system manual

Business and Regional Systems

 523-0776286

system manual

Canadair
Regional Jet
Avionics System

Business and
Regional Systems
 Business and Regional Systems
400 Collins Road NE
Cedar Rapids, IA 52498
1.888.COLLINS

February 1, 2000

TO: HOLDERS OF THE COLLINS® CANADAIR REGIONAL JET AVIONICS SYSTEM,

SYSTEM MANUAL (523-0776286)

SIXTH EDITION HIGHLIGHTS

This revision completely replaces the existing manual. This addition adds coverage of the EICAS
2000 Engine Indication and Crew Alerting System and the CMU-900 Communications Management
Unit with its associated APM-900 Aircraft Personality Module. Changes include revised system
schematics, revised interconnect wiring diagrams, and revised diagnostics. All changes have been
implemented in a manner that retains information required to service earlier equipment models. All
revisions are identified by black bars in the margin of the page.

This revision does not include copies of the service bulletins and service information letters issued
for this equipment. All service bulletins and service information letters issued to date for this
equipment have been covered and are listed in the front section of the manual. Remove any SBs and
SILs from your old edition and add them to the back of your new revision. Discard the remainder of
the existing manual.

PUBLICATIONS DEPARTMENT

1/2
 system manual

This publication includes:

General Information 523-0776287

Operation 523-0776288
Theory of Operation 523-0776289
Maintenance 523-0776290
Bulletins 523-0776291

Notice
Specialized sophisticated test equipment and extensive depot level repair training are required for testing the
equipment covered in this manual. Therefore, this manual may not be used to test or repair the subject equipment
unless the using facility has been specifically authorized by Rockwell Collins, Inc. to do so. This manual does not
need to be kept current if it is only used for reference purposes.

Business and Regional Systems

Printed in the United States of America Rockwell Collins, Inc.
© 2000 Rockwell Collins, Inc. Cedar Rapids, Iowa 52498
523-0776286-006118
6th Edition, 1 February 2000
 WARNING

INFORMATION SUBJECT TO EXPORT CONTROL LAWS

This document may contain information subject to the International Traffic in Arms
Regulation (ITAR) or the Export Administration Regulation (EAR) of 1979 which may
not be exported, released, or disclosed to foreign nationals inside or outside of the
United States without first obtaining an export license. A violation of the ITAR or EAR
may be subject to a penalty of up to 10 years imprisonment and a fine of up to
$1,000,000 under 22 U.S.C.2778 of the Arms Export Control Act of 1976 or section
2410 of the Export Administration Act of 1979. Include this notice with any reproduced
portion of this document.

CAUTION

The material in this publication is subject to change. Before attempting any

maintenance operation on the equipment covered in this publication, verify that
you have complete and up-to-date publications by referring to the applicable
Publications and Service Bulletin Indexes.

SOFTWARE COPYRIGHT NOTICE

© 2000 Rockwell Collins, Inc.

All Software resident in this equipment is protected by copyright.

We welcome your comments concerning this publication. Although every effort

has been made to keep it free of errors, some may occur. When reporting a
specific problem, please describe it briefly and include the publication part
number, the paragraph or figure number, and the page number.
Send your comments to: Business and Regional Systems
Rockwell Collins, Inc.
400 Collins Rd NE
Cedar Rapids, Iowa 52498

Attn: Technical Information Services M/S 106-124

Or by phone: (US) 1-888-COLLINS (265-5467)
(Intl) 1-319-COLLINS
 GENERAL ADVISORIES FOR ALL UNITS

Warning

Service personnel are to obey standard safety precautions, such as wearing safety glasses, to prevent
personal injury while installing or doing maintenance on this unit.

Warning

Use care when using sealants, solvents and other chemical compounds. Do not expose to excessive heat or
open flame. Use only with adequate ventilation. Avoid prolonged breathing of vapors and avoid prolonged
contact with skin. Observe all cautions and warnings given by the manufacturer.

Warning

Remove all power to the unit before disassembling it. Disassembling the unit with power connected is
dangerous to life and may cause voltage transients that can damage the unit.

Warning

This unit may have components that contain materials (such as beryllium oxide, acids, lithium, radioactive
material, mercury, etc) that can be hazardous to your health. If the component enclosure is broken, handle
the component in accordance with OSHA requirements 29CFR 1910.1000 or superseding documents to
prevent personal contact with or inhalation of hazardous materials. Since it is virtually impossible to
determine which components do or do not contain such hazardous materials, do not open or disassemble
components for any reason.

Warning

This unit exhibits a high degree of functional reliability. Nevertheless, users must know that it is not
practical to monitor for all conceivable system failures and, however unlikely, it is possible that erroneous
operation could occur without a fault indication. The pilot has the responsibility to find such an occurrence
by means of cross-checks with redundant or correlated data available in the cockpit.

Warning

Before handling any unit or unit component, ground the repair operator through a conductive wrist strap or
other device that uses a 470kΩ or 1mΩ series resistor to prevent operator injury.

Caution

Turn off power before disconnecting any unit from wiring. Disconnecting the unit without turning power off
may cause voltage transients that can damage the unit.

Caution

This unit contains electrostatic discharge sensitive (ESDS) components and ESDS assemblies that can be
damaged by static voltages. Although most ESDS components contain internal protection circuits, good
procedures dictate careful handling of all ESDS components and ESDS assemblies.

i
 GENERAL ADVISORIES FOR ALL UNITS (CONT)

Obey the precautions given below when moving, touching, or repairing all ESDS components and units
containing ESDS components.

a. Deenergize or remove all power, signal sources, and loads used with the unit.
b. Place the unit on a work surface that can conduct electricity (is grounded).
c. Ground the repair operator through a conductive wrist strap or other device using a 470-kΞ or 1-MΞ
series resistor to prevent unit or unit component damage.
d. Ground any tools (and soldering equipment) that will contact the unit. Contact with the operator's hand
is a sufficient ground for hand tools that are electrically isolated.
e. All ESDS replacement components are shipped in conductive foam or tubes and must be stored in their
shipping containers until installed.
f. ESDS devices and assemblies that are removed from a unit must immediately be put on the conductive
work surface or in conductive containers.
g. Place repaired or disconnected circuit cards in aluminum foil or in plastic bags that have a layer of, or
are made with, conductive material.
h. Do not touch ESDS devices/assemblies or remove them from their containers until they are needed.

Failure to handle ESDS devices as described above can permanently damage them. This damage can cause
immediate or premature device failure.

ii
 ROCKWELL COLLINS
SYSTEM MANUAL
Canadair Regional Jet Avionics System

RECORD OF TEMPORARY REVISIONS

TEMPORARY DATE DATE

PAGE NUMBER BY BY
REV NO ISSUED REMOVED

1 5-140 Apr 20/00 Rockwell Collins

2 5-4 Apr 26/01 Rockwell Collins Jun 4/08 Rockwell Collins

2 5-106 Apr 26/01 Rockwell Collins Jun 4/08 Rockwell Collins

3 1-6 Aug 9/05 Rockwell Collins

3 1-8 Aug 9/05 Rockwell Collins

3 1-10 Aug 9/05 Rockwell Collins

4 5-4 Jun 4/08 Rockwell Collins

4 5-106 Jun 4/08 Rockwell Collins

Export Control Classification Notice (ECCN) for this document is 7E994.

Temporary Revision 4 RTR-1/RTR-2

523-0776286-04611A Jun 4/08
 ÷ 523-0776287-006118
6th Edition, 1 February 2000

General Information
Table of Contents

Paragraph Page

1.1 INTRODUCTION ....................................................................................................................................................... 1-1

1.2 EQUIPMENT COVERED........................................................................................................................................... 1-1
1.3 PURPOSE OF EQUIPMENT .................................................................................................................................... 1-1
1.4 EQUIPMENT LOCATION ......................................................................................................................................... 1-1
1.5 EQUIPMENT DESCRIPTION .................................................................................................................................. 1-1
1.5.1 IAPS Integrated Avionics Processor Assembly .............................................................................................................. 1-2
1.5.2 EFIS Electronic Flight Instrument System ................................................................................................................... 1-2
1.5.3 EICAS Engine Indication and Crew Alerting System................................................................................................... 1-3
1.5.4 ADS Air Data System ...................................................................................................................................................... 1-3
1.5.5 AHS Attitude Heading System ....................................................................................................................................... 1-4
1.5.6 FCS Flight Control System ............................................................................................................................................. 1-4
1.5.7 FMS Flight Management System ................................................................................................................................... 1-4
1.5.8 RSS Radio Sensor System ............................................................................................................................................... 1-5
1.5.9 WXR Weather Radar System .......................................................................................................................................... 1-6
EQUIPMENT SPECIFICATIONS .................................................................................................................................. 1-6
1.7 ASSOCIATED EQUIPMENT .................................................................................................................................... 1-6
1.8 STORAGE .................................................................................................................................................................... 1-6
1.9 ABBREVIATIONS ...................................................................................................................................................... 1-6
1.10 LICENSING REQUIREMENTS.............................................................................................................................. 1-6

NOTICE: This section replaces 5th edition dated 15 January 1998.

 List of Effective Pages *The asterisk indicates pages changed, added, or deleted by the current change.

Page No Issue
Title ..............................................1 Feb 00
1-1 thru 1-102 ..............................1 Feb 00

RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

Record of Revisions REVISIONS, INSERT REVISED PAGES IN THE MANUAL, AND ENTER DATE
INSERTED AND INITIALS.

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

NO DATE DATE/BY INCLUDED NO DATE DATE/BY INCLUDED

1st Ed 23 Oct 91 None

2nd Ed 4 Mar 92 None

3rd Ed 4 Aug 93 None

4th Ed 1 Feb 95 None

5th Ed 15 Jan 98 None

6th Ed 1 Feb 00 None

 section
general information

1.1 INTRO DUCTION

This publication provides specifications, operating instructions, system schematic diagrams, and flight-line
fault isolation procedures for the Canadair Regional Jet avionics system. This version of Collins Pro Line 4
avionics is installed exclusively on the Canadair Regional Jet airplane.

Use this manual when performing avionics troubleshooting and maintenance functions on-board the aircraft,
and as a training tool to teach the system functions and integration. This system manual does not replace
LRU bench-level repair manuals.

1.2 EQUIP MENT COVERED

Table 1-1 lists the equipment covered in this manual. Refer to Figure 1-1 for a picture of each unit in the
Regional Jet avionics system.

1.3 PURP OSE OF EQUIPMENT

The Regional Jet avionics system is a fully integrated system. This avionics system contains an enhanced
version of the traditional avionics and includes new avionics units/models designed for this application. The
avionics system features an integrated avionics processor assembly (IAPS), advanced electronic flight in-
strument system (EFIS), engine indication and crew alerting system (EICAS), dual air data computers, dual
AHRS sensors, a solid-state weather radar unit, fail-passive autopilot, dual flight directors, dual FMS navi-
gators, dual GPS NAV receivers, dual VHF comm transceivers, dual VOR/ILS NAV radios, DME/ADF NAV
units, a radio altimeter, and a mode-S transponder/TCAS II system.

Easy-to-use, built-in diagnostics dynamically report system operating status and automatically store fault
history logs. These diagnostics simplify system maintenance and minimize the need for carry-on test
equipment.

1.4 EQUIP MENT LOCATION

Figure 1-2 shows the location of each unit in the aircraft. Sheet 1 is a top view of the airplane and avionics
locations. The RTA weather radar unit is in the radome (nose). The FDU flux detector units are in the wing
tips. Sheet 2 shows remote mounted units in the avionics equipment bay. Sheet 3 shows the instrument
panel and pedestal mounted units. Sheet 4 shows the LRM module locations in the IAPS assembly.

1.5 EQUIP MENT DESCRIPTION

The Canadair Regional Jet avionics system has an IAPS assembly and the following eight subsystems:

EFIS Electronic Flight Instrument System

EICAS Engine Indication/Crew Alerting System
ADS Air Data System
AHS Attitude Heading System

Revised 1 February 2000 1-1

 general information 523-0776287

FCS Flight Control System

FMS Flight Management System
RSS Radio Sensor System
WXR Weather Radar System

1.5.1 IAPS I ntegrated Avionics Processor Assembly

The IAPS assembly does part of the integration function required to interconnect and manage the various
avionics subsystems in the airplane. The IAPS may be considered a part of the airplane wiring that physi-
cally houses some avionics LRMs (line replaceable modules). The IAPS assembly has a fully wired card cage
containing two environmental controllers, two lightning/HIRF protectors, four independent power supplies,
four independent input/output data concentrators, two configuration strapping units, two FCC-4000 com-
puters (part of FCS system), two FMC-4100 or FMC-4200 computers (part of FMS system), and the MDC-
4000 Maintenance Diagnostic Computer.

