 90 Degrees
Reference Heading (within ±5.0°). 135 Degrees
180 Degrees
225 Degrees
270 Degrees
D
Select the corresponding swing heading at
right and push enter. 315 Degrees
Exit
-- -- -- -- -- --

NOTE: The aircraft may now be taxied to the next heading listed, or, if for
some reason it is desirable, the aircraft may be taxied to any of the
listed headings in any order. If the headings are selected in any
order, move the cursor to the appropriate heading on the list and
select Enter. Continue this process until all of the listed headings
have been selected Also, the initial aircraft heading may be any of
the cardinal or intercardinal headings.

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27 After the aircraft has been positioned to the heading displayed by the cursor
on the PC, let the flux valve stabilize for 15 to 20 seconds and then select
Enter. Repeat for all the headings listed. After all of the headings listed have
been entered, the calibration software displays a new screen. This screen
prompts the operator to return to the initial heading within ±5 degrees and
push Enter. The final heading sample is the starting heading. When the PC
indicates that the Flux Valve Calibration has been completed successfully,
push any key on the PC’s keyboard.

28 If during the swing, the PC indicates that the position of the aircraft needs to
be adjusted, adjust the aircraft by the amount indicated on the PC.

29 If the PC indicates that a flux valve failure has occurred, terminate the Flux
Valve Calibration and take the proper steps to make sure that the AHRU,
flux valve or wiring is repaired.

30 If the PC displays an instruction to position the aircraft to another heading,

return to paragraph 22.B.(1)(c)18.

31 If the PC indicates that a second compass swing is required, push any key
on the PC’s keyboard and return to paragraph 22.B.(1)(c)18.

32 If the PC indicates that the Flux Valve Calibration has failed, perform the
steps in paragraph 22.B.(1)(c)17.

33 If the PC indicates that the AHRS was unable to write the results of the Flux
Valve Calibration to the memory module, take the proper steps to make sure
that the AHRU, memory module or wiring is repaired.

34 Remove power and disconnect the AHRS test box from the aircraft
connectors and the PC.

35 The next time the AHRS is powered--up, it then uses the results of the
completed compass swing procedure. The MAG mode is valid if this is the
first time flux valve coefficients were stored by the memory module. The
stored flux valve coefficients may then be read on the Display Flux Valve
coefficients screen of the PC.

36 After this Flux Valve Calibration (compass swing) procedure has been
performed, the compass system provides an accuracy of ±1.0 degree under
normal operating conditions. If dual AHZ--800 systems are installed, the
maximum split between the two systems should be ±2.0 degrees.

NOTE: There may appear to be compass system errors or splits if the

compass system is observed while on a taxi way, ramp area or near
a hangar, due to metal reinforcement in the ramp or taxi way or due
to magnetic disturbances if near a hangar.

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C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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23. Procedure for the GC--550 Guidance Control Unit

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the GC--550 guidance control unit.

(a) Disengage the Dzus fasteners on the unit.

(b) Slide the unit out of the panel.

(c) Disconnect the cable connectors.

(2) Reinstall the GC--550 guidance control unit.

(a) Mate the cable connectors with the unit connectors and slide the unit into the
panel.

(b) Engage the Dzus fasteners on the unit.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

CAUTION: BE CAREFUL TO AVOID CRACKING THE PLASTIC BUTTON WHEN

PERFORMING PARAGRAPH 23.C.(1).

(1) Replacement of the pushbutton switch lamps.

NOTE: Access to these lamps does not require removing the control unit from the
instrument panel.

(a) Use an IC puller and insert the tips into the notch at the top and bottom or on
each side of the switch pushbutton. Gently pull straight out until the pushbutton
assembly moves out from the switch housing.

(b) Grasp the pushbutton assembly and slide it out until it reaches its stop and then
let the pushbutton assembly hinge down.

(c) Remove and replace the defective lamp.

(d) Hinge the pushbutton assembly up and slide the assembly back into the housing
until it locks into position.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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(2) Replacement of CRS, HEADING, SPEED or ASEL knobs.

NOTE: The select knobs for CRS or HDG, use No. 4-40 setscrews. Use a
0.060-inch O. D., 6 flute, Bristol wrench.

NOTE: The select knobs for SPD, ASEL and select knobs for pushbuttons use No.
2-56 setscrews. Use a 0.048-inch O. D., 6 flute, Bristol wrench.

NOTE: The pushbutton setscrews are reached through access holes in the select
knobs.

(a) Rotate the select knobs as necessary to reach the setscrews in the pushbutton
knobs.

(b) Loosen the setscrews with the appropriately sized Bristol wrench.

(c) Slide the knobs off of the shaft.

(d) On new knobs, make sure that the setscrews are out far enough to let the knobs
slide onto shaft. Apply retaining compound to setscrews.

(e) Slide the knob onto the shaft. Do not tighten setscrews.

(f) Slide the pushbutton onto the shaft.

(g) Align the access holes in the knob with the setscrews in the pushbutton.

(h) Tighten the pushbutton setscrews.

(i) Ensure that the space between the knob and the front panel is approximately
0.030 inch (0.8 mm).

(j) Tighten the knob setscrews with an appropriately sized Bristol wrench.

(k) Visually check the spacing between the knob and front panel to ensure that the
knob has not slipped during installation.

(3) Replacement of SPD or ASEL knob.

(a) Loosen the setscrews with a 0.048-inch O.D., 6 flute, Bristol wrench.

(b) Slide the knob off of the shaft.

(c) On new knobs, make sure that the setscrews are out far enough to let the knobs
slide onto shaft. Apply retaining compound to setscrews.

(d) Slide the knob onto the shaft.

(e) Ensure that the space between the knob and the front panel is approximately
0.030 inch (0.8 mm).

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(f) Tighten the knob setscrews with an appropriately sized Bristol wrench.

(g) Visually check the spacing between the knob and front panel to ensure that the
knob has not slipped during installation.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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24. Procedure for the Global Navigation System Sensor Unit (GNSSU)
A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the GNSSU.

(a) Disconnect the aircraft cable and antenna connectors.

(b) Remove and set aside the four screws and washers securing GNSSU to the
airframe.

(2) Reinstall the GNSSU.

(a) Secure the GNSSU to the airframe using the four 10--32 screws, lockwashers,
and flat washers that were removed and set aside.

(b) Mate the unit connectors with the appropriate antenna and cable connectors.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
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25. Procedure for the IC--600 Integrated Avionics Computer (IAC)

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the IC--600 IAC.

(a) Loosen the mounting tray hold down knob.

(b) Slowly pull forward on the unit handle to separate the unit and tray connectors
and slide the unit out of the tray.

(2) Reinstall the IC--600 IAC.

NOTE: Make sure that the correct part number IAC is being installed. Pilots side
(IAC No. 1) uses Part No. 7017000--824XX and copilots side (IAC No. 2)
uses Part No. 7017000--834XX.

(a) Slide the unit into the mounting tray.

CAUTION: WHEN PLACING THE UNIT ON THE MOUNTING TRAY, DO NOT

FORCE FIT. IF MATING IS DIFFICULT, REMOVE THE UNIT AND
CHECK FOR CONNECTOR PINS THAT MAY BE BENT OR OUT OF
ALIGNMENT. ALSO, VISUALLY CHECK THE ALIGNMENT OF THE
RECEPTACLE ON THE MOUNTING TRAY.

(b) Slide the unit backwards until its connectors are fully engaged with the mating
connectors of the mounting tray.

(c) If necessary, gently lift the front of the unit to make sure that the hold down
assembly mates properly with the tray hold down hooks.

(d) Tighten the hold down knob.