The ICC-4004 IAPS Card Cage contains hardware to mount and interconnect all resident LRMs (line re-
placeable modules). Temperature sensors are installed on each quadrant of the ICC motherboard. The IEC-
4000 IAPS Environmental Controllers monitor the temperature sensors and operate cooling fans to auto-
matically regulate the IAPS environment. The LHP-4000 (left side) and LHP-4001 (right side) Light-
ning/HIRF Protectors provide an isolation interface between the resident LRMs and external units. The
PWR-4000 Power Supplies provide four separate sources that independently power the left FCC, the right
FCC, the left FMC, and the right FMC functions. The IOC-4000 I/O Concentrators provide a data manage-
ment function by acting as a central data collection and distribution point. These concentrators receive data
bus inputs from each major LRU on the aircraft, process (sort) the data words, and then transmit (only) the
words of interest to each receiving LRU.

The CSU-4000 Configuration Strapping Units provide a matrix of configuration shunts that program the
IAPS specifically for operation on the Canadair Regional Jet airplane. The CSU-4100 Configuration Strap-
ping Unit is part of the EICAS 2000 upgrade and replaces the CSU-4000. The CSU-4100 allow centralized
configuration control for defining the system options within an IAPS installation. It is a removable module
residing within the ICC. This allows the unit to be removed and remain with the aircraft during removal of
the ICC. The OCM-4100 Optional Control Module provides protected strapping bits for CSU mod 0. The
OCM-4100 is a single card circuit module that is directly attached to the CSU-4100.

The MDC-4000 Maintenance Diagnostic Computer receives diagnostic words from the airplane LRUs. The
MDC processes and records the data for fault messages, engine trend and exceedance data, life cycle infor-
mation, and LRU fault history. The stored maintenance data can be downloaded to a diskette in the DBU-
4000.

Note that the (empty) ICC-4004 IAPS Card Cage is a line replaceable unit. Each environmental controller,
HIRF protector, power supply, concentrator, strapping unit, and computer installed in the card cage is an
individual line replaceable module. If any of these modules fail, replace that module and not the entire IAPS
assembly.

1.5.2 EFIS E lectronic Flight Instrument System

The EFIS system contains four 7- by 6-inch color crts and two display control panels. The pilot and copilot
each have two crts showing the primary flight display (PFD) and multifunction display (MFD).

The EFD-4076 used as a PFD presents attitude, heading, airspeed, altitude, vertical speed, flight director,
autopilot, windshear, and navigation information. The EFD-4076 used as a MFD presents additional navi-
gation information in map and text formats, radar information, TCAS map, optional flight management
data, and diagnostics. The MFD provides a reversionary display for the PFD and EICAS displays.

Revised 1 February 2000 1-2

 general information 523-0776287

The DCP-4000 Display Control Panels allow the pilot and copilot to select the desired navigation features.
The DCP controls the MFD navigation format, range, NAV source, bearing pointers, radar display, and
TCAS map. The remote maintenance switch and DCP front panel controls are used to select maintenance
data on the MFD.

1.5.3 EICAS Engine Indication and Crew Alerting System

The EICAS system contains two 7- by 6-inch color crts, one EICAS control panel, two or three data concen-
trator units, and one lamp driver unit. The two center crts are engine indication and crew alerting system
(EICAS) displays.

The two EICAS EFD-4076s display the engine instruments and other important airframe parameters. The
left EFD-4076 is the primary EICAS display. The ED 1 (primary) displays the engine instruments, fuel
quantity, flap position, landing gear position, and crew alerting system (CAS) messages. The right EFD-
4076 is the secondary EICAS display. The ED 2 (secondary) displays data pages selected on the ECP. If an
ED 1 failure is detected, the primary EICAS display can be switched to ED 2.

The ECP-4000 EICAS Control Panel provides the controls required for operation of the secondary EICAS
display. The ECP front-panel pushbuttons select various data pages to be shown on ED 2 or the MFD if se-
lected.

The DCU-4000 Data Concentrator Units provide the interface between the EICAS displays and airplane sys-
tems. The DCU processes data from airplane systems, avionics systems, and both engines. The DCU pro-
vides CAS messages, aural warnings, and functions as a flight data acquisition unit. The DCU drives the
EICAS displays and the lamp driver unit.

The RDC-4002 Remote Data Concentrator provides an extension of the DCU. It is a single channel, analog-
discrete configuration that measures both analog and discrete sensor inputs. In general an RDC receives
analog and/or discrete signals from aircraft sensors, performs analog to digital conversions, and transmits
the results on an ARINC 429 serial bus to the DCU. Self-test is provided which includes the following: RAM
testing, ROM checksum testing, configuration memory testing, sensor excitation monitoring, and on-going
validation of the analog to digital conversion hardware signal paths.

The LDU-4000 Lamp Driver Unit receives digital bus signals from the DCUs, and grounds the selected lamp
sinks for the cockpit annunciator lamps. The LDU monitors the lamp sink state and reports back to the
DCU.

1.5.4 ADS A ir Data System

The ADS is a dual system that senses, processes, and displays data derived from the air mass around the
aircraft. Both the pilot and copilot systems contain an air data reference panel and an air data computer.

The ADC-850A Air Data Computer connects to a temperature sensor and to the pitot and static air input
ports. The ADC-850A processes the air data and provides output parameters to the displays, attitude
heading computer, mode-S transponder, stall protect computer, and the IAPS data concentrators.

The primary flight display (PFD) and multifunction display (MFD) show the air data information. The PFD
displays baro-corrected altitude, baro correction value, indicated airspeed (IAS), IAS trend, IAS reference
bugs, Mach speed, VMO/MMO limit, and vertical speed. The MFD displays true airspeed, and SAT/TAT
temperature.

ARP-4000 Air Data Reference Panel selects the IAS V-reference values, baro correction, decision height,
minimum descent altitude, and baro correction in inches or hecto pascals.

Revised 1 February 2000 1-3

 general information 523-0776287

1.5.5 AHS A ttitude Heading System

The AHS is a dual strap-down reference system that senses the aircraft attitude, heading, and 3-axis
rate/accelerations. Both the pilot and copilot systems contain a computer, a flux detector, and a remote
compensation panel.

The AHC-85E Attitude Heading Computer is installed in a precisely leveled mount. The AHC replaces a
conventional vertical gyro, directional gyro, three rate gyros, and three linear accelerometers. The AHC
provides attitude and heading parameters to the displays, the TCAS processor, the flight control computer,
and the IAPS concentrators.

The FDU-70 Flux Detector Unit mounts in a wingtip of the aircraft. The FDU provides magnetic flux meas-
urements to the AHC for use in computing aircraft heading.

The RCP-65 Remote Compensation Panel provides electrical compensation for any flux detector errors
caused by the aircraft altering the earth's magnetic field.

1.5.6 FCS F light Control System

The FCS system provides fail-passive autopilot and dual flight guidance functions. The FCS contains two
identical flight control computers, one flight control panel with mode select, two yaw damper linear actua-
tors, and two primary servos.

The two FCC-4000 Flight Control Computers are in the IAPS card cage. These computers provide inde-
pendent flight guidance functions and operate together to provide 2-axis autopilot, dual yaw dampers, and
automatic elevator trim control.

The FCP-4002 Flight Control Panel contains two rows of pushbuttons that allow the operator to select on-
side flight guidance modes, autopilot engagement, manually slew the pitch reference, select turbulence
mode, and select left or right flight guidance input to the autopilot. The FCP also contains the course and
heading knobs.

The SVO-85( ) Primary Servos are near the aircraft elevator and aileron control surfaces. When engaged,
the FCC computers apply differential drive to each servo. The servo motors then run to position the aircraft
control surfaces in response to the autopilot command.

The SVL-4000 Linear Actuators drive the rudder control surface. When engaged, the FCC computers apply
a drive signal to each actuator. The actuator motors then run to position the aircraft control surfaces in re-
sponse to the autopilot command. The Canadair supplied yaw damper panel is used to engage the yaw
dampers.

1.5.7 FMS F light Management System

The FMS system provides multisensor navigation, cockpit management, and flight plan management. The
FMS contains two flight management computers, two control display units, and a data loader.

The FMC-4100 or FMC-4200 Flight Management Computer is in the IAPS card cage. The FMC is a lateral
navigator used by the autopilot to fly a programmed flight plan. The FMC also provides navaid data base
storage and several control/planning functions.

The CDU-4100 Control Display Unit controls the FMS navigator. The CDU can also remotely tune the vhf
COMM, vhf NAV, ADF, and ATC transponder (TDR). These radios are normally tuned by the RTUs.

Revised 1 February 2000 1-4

 general information 523-0776287

The DBU-4000 Data Base Unit is a data loader containing a 3-½-inch high density disk drive used primarily
to load data base updates to the FMC and to download maintenance data from the MDC maintenance com-
puter. This unit is also used to load maintenance files for the MDC. The DBU-4001 is a portable data base
unit (DBU-4000) mounted in a carrying case. A 6 foot pendant cable is supplied to connect the DBU-4001 to
the appropriate connector plug in the aircraft. The DBU-4000 is a Dzus mount unit. Both 1.44 Mb double-
sided high density and 720 kb double-sided double density diskettes are supported by the DBU-4000/4001.

1.5.8 RSS R adio Sensor System

The RSS system provides communication and navigation functions. The RSS contains two integrated radio
controllers, a CTL-23 or CTL-23C backup controller, two or three vhf COMM transceivers, two vhf NAV re-
ceivers, two DME transceivers, two ADF receivers, one or two radio altimeters, two mode-S transponders, a
TCAS transceiver, one or two HF transceivers, two optional GPS receivers, and two optional MLS receivers
(not supplied by Collins).

The RTU-4000 Radio Tune Units are the primary controllers of the COMM, vhf NAV/DME, ADF, ATC,
TCAS, HF, and MLS radios. Each RTU can display the active frequencies from all radios. The RTU is nor-
mally used to select the operating frequency (or ATC code), operating mode, and self-test functions of the on-
side radios. The onside RTU can be used to tune the cross-side radios.

The CTL-23 or CTL-23C COMM/NAV Tuning Unit provides backup tuning for the left side vhf COMM and
NAV radios. The CTL-23C is capable of providing 8.33 kHz frequency spacing if coupled with a VHF-422C.
When the CTL is active, the radios switch from ARINC 429 to CSDB control.

The VHF-422A/422C VHF COMM Transceiver provides multichannel vhf voice communications. Each VIR-
432/433 VHF NAV receiver contains VOR/LOC, glideslope, and marker beacon receivers. The DME-442
transceiver computes line-of-sight distance from the aircraft to a ground station, relative closure rate, and
station identification. The ADF-462 Automatic Direction Finder receiver determines the relative bearing
from the aircraft to a selected ground station. The ANT-462B ADF Antenna is installed on the Regional Jet.

The HF-9031A HF COMM Transceiver provides multichannel hf voice communications. The HF-9041 HF
Antenna Coupler provides an impedance match for the power amplifier to permit maximum power transfer
to the antenna.

The ALT-55B Radio Altimeter transceiver measures the aircraft radio altitude (up to 2500 feet) above the
terrain during approach mode. The RAC-870 Radio Altitude Converter provides analog to ARINC 429 data
conversion for the ALT-55B.

The TDR-94D (diversity) Mode-S Transponder automatically transmits identification, altitude, and select in-
formation to air traffic control radar beacon systems. Jumper wires in the aircraft interconnect determine
the mode-S identification.

The TTR-920 TCAS II Transmitter Receiver functions with the TDR-94D transponder to interrogate trans-
ponders in nearby aircraft and determine if there is a potential collision threat. If the intruder aircraft (also)
has a mode-S transponder, the TTR establishes a transponder link to coordinate avoidance maneuvers. The
TTR supplies traffic and resolution advisory display data to the MFD. The TRE-920 TCAS Directional An-
tenna functions with the TTR-920.

The DLC-800 Data Link Control provides the interface between the pilot and the ACARS system. The DLC-
800 touch-sensitive liquid crystal display (LCD) provides data entry and display screens. The DLM-702B
Data Link Management Unit (MU) receives ground-to-air messages and controls the transmission of air-to-
ground messages through the number 3 vhf transceiver.

Revised 1 February 2000 1-5

 general information 523-0776287

The CMU-900 Communications Management Unit (CMU) functions as the central processing and routing
computer of the airborne portion of the data link system. The management unit uses a distributed process-
ing, multiprocessor architecture to provide maximum flexibility and processing power. The onboard CDU
functions as a remote terminal to provide the primary human interface to the data link system.