B. Checklist Loading Procedures

(1) IAC Checklist Upload Procedure

(a) The MFD checklist is stored in each IC--600 integrated avionics computer.

1 The aircraft must be on the ground (WOW) and powered up in standby.

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2 Locate the 50--pin maintenance connector located behind the pilots seat.
Connect a personal computer (PC) using a RS--232 interconnect cable,
Honeywell Part No. T--336238--2 to the 50--pin maintenance connector.
Connect IC 1 or IC 2 for the appropriate IAC and connect to the PC.

NOTE: The PC must have the checklist programming software and the
desired checklist available for use. Refer to the ECP--800
programmable checklist manual for details.

NOTE: If the PC has Windows 3.1 or 95, do not access the ECP--800
software from the Windows prompt. Instead, use the DOS prompt to
start the checklist software.

3 Apply power to the avionics. Observe that the RA SET area on the PFD is
valid.

4 Using the on side DC--550 Display Controller, use the RA (DH) knob to set
890 RA (DH) on the PFD.

5 Push and hold the display controller TEST pushbutton for a minimum of 10
seconds and while holding the TEST pushbutton momentarily push the
display controller ET pushbutton. The following display (Figure 4--4 appears
on the onside PFD:

Figure 4--4. Checklist Loading Page

6 Momentarily push the NAV button on the onside DC--550 display controller.
The PFD momentarily blanks and a large red X is displayed. The red X
remains until paragraph 25.B.(1)(a)9.

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7 Use the electronic programmable checklist software on the PC to output the

checklist and upload it to the onside IAC.

NOTE: If a checklist is already in the IAC, error code 5100 is displayed on

the PC. Follow the instructions on the PC.

8 When the upload is complete, follow the instructions on the PC to finish.

9 Pull the appropriate IAC circuit breaker to power down the IAC.

10 Remove the RS--232 cable from the maintenance connector.

11 Push in the appropriate IAC circuit breaker to power up the IAC.

12 When the IAC is powered up, verify that the checklist may be selected by
pushing either the NORM or EMER buttons which are selectable on the
onside MFD bezel menu.

13 Review the checklist for accuracy.

14 The procedure is complete.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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26. Procedure for the IM--803 Installation Module

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

NOTE: The IM--803 defines the configuration of the aircraft in which an optional
NZ--2000 FMS is installed, and is located near the NZ--2000 mounting tray.

(1) Remove the IM--803 Installation Module.

(a) Loosen the two captive screws that attach the module to the enclosure.

(b) Grasp the handle and slide the module out of the enclosure.

(2) Reinstall the IM--803 installation module.

NOTE: IF THE IM--803 IS REMOVED FROM THE AIRCRAFT AND REPLACED

WITH AN IM--803 FROM CUSTOMER OWNED SHELF STOCK OR WAS
OBTAINED FROM EMBRAER OR HONEYWELL, THE CONFIGURATION
STRAPS WILL HAVE TO BE CUT IN ACCORDANCE WITH THE
PROCEDURE IN PARAGRAPH 25.B. OF THIS MANUAL.

(a) Carefully slide the module into the enclosure.

(b) Tighten the two captive screws.

B. Adjustment Procedures

(1) Cutting the configuration straps.

CAUTION: BE VERY CAREFUL WHEN CUTTING CONFIGURATION STRAPS SO AS

NOT TO DAMAGE THE CIRCUIT CARD ASSEMBLY.

CAUTION: PERFORM STRAP CUTTING IN AN ELECTROSTATIC SAFE

ENVIRONMENT TO PREVENT DAMAGE TO THE CIRCUIT CARD
ASSEMBLY.

CAUTION: ALWAYS TRANSPORT THE CIRCUIT CARD ASSEMBLY IN ITS

ENCLOSURE OR IN AN ANTISTATIC BAG.

(a) Loosen the two captive screws that attach the module to the enclosure.

(b) Grasp the handle and slide the module containing the circuit card assembly out
of the enclosure.

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(c) Using a pair of diagonal cutters, cut the straps (jumper wires) in two places and
remove the wire fragment.

(d) After cutting all the required jumpers, install the module in its enclosure and
secure with the two captive screws.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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27. Procedure for the IM--950 Aircraft Personality Module (APM)

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the IM--950 APM.

(a) Remove and set aside the two screws that attach the module to the mounting
plate on the back of the CMU tray.

(b) Disconnect the electrical connector.

(c) Remove the module from the mounting plate.

(2) Reinstall the IM--950 APM.

(a) Carefully place the module onto the mounting plate on the back of the CMU tray.

(b) Reinstall and tighten the mounting screws that were previously removed and set
aside.

(c) Connect the electrical connector.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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28. Procedure for the Microphone Monitor

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the microphone monitor.

(a) Disengage the Dzus fasteners on the unit.

(b) Slide the unit out of the aircraft mounting location and disconnect the cable
connector.

(2) Reinstall the microphone monitor.

(a) Mate the cable connector with the unit connector and slide the unit into the
aircraft mounting location.

(b) Engage the Dzus fasteners on the unit.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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29. Procedure for the MM--260 AHRS Memory Module

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the MM--260 AHRS memory module.

NOTE: Removal of the memory module requires that the AHRU be out of the rack.

NOTE: The MM--260 is hard wired to the AHRU mounting tray connector. Extract
the five pins from connector 1J1B F6, F7, F8, F9 and F11.

(a) Remove and set aside the three screws which may be seen to the left of the
connectors when looking into the rack.

(b) Lift the memory module out of the mounting tray.

(2) Reinstall the MM--260 AHRS memory module.

(a) Insert the leads from the memory module into the ARINC 600 connector per the
following color code:
• Orange F6
• Red F7
• Black F8
• Yellow F9
• Brown F11.
(b) Align the memory module with the mounting holes on the back of the
mounting tray.

(c) Reinstall and tighten the mounting screws that were previously removed and set
aside.

(d) Perform adjustment procedures in paragraph 29.B.

B. Adjustment Procedures

(1) Perform AHRS leveling procedure and flux valve calibration procedure.

C. Repair Procedures

(1) Not applicable.

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D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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30. Procedure for the NZ--2000 FMS Navigation Computer

CAUTION: IF AN NZ--2000 IS REMOVED FROM THE AIRCRAFT AND REPLACED WITH
AN NZ--2000 FROM CUSTOMER OWNED SHELF STOCK, OR WAS
OBTAINED FROM EMBRAER OR HONEYWELL, IT MAY BE NECESSARY TO
DOWNLOAD THE CUSTOM AND NAVIGATION DATABASE AND CHECKLIST
FILES FROM THE MEMORY TO A 3.5 INCH DISKETTE. BOTH THE
NAVIGATION AND CUSTOM DATABASE AND THE CHECKLIST WILL NEED
TO BE UPLOADED TO THE REPLACEMENT NZ--2000. REFER TO THE
PROCEDURES IN PARAGRAPH 24.B.

THE CUSTOM DATABASE IS MADE UP OF FLIGHT PLANS AND PILOT

DEFINED WAYPOINTS. THIS DATABASE MAY BE LOADED FROM A DISK IF
AVAILABLE. PLEASE REFER TO YOUR COMPANY’S FLIGHT OPERATIONS
DEPARTMENT FOR AVAILABILITY OF CUSTOM DATABASE INFORMATION
ON DISK.

THROUGH THE USE OF THE DL--900 DATA LOADER, YOU HAVE THE
OPTION TO TRANSFER THE CUSTOM DATABASE TO 3.5 INCH FLOPPY
DISKETTES. ALSO, YOU HAVE THE OPTION TO TRANSFER THE CUSTOM
OR NAVIGATION DATABASE FROM DISK TO THE NZ--2000.
A. Removal and Reinstallation Procedures
CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS
THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.
(1) Remove the NZ--2000 FMS navigation computer.

(a) Loosen the mounting tray hold down knob.

(b) Slowly pull forward on the unit handle to separate the unit and tray connectors
and slide the unit out of the tray.
(2) Reinstall the NZ--2000 FMS navigation computer.
(a) Slide the unit into the mounting tray.
CAUTION: WHEN PLACING THE UNIT ON THE MOUNTING TRAY, DO NOT
FORCE FIT. IF MATING IS DIFFICULT, REMOVE THE UNIT AND
CHECK FOR CONNECTOR PINS THAT MAY BE BENT OR OUT OF
ALIGNMENT. ALSO, VISUALLY CHECK THE ALIGNMENT OF THE
RECEPTACLE ON THE MOUNTING TRAY.
(b) Slide the unit backwards until its connectors are fully engaged with the mating
connectors of the mounting tray.

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(c) If necessary, gently lift the front of the unit to make sure that the hold down
assembly mates properly with the tray hold down hooks.
(d) Tighten the hold down knob.

B. Dataload and Data Transfer Procedures

(1) Loading the navigation database from the DL--900 data loader.

NOTE: Every 28 days, the FMS navigation database in the NZ--2000 must be
updated. The loading of the new navigation database may only be
accomplished while the aircraft is on the ground.

(a) Apply power to the data loader using the appropriate aircraft circuit breaker.

(b) Push the POWER switch on the data loader. The POWER LED shall light and
after the power--up BITE sequence is completed, the DATA LED shall light.
(c) On the data loader, select LEFT or RIGHT.

(d) Insert the navigation database disk in the data loader.

(e) On the CD--810 control display unit (CDU), select the DATA LOAD page from the
NAV INDEX, page 2.

(f) On the DATA TO BE LOADED page, select NAV DB.

(g) On the TRANSFER OF NAV DB page, select FR LOADER.

(h) On the CONFIRM TRANSFER OF NAV DB page, confirm selection by selecting

YES or NO.

(i) Monitor percent of loading progress. In the case of the worldwide database, the
FMS prompts for insertion of more than one disk. The FMS automatically begins
reading the next disk. When complete, the message DB TRANSFER
COMPLETE is displayed and the FMS does a restart.
NOTE: If power is interrupted, ABORT selected, or other problems stop the
loading, the data load process must be repeated from the beginning.

(j) Remove the disk and turn off the data loader. Remove from the aircraft if not
permanently installed.

(2) Transferring the custom database to or from the DL--900 data loader.

(a) The custom database may be transferred to or from the data loader. When
loading the custom database from the data loader, the custom database is
completely replaced by the contents of the disk including stored flight plans and
pilot defined waypoints. When transferring the custom database to a disk, both
the pilot defined waypoints and flight plans are transferred. This option keeps a
permanent record of the custom database for loading in case of NZ--2000
replacement or other losses of the custom database. Refer to the following steps
to transfer the custom database:

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1 If the DL--900 data loader is not installed in the aircraft, connect the data
loader cable to the aircraft connector.

2 Apply power to the data loader using the appropriate aircraft circuit breaker.

3 Push the POWER switch on the data loader. The POWER LED shall light
and after the power--up BITE sequence is completed, the DATA LED shall
light.

4 On the data loader, select LEFT or RIGHT.

5 If transferring from the data loader to the NZ--2000, insert the custom
database disk in the data loader. If transferring from the NZ--2000 to the
data loader, insert a formatted disk. If a disk needs formatting, use the
MAINTENANCE page option.

6 On the CD--810 control display unit (CDU), select the DATA LOAD page
from the NAV INDEX, page 2.

7 On the DATA TO BE LOADED page, select CUSTOM DB.

8 On the TRANSFER OF CUSTOM DB page, select TO LOADER or FR

LOADER depending on whether you are transferring data from or to the
data loader.

9 On the CONFIRM TRANSFER OF CUSTOM DB page, confirm selection by

selecting YES or NO.

10 Monitor percent of loading progress. When complete, the message DB

TRANSFER COMPLETE is displayed. The FMS does a restart in the case
where the custom database was loaded from the data loader.

NOTE: If power is interrupted, ABORT selected, or other problems stop the

loading, the data load process must be repeated from the
beginning.

11 Remove the disk and turn off the data loader. Remove from the aircraft if not
permanently installed.

C. Repair Procedures

(1) The NZ--2000 battery pack may be replaced by the customer. The battery pack is
stocked under Honeywell Part No. 7020116--1 and consists of two AA lithium thionyl
chloride batteries shrink wrapped together and connected to a lead set. A No. 1
Phillips screwdriver is required to access the battery pack during removal and
replacement. All battery packs have a manufacturer’s date code in WW/YY
(week/year) format. Battery packs with date codes exceeding 3 years of age should
not be used for replacement.

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(2) Battery Pack Removal

CAUTION: IF AN NZ--2000 BATTERY IS GOING TO BE REMOVED, THE CUSTOM

AND NAVIGATION DATABASE WILL BE LOST. THE CUSTOM
DATABASE MUST BE DOWNLOADED FROM THE MEMORY TO A 3.5
INCH DISKETTE. THE CUSTOM DATABASE WILL NEED TO BE
UPLOADED TO THE NZ--2000 ALONG WITH THE CURRENT
NAVIGATIONAL DATABASE SUPPLIED BY HONEYWELL AFTER THE
BATTERY IS REPLACED. REFER TO THE PROCEDURES IN
PARAGRAPH 24.B.(1) AND 24.B.(2).

(a) Download the custom database in accordance with paragraph 30.B.(2).

(b) Remove power from the NZ--2000.

(c) Remove the NZ--2000 in accordance with paragraph 30.A.(1).

(d) Remove the four screws which secure the fan/battery access door. The screws
are on the left and right side of the chassis near the fan housing located at the
rear of the unit.

(e) Open the fan/battery access door to gain access to the battery pack. The door is
hinged at the bottom.

(f) The battery pack is secured to the door with a bracket and two screws. Remove
the two screws and the retaining bracket.

(g) Disconnect the battery pack lead set from the header on the fan/filter card and
remove the battery pack from the unit.

(3) Battery Pack Installation

(a) Position the battery pack into the fan/battery access door so the lead set exits
closest to the mating header on the fan/filter card.

(b) Place the retaining bracket over the battery pack and install the two screws to
secure the battery pack.

(c) Connect the battery pack lead set to the mating connector on the fan/filter card.
The lead set connector is keyed to ensure the correct polarity (the key in the lead
set connector must be positioned over the missing pin on the mating header).
Push down on the connector until it seats fully against the header.

(d) Close the fan/battery access door and install the four screws to secure the door.

(e) Install the NZ--2000 in accordance with paragraph 30.A.(2).

(f) Apply power to the NZ--2000 and enter the date and time on the CDU. This step
is necessary to place the ICM--7170 clock/calender chip in low power mode. If
the ICM--7170 is not initialized, the battery life is greatly reduced.

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(g) Refer to procedures in paragraph 30.B.(1) and 30.B.(2) for loading the
navigational and custom database.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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31. Procedure for the PC--400 Autopilot Controller

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the PC--400 autopilot controller.

(a) Disengage the Dzus fasteners on the unit.

(b) Slide the unit out of the aircraft mounting location and disconnect the cable
connector.

(2) Reinstall the PC--400 autopilot controller.

(a) Mate the cable connector with the unit connector and slide the unit into the
aircraft mounting location.

(b) Engage the Dzus fasteners on the unit.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Replace TURN knob.

(a) Use a 5/64--inch Allen wrench to loosen both setscrews in the knob.

(b) Slide the knob off the shaft.