The APM-900 Aircraft Personality Module (APM) is a serial programming memory device used to store air-
craft specific discrete information that is used by the CMU-900.

The GPS-4000 GPS Navigation Receiver system processes the GPS satellite signals to provide navigation
data outputs. The GPS system contains two GPS receivers and two GPS Antennas. The GPS Navigation
Receiver processes the GPS signals received from the antenna together with inputs from other aircraft sen-
sors to provide position, velocity, and time outputs through the IOCs to the FMS system. The active GPS
Antenna amplifies and filters the GPS satellite signals.

1.5.9 WXR W eather Radar System

The WXR is a fully integrated weather radar. The WXR contains a single solid state RTA unit (with 14-inch
flat plate antenna) and a WXP weather radar panel. The RTA-844 Receiver/Transmitter/Antenna is an
X-band radar that detects wet precipitation in front of the aircraft. The RTA-854 Receiver/Transmitter/
Antenna is a X-band radar that detects wet precipitation and moisture-based turbulence in front of the air-
craft. The WXP-4120 Weather Radar Panel provides WXR control and mode selection. The WXP-4220
Weather Radar Panel provides WXR control and has additional turbulence mode select positions. Detected
radar targets may be displayed on the MFD.

1.6 EQUIP MENT SPECIFICATIONS

Table 1-3 lists equipment specifications. Table 1-4 lists certification categories. Table 1-5 lists unit weight,
normal power requirements, and size. Table 1-6 through table 1-53 lists the environmental qualifications for
the equipment covered in this manual.

1.7 ASSO CIATED EQUIPMENT

Table 1-1 lists equipment covered. Table 1-2 lists associated equipment (mounts).

1.8 STOR AGE

Store each LRU in its original packing materials and shipping container. If a unit is to be stored for a long
period, put it in an airtight bag with sufficient desiccant to absorb moisture. The ambient temperature of
the storage area should not exceed the range specified in Table 1-6 through Table 1-55. The relative humid-
ity should never exceed 95 percent. If a unit has been stored for an extended period, retest it before return-
ing it to service. This ensures that possible component degradation has not affected unit performance.

1.9 ABBR EVIATIONS

Table 1-56 lists abbreviations, acronyms, and mnemonics that are used in this publication to describe the
avionics system.

1.10 LICEN SING REQUIREMENTS

Aircraft equipped with any radio transmitting systems must be licensed by the FCC. Licensing requirements
are outlined in FCC document 47 CFR Chapter I, Part 87. A copy of FCC form 404, “Application for Aircraft
Radio Station License,” is included at the end of this section as Figure 1-3. A copy of form 404A, “Temporary

Revised 1 February 2000 1-6

 ROCKWELL COLLINS
SYSTEM MANUAL
Canadair Regional Jet Avionics System

Canadair Regional Jet Avionics System

SYSTEM MANUAL (523-0776286, 6TH EDITION, DATED FEB 1/00)

TEMPORARY REVISION NO. 03

Insert facing page 1-6.

Subject: Elementary/Enhanced Surveillance information added.

The following text (identified by black bars in the margin) is added at the end of paragraph 1.5.8
and before paragraph 1.5.9.

1.5.8.1 Elementary Surveillance (Flight ID)

The Radio Sensor System may be adapted to provide Elementary Surveillance, or Flight ID,
capability with the installation of specially configured TDR-94( ) Mode S Transponders and IOC-
4000 I/O Concentrators that provide the aircraft with a unique, tunable 8-digit Flight ID code.
Elementary Surveillance is a subset of Enhanced Surveillance which is discussed in paragraph
1.5.7.2.

A CSU “configuration strap” determines if the Flight ID function is operational.

Elementary Surveillance functionality requires the TDR-94( ) to provide certain data to ground or
airborne interrogators. Some of the data is generated by the transponder itself while other data
must be provided to the transponder by external systems.

Refer to All Avionics Service Information Letter 1-02: Elementary Surveillance (Flight ID) Installation
Guidelines (523-0790073) for more detailed installation, interconnect, operation, and
troubleshooting information of Elementary Surveillance/Flight ID equipment, listed in Table 1-1, for
the Canadair Regional Jet aircraft.

1.5.8.2 Enhanced Surveillance

The Radio Sensor System may be augmented beyond Elementary Surveillance with the addition of
Enhanced Surveillance capability by installing specially configured TDR-94( ) Mode S Transponders
and IOC-4000 I/O Concentrators. Additional aircraft parameters are supplied to the transponder via
ARINC 429 buses to be added to the information the transponder sends to the air traffic control
(ATC) system.

With the additional aircraft parameters, Enhanced Surveillance will enable ATC to increase their
efficiency in tactically separating aircraft. Information that is available to ATC is improved by
providing actual aircraft derived data such as Magnetic Heading, Air Speed, Selected Altitude and
Vertical Rate.

A left IOC and right IOC bus is provided to each transponder. All enhanced surveillance parameters
are processed and transmitted from these buses. The proper status IOC is required to ensure the
required parameters are provided to the transponder. Figure 1-1A displays a typical interconnect
diagram for the Enhanced Surveillance capable TDR-94( ).

Temporary Revision 3 Page 1 of 4

523-0776286-03611A Aug 9/05
 ROCKWELL COLLINS
SYSTEM MANUAL
Canadair Regional Jet Avionics System

Canadair Regional Jet Avionics System

SYSTEM MANUAL (523-0776286, 6TH EDITION, DATED FEB 1/00)

TEMPORARY REVISION NO. 03

Refer to All Avionics Service Information Letter 1-04: Enhanced Surveillance General Interconnect
Guidelines (523-0807214) for more detailed installation, interconnect, operation, and
troubleshooting information of Enhanced Surveillance equipment, listed in Table 1-1, for the
Canadair Regional Jet aircraft.

Figure 1-1A. Collins Pro Line 4/21 Connections to a -008 TDR-94D.

Temporary Revision 3 Page 2

523-0776286-03611A Aug 9/05
 general information 523-0776287

Aircraft Radio Station Operating Authority,” is also included as part of Figure 1-3. Call the local FCC office
to obtain the current license fee and the correct mailing address for FCC form 404.

Figure 1-4 is a copy of FCC form 753, “Restricted Radiotelephone Operator Permit Application.” This permit
is required only if pilots plan to fly outside of the United States (i.e., Canada, Mexico, etc.). Call the local
FCC office to obtain the current license fee and the correct mailing address for FCC form 753.

Figure 1-5 and Figure 1-6 are copies of FAA advisories concerning radar systems. Figure 1-5 is titled “Rec-
ommended Radiation Safety Precautions For Ground Operation of Airborne Weather Radar”. Figure 1-6 is
titled “Maintenance of Weather Radar Radomes”.

Revised 1 February 2000 1-7

 general information 523-0776287

Table 1-1. Equipment Covered.

UNIT DESCRIPTION COLLINS PART NUMBER QUANTITY

IAPS ASSEMBLY

ICC-4004 IAPS Card Cage 822-0198-001 1

PWR-4000 IAPS Power Supply 622-9945-001/-003 4
-001: Operation baseline
-003: Reduce status message occurrence (SB 2)
IOC-4000 I/O Concentrator 622-9814-001/-002/-003/-004/-005/ 4
-001: Operation baseline -008
-002: Update for various improvements (SB 2)
-003: Post certification update (SB 4)
-004: Add GPS interface capability (SB 6)
-005: IOC remap for mandatory RTU-4000 SB (SB 17)
-008: EICAS 2000
CSU-4000 Configuration Strapping Unit 822-0049-001 2
or
CSU-4100 Configuration Strapping Unit (P/O EICAS 2000) 822-1364-002 2
IEC-4000 IAPS Environmental Controller 822-0288-001 2
LHP-4000 Lightning/HIRF Protection (Left) 822-0287-401 1
LHP-4001 Lightning/HIRF Protection (Right) 822-0332-401 1
MDC-4000 Maintenance Diagnostic Computer 622-9818-001/-002/-003/-004/-005/ 1
-001: Operation baseline -006/-020
-002: Add bleed config. to engine trend (SB 1)
-003: Correct log clearing/download operation (SB 2)
-004: Post certification update (SB 3)
-005: Add pilot data download and data reset (SB 5)
-006: Reduce nuisance fault messages (SB 12)
-020: Hardware and software update (EICAS 2000)
OCM-4100 Options Control Module (used with CSU-4100) 822-1463-200/-201/-216/-217 2
-200: Baseline
-201: EGPWS
-208: Expanded Flight Data Recorder
-209: EGPWS and expanded Flight Data Recorder

EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM

DCP-4000 Display Control Panel 622-9812-002/-006/-008 2

-002: Baseline
-006: Add TCAS overlays and EGPWS (EICAS 2000)
-008: Add TCAS overlays (EICAS 2000)
EFD-4076 Electronic Flight Display (PFD, MFD) 622-9810-002/-004/-006/-008/-010/ 4
-002: Operation baseline -012/-016
-004: General software update (SB 13)
-006: Post certification update (SB 21)
-008: Add HGS capability (SB 25)
-010: ITT redline and cross pointer change (SB 31)
-012: Add functionality for 3B1 engine (SB 36)
-016: EICAS 2000

Revised 1 February 2000 1-8

 ROCKWELL COLLINS
SYSTEM MANUAL
Canadair Regional Jet Avionics System

Canadair Regional Jet Avionics System

SYSTEM MANUAL (523-0776286, 6TH EDITION, DATED FEB 1/00)

TEMPORARY REVISION NO. 03

Insert facing page 1-8.

Subject: Elementary/Enhanced Surveillance information added.

IOC-4000 -009 status is added to Table 1-1. Black bars in the margin indicate changes.

Table 1-1. Equipment Covered.

UNIT DESCRIPTION COLLINS PART NUMBER QUANTITY

IAPS ASSEMBLY
IOC-4000 I/O Concentrator 622-9814-001/-002/-003/-004/-005/ 4
-001: Operational baseline -008/-009
-002: Update for various improvements
(SB 2)
-003: Post certification update (SB 4)
-004: Add GPS interface capability (SB 6)
-005: IOC remap for mandatory RTU-4000
SB (SB 17)
-008: EICAS 2000
-009: Enhanced/Elementary Surveillance
capability (SB 507)

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 general information 523-0776287

Table 1-1. Equipment Covered.

UNIT DESCRIPTION COLLINS PART NUMBER QUANTITY

EICAS ENGINE INDICATION/CREW ALERTING SYSTEM

DCU-4000 EICAS Data Concentrator 622-9820-002/-004/-005/-006/-007 2 or 3 (opt)

-002: Operation baseline
-004: Add HGS capability (SB 5)
-005: ITT redline change (SB 6)
-006: Add functionality for 3B1 engine (SB 8)
-007: Cockpit voice recorder/ flight data recorder
(ECIAS 2000)

RDC-4002 Remote Data Concentrator Unit (EICAS 2000) 822-1533-001 1

ECP-4000 EICAS Control Panel 622-9821-002 1
EFD-4076 Electronic Flight Display (ED) 622-9810-002/004/006/008/010/012/ 2
-014/-016
LDU-4000 Lamp Driver Unit 622-9822-001 1

ADS AIR DATA SYSTEM

ADC-850A Air Data Computer 822-0372-115/-125/-140/-143/-145 2

-115: Operation baseline
-125: Enhanced ARINC lightning protection (SB 27)
-140: Uncommanded air data reference change (SB 38)
-143: Improve altitude accuracy to FL 410 (SB 41)
-145: RVSM Compliant
ARP-4000 Air Data Reference Panel 622-9819-004/104 2
-004: Operation baseline
-104: Uncommanded air data reference change (SB 4)

AHS ATTITUDE HEADING SYSTEM

AHC-85E Attitude Heading Computer 622-9336-400 2

FDU-70 Flux Detector Unit 622-5812-006 2
RCP-65 Remote Compensation Panel 622-6174-001 2

FCS FLIGHT CONTROL SYSTEM

FCC-4000 Flight Control Computer (in IAPS) 622-9815-004/104/204/304/404 2

-004: Operational baseline /604/704
-104: Update for CAT II operation (SB 4)
-204: Add windshear escape guidance (SB 5)
-304: Change take off/go-around angle (SB 8)
-404: Add automatic windshear escape guidance (SB 12)
-604: Reduce uncommanded mode change (SB 23)
-704: Autopilot performance improvement (SB 27)
FCP-4002 Flight Control Panel 822-0044-001 1
SVO-85A Primary Servo (aileron) -001 baseline 622-4404-001/-101 1
-101 improved waterproofness
SVO-85B Primary Servo (elevator) -001 baseline 622-5027-001/-101 1
-101 improved waterproofness
SVL-4000 Linear Actuator (rudder) 622-9968-001 2
SMT-87A Servo Mount 822-0259-001 1
SMT-87B Servo Mount 822-0260-001 1

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Table 1-1. Equipment Covered.

UNIT DESCRIPTION COLLINS PART NUMBER QUANTITY

FMS FLIGHT MANAGEMENT SYSTEM

CDU-4100 Control Display Unit 822-0021-002 2 (opt)

FMC-4100 Flight Management Computer (in IAPS) 822-0022-001 2 (opt)
or
FMC-4200 Flight Management Computer (in IAPS) 822-0783-002/-006/-011 2 (opt)
-002: Operational baseline
-006: Add 8.33 kHz comm spacing (SB TBD)
-011: EICAS 2000
DBU-4000 Data Base Unit (DSDD Disk Drive) 1 622-9865-002 1 (opt)
or
DBU-4001 Data Base Unit (DSDD Disk Drive) 622-9679-001 (Portable Unit) 1 (opt)

RSS RADIO SENSOR SYSTEM

RTU-4000 Radio Tune Unit 622-9852-003/006/106/108 2

-003: Operational baseline
-006: Add COMM 3 and HF tuning capability (SB 4)
-106: Reduce cross-side radio tuning errors (SB 8)
-108: Add 8.33 kHz comm spacing (SB 11)
VHF-422A VHF Comm Transceiver 622-7292-101 2 or 3 (opt)
or
VHF-422C VHF Comm Transceiver (with 8.33 kHz comm spacing) 822-1115-001 2 or 3 (opt)
VIR-432 VHF Navigation Receiver 622-7194-101 2
or
VIR-433 VHF Navigation Receiver 2 822-0393-001 2 (opt)
DME-442 DME Transceiver 622-7309-101 2
ADF-462 ADF Receiver 622-7382-101 2
ANT-462B ADF Antenna (dual) 622-7384-001 1
ALT-55B Radio Altimeter 622-2855-011 1 or 2 (opt)
RAC-870 Radio Altitude Converter 622-7209-002 1 or 2 (opt)
TDR-94D Mode S Transponder 622-9210-003 2
TTR-920 TCAS Transmitter Receiver 622-8971-020/-022 1
-020: Baseline
-022: Add change 7.0
TRE-920 TCAS Directional Antenna 622-8973-001 1 or 2 (opt)
CTL-23 Comm/NAV Tuning Unit 622-9851-001 1
or
CTL-23C Comm/NAV Tuning Unit (with 8.33 kHz comm spacing) 822-1121-001 1
HF-9031A HF Comm Transceiver 822-0101-001 1 or 2 (opt)
HF-9041 HF Antenna Coupler 3 685-0350-002 1 or 2 (opt)
DLC-800 Data Link Control 4 622-8587-530 1 (opt)
DLM-702B Data Link Management Unit 4 622-9308-006 1 (opt)
CMU-900 Communications Management Unit 822-1239-001 1
APM-900 Aircraft Personality Module 822-1424-001
GPS-4000 Global Navigation Receiver 822-0931-002 2 (opt)
GPS ANT GPS Antenna, Active 847-0006-010 2 (opt)

Revised 1 February 2000 1-10

 ROCKWELL COLLINS
SYSTEM MANUAL
Canadair Regional Jet Avionics System

Canadair Regional Jet Avionics System

SYSTEM MANUAL (523-0776286, 6TH EDITION, DATED FEB 1/00)

TEMPORARY REVISION NO. 03

Insert facing page 1-10.

Subject: Elementary/Enhanced Surveillance information added.

RTU-4000 -208 and TDR-94D -008 statuses are added to Table 1-1. Black bars in the margin
indicate changes.

Table 1-1. Equipment Covered.

UNIT DESCRIPTION COLLINS PART NUMBER QUANTITY

RSS RADIO SENSOR SYSTEM
RTU-4000 Radio Tune Unit 622-9852-003/-006/-106/ 2
-003: Operational baseline -108/-208
-006: Add COMM 3 and HF tuning capability
(SB 4)
-106: Reduce cross-side radio tuning errors (SB 8)
-108: Add 8.33 kHz comm spacing (SB 11)
-208: Elementary Surveillance (Flight ID) capability
(SB 501)
TDR-94D Mode S Transponder 622-9210-003/-008 2
-003: Operational baseline
-008: Enhanced/Elementary Surveillance
capability (SB 502)

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 general information 523-0776287

Table 1-1. Equipment Covered.

UNIT DESCRIPTION COLLINS PART NUMBER QUANTITY

WXR WEATHER RADAR SYSTEM

RTA-844 Receiver/Transmitter/Antenna 622-9302-003 1

or
RTA-854 Receiver/Transmitter/Antenna (turb) 622-8440-003 1 (opt)
WXP-4120 Weather Radar Control Panel 622-9929-002 1 or 2 (opt)
or
WXP-4220 Weather Radar Control Panel (turb) 622-9932-002 2 (opt)

Notes:
1The DBU-4000 or DBU-4001 is required for the MDC even if the FMS system is not present.
2VIR-433 is the same as VIR-432 except the software is written to RTCA DO-178A level 1.
3HF-9041 (CPN 622-8114-002) with grounding ring adapter kit (CPN 685-349-001).
4Data link units are customized for individual operator requirements. Unit part numbers will vary accordingly.

Table 1-2. Associated Equipment.

COLLINS
EQUIPMENT DESCRIPTION
PART NUMBER

IMT-4076 622-9811-002 Mounting tray for the EFD-4076

MMT-150 622-9672-003 1/2 ATR mount for the TDR-94/94D
SMT-87A 822-0259-001 2-inch capstan mount for the SVO-85A aileron servo
SMT-87B 822-0260-001 2-inch capstan mount for the SVO-85B elevator servo
UMT-12 622-5212-001 3/8 ATR mount for the VHF-422A VIR-432/433, ADF-462, and ALT-
55B
UMT-13 622-5213-001 1/2 ATR mount for the ADC-850A and DME-442
UMT-16D 822-0039-400/402 1/2 ATR mount for the AHC-85E
UMT-18 622-9977-002/004 Mounting tray for the DCU-4000
NA 653-9015-001 Mounting tray for the RAC-870
MT-9030A or 622-8116-001 Mounting tray for the HF-9031A (shock isolated, low profile)
MT-9030B 822-0594-001 Mounting tray for the HF-9031A (shock isolated)
MT-9042A 622-8124-001 Dual mounting tray for the HF-9041 Antenna Coupler
NA 840-5004-0X0 Mounting tray for the TTR-920

Revised 1 February 2000 1-11

 general information 523-0776287

Figure 1-1 (Sheet 1 of 6). Regional Jet Avionics System

Revised 1 February 2000 1-12

 general information 523-0776287

Figure 1-1 (Sheet 2 of 6). Regional Jet Avionics System

Revised 1 February 2000 1-13

 general information 523-0776287

Figure 1-1 (Sheet 3 of 6). Regional Jet Avionics System

Revised 1 February 2000 1-14

 general information 523-0776287

Figure 1-1 (Sheet 4 of 6). Regional Jet Avionics System

Revised 1 February 2000 1-15

 general information 523-0776287

Figure 1-1 (Sheet 5 of 6). Regional Jet Avionics System

Revised 1 February 2000 1-16

 general information 523-0776287

Figure 1-1 (Sheet 6 of 6). Regional Jet Avionics System

Revised 1 February 2000 1-17

 general information 523-0776287

Figure 1-2 (Sheet 1 of 4). Equipment Locations

Revised 1 February 2000 1-18

 general information 523-0776287

Figure 1-2 (Sheet 2 of 4). Equipment Locations

Revised 1 February 2000 1-19

 general information 523-0776287

Figure 1-2 (Sheet 3 of 4). Equipment Locations

Revised 1 February 2000 1-20

 general information 523-0776287

Figure 1-2 (Sheet 4 of 4). Equipment Locations

Revised 1 February 2000 1-21

 general information 523-0776287

Table 1-3. Equipment Specifications.

CHARACTERISTIC SPECIFICATION

Certification
FAA TSO Refer to Table 1-4.
Environmental Refer to Table 1-4 and to the environmental qualification forms provided in Table 1-6 through
Table 1-55.
Physical
Size Refer to Table 1-5.
Weight Refer to Table 1-5.
Power requirements Refer to Table 1-5 (typical values).
Maintenance requirements On condition, except the following:
SMT-87( ): 14 000 flight hours (also inspect as defined below).
SVO-85( ), SMT-87( ): Inspect each servo and servo mount concurrent with each aircraft
major overhaul, rigging maintenance, or the Canadair recommended control system in-
spection period. Refer to the maintenance section of this publication for the inspection
procedure.
RTA-844/854: Inspect the mechanical portion of this unit concurrent with each mainte-
nance operation. Refer to the maintenance section of this publication for the inspection
procedure.
ADC-850A: Every two years, recertify each computer according to FAR part 91. Refer to
the maintenance section of this publication for details.
VIR-432/433: Every 30 days, perform a VOR accuracy check according to FAR part 91.
Refer to the maintenance section of this publication for details.
TDR-94D: Every two years, check each transponder according to FAR part 91. Refer to
the maintenance section of this publication for details.

Revised 1 February 2000 1-22

 general information 523-0776287

Table 1-4. Certification Categories.

SYSTEM
UNIT FAA TSO CATEGORIES ENVIRONMENTAL CATEGORIES
TSO

ADC-850A C8c (Vertical Speed) ADS-850 DO-160B /A2F2/BA/JY/E1XXXXXZ/BZ/AZZZZX

C10b (Altimeter)
C43a (Temperature)
C46a (Max Allowable Airspeed)
C95 (Mach Meters)
C101 (Over Speed Warning)
C106 (Air Data)
Software: DO-178A level 1
ADF-462 C41d class A (ADF Receiver) DO-160B /A2E1/BB/JY/E2XXXXXZ/BZ/AZAAA
Software: DO-178 essential
AHC-85E C4c (Bank and Pitch Instruments) DO-160A /A2F2/AJEXXXXXA/BZ/AZ/AZ/AZ/AZ
C6c (Direction Instrument, Magnetic Gyro)
Software: DO-178A critical
ALT-55B C87 (Radio Altimeter) ALT-55 DO-138 /AG/A/JN/AAAEXXXXX
ANT-462B C41d class A (ADF Receiver) DO-160B /A2E1/BB/JY/E2SXXXXX/BZ/AZAAA
APM-900 DO-160C [A2/D2]BA[B/C]XXXXXXAAAZZUZ[XXC3/E3]XX
ARP-4000 C8c (Vertical Speed) ADS-850 DO-160C
C10b (Altimeter) [A2F1]-BB[BMNPS]E1XXXXXZ[BZ]AZAYA[Z3Z3]XX
C43a (Temperature)
C46a (Max Allowable Airspeed)
C95 (Mach Meters)
C106 (Air Data)
Software: DO-178A level 2
CDU-4100 C115a (Multisensor Navigator) FMS-4100 DO-160C
Software: DO-178A level 2 [A2F1]-BB[BMS]E1XXXXXA[BZ]AZAWA[Z3Z3]XX
CMU-900 Software: DO-178B for level C and D DO-160C
equipment [A2D2]-BA[BC]XXXXXXAAAZZUZ[C3/E3]
CSU-4000 TC on airplane (PMA) DO-160C
[A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
CSU-4100 TC on airplane (PMA) DO-160D
[A2C4F1]YBBB[(TCC1R)(SLM)]EWXXXXZ[BZ]AZC[WWP]
H[Z4Z4]XAA
CTL-23, C34e (ILS Glideslope Receiver) DO-160B /A2F1/BB/PKS/E1XXXXXZ/BZ/AZZZZK
CTL-23C C35d (Marker Beacon Receiver)
C36e (ILS Localizer Receiver)
C37c (VHF Transmitter)
C38c (VHF Receiver)
C40c (VOR Receiver)
C66b (DME Transceiver)
Software: DO-178A level 2
DBU-4000 C113 (Electronic Display) EFIS-4000 DO-160C [A1F1]-BB[B]E1XXXXXZ[BZ]AZATAKXX
Software: DO-178A level 3
DBU-4001 None

Revised 1 February 2000 1-23

 general information 523-0776287

Table 1-4. Certification Categories.