(c) On new knob, make sure that the setscrews are out far enough to let the knob
slide onto the shaft. Apply retaining compound to setscrews.

(d) Slide the knob onto the shaft.

(e) Make sure the space between the knob and the front panel is approximately
0.030 inch (0.8mm).

(f) Tighten the setscrews.

(g) Visually check the spacing between the knob and the front panel to ensure that
the knob has not slipped during installation.

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(2) Replace pushbutton lamps.

CAUTION: THE PUSHBUTTON COVERS ARE HELD CAPTIVE TO THE SWITCHES

WITH SPRING WIRE. BE CAREFUL NOT TO PULL THE COVER OUT
TOO FAR, AS DAMAGE TO THE SWITCH MAY RESULT.

NOTE: Access to these lamps does not require removal of knobs or bezel.

(a) Remove the pushbutton cover by pulling straight out, using an IC puller. If no
puller is available, an orange stick may be used. Do not use anything metallic,
such as a thin screwdriver, because of the danger of damage to the switches
and/or the bezel.

NOTE: Each pushbutton cover contains one clear lamp at the right and a
dummy lamp at the left.

(b) Remove the lamp by pulling it straight out of the pushbutton cover.

(c) Insert the new lamp into the pushbutton cover.

(d) Align the pushbutton cover on the switch.

(e) Push the pushbutton cover into the switch until it clicks into place.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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32. Procedure for the PTA--45B Data Printer

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the PTA--45B data printer.

(a) Disengage the Dzus fasteners on the unit.

(b) Slide the unit out of the aircraft mounting location and disconnect the cable
connector.

(2) Reinstall the PTA--45B data printer.

(a) Mate the cable connector with the unit connector and slide the unit into the
aircraft mounting location.

(b) Engage the Dzus fasteners on the unit.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) To reload a new paper roll perform the following procedure:

• Turn thumbscrew counterclockwise to release front panel and drop panel to the
full 180 degree position.
• Release hinged paper roll spindle by pushing to the right and pulling straight out to
full 90 degree position.
• Load new paper roll (Part No. 8050917--0001) onto spindle with end of paper
facing toward the printer.
• Close spindle with paper roll and lock into place by pushing to the right.
• Thread end of paper through the guide (drag) bar as indicated by the arrows until
end of paper extends under the finger bar and rests on the platen roller. Continue
to thread paper out the paper cutter slot at the bottom of the front panel.
• Close front panel back and secure with thumbscrew.
• Press SLEW switch on front panel and check for advance of six inches of paper.
D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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33. Procedure for the RCZ--851(X) Integrated Communications Unit

A. Removal and Reinstallation Procedures
CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS
THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.
(1) Remove the RCZ--851(X) integrated communications unit.
(a) Cut the safety wire and loosen the thumbnuts.
(b) Slowly pull forward on the unit handle to separate the unit and tray connectors
and slide the unit out of the tray.
(2) Reinstall the RCZ--851(X) integrated communications unit.
CAUTION: WHEN PLACING THE UNIT ON THE MOUNTING TRAY, DO NOT FORCE
FIT. IF MATING IS DIFFICULT, REMOVE THE UNIT AND CHECK FOR
CONNECTOR PINS THAT MAY BE BENT OR OUT OF ALIGNMENT.
ALSO, VISUALLY CHECK THE ALIGNMENT OF THE RECEPTACLE ON
THE MOUNTING TRAY.
(a) Place the unit on the mounting tray. Slide the unit backward until its connectors
are fully engaged with the mating connectors of the mounting tray.
(b) Tighten the thumbnuts and attach the safety wire.
NOTE: Instructions for the removal and reinstallation of a COM module are
contained with the replacement module.
B. Adjustment Procedure
NOTE: All adjustments on the COM unit are set at the factory for typical operating
conditions. Most COM unit installations should not require any adjustments.
If an adjustment is necessary, perform the adjustment in accordance with
the following procedures. See Figure 4--5 for the adjustment locations.
(1) Microphone Level Adjustment
(a) Because of differences in microphone characteristics, it may be necessary to
reset the MIC level adjustment to obtain the desired modulation level.
(2) Sidetone Level Adjustment
(a) The sidetone level on the COM unit is preset at the factory. If a change in
sidetone level is desired, the adjustment should first be attempted on the audio
control unit. Refer to paragraph 8.B.(1)(d)7 of this section. If the desired level
cannot be obtained by audio control unit adjustments, adjust the sidetone level
on the COM unit to obtain desired sidetone level.

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(3) Master Audio Adjustment

(a) The master audio adjustment controls sidetone and receiver audio. This
adjustment should not be changed, as any adjustment adversely affects the
audio input levels in the AV--850A audio control unit.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

Figure 4--5. COM Unit Adjustment Locations

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34. Procedure for the RM--855 Radio Management Unit (RMU)

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the RM--855 RMU.

(a) Loosen the clamp screws on the panel at each top corner of the unit.

(b) Without turning the screws, push them straight into the panel. This releases the
clamp.

(c) Slide the RMU out of the panel and disconnect the cable connector.

(2) Reinstall the RM--855 RMU.

(a) Mate the cable connector with the RMU connector.

(b) Slide the RMU into the panel.

(c) Tighten the clamp screws on the panel at each top corner of the unit.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Replacement of the tuning knobs.

(a) Use a 0.060 inch O.D., 6 flute, Bristol wrench to loosen the setscrews.

(b) Remove the defective knob.

(c) On new knobs, make sure that the setscrews are out far enough to let the knob
slide onto the shaft. Apply retaining compound to setscrews.

(d) Slide the large tuning knob onto the shaft.

(e) Make sure that the space between the knob and the bezel is approximately
0.025 inch (0.6 mm).

(f) Tighten both No. 4--40 setscrews with the Bristol wrench.

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(g) Recheck spacing between the knob and the bezel to make sure that knob has
not slipped during installation.

(h) Slide the small tuning knob onto the shaft, making sure that the small tuning
knob does not rub against the large tuning knob.

(i) Align the access holes in the large tuning knob with the setscrews in the small
tuning knob.

(j) Tighten both No. 4--40 setscrews with the Bristol wrench.

(k) Recheck to make sure that the small tuning knob has not slipped during
installation, and is not rubbing against the large tuning knob.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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35. Procedure for the RNZ--851(X) Integrated Navigation Unit

A. Removal and Reinstallation Procedures
CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS
THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.
(1) Remove the RNZ--851(X) integrated navigation unit.
(a) Cut the safety wire and loosen the thumbnuts.
(b) Slowly pull forward on the unit handle to separate the unit and tray connectors
and slide the unit out of the tray.
(2) Reinstall the RNZ--851(X) integrated navigation unit.
CAUTION: WHEN PLACING THE UNIT ON THE MOUNTING TRAY, DO NOT FORCE
FIT. IF MATING IS DIFFICULT, REMOVE THE UNIT AND CHECK FOR
CONNECTOR PINS THAT MAY BE BENT OR OUT OF ALIGNMENT.
ALSO, VISUALLY CHECK THE ALIGNMENT OF THE RECEPTACLE ON
THE MOUNTING TRAY.
(a) Place the unit on the mounting tray. Slide the unit backward until its connectors
are fully engaged with the mating connectors of the mounting tray.
(b) Tighten the thumbnuts and attach the safety wire.
NOTE: Instructions for the removal and reinstallation of a NAV module are
contained with the replacement module.
B. Adjustment Procedures
(1) All adjustments on the NAV unit are set at the factory for typical operating conditions.
Most NAV unit installations should not require any adjustments. If an adjustment is
necessary, perform the adjustment in accordance with the following procedures. NAV
units have holes in the top cover and the holes are labeled. See Figure 4--6 for NAV
unit adjustment locations.
(2) Some procedures below refer to digital and analog audio signals. The digital audio is
the normal audio from the AV--850A audio control unit. The analog audio signals are
the traditional audio signals used in aircraft. VOR/LOC analog audio is used for the
emergency backup audio system.
(a) LOC Audio Level Adjustment
1 The LOC audio adjustment controls the VOR/LOC receiver emergency audio
level out of the AV--850A. This adjustment does not affect the digital audio
level from the AV--850A. Emergency audio for the VOR/LOC is a backup
system for the digital audio and is connected on the side of the aircraft that
has the CD--850 clearance delivery control head (CDH) installed.