SYSTEM
UNIT FAA TSO CATEGORIES ENVIRONMENTAL CATEGORIES
TSO

DCP-4000 C6c (Direction Instrument, Magnetic Gyro) EFIS-4000 DO-160C

C34e (ILS Glideslope Receiver) [A2F1]-BB[BMS]E1XXXXXZ[BZ]AZAWA[Z3Z3]XX
C36e (ILS Localizer Receiver)
C40c (VOR Receiver)
C41d (ADF Receiver)
C52a (Flight Director)
C63c (Weather Radar)
C66b (DME Transceiver)
C104 (MLS Receiver)
C105 (Auxiliary Display)
C113 (Electronic Display)
C115 (Multisensor Navigator)
Software: DO-178A level 2
DCU-4000 TC on airplane (PMA) DO-160C [A2F2]-BB[CLM]E1XXXXXZ[BZ]AZZUZ[Z3Z3]XA
Software: DO-178A level 1
DLC-800 TC on aircraft (PMA) DO-160B /A1/CAAXXXXXXAAAAZAA
DLM-702B TC on aircraft (PMA) DO-160B /A1/CABXXXXXXAAAAZAA
DME-442 C66b (DME Transceiver) DO-160A /A2E1/BB/JY/EXXXXXZ/BZ/AZZ
Software: DO-178 essential
ECP-4000 C43a (Temperature) EFIS-4000 DO-160C
C44a (Fuel Flowmeters) [A2F1]-BB[BMS]E1XXXXXZ[BZ]AZAYA[Z3Z3]XX
C47 (Pressure Instruments)
C49a (Electric Tachometer)
C113 (Electronic Display)
Software: DO-178A level 1
EFD-4076 C2d (Airspeed Instruments) EFIS-4000 DO-160C
C3d (Turn and Slip Indicators) [A1F1]-CB[BMS]E1XXXXXZ[BZ]AZAYA[Z3Z3]XX
C4c (Bank and Pitch Instruments)
C6d (Direction Instrument, Magnetic Gyro)
C8d (Vertical Speed)
C10b (Altimeter)
C34e (ILS Glideslope Receiver)
C35d (Marker Beacon Receiver)
C36e (ILS Localizer Receiver)
C40c (VOR Receiver)
C41d (ADF Receiver)
C43a (Temperature)
C44a (Fuel Flowmeters)
C46a (Max Allowable Airspeed)
C47 (Pressure Instruments)
C49a (Electric Tachometer)
C52a (Flight Director)
C63c (Weather Radar)
C66b (DME Transceiver)
C87 (Radio Altimeter)
C94a (Airborne Omega Receiver)
C95 (Mach Meters)
C101 (Over Speed Warning)
C104 (MLS Receiver)
C105 (Auxiliary Display)
C113 (Electronic Display)
C115 (Multisensor Navigator)
Software: DO-178B level A and C
FCC-4000 C9c (Autopilot) APS-4000 DO-160C
C52a (Flight Director) [A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZYZ[Z3Z3]XA
C117 (Airborne Windshear System)
Software: DO-178A level 1 and level 2

Revised 1 February 2000 1-24

 general information 523-0776287

Table 1-4. Certification Categories.

SYSTEM
UNIT FAA TSO CATEGORIES ENVIRONMENTAL CATEGORIES
TSO

FCP-4002 C9c (Autopilot) APS-4000 DO-160C

C52a (Flight Director) [A2F1]-BB[BMS]E1XXXXXZ[BZ]AZAUA[Z3Z3]XX
FDU-70 C6c (Direction Instrument, Magnetic Gyro) MCS-65 DO-160A /A2F2/B/VR/EXXXXXZ/BZ/AZA
FMC-4100 C115a (Multisensor Navigator) FMS-4100 DO-160C
Software: DO-178A level 2 [A2F2/A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
FMC-4200 C115a (Multisensor Navigator) FMS-4200 DO-160C
Software: DO-178B level C [A2F2/A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
GPS-4000 C129 class B1 (GPS Supplemental Naviga- DO-160C
tion Equipment) [A2F1]-BB[BLMY]E1XXXXXZ[BZ]AZZYZ[Z3Z3]XX
Software: DO-178B level B
GPS ANT C115a (Multisensor Navigator) DO-160C
C129 (GPS Supplemental Navigation [F2]-AB[CL]XSFDFSXXXXXXXX[2A]C
Equipment)
HF-9031A C31d (HF Transmitter) HF-9000 DO-160B /F2/BA/MNR/E1XXDFSAAA(A/Z)Z(A/Z)(A/Z)X
C32d (HF Receiver)
Software: DO-178A level 2
HF-9041 C31d (HF Transmitter) HF-9000 DO-160B /F2/BA/MNR/E1WXDFSAAA(A/Z)Z(A/Z)(A/Z)
C32d (HF Receiver)
Software: DO-178A level 2
ICC-4004 C9c (Autopilot) APS/FMS DO-160C
C52a (Flight Director) [A2F2/A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
C113 (Electronic Display)
C115 (Multisensor Navigator)
IEC-4000 C9c (Autopilot) APS/FMS DO-160C
C52a (Flight Director) [A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
C115 (Multisensor Navigator)
IOC-4000 C9c (Autopilot) APS/FMS DO-160C
C52a (Flight Director) [A2F2/A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
C115 (Multisensor Navigator)
Software: DO-178B level A
LDU-4000 TC on airplane (PMA) DO-160C [A2F1]-BB[BMS]E1XXXXXZ[BZ]AZAXAXXX
Software: DO-178A level 2
LHP-4000 C9c (Autopilot) APS-4000/ DO-160C
C52a (Flight Director) FMS [A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
C115 (Multisensor Navigator)
LHP-4001 C9c (Autopilot) APS-4000/ DO-160C
C52a (Flight Director) FMS [A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
C115 (Multisensor Navigator)
MDC-4000 C113 (Electronic Display) EFIS-4000 DO-160C
Software: DO-178A level 3 [A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
OCM-4100 TC on airplane (PMA) DO-160D
[A2C4F1]YBBB[(TCC1R)(SLM)]EWXXXXZ[BZ]AZC[WWP]
H[Z4Z4]XAA
PWR-4000 C9c (Autopilot) APS-4000/ DO-160C
C52a (Flight Director) FMS [A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3Z3]XA
C115 (Multisensor Navigator)
RAC-870 C87a (Radio Altimeter) DO-160A /A2E1/B/JY/EXXXXXZ/BZ/AZA
Software: DO-178 essential
RCP-65 C6c (Direction Instrument, Magnetic Gyro) MCS-65 DO-160A /A2F2/B/JY/EXXXXXA/BZ/AZA

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Table 1-4. Certification Categories.

SYSTEM
UNIT FAA TSO CATEGORIES ENVIRONMENTAL CATEGORIES
TSO

RDC-4002 TC on airplane (PMA) DO-160D

Software: DO-178B Level B [(A2)(F2)]XBBB[(UFF1)(TCC1R)(SLM)]EWXXXSZ[BZ]AZC[
YYP]H[Z3Z4]XAA
RTA-844 C63c class 7 (Weather Radar) *WXR-840 DO-160B /F2/BB/J/E1XXXXXZ/BZ/AZAZAX
Software: DO-178A level 2
RTA-854 C63c class 7 (Weather Radar) *TWR-850 DO-160B /F2/BB/J/E1XXXXXZ/BZ/AZAZAX
Software: DO-178A level 2
RTU-4000 C31d (HF Transmitter) DO-160C [A2F1]-
C32d (HF Transmitter) BB[BLM]E1XXXXXZ[BZ]AZAWA[Z3Z3]XX
C34e (ILS Glideslope Receiver)
C35d (Marker Beacon Receiver)
C36e (ILS Localizer Receiver)
C37c (VHF Transmitter)
C38c (VHF Receiver)
C40c (VOR Receiver)
C41d (ADF Receiver)
C66c (DME Transceiver)
C74c (Transponder)
C104 (MLS Receiver)
C112 (ATCRBS/Mode S Airborne Equip.)
C113 (Electronic Display)
C119a (TCAS Transceiver)
Software: DO-178A level 2
SMT-87A C9c (Autopilot) APS-85 DO-160C [A2F3]-BB[ET]XWFXXXXXXXXXXXXB
SMT-87B C9c (Autopilot) APS-85 DO-160C [A2F3]-BB[ET]XWFXXXXXXXXXXXXB
SVL-4000 C9c (Autopilot) APS-4000 DO-160C F2-BBEE2RXDXXA[BZ]AZAWB[Z3Z3]XB
SVO-85A C9c (Autopilot) APS-85 DO-160A /A2F2/B/RY/EXXXXXA/BZ/AZZ
SVO-85B C9c (Autopilot) APS-85 DO-160A /A2F2/B/RY/EXXXXXA/BZ/AZZ
TDR-94D C112 (ATCRBS/Mode S Airborne Equip.) DO-160B /A2E1/BB/JY/E1XXXXXZ/Z/AZZZZ
Software: DO-178A level 2
TRE-920 C112 (ATCRBS/Mode S Airborne Equip.) TCAS II DO-160B /D2/AB/JY/XSFDFSXXXXXXXX
C119a (TCAS Transceiver)
TTR-920 C119a (TCAS Transceiver) TCAS II DO-160B /A2D2/CA/JY/XXXXXXAAAAAAAK
Software: DO-178A level 2
VHF-422A, C37c (VHF Transmitter) DO-160A /A2E1/B/JY/EXXXXXZ/BZ/AZA
VHF-422C C38c (VHF Receiver)
Software: DO-178 essential
VIR-432 C34d (ILS Glideslope Receiver) DO-160A /A2E1/B/JY/EXXXXXZ/BZ/AZA
C35d (Marker Beacon Receiver)
C36d (ILS Localizer Receiver)
C40b (VOR Receiver)
Software: DO-178 essential
VIR-433 C34d (ILS Glideslope Receiver) DO-160A /A2E1/B/JY/EXXXXXZ/BZ/AZA
C35d (Marker Beacon Receiver)
C36d (ILS Localizer Receiver)
C40b (VOR Receiver)
Software: DO-178A level 1
WXP-4120 C63c class 7 (Weather Radar) DO-160C [A2F1]-
Software: DO-178A level 2 BB[BMNPS]E1XXXXXZ[BZ]AZAUA[Z3Z3]XX

Revised 1 February 2000 1-26

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Table 1-4. Certification Categories.

SYSTEM
UNIT FAA TSO CATEGORIES ENVIRONMENTAL CATEGORIES
TSO

WXP-4220 C63c class 7 (Weather Radar) DO-160C [A2F1]-

Software: DO-178A level 2 BB[BMNPS]E1XXXXXZ[BZ]AZAUA[Z3Z3]XX

* Panel control functions for the WXR-840/TWR-850 system are provided by the WXP-4120/4220.

Table 1-5. Unit Weight, Normal Power Requirements, and Size.

WEIGHT 28 V DC POWER SIZE (H X W X L)

UNIT
KG (LB) (W) MM (IN)

ADC-850A 2.59 (5.7) 18 85 x 130 x 355 (3.36 x 5.10 x 13.97) (1/2 ATR, short-low)
ADF-462 1.82 (4.0) 16.8 85 x 97 x 355 (3.36 x 3.80 x 13.97) (3/8 ATR, short-low)
AHC-85E 6.36 (14.0) 48 194 x 130 x 355 (7.63 x 5.10 x 13.97) 1/2 ATR, short-full height)
ALT-55B 2.55 (5.6) 30 85 x 97 x 355 (3.36 x 3.80 x 13.97) (3/8 ATR, short-low)
ANT-462B 2.50 (5.5) NA 27 x 272 x 605 (1.05 x 10.70 x 23.81)
ARP-4000 0.59 (1.3) 2.0 48 x 146 x 127 (1.88 x 5.75 x 5.00)
CDU-4100 4.55 (10.0) 26 191 x 146 x 254 (7.50 x 5.75 x 10.00)
CSU-4000 0.41 (0.9) N/A 222 x 151 x 14 (8.73 x 5.95 x 0.54)
CSU-4100 0.36 (0.8) N/A 222 x 149 x 14 (8.73 x 5.85 x 0.54)
CTL-23, 0.59 (1.3) 6.9 67 x 60 x 140 (2.64 x 2.39 x 5.50)
CTL-23C
DBU-4000 1.3 (2.8) 4.5 57 x 146 x 229 (2.25 x 5.75 x 9.00)
DBU-4001 5.9 (12.9) 4.5 305 x 356 x 229 (12.0 x 14.0 x 9.00)
DCP-4000 0.86 (1.9) 7.5 48 x 146 x 184 (1.88 x 5.75 x 7.25)
DCU-4000 8.41 (18.5) 53 194 x 191 x 356 (7.63 x 7.50 x 14.00)
DLC-800 2.5 (5.40) 20 114.3 x 146 x 205 (4.50 x 5.75 x 8.07)
DLM-702B 5.5 (12.1) 2 (+28 V dc) 194 x 128 x 381 (7.63 x 5.06 x 15.02)
80 (115 V ac)
DME-442 2.41 (5.3) 22.4 85 x 130 x 355 (3.36 x 5.10 x 13.97) (1/2 ATR, short-low)
ECP-4000 0.68 (1.5) 13 67 x 146 x 165 (2.63 x 5.75 x 6.50)
EFD-4076 8.10 (17.8) 130 204 x 157 x 350 (8.03 x 6.19 x 13.76)
FCC-4000 1.04 (2.3) *ICC 222 x 151 x 53 (8.73 x 5.95 x 2.07)
FCP-4002 2.05 (4.6) 12 48 x 381 x 128 (1.88 x 15.00 x 5.04)
FDU-70 0.45 (0.9) P/O AHC 69 x 121 x 121 (2.70 x 4.76 x 4.76)
FMC-4100 0.86 (1.9) *ICC 222 x 151 x 53 (8.73 x 5.95 x 2.07)
FMC-4200 0.86 (1.9) *ICC 222 x 151 x 53 (8.73 x 5.95 x 2.07)
GPS-4000 2.86 (6.3) 15 194 x 62 x 369 (7.63 x 2.43 x 14.52)
GPS ANT 0.45 (1.0) NA 19 x 76 x 119 (0.75 x 3.0 x 4.7) (38 (1.5) high with TNC envelope)
HF-9031A 8.2 (18.0) 30 (rcv) 194 x 142 x 320 (7.63 x 5.60 x 12.60)
390 (xmt)
HF-9041 3.4 (7.8) 55 194 x 97 x 317 (7.63 x 3.80 x 12.50)
ICC-4004 5.45 (12.0) *348 177 x 408 x 515 (7.0 x 16.1 x 20.3)