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2 Before making any adjustments of the LOC audio level, perform the
following procedure to determine if adjustment is needed.

Figure 4--6. NAV Unit Adjustment Locations

a Set the HEADPHONE volume control on the AV--850A audio control unit
to its typical operating position and push in the EMER button on the
AV--850A.

b Push the NAV AUDIO button on the CD--850 CDH and verify NAV
AUDIO is shown on the CDH display.

c Tune the CDH to a VOR station, either in flight or on the ground and
verify a flag out of view condition on an indicator.

d Listen to the VOR emergency audio with a set of headphones.

e Adjust the audio level as follows:

• Find the LOC AUDIO adjustment on top of the NAV unit and increase
or decrease audio level as desired
• For an increase of audio level, turn the adjustment clockwise
• For a decrease of audio level, turn the adjustment counterclockwise.
(b) MKR Audio Level Adjustment

1 Not used.

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(c) MKR High and Low Sensitivity Threshold Adjustments

1 The MKR high and low sensitivity adjustments control how long the marker
lamps will be ON and how long the marker audio will be heard when
crossing a marker ground station. These adjustments will not affect the
marker digital or analog audio output levels, only the duration of the marker
audio and display.

2 The high sensitivity mode is typically used for enroute flying, i.e., high
altitudes and the low sensitivity mode is typically used during approach, i.e.,
low altitudes, typically when flying an ILS.

3 To determine if either high or low sensitivity needs adjustment, perform the

following flight test procedure:

a Electromagnetic Compatibility

(1) With all aircraft avionics systems operating in flight, verify by

observation, that no adverse effects are present.

b Marker Beacon Performance Checks

(1) In low sensitivity mode, the marker beacon annunciator light should
be lit for a distance of 2,000 to 3,000 feet when flying at an altitude
of 1,000 feet AGL on the localizer centerline in all flap and gear
configurations.

NOTE: To determine distances of 2,000 to 3,000 feet time the

marker beacon light duration, determine ground speed and
then use the formulas listed below:
Upper limit = 1775
Seconds Ground Speed in Knots
Lower limit = 1183
Seconds Ground Speed in Knots

(2) In high sensitivity mode, the marker beacon annunciator light and
audio will remain on longer than when in low sensitivity.

(3) The audio signal should be of adequate strength and sufficiently

free from interference to provide positive identification.

(4) As an alternate procedure, cross the outer marker at normal ILS

approach altitudes and determine adequate marker aural and visual
indication.

NOTE: When adjusting marker high and low sensitivity thresholds,

the high sensitivity adjustment must always be set to the
desired threshold before low sensitivity adjustment is
performed.

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(5) Find the adjustments on top of the NAV unit. To cause the marker
lamps and audio to stay ON for a shorter length of time, turn the
MKR SENS HIGH or MKR SENS LOW adjustment clockwise.

(d) ADF Audio Level Adjustment

1 The ADF AUDIO adjustment controls the ADF receiver analog audio level.
This adjustment does not affect the digital audio output level to the
Honeywell AV--850A audio control unit.

a For an increase of audio level, turn the adjustment clockwise.

b For a decrease of audio level, turn the adjustment counterclockwise.

(e) DME Audio Level Adjustment

1 The DME audio adjustments control the DME analog audio levels. These
adjustments does not effect the digital output level from the Honeywell
AV--850A audio control unit.

a For an increase of audio level, turn the adjustment clockwise.

b For a decrease of audio level, turn the adjustment counterclockwise.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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36. Procedure for the RNZ--851/RCZ--851 Strap Board Assembly

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

CAUTION: THE STRAP BOARD ASSEMBLY MAY BE DAMAGED BY

ELECTROSTATIC DISCHARGE (ESD). GROUND YOURSELF BEFORE
HANDLING THE ASSEMBLY, AND ALWAYS HANDLE IT BY THE EDGES.

NOTE: The Integrated Radio System contains a total of four strap board
assemblies; one COM and one NAV assembly contained in each remotely
mounted strapping assembly.

(1) Remove the RNZ--851/RCZ--851 Strap Board Assembly

(a) Remove the two screws and cover from the strapping assembly.

(b) Remove and set aside the three roundhead screws and lockwashers securing
the COM or NAV strap board assembly.

(c) Gently pull out on the assembly and disconnect the flat connector from the
assembly.

(2) Reinstall the RNZ--851/RCZ--851 Strap Board Assembly.

CAUTION: BE VERY CAREFUL WHEN CUTTING CONFIGURATION STRAPS SO AS

NOT TO DAMAGE THE STRAP BOARD ASSEMBLY.

NOTE: If the strap board assembly is removed from the aircraft and replaced with
an assembly from customer owned shelf stock or was obtained from
Honeywell, the configuration straps have to be cut in accordance with the list
in Section 3 of this manual.

(a) Handle the strap board assembly by its edges and attach the flat connector to
the assembly.

(b) Secure the assembly using the three roundhead screws and lockwashers that
were removed and previously set aside.

(c) Check that the harness grommet is positioned at the bottom of slot in chassis.

B. Adjustment Procedures

(1) Not applicable.

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C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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37. Procedure for the RT--300 Radio Altimeter Receiver Transmitter

A. Removal and Reinstallation Procedure

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the RT--300 radio altimeter receiver transmitter.

(a) Disconnect the aircraft cable and antenna connectors.

(b) Remove and set aside the mounting hardware on the front of the unit and loosen
the mounting hardware on the rear of the unit and remove the unit.

(2) Reinstall the RT--300 radio altimeter receiver transmitter.

(a) Slide the unit into the mounting tray and secure with the applicable hardware.

(b) Mate the aircraft cable and antenna connectors.

B. Adjustment Procedures

(1) Adjust the radio altimeter display zero ground.

NOTE: There are two ways that the zero ground adjustment may be accomplished.
The preferred and most accurate way is described in paragraph 30.B.(1)(a).
If a cable (Figure 4--7) is not available to perform this procedure, then the
alternate procedure in paragraph 37.B.(1)(b) may be used.

(a) Preferred RT--300 Zero Ground Adjustment.

1 Connect the cable (Figure 4--7) in line with the aircraft cable and the
RT--300.

2 Check that the RT--300 transmit and receive ports (J2 and J3) are
connected to the antennas.

3 Connect a digital voltmeter (DVM) to the cable meter leads.

4 Apply power to the RT--300.

5 Adjust the potentiometer, that is accessible through hole in front panel of

RT--300, for 0 ±2 mV indication on DVM.

6 Remove power and disconnect the adjustment cable.

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7 Connect the aircraft cable to the RT--300.

(b) Alternate RT--300 Zero Ground Adjustment.

1 Apply power to the RT--300.

2 Adjust the potentiometer, that is accessible through hole in front panel of

RT--300, until a positive radio altitude is displayed on one of the PFDs.

3 Adjust the potentiometer for zero foot display indication on the PFD.

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Figure 4--7. RT--300 Zero Adjustment Cable

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C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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38. Procedure for the SM--200 Servo Drive and SB--201 Drum and Bracket
Assembly
A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the SM--200 servo drive.