Revised 1 February 2000 1-27

 general information 523-0776287

Table 1-5. Unit Weight, Normal Power Requirements, and Size.

WEIGHT 28 V DC POWER SIZE (H X W X L)

UNIT
KG (LB) (W) MM (IN)

IEC-4000 1.18 (2.6) *ICC 53 x 180 x 234 (2.10 x 7.10 x 9.20)

IOC-4000 0.45 (1.0) *ICC 222 x 151 x 17 (8.73 x 5.95 x 0.68)
LDU-4000 2.18 (4.8) 21 146 x 146 x 179 (5.75 x 5.75 x 7.00)
LHP-4000 1.09 (2.4) *ICC 53 x 180 x 234 (2.10 x 7.10 x 9.20)
LHP-4001 1.09 (2.4) *ICC 53 x 180 x 234 (2.10 x 7.10 x 9.20)
MDC-4000 0.45 (1.0) *ICC 222 x 151 x 17 (8.73 x 5.95 x 0.68)
OCM-4100 0.09(0.2) N/A 38 x 35 x 7(1.5 x 1.38 x 0.28)
PWR-4000 0.59 (1.3) *ICC 222 x 151 x 34 (8.73 x 5.95 x 1.34)
RAC-870 0.18 (0.4) 4 85 x 26 x 142 (3.33 x 1.04 x 5.58)
RCP-65 0.18 (0.4) P/O AHC 63 x 86 x 79 (2.48 x 3.38 x 3.11)
RDC-4002 6.35 (2.5) 12 241.3 x 190.5 x 76.2 (9.5 x 7.5 x 3)
RTA-844 9.23 (20.3) 106 381 x 373 x 222 (15.00 x 14.68 x 8.74)
RTA-854 9.23 (20.3) 106 381 x 373 x 222 (15.00 x 14.68 x 8.74)
RTU-4000 3.64 (8.0) 30 105 x 146 x 242 (4.12 x 5.75 x 9.50)
SVL-4000 2.14 (4.7) 24.2 79 x 56 x 385 (3.10 x 2.20 x 15.14) (Length is between mounting hole centers with
ram centered.)
SVO-85A, 2.64 (5.8) *ICC 86 x 109 x 199 (3.37 x 4.30 x 7.85)
SMT-87A
SVO-85B, 2.40 (5.3) *ICC 86 x 109 x 207 (3.37 x 4.30 x 8.13)
SMT-87B
TDR-94D 3.86 (8.5) 25 95 x 124 x 353 (3.73 x 4.90 x 13.91) (1/2 ATR, short-low)
TRE-920 0.82 (1.8) NA 25 x 159 x 280 (1.00 x 6.25 x 11.00)
TTR-920 9.09 (20.0) 80 194 x 195 x 388 (7.64 x 7.77 x 15.26)
VHF-422A, 2.14 (4.7) 16.5 (rcv) 85 x 97 x 355 (3.36 x 3.80 x 13.97) (3/8 ATR, short-low)
VHF-422C 137 (xmt)
VIR-432, 2.05 (4.5) 16.5 85 x 97 x 355 (3.36 x 3.80 x 13.97) (3/8 ATR, short-low)
VIR-433
WXP-4120 0.77 (1.7) 14 48 x 146 x 165 (1.88 x 5.75 x 6.50)
WXP-4220 0.77 (1.7) 14 48 x 146 x 165 (1.88 x 5.75 x 6.50)

*ICC-4004 power includes requirements for IOC, PWR, CSU, IEC, LHP, FCC, FMC, and MDC units. Each IAPS quadrant requires a
nominal 44 W, each SVO requires 48 W, and each IAPS cooling fan requires 14 W.

Revised 1 February 2000 1-28

 general information 523-0776287

Table 1-6. ADC-850A Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 A
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X

Revised 1 February 2000 1-29

 general information 523-0776287

Table 1-7. ADF-462 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 21 300 m (70 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 E2
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 A
RADIO FREQUENCY EMISSION 21.0 A

Revised 1 February 2000 1-30

 general information 523-0776287

Table 1-8. AHC-85E Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 A
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J
EXPLOSION 9.0 E
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 AZ
RADIO FREQUENCY SUSCEPTIBILITY 20.0 AZ
RADIO FREQUENCY EMISSION 21.0 AZ

Revised 1 February 2000 1-31

 general information 523-0776287

Table 1-9. ALT-55B Environmental Qualification Form.

DO-138 EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A and G

TEMPERATURE
LOW OPERATING TEMPERATURE –54 °C (–65 °F)
HIGH OPERATING TEMPERATURE +71 °C (+160 °F)
LOW STORAGE TEMPERATURE - (not applicable)
HIGH STORAGE TEMPERATURE - (not applicable)
ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 5.0 A
SHOCK 6.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 7.0 J and N
AUDIO FREQUENCY CONDUCTED 12.0 A
SUSCEPTIBILITY
RADIO FREQUENCY SUSCEPTIBILITY 13.0 A
RADIO FREQUENCY EMISSION A
EXPLOSION 14.0 E
WATERPROOFNESS 15.0 X
FLUIDS SUSCEPTIBILITY 16.0 X
SAND AND DUST 17.0 X
FUNGUS 18.0 X
SALT SPRAY 19.0 X

Revised 1 February 2000 1-32

 general information 523-0776287

Table 1-10. ANT-462B Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 21 300 m (70 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 E2
WATERPROOFNESS 10.0 S
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 X
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 A
RADIO FREQUENCY EMISSION 21.0 A

Revised 1 February 2000 1-33

 general information 523-0776287

Table 1-11. APM-900 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE 4.0 A2/D2

TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 A
SHOCK 7.0 DO-160C
VIBRATION 8.0 B/C
EXPLOSION PROOFNESS 9.0 X
FLUID SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 A
VOLTAGE SPIKE 17.0 A
AUDIO FREQUENCY CONDUCTED SUSCEPTI- 18.0 Z
BILITY-POWER INPUTS
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY (RADI- 20.0 U
ATED AND CONDUCTED)
EMISSION OF RADIO FREQUENCY ENERGY 21.0 Z
LIGHNING INDUCED TRANSIENT SUSCEPTI- 22.0 XXC3/E3
BILITY
ICING 24.0 X

Revised 1 February 2000 1-34

 general information 523-0776287

Table 1-12. ARP-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, M, N, P, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Y
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Revised 1 February 2000 1-35

 general information 523-0776287

Table 1-13. CMU-900 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE 4.0 A2/D2

TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 A
SHOCK 7.0 DO-160C
VIBRATION 8.0 B/C
EXPLOSION PROOFNESS 9.0 X
FLUID SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 A
VOLTAGE SPIKE 17.0 A
AUDIO FREQUENCY CONDUCTED SUSCEPTI- 18.0 Z
BILITY-POWER INPUTS
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY (RADI- 20.0 U
ATED AND CONDUCTED)
EMISSION OF RADIO FREQUENCY ENERGY 21.0 Z
LIGHNING INDUCED TRANSIENT SUSCEPTI- 22.0 XXC3/E3
BILITY
ICING 24.0 X

Revised 1 February 2000 1-36

 general information 523-0776287

Table 1-14. CDU-4100 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, M, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Revised 1 February 2000 1-37

 general information 523-0776287

Table 1-15. CSU-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A

Revised 1 February 2000 1-38

 general information 523-0776287

Table 1-16. CSU-4100 Environmental Qualification Form.

DO-160D EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0 B
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 (TCC1R) and (SLM)
EXPLOSION 9.0 E
WATERPROOFNESS 10.0 W
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 C
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W, W, and P
RADIO FREQUENCY EMISSION 21.0 H
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z4Z4
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A
ELECTROSTATIC DISCHARGE 25.0 A

Revised 1 February 2000 1-39

 general information 523-0776287

Table 1-17. CTL-23 and CTL-23C Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 P, K, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 K

Revised 1 February 2000 1-40

 general information 523-0776287

Table 1-18. DBU-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A1 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 T
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 K
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Revised 1 February 2000 1-41

 general information 523-0776287

Table 1-19. DCP-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, M, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Revised 1 February 2000 1-42

 general information 523-0776287

Table 1-20. DCU-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 U
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A

Revised 1 February 2000 1-43

 general information 523-0776287

Table 1-21. DLC-800 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A1

TEMPERATURE
LOW OPERATING TEMPERATURE –15 °C (–11 °F)
HIGH OPERATING TEMPERATURE +55 °C (+140 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 4 600 m (15 000 ft)
TEMPERATURE VARIATION 5.0 C, –55 to +70 degrees C
HUMIDITY 6.0 A
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 A
EXPLOSION 9.0 X
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 A
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED SUSCEPTI- 18.0 A
BILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 A
RADIO FREQUENCY EMISSION 21.0 A

Revised 1 February 2000 1-44

 general information 523-0776287

Table 1-22. DLM-702B Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A1

TEMPERATURE
LOW OPERATING TEMPERATURE –15 °C (–11 °F)
HIGH OPERATING TEMPERATURE +55 °C (+140 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 4 600 m (15 000 ft)
TEMPERATURE VARIATION 5.0 C, –55 to +70 degrees C
HUMIDITY 6.0 A
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B
EXPLOSION 9.0 X
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 A
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED SUSCEPTI- 18.0 A
BILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 A
RADIO FREQUENCY EMISSION 21.0 A

Revised 1 February 2000 1-45

 general information 523-0776287

Table 1-23. DME-442 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 21 300 m (70 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 E
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY SUSCEPTIBILITY 18.0 Z
ELECTROMAGNETIC COMPATIBILITY 19.0 Z

Revised 1 February 2000 1-46

 general information 523-0776287

Table 1-24. ECP-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, M, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Y
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Revised 1 February 2000 1-47

 general information 523-0776287

Table 1-25. EFD-4076 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A1 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +55 °C (+131 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 C
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, M, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Y
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Revised 1 February 2000 1-48

 general information 523-0776287

Table 1-26. FCC-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Y
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A

Revised 1 February 2000 1-49

 general information 523-0776287

Table 1-27. FCP-4002 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, M, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 U
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Revised 1 February 2000 1-50

 general information 523-0776287

Table 1-28. FDU-70 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 V and R
EXPLOSION 9.0 E
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED SUSCEPTI- 18.0 Z
BILITY
ELECTROMAGNETIC COMPATIBILITY 19.0 A

Revised 1 February 2000 1-51

 general information 523-0776287

Table 1-29. FMC-4100 and FMC-4200 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A

Revised 1 February 2000 1-52

 general information 523-0776287

Table 1-30. GPS-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, L, M, and Y
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Y
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Revised 1 February 2000 1-53

 general information 523-0776287

Table 1-31. GPS ANTENNA Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 A
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C and L
EXPLOSION 9.0 X
WATERPROOFNESS 10.0 S
FLUIDS SUSCEPTIBILITY 11.0 F
SAND AND DUST 12.0 D
FUNGUS 13.0 F
SALT SPRAY 14.0 S
MAGNETIC EFFECT 15.0 X
POWER INPUT 16.0 X
VOLTAGE SPIKE CONDUCTED 17.0 X
AUDIO FREQUENCY CONDUCTED 18.0 X
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 X
RADIO FREQUENCY SUSCEPTIBILITY 20.0 X
RADIO FREQUENCY EMISSION 21.0 X
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X
LIGHTNING DIRECT EFFECTS 23.0 2A
ICING 24.0 C

Revised 1 February 2000 1-54

 general information 523-0776287

Table 1-32. HF-9031A Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 A
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 M, N, and R
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 D
FUNGUS 13.0 F
SALT SPRAY 14.0 S
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 A
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 A/Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 A/Z
RADIO FREQUENCY EMISSION 21.0 A/Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X

Revised 1 February 2000 1-55

 general information 523-0776287

Table 1-33. HF-9041 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 21 300 m (70 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 A
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 M, N, and R
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 W
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 D
FUNGUS 13.0 F
SALT SPRAY 14.0 S
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 A
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 A/Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 A/Z
RADIO FREQUENCY EMISSION 21.0 A/Z

Revised 1 February 2000 1-56

 general information 523-0776287

Table 1-34. ICC-4004 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A

Revised 1 February 2000 1-57

 general information 523-0776287

Table 1-35. IEC-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A

Revised 1 February 2000 1-58

 general information 523-0776287

Table 1-36. IOC-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A

Revised 1 February 2000 1-59

 general information 523-0776287

Table 1-37. LDU-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, M, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 X
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Revised 1 February 2000 1-60

 general information 523-0776287

Table 1-38. LHP-4000 and LHP-4001 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A

Revised 1 February 2000 1-61

 general information 523-0776287

Table 1-39. MDC-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A

Revised 1 February 2000 1-62

 general information 523-0776287

Table 1-40. OCM-4100 Environmental Qualification Form.

DO-160D EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
HIGH (SHORT TIME) OPERATING +70 °C (+158 °F)
TEMPERATURE
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0 B
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 (TCC1R) and (SLM)
EXPLOSION 9.0 E
WATERPROOFNESS 10.0 W
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 C
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W, W, and P
RADIO FREQUENCY EMISSION 21.0 H
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z4Z4
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A
ELECTROSTATIC DISCHARGE 25.0 A

Revised 1 February 2000 1-63

 general information 523-0776287

Table 1-41. PWR-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2, C4, and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –40 °C (–40 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING Y
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 C, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 Z
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 A

Revised 1 February 2000 1-64

 general information 523-0776287

Table 1-42. RAC-870 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 21 300 m (70 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 E
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY SUSCEPTIBILITY 18.0 Z
ELECTROMAGNETIC COMPATIBILITY 19.0 A

Revised 1 February 2000 1-65

 general information 523-0776287

Table 1-43. RCP-65 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 E
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY SUSCEPTIBILITY 18.0 Z
ELECTROMAGNETIC COMPATIBILITY 19.0 A

Revised 1 February 2000 1-66

 general information 523-0776287

Table 1-44. RDC-4002 Environmental Qualification Form.

DO-160D EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2F2

LOSS OF COOLING 4.0 X
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
OPERATIONAL SHOCK 7.0 B
VIBRATION ROBUST 8.0 (UFF1)(TCC1R)SLM
EXPLOSION PROOFNESS 9.0 E
WATERPROOFNESS 10.0 W
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS RESISTANCE 13.0 X
SALT SPRAY 14.0 S
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 BZ
VOLTAGE SPIKE 17.0 A
AF CONDUCTED SUSCEPTIBILITY 18.0 Z
INDUCED SIGNAL SUSCEPTIBILITY 19.0 C
RF SUSCEPTIBILITY (RADIATED & CON- 20.0 YYP
DUCTED)
EMISSION OF RF ENERGY 21.0 H
LIGHTNING INDUCED TRANSIENT SUSCEP- 22.0 Z3Z4
TIBILITY
LIGHTNING DIRECT EFFECT 23.0 X
ICING 24.0 A
ELECTROSTATIC DISCHARGE 25.0 A

Revised 1 February 2000 1-67

 general information 523-0776287

Table 1-45. RTA-844 and RTA-854 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X

Revised 1 February 2000 1-68

 general information 523-0776287

Table 1-46. RTU-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, L, and M
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

Revised 1 February 2000 1-69

 general information 523-0776287

Table 1-47. SMT-87A and SMT-87B Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F3

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 E and T
EXPLOSION 9.0 X
WATERPROOFNESS 10.0 W
FLUIDS SUSCEPTIBILITY 11.0 F
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 X
POWER INPUT 16.0 X
VOLTAGE SPIKE CONDUCTED 17.0 X
AUDIO FREQUENCY CONDUCTED 18.0 X
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 X
RADIO FREQUENCY SUSCEPTIBILITY 20.0 X
RADIO FREQUENCY EMISSION 21.0 X
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 B

Revised 1 February 2000 1-70

 general information 523-0776287

Table 1-48. SVL-4000 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 E
EXPLOSION 9.0 E2
WATERPROOFNESS 10.0 R
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 D
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 W
RADIO FREQUENCY EMISSION 21.0 B
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 B

Revised 1 February 2000 1-71

 general information 523-0776287

Table 1-49. SVO-85A and SVO-85B Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 R and Y
EXPLOSION 9.0 E
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY SUSCEPTIBILITY 18.0 Z
ELECTROMAGNETIC COMPATIBILITY 19.0 Z

Revised 1 February 2000 1-72

 general information 523-0776287

Table 1-50. TDR-94D Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 21 300 m (70 000 ft)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 Z
RADIO FREQUENCY SUSCEPTIBILITY 20.0 Z
RADIO FREQUENCY EMISSION 21.0 Z

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Table 1-51. TRE-920 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 D2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 15 200 m (50 000 ft)
TEMPERATURE VARIATION 5.0 A
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 X
WATERPROOFNESS 10.0 S
FLUIDS SUSCEPTIBILITY 11.0 F
SAND AND DUST 12.0 D
FUNGUS 13.0 F
SALT SPRAY 14.0 S
MAGNETIC EFFECT 15.0 X
POWER INPUT 16.0 X
VOLTAGE SPIKE CONDUCTED 17.0 X
AUDIO FREQUENCY CONDUCTED 18.0 X
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 X
RADIO FREQUENCY SUSCEPTIBILITY 20.0 X
RADIO FREQUENCY EMISSION 21.0 X
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 X

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Table 1-52. TTR-920 Environmental Qualification Form.

DO-160B EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and D2

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 15 200 m (50 000 ft)
TEMPERATURE VARIATION 5.0 C
HUMIDITY 6.0 A
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 X
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 A
POWER INPUT 16.0 A
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 A
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 A
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 K

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Table 1-53. VHF-422A and VHF-422C Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 21 300 m (70 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 E
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY SUSCEPTIBILITY 18.0 Z
ELECTROMAGNETIC COMPATIBILITY 19.0 A

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Table 1-54. VIR-432 and VIR-433 Environmental Qualification Form.

DO-160A EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and E1

TEMPERATURE
LOW OPERATING TEMPERATURE –55 °C (–67 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 21 300 m (70 000 ft)
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 J and Y
EXPLOSION 9.0 E
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY SUSCEPTIBILITY 18.0 Z
ELECTROMAGNETIC COMPATIBILITY 19.0 A

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Table 1-55. WXP-4120 and WXP-4220 Environmental Qualification Form.

DO-160C EQUIPMENT QUALIFICATIONS

CONDITIONS
SECTION AND REV CATEGORIES OF CONDUCTED TESTS

TEMPERATURE AND ALTITUDE 4.0 A2 and F1

TEMPERATURE
LOW OPERATING TEMPERATURE –20 °C (–4 °F)
HIGH OPERATING TEMPERATURE +70 °C (+158 °F)
LOW STORAGE TEMPERATURE –55 °C (–67 °F)
HIGH STORAGE TEMPERATURE +85 °C (+185 °F)
ALTITUDE 16 800 m (55 000 ft)
IN-FLIGHT LOSS OF COOLING - (not applicable)
TEMPERATURE VARIATION 5.0 B
HUMIDITY 6.0 B
SHOCK 7.0
OPERATIONAL Tested at 6 g peak
CRASH SAFETY Tested at 15 g (11 ms duration)
VIBRATION 8.0 B, M, N, P, and S
EXPLOSION 9.0 E1
WATERPROOFNESS 10.0 X
FLUIDS SUSCEPTIBILITY 11.0 X
SAND AND DUST 12.0 X
FUNGUS 13.0 X
SALT SPRAY 14.0 X
MAGNETIC EFFECT 15.0 Z
POWER INPUT 16.0 B and Z
VOLTAGE SPIKE CONDUCTED 17.0 A
AUDIO FREQUENCY CONDUCTED 18.0 Z
SUSCEPTIBILITY
INDUCED SIGNAL SUSCEPTIBILITY 19.0 A
RADIO FREQUENCY SUSCEPTIBILITY 20.0 U
RADIO FREQUENCY EMISSION 21.0 A
LIGHTNING INDUCED SUSCEPTIBILITY 22.0 Z3Z3
LIGHTNING DIRECT EFFECTS 23.0 X
ICING 24.0 X

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Table 1-56. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

A Aileron
ACT Active
ADC Air data computer
ADF Automatic direction finder or ADF receiver
ADI Attitude director indicator
ADM Air data module
ADS Air data system
ADV Advance
AHC Attitude heading computer
AHRS Attitude heading reference system
AHS Attitude heading system
A/ICE Anti-ice
AIL Aileron
ALT Altitude or radio altimeter
ALT SEL Altitude, preselect
ALTS Altitude select
AME Amplitude modulation equivalent
ANT Antenna
AOA Angle of attack
AP Autopilot
APM Aircraft Personality Module
APPR Approach
APR Automatic performance reserve
APU Auxiliary power unit
ARINC Aeronautical Radio Incorporated
ARP Airport reference point or air data reference panel
ATC Air traffic control or automatic trim coupler
ATCRBS Air traffic control radar beacon system
ATT Attitude
AUT Automatic or autotune
B/C Back course (localizer)
BARO Barometric pressure
BAT Battery
BFO Beat frequency oscillator
BNK Bank
BRG Bearing
BRT Brightness (stroke intensity control)
BTMS Brake temperature monitoring system

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Table 1-56. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

BZL Bezel
CAL Calibrate
CAP Capture
CAS Crew alerting system
CCW Counter-clockwise
CDU Control display unit
CLM Climb
CLR Clear
CMU Communications Management Unit
COM Communication
COMM Communication
CPAM Cabin pressure acquisition module
CPC Cabin pressure controller
CRS Course
CRT Cathode ray tube
CSU Configuration strapping unit
CTL Control or comm/NAV tuning unit
CW Continuous wave or clockwise
DA Drift angle
DBU Data base unit
DCP Display control panel
DCU Data concentration unit
DEG Degree
DES Descend
DEV Deviation
DH Decision height
DIR Direct
DIS Distance
DISC Disconnect
DIST Distance
DLC Data link control
DLM Data link management unit
DME Distance measuring equipment or DME transceiver
DME HLD DME hold
DN Down
DR Dead reckoning
DSABL Disable
DSDD Double-sided double-density

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Table 1-56. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

DSPL Display
E Elevator
ECP EICAS control panel
ECS Environmental control system
ED EICAS display
EFD Electronic flight display
EFIS Electronic flight instrument system
EGT Exhaust gas temperature
EICAS Engine indication/crew alerting system
ELEC Electrical
ELEV Elevator
EMG Emergency
EMI Electromagnetic interference
ENABL Enable
ENG Engage
ENT Enter
ETA Estimated time of arrival
ETE Estimated time en route
FAR Federal aviation regulation
FCC Flight control computer
FCP Flight control panel
FCS Flight control system
F/CTL Flight controls
FD Flight director
FDAU Flight data acquisition unit
FDR Flight data recorder
FDU Flux detector unit
FL Flight level
FLC Flight level change
FLT PLAN Flight plan
FMC Flight management computer
FMS Flight management system
FPL Flight plan
FQGC Fuel quantity gauging controller
FR From
G Gain
GA Go-around
GCS Ground clutter suppression

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Table 1-56. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