(a) Disconnect the cable connector from the servo drive.

(b) Cut the safety wire and remove the four screws and lock washers securing the
servo drive to the drum and bracket assembly.

(c) Slide the servo drive out of the drum and bracket assembly.

(2) Reinstall the SM--200 servo drive.

(a) Slide the servo drive into the rear of the drum and bracket assembly and secure
with four screws, Honeywell Part No. 4011086, and lock washers. Safety wire all
four screws with low Mu Monel wire, 0.020 inch diameter.

(b) Mate the servo drive connector with the cable connector.

(3) Remove the SB--201 drum and bracket assembly.

(a) Remove the servo drive in accordance with paragraph 38.A.(1).

(b) Release the bridle cable tension.

(c) Cut the safety wire on the four screws securing the retaining plate. Remove and
set aside the screws and the retaining plate.

(d) Remove and set aside the four cable keepers, Honeywell Part No. 2518330.

(e) Cut the safety wire. Remove and set aside two screws securing the swaged
cable terminals to the drum.

(f) Unwrap the bridle cables from the drum.

(g) Remove and set aside four nuts, bolts, and washers securing the drum and the
bracket assembly to the airframe.

(h) Lift the drum and bracket assembly away from the airframe.

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(4) Reinstall the SB--201 drum and bracket assembly.

(a) Mount the drum and bracket assembly rigidly to the airframe with four 1/4--inch
diameter bolts of sufficient length, and four suitable lockwashers and nuts.

WARNING: INSTALLATION CRITICAL -- TO MAKE SURE CABLE TERMINAL CAPTURE,

USE ONLY 0.138 32 NC 2A STAINLESS STEEL DRILLED SCREWS,
HONEYWELL PART NO. 2554911--1. STANDARD FILLISTER HEAD SCREWS
MAY NOT PROPERLY RETAIN THE CABLE TERMINAL.

(b) Wrap the bridle cables around the servo bracket drum. Secure the swaged cable
terminals to the servo bracket drum with the screws removed in paragraph
38.A.(3)(e), or if a new servo, use the screws supplied with the new servo. Safety
wire the screws through adjacent holes in the drum with low Mu Monel wire,
0.020 inch diameter and 4 inches long.

(c) Adjust the control system and the bridle cables to the proper tension as
instructed in the aircraft maintenance manual.

CAUTION: INSTALLATION CRITICAL -- TO MAKE SURE THAT THE CABLE CANNOT

JAM BETWEEN THE DRUM AND KEEPERS, THE DISTANCE BETWEEN THE
KEEPERS AND DRUM IS MEASURED AFTER THE KEEPERS AND
RETAINING PLATE ARE INSTALLED. THE DISTANCE BETWEEN THE DRUM
AND KEEPERS MUST NOT EXCEED 0.040 INCH AND MUST NOT BE LESS
THAN 0.005 INCH. THE 3/32--INCH CABLE DIAMETER IS VERIFIED. THESE
ARE CRITICAL INSTALLATION REQUIREMENTS.

(d) Install two of the four cable keepers removed in paragraph 38.A.(3)(d), on the
servo bracket at the points of cable tangency to the drum. The other two keepers
must be located at 90 degrees from the first two.

(e) Install the retaining plate, Honeywell Part No. 2518332, on the slotted end of the
cable keepers using the four 5/16 inch long, No. 8--32, drilled fillister head
screws removed in paragraph 38.A.(3)(c). Safety wire these four screws with low
Mu Monel wire, 0.032 inch in diameter and 4 inches long.

(f) Reinstall the servo drive in accordance with paragraph 38.A.(2).

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures.

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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39. Procedure for the Solid State Cockpit Voice Recorder Unit
A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the solid state cockpit voice recorder (SSCVR) unit.

(a) Loosen the two thumb nuts from the mounting hooks.

(b) Using the ULB as a handle, slowly pull forward on the unit to separate the unit
and tray connector and slide the unit out of the tray.

(2) Reinstall the solid state cockpit voice recorder (SSCVR) unit.

(a) Place the unit on the mounting tray. Slide the unit backward until its connector is
fully engaged with the mating connectors of the mounting tray.

(b) Tighten the two thumbnuts.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures.

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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40. Procedure for the Solid State Cockpit Voice Recorder Unit Mounting Tray
A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the mounting tray.

(a) Remove the unit as instructed in paragraphs 39.A.(1).

(b) Remove and set aside the four nuts, four washers, and four screws that attach
the ARINC 600 connector to the rear of the mounting tray.

(c) Detach the ARINC 600 connector.

(d) Remove and set aside the four screws and four washers that attach the
mounting tray to the airframe.

(2) Reinstall the mounting tray.

(a) Using the mounting hardware previously removed and set aside, attach the
mounting tray to the airframe. Screws should be tight enough to prevent
movement of the tray.

(b) Using the connector hardware previously removed and set aside, install
the ARINC 600 connector, making sure to leave a maintenance loop in
the harness of sufficient length so as not to apply any pressure on the mounting
tray.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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41. Procedure for the Solid State Flight Data Recorder Unit
A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the solid state flight data recorder (SSFDR) unit.

(a) Loosen the two thumbnuts from the mounting hooks.

(b) Using the ULB as a handle, slowly pull forward on the unit to separate the unit
and tray connector and slide the unit out of the tray.

(2) Reinstall the solid state flight data recorder (SSFDR) unit.

(a) Place the unit on the mounting tray. Slide the unit backward until its connector is
fully engaged with the mating connectors of the mounting tray.

(b) Tighten the two thumbnuts.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures.

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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42. Procedure for the Solid State Cockpit Voice Recorder Unit Mounting Tray
A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the mounting tray.

(a) Remove the unit as instructed in paragraphs 41.A.(1).

(b) Remove and set aside the four nuts, four washers, and four screws that attach
the ARINC 600 connector to the rear of the mounting tray.

(c) Detach the ARINC 600 connector.

(d) Remove and set aside the four screws and four washers that attach the
mounting tray to the airframe.

(2) Reinstall the mounting tray.

(a) Using the mounting hardware previously removed and set aside, attach the
mounting tray to the airframe. Screws should be tight enough to prevent
movement of the tray.

(b) Using the connector hardware previously removed and set aside, install
the ARINC 600 connector, making sure to leave a maintenance loop in
the harness of sufficient length so as not to apply any pressure on the mounting
tray.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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43. Procedure for the WC--660/880 Weather Radar Controller

A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the weather radar controller.

(a) Disengage the Dzus fasteners on the unit.

(b) Slide the unit out of the aircraft mounting location and disconnect the cable
connectors.

(2) Reinstall the weather radar controller.

(a) Mate the cable connector with the unit connector and slide the unit into the
aircraft mounting location.

(b) Engage the Dzus fasteners on the unit.

B. Adjustment Procedures

(1) Not applicable.

C. Repair Procedures

(1) Replacement of the control knobs.

NOTE: It is recommended that this procedure be performed in a clean workbench

environment. Each knob has two No. 2--56 setscrews. Use a 0.048--inch
O.D., 6 flute, Bristol wrench.

(a) Loosen the setscrews.

(b) Slide the knob off the shaft.

(c) On new knobs, make sure that the setscrews are out far enough to let the knob
slide onto the shaft. Apply retaining compound to setscrews.

(d) Slide the knob onto the shaft.

(e) Make sure that the space between the knob and the front panel is approximately
0.030 inch (0.8 mm).

(f) Tighten the setscrews.