GMT Greenwich mean time

GND Ground
GND CLTR SPRS Ground clutter suppression
GPS Global position system
GPSSU GPS sensor unit
GPWS Ground proximity warning system
GS Glideslope or ground speed
H Hold or high-speed profile
HDG Heading
HF High frequency
HGC Head-up guidance computer
HGS Head-up guidance system
HIRF High intensity radiated fields
HLD Hold
HPA Hecto Pascals
HSI Horizontal situation indicator
HSTCU Horizontal stabilizer trim control unit
HYD Hydraulic
I/O Input/output
IAPS Integrated Avionics Processor System
IAS Indicated airspeed
ICC IAPS card cage
ID Ident
IDS Instrument display system
IDX Index
IEC IAPS environmental controller
ILS Instrument landing system
IM Inner marker
IMT Instrument mounting tray
IN HG Inches of mercury
IOC Input/output concentrator
IRS Inertial reference system
IRU Inertial reference unit
ISA International standard atmosphere temperature
ITT Interstage turbine temperature
ITU International Telecommunications Union
KN Knots
L Left, number 1, or pilot side

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Table 1-56. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

LADV Line advance

LAT Latitude
LDU Lamp driver unit
LG Leg
LHP Lightning/HIRF protector
LOC Localizer
LON Longitude
LRM Line replaceable module
LRN Long-range navigation
LRU Line replaceable unit
LTR Letter
LVL CHG Level change
M Mach
MAG Magnetic
MAN Manual
MAZ Microwave azimuth
MB Marker beacon or millibars
MDA Minimum descent altitude
MDC Maintenance diagnostic computer
MEM Memory module
MFD Multifunction display
MGMT Management
MGP Microwave glidepath
MIC Microphone
MKR BCN Marker beacon
MLS Microwave landing system
MM Middle marker
MMO Mach, max operating
MN Menu
MSG Message
MSU Mode select unit
MUX Multiplexer
N1 Engine gas compressor speed (engine pressure)
N2 Engine gas compressor speed (engine pressure)
NA Not applicable
NAV Navigation
NCD No computed data
ND Navigation display

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Table 1-56. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

NDB Nondirectional beacon

NEG Negative
NMI Nautical miles
NORM Normal
NVI Nonvectored interrupt
NVM Nonvolatile memory
OCM Option Control Module
OM Outer marker
PFD Primary flight display
PIT Pitch
PMA Part manufacturing authorization
POS Position (vertical scroll)
PRE Preset or preselect
PRI Primary
PTCH Pitch
PTR Pointer or production test requirement
PWR IAPS power supply
R Right, number 2, or copilot side; rudder
RA Radio altitude or TCAS Resolution Alert
RAC Radio altitude converter
RAD Radial
RAT Ram air temperature
RCL Recall
RCP Remote compensation panel
RDC Remote Data Concentrator
RDR Radar
REV Reversion
RMI Radio magnetic indicator
RMT Remote
ROL Roll
RPT Reporting altitude
RSS Radio sensor system
RT UHF comm receiver transmitter
RTA Weather radar receiver/transmitter/antenna
RTN Return
RTU Radio tune unit
RVDT Rotary voltage differential transducer
RUD Rudder

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Table 1-56. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

SAT Static air temperature

SDI Source data indicator
SDRR Signal data recorder reproducer
SEC Sector
SECU Spoiler electronic control unit
SEL Select
SMT Servo mounting tray
SOV Shut off valve
SPC Stall protection computer
SPD Airspeed
SQ Squelch
SSM Sign status matrix
STAB Stabilization or stabilizer
STAT Status
STBY Standby
STC Sensitivity time control
STD Standard
SVL Linear actuator
SVO Servo
SYNC Synchronize
SYS CTRL System control
T Tilt
TA TCAS Traffic Alert
TAS True airspeed
TAT Total air temperature
TCAS Traffic Alert and Collision Avoidance System
TDR Transponder
TEMP Temperature
TFC Traffic
TGT Target
TK Track
TOGA Take off-go around
TRE TCAS II directional antenna
TRB Turbulence
TRK Track
TSO Technical standard order
TST Test
TTG Time to go

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Table 1-56. Abbreviations, Acronyms, and Mnemonics.

TERM MEANING

TTR TCAS II transmitter receiver

TURB Turbulence
TWR Turbulence weather radar
UART Universal asynchronous receiver/transmitter
UHF Ultra-high frequency
UMT Universal mounting tray
USTB Unstabilized
UTC Universal time coordinated
V1 Takeoff decision reference airspeed
V2 Takeoff safety airspeed reference
VHF Very high frequency or VHF communications transceiver
VIR VHF navigation receiver
VLF Very low frequency or VLF/Omega navigation receiver
VMO Airspeed, max operating
VNAV Vertical navigation
VNV Vertical navigation
VOR VHF omnirange
VR Takeoff rotation reference airspeed
VS Stall airspeed
VS Vertical speed
VSI Vertical speed indicator
VSPDS Airspeed reference bugs
WPT Waypoint
WX Weather radar
WXP Weather radar panel
WXR Weather radar
XFR Transfer
XTK Crosstrack
YD Yaw damper

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Figure 1-3 (Sheet 1 of 4). Application For Aircraft Radio Station License (FCC 404)

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 general information 523-0776287

Figure 1-3 (Sheet 2 of 4). Application For Aircraft Radio Station License (FCC 404)

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 general information 523-0776287

Figure 1-3 (Sheet 3 of 4). Application For Aircraft Radio Station License (FCC 404)

Revised 1 February 2000 1-89

 general information 523-0776287

Figure 1-3 (Sheet 4 of 4). Application For Aircraft Radio Station License (FCC 404)

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 general information 523-0776287

Figure 1-4 (Sheet 1 of 2). Restricted Radiotelephone Operator Permit Application (FCC 753)

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Figure 1-4 (Sheet 2 of 2). Restricted Radiotelephone Operator Permit Application (FCC 753)

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Figure 1-5 (Sheet 1 of 6). FAA Advisory Circular 20-68B

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Figure 1-5 (Sheet 2 of 6). FAA Advisory Circular 20-68B

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Figure 1-5 (Sheet 3 of 6). FAA Advisory Circular 20-68B

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Figure 1-5 (Sheet 4 of 6). FAA Advisory Circular 20-68B

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Figure 1-5 (Sheet 5 of 6). FAA Advisory Circular 20-68B

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Figure 1-5 (Sheet 6 of 6). FAA Advisory Circular 20-68B

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Figure 1-6 (Sheet 1 of 4). FAA Advisory Circular 43-14

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Figure 1-6 (Sheet 2 of 4). FAA Advisory Circular 43-14

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Figure 1-6 (Sheet 3 of 4). FAA Advisory Circular 43-14

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Figure 1-6 (Sheet 4 of 4). FAA Advisory Circular 43-14

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 ÷ 523-0776288-006118
6th Edition, 1 February 2000

Operation
Table of Contents

Paragraph Page

3.1 GENERAL.................................................................................................................................................................... 3-1

3.2 CONTROLS AND DISPLAYS ................................................................................................................................... 3-1

NOTICE: This section replaces 5th edition dated 15 January 1998.

 List of Effective Pages *The asterisk indicates pages changed, added, or deleted by the current change.

Page No Issue
Title ..............................................1 Feb 00
3-1 thru 3-166 ..............................1 Feb 00

RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

Record of Revisions REVISIONS, INSERT REVISED PAGES IN THE MANUAL, AND ENTER DATE
INSERTED AND INITIALS.

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

NO DATE DATE/BY INCLUDED NO DATE DATE/BY INCLUDED

1st Ed 23 Oct 91 None

2nd Ed 4 Mar 92 None

3rd Ed 4 Aug 93 None

4th Ed 1 Feb 95 None

5th Ed 15 Jan 98 None

6th Ed 1 Feb 00 None

 section
operation

3.1 GENE RAL

This section shows the operating controls and displays available in the Canadair Regional Jet Avionics Sys-
tem. Tables describe each control or display in sufficient detail so that the flight-line technician can operate
the equipment and troubleshoot the complete system.

Note that this section is not intended to be a pilot's guide, but is written to provide a basic knowledge and
understanding of operating procedures for this aircraft.

3.2 CONT ROLS AND DISPLAYS

Figure 3-1 through Figure 3-13 show the controls and displays of each avionics LRU located in the cockpit.
Figure 3-14 shows the aircraft yaw damper panel. Figure 3-15 shows aircraft reversion panels and cockpit
controls that directly relate to the operation of the avionics system. Associated tables describe each control
or display.

Several units in this avionics system contain rotary knobs with "electronic stops." These controls do not have
mechanical stops that physically limit the knob rotation range. These knobs may be rotated indefinitely in
either direction, but only change/select a limited number of parameters. After these parameters have been
selected, further knob rotation does not cause any change. This is the "electronic stop." At the electronic
stop, rotate the knob in the opposite direction to reselect the parameters in reverse order.

FIGURE UNIT

Figure 3-1 ARP-4000 Air Data Reference Panel

Figure 3-2 CDU-4100 Control Display Unit
Figure 3-3 CTL-23/23C Comm/NAV Tuning Unit
Figure 3-4 DBU-4000 Data Base Unit
Figure 3-5 DCP-4000 Display Control Panel
Figure 3-6 DLC-800 Data Link Control
Figure 3-7 ECP-4000 EICAS Control Panel
Figure 3-8 EFD-4076 EICAS Displays
Figure 3-9 EFD-4076 MFD Displays
Figure 3-10 EFD-4076 PFD Displays
Figure 3-11 FCP-4002 Flight Control Panel
Figure 3-12 RTU-4000 Radio Tune Unit
Figure 3-13 WXP-4120/4220 Weather Radar Control Panel
Figure 3-14 Yaw Damper Panel
Figure 3-15 Cockpit Switches

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Figure 3-1. ARP-4000 Air Data Reference Panel, Controls

Revised 1 February 2000 3-2

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Table 3-1. ARP-4000 Air Data Reference Panel, Controls.

CONTROL FUNCTION/DESCRIPTION

TGT/VSPDS select knob Turn the skirted SPEED REFS knob to select the TGT (target) or a VSPDS airspeed refer-
ence that can be changed by the (inner) SET knob.
VSPDS select button When the skirted SPEED REFS knob is at the VSPDS position, push the SEL button to select
the V1, VR, or V2 airspeed reference. This selected reference can be changed by the (inner)
SET knob.
Speed ref set knob Turn the SET knob to change the selected target (VT) or VSPDS (V1, VR, V2) airspeed refer-
ence value. These references display on the PFD airspeed scale.
Speed ref on/off switch Push the (center) PUSH OFF switch to enable/disable display of the selected target or VSPDS
airspeed reference.
DH/MDA select knob Turn this skirted knob to select the DH or MDA altitude that can be changed by the (inner)
SET knob.
DH/MDA set knob Turn the SET knob to change the selected DH or MDA value. The decision height and mini-
mum descent altitude values display on the PFD.
DH/MDA on/off switch Push the (center) PUSH OFF switch to enable/disable display of the DH or MDA value.
RA TEST button Push and hold the RA TEST button to initiate the radio altimeter self-test function. The ra-
dio altitude indication on the PFD should change to 50 feet.
Barometric correction knob Turn the BARO knob to change the amount of barometric pressure correction. This baro cor-
rection value is displayed below the PFD altitude scale.
HPA/IN select button Push the HPA/IN button to alternately select barometric pressure correction format in hecto
Pascals (HPA) or inches of mercury (IN HG).
Standard barometric pressure Push the PUSH STD button to select standard barometric pressure correction (29.92 inches of
switch mercury or 1013 hecto Pascals).

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Figure 3-2 (Sheet 1 of 15). CDU-4100 Control Display Unit, Controls and Displays

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 operation 523-0776288

Table 3-2. CDU-4100 Control Display Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Brightness trim knob Turn the BRT trim knob to set the brightness of the crt display. Clockwise rotation increases
brightness.
Position knob Turn the POS knob to vertically position the CDU display. Use this control to adjust the
alignment of displayed menu items and the adjacent line keys. Clockwise rotation moves text
upward.
Title line This line displays the page title and page number. The page number shows the current page
number followed by a slash and the total number of pages.
Line keys Push 1 of the 12 line keys to select the function displayed on that line. The line functions
(and use of the line keys) depend on which page is displayed.
The bottom pair of line select keys are sometimes used as control keys. On these pages, a
dashed line separates the display portion of the CDU screen from the control portion of the
screen.
Label/data line pairs Two display lines are associated with each line key. One line is normally a label for the in-
formation that is shown on the data line.
The data line can display large or small characters. When the data can be defined by either
the system or the operator, the data display is small (system generated) or large (operator
generated). When the data shows a selected mode, the displayed mode is small (inactive) or
large (active).
Scratch pad line This line displays data entered by the alphanumeric keys or selected for transfer by a line
key. Brackets