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(g) Visually check the spacing between the knob and the front panel to make sure
that the knob has not slipped during installation.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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44. Procedure for the WU--660/880 Antenna and Receiver Transmitter Unit
(RTA)
A. Removal and Reinstallation Procedures

CAUTION: THE PRIMUS 1000 INTEGRATED AVIONICS SYSTEM CONTAINS ITEMS

THAT ARE ELECTROSTATIC DISCHARGE SENSITIVE (ESDS). IF YOU
DO NOT OBEY THE NECESSARY CONTROLS, A FAILURE OR
UNSATISFACTORY OPERATION OF THE UNIT CAN OCCUR FROM
ELECTROSTATIC DISCHARGE. USE APPROVED INDUSTRY
PRECAUTIONS TO KEEP THE RISK OF DAMAGE TO A MINIMUM WHEN
YOU TOUCH, REMOVE, OR INSERT PARTS OR ASSEMBLIES.

(1) Remove the RTA.

(a) Disconnect the cable connector from the unit.

(b) Remove and set aside the hardware used to attach the unit to the airframe.

(2) Reinstall the RTA.

(a) Attach the unit to the airframe with the applicable hardware.

(b) Mate the aircraft cable connector with the unit connector.

B. Adjustment Procedures

(1) Adjust the antenna and receiver transmitter unit on the ground.

WARNING: POSITION THE AIRCRAFT RADAR SYSTEM TO FACE AWAY FROM

BUILDINGS, LARGE METAL STRUCTURES, OR OTHER AIRCRAFT IN
CLOSE PROXIMITY BEFORE YOU TURN IT ON. THEY ARE LIKELY TO
RETURN LARGE AMOUNTS OF REFLECTED ENERGY AND CAUSE
DAMAGE TO THE SYSTEM.

WARNING: DO NOT OPERATE RADAR WITHIN 50 FEET OF OTHER AIRCRAFT OR

OBJECTS, OR CLOSER THAN 100 FEET TO REFUELING OPERATIONS.

WARNING: NEVER LOOK DIRECTLY INTO THE ANTENNA (WHILE IT IS

OPERATING) FOR PROLONGED PERIODS OF TIME AT A CLOSE
RANGE. SERIOUS EYE TISSUE DAMAGE MAY RESULT DUE TO THE
HEATING EFFECT OF RADAR ENERGY. THE MAXIMUM PERMISSIBLE
EXPOSURE LEVEL (MPEL) BOUNDARY IS A RADIUS OF 9 FT (3.66 M)
FOR WU--650/870 UNITS AND 25.7 FT (7.8 M) FOR WU--660/880 UNITS.
REFERENCE SECTION 2, CHAPTER 5 FOR DETAILS.

NOTE: This procedure must be done by two persons. One in the cockpit and one at
the RTA unit.

(a) Before applying power to the radar, set the SCAN and XMTR toggle switches, on
the RTA housing, to OFF (toward antenna).

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(b) Level the pitch and roll axes of the aircraft relative to the earth’s surface.

(c) Verify that the mounting surface of the RTA is aligned to the pitch and roll
reference axes of the aircraft within ±1/4 degree.

(d) Apply aircraft power as necessary.

(e) On the weather radar controller, make the following selections:

• RADAR = SBY
• TILT = 0°
• GAIN = Push knob in for preset gain.
(f) Verify, in the SBY mode, that the flat plate antenna is at 0 within ±1/2 degree.

(g) Push and hold the AHRS TEST switch located on the maintenance panel. This
simulates 15 degrees of nose up pitch and 5 degrees of right roll.

(h) Verify that the antenna tilts down 15 ±2 degrees.

(i) Release the AHRS TEST switch.

(j) Pull out the GAIN knob to select variable gain. This places the RTA in the roll
calibration mode.

(k) Push and hold the AHRS TEST switch.

(l) Verify that the antenna tilts up 5 +1 degrees.

(m) Release the AHRS TEST switch.

(n) Remove power from the radar.

(o) Set the SCAN and XMTR toggle switches, on the RTA housing, to ON (away
from antenna).

(p) Apply aircraft power as necessary.

(q) Verify, in the SBY mode, that the antenna is tilted up 15 +2 degrees.

(2) Adjust WU--660/880 roll offset compensation.

(a) There are two stabilization trim modes available for WU--660/880 installations. If
the STAB TRIM ENABLE strap (59J1--61) is open, only adjustment of roll offset
is available. If the STAB TRIM ENABLE strap is grounded, roll offset, pitch offset,
roll gain, and pitch gain are available for adjustment.

(b) WU--660/880 radar installations on Embraer 145 aircraft are configured with the
STAB TRIM ENABLE strap open, which means only roll offset is adjustable.

NOTE: The roll offset is preset at the factory so the procedure is necessary only
if a roll offset error is detected.

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(c) At an altitude of 10,000 feet (3,048 meters) or greater above ground level,
establish a wings level cruise attitude.

(d) Select WX mode and 25 NM range on the radar controller. Adjust the antenna tilt
down until a fairly solid band of ground clutter is visible. Adjust the tilt until the
green region of the ground returns start at about 20 NM.

(e) Enter the stabilization trim mode by pushing the STAB button, on the radar
controller, four times within 3 seconds. A display with text instructions should be
displayed on the MFD. See Figure 4--8 for a typical display. The display has text
overlays on the radar data so that ground returns may be seen to make the
adjustments.

(f) To make a roll offset change, pull out the GAIN knob on the radar controller. See
Figure 4--9 for a typical display. The offset range is from 2.0 to +2.0 degrees and
is adjusted by the GAIN knob. Polarity is such that clockwise knob rotation
causes the antenna to move down when scanning on the right side.

(g) While flying straight and level, adjust the GAIN knob until the ground clutter
display is symmetrical.

(h) Push in the GAIN knob. When it is pushed in, the display returns to the previous
message.

(i) Set the mode switch on the radar controller to any other position to exit the mode
and save the offset value in non--volatile memory.

C. Repair Procedures

(1) Not applicable.

D. Return to Service Procedures

(1) Refer to the test procedures in the Aircraft Maintenance Manual.

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Figure 4--8. Typical PRIMUS 660/880 Stabilization Trim Mode Entry Page

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Figure 4--9. Typical PRIMUS 660/880 Stabilization Trim Adjustment Page

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SECTION 5
SHIPPING/HANDLING AND STORAGE
1. Overview
A. General

(1) Refer to manual, Pub. No. 09--1100--01, for detailed procedures for preparing all
system components for storage or shipment.

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SECTION 6
HONEYWELL SUPPORT
1. Worldwide Exchange/Rental Program for Corporate Operators
A. General

(1) Honeywell’s spares exchange (SPEX) program is a worldwide exchange/rental

service for corporate operators. It provides an extensive service for LRU end--item
products, complementing our worldwide support center network. An inventory of more
than 8,000 spare components ensures that your Honeywell--equipped aircraft will be
returned to service promptly and economically. This service is available both during
and after warranty.

B. Exchange

(1) Upon receipt of an exchange request, Honeywell ships a fully certified unit. The
SPEX--provided unit becomes the property of the customer. The customer returns the
faulty unit in exchange, to the designated Honeywell Customer Support Center,
where it becomes the property of Honeywell. All exchange units are updated with the
latest performance reliability MODs on an attrition basis while in the repair cycle.

C. Rental

(1) Upon receipt of a rental request, Honeywell ships a fully certified unit. The customer
then ships the faulty unit to an authorized support center for service. When the faulty
unit has been serviced and installed, the rental unit is returned to the designated
Honeywell Customer Support Center.

D. Warranty

(1) The SPEX 12--month warranty commences upon the purchase of an exchange unit
by the customer at catalog list price.

(2) Any exchange or repair action taken during the New Product or SPEX warranty
period does not extend or otherwise affect the warranty expiration date.

(3) Services provided for a failed unit under New Product warranty include:
• Free repair and/or free rental (during repair of unit), or
• Free exchange.
(4) Services provided for a failed unit under SPEX warranty include:
• Free repair and billable rental, or
• Free exchange.
(5) Services provided for a failed unit under repair warranty include free rental if the
customer paid for a billable rental during the initial repair of the failed unit.

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E. Warranty Statement

(1) Honeywell warrants that any article provided under the SPEX program will, at the
time of delivery, conform to all applicable specifications and drawings and be free of
defects in material and workmanship. Honeywell’s obligation under this warranty,
however, shall be limited to repair of or, at Honeywell’s option, replacement of any
article returned to Honeywell within the stipulated twelve--month warranty period.

(2) For further information regarding exchange or rental units, contact any of the
Honeywell facilities listed at the end of this section.

F. Routine Repair Piece Part Orders

(1) Customers desiring to place routine repair piece part orders, determine order status,
upgrade an existing order, or request price and delivery for piece parts should contact
the Customer Service Representative in Phoenix, Arizona at:
• Telephone number . . . . . . . . (602)601--3099
• Fax number . . . . . . . . . . . . . . (602)822--7272.
G. Exchange and Rental Ordering

(1) Telephone

(a) Place an order by calling one of the following numbers:

• Inside U.S.A.: 1--800--601--3099
• Outside U.S.A: 1--602--365--3099
(b) International Honeywell Depots:
• United Kingdom: 44--1256--2317
• France, Toulouse: 33--5--3456--1562
• Singapore: 65--6--542--1313
• Australia: 61--3--9933--0100
(c) Non--Honeywell International Depots:
• Germany (Apparateabau Gauting GMBH): 49--89--89317--171
(After normal working hours: 49--172--8207300)
• Switzerland (Jet Aviation AG Basel): 41--58--158--4111
• Switzerland (Jet Aviation Geneva SA): 41--58--158--8111
• Switzerland (Jet Aviation Zurich AG): 41--22--929--11--11
• Brazil (Taxi Aereo Marilia): 55--11--5582--8643
• Mexico (Centro de Servicio Avemex,
S.A. de C.V.): 52--72--79--30--00

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Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

H. Ordering Information

(1) When placing an order, Honeywell needs the following information:

• Part number with dash number of faulty unit
• Serial number of faulty unit
• Aircraft type, serial number, and registration number
• Aircraft owner
• Reported complaint with faulty unit
• Service requested (exchange or rental)
• Shipping address
• If faulty unit is in warranty
• Type of warranty (new or SPEX)
• Date warranty started
• If faulty unit is NOT in warranty, provide billing address
• If faulty unit is covered under a maintenance contract
• Type of contract
• Contract ID number
• Purchase order number.
NOTE: Units will ship same day or within 24 hours.

NOTE: Shipments within the U.S. will be shipped next day air, P.M. delivery, unless
otherwise specified.

I. Return Shipping Procedures

(1) Shipping Container

(a) All components returned to Honeywell must be packed in the same (or
Honeywell approved equivalent) container in which the component was received.
Components which are received in IMPROPER containers may be subject to
DAMAGE charges.

NOTE: Please ship the return unit to the support center indicated on the
document provided. Include completed multipage exchange and rental
tag attached to unit, and any additional information, if required.

(2) Shipping Instructions

(a) North America Customers

1 Ship via Federal Express Standard Air, two--day delivery. If not served by
Federal Express, ship via airline direct airfreight, not via a freight forwarder.
Shipment via a surface carrier may result in assessment of LATE RETURN
CHARGES.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

(b) Europe and Africa Customers

1 Return unit to the Honeywell Customer Support Center that issued the
replacement or with prior arrangement to any one of the following
addresses:

• Honeywell Avionics Systems Ltd.

c/o Burlington Air Express
Unitair Centre, Great South West Road
Feltam, Middlesex TW 14 8NT
England, U.K

OR
• Honeywell Aerospace
4 Avenue Saint Grainier
BP3009
31024 Toulouse Cedex 3
France

(c) Other International Customers

1 Return unit to the Honeywell Customer Support Center that issued the
replacement. Shipments returning to the United States should be via
Burlington Air Express. If you are not served by Burlington Air Express, ship
by Emery Airfreight or by direct airline airfreight. Consign shipments to the
following address:

Honeywell Inc.
c/o F. H. Kaysing Co.
U.S. Customs House Broker
Mid Continent Airport
Wichita, Kansas 67209
U.S.A.

NOTE: Do not insure or declare an insurance value on the bill of lading.

Honeywell is self--insured.

J. Exchange Core Return Policy

(1) The core unit must be returned to Honeywell by the way of airfreight within 14
calendar days (21 days for shipments crossing international borders), from the date
Honeywell shipped the Exchanged Unit. Late return of the faulty core unit will result in
the assessment of Late Return Penalties. After 15 calendar days, a notice of late
core return will be issued and prorated daily rental penalties will commence, based
on the rental price listed in this catalog. If the core unit is not received within 45 days,
the Exchanged Unit will be considered purchased and the customer will be invoiced
at the current sales catalog list price for outright purchase. No discount applies. This
also applies to operators covered under warranty or maintenance contracts.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

2. Test Equipment
A. Special Test Equipment

(1) Specialized test equipment is not required for normal flight line maintenance of
Honeywell avionics. Certain standard, commercially available avionics aids such as
ramp (signal) checkers, oscilloscopes, meters, etc., may be useful for more detailed
troubleshooting. A breakout box can also be helpful for certain equipment, and
availability of this item can be discussed with a Honeywell Customer Engineer.

3. Customer Engineering
A. General

(1) A key element in Honeywell’s corporate operations support is our worldwide customer
engineering organization. The members of this group are strategically located around
the world. These individuals have earned an excellent reputation within the avionics
industry as the result of their high level of education, experience, dedication, and
responsiveness.

(2) Customer engineering is ready to provide corporate operators with onsite technical
assistance, provisioning consultation, training, and regulatory agency coordination. In
addition, customer engineers will provide engineering interface assistance for other
interrelated equipment on the aircraft and will support your maintenance engineers
and technicians. Continuing assistance is provided through telephone consultation or
at your facility, as requirements dictate.

(3) For the name, address, and telephone number of the Honeywell customer engineer
nearest to your facility, please call (800)601--3099, (602)365--3099 or your nearest
Honeywell support center.

4. Training
A. General

(1) Honeywell’s dedicated customer training staff is available to assist corporate

operators in acquiring the technical skills and knowledge needed to operate and
maintain Honeywell products.

(2) Customer training conducts formal courses on corporate aircraft systems/products at

Honeywell’s Customer Training Center in Phoenix, Arizona, and at selected locations
worldwide. Courses are scheduled annually based on customer interest and new
aircraft delivery projections. A regularly updated Honeywell Customer Training
Schedule brochure gives full details of all training courses offered.

(3) Honeywell offers the following level of training courses:

• Operational (pilot) training
• Flight line maintenance training
• Component level maintenance training.

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 SYSTEM DESCRIPTION AND OPERATION MANUAL
Embraer Regional Jet ERJ--135, ERJ--140, ERJ--145

(4) For full details and information on Honeywell training courses, or for a copy of the
Honeywell Customer Training Schedule, contact the Customer Training Department
in Phoenix, Arizona at:
• Telephone number: (602)436--6742
• Fax number: (602)436--1037.

5. Honeywell Product Support Centers

A. General

(1) For a complete listing of all Honeywell Support Centers, go to the Honeywell
Aerospace Electronic Systems -- Customer Services Web site at
http://www.honeywell.com/sites/aero/avionics_services1.htm.

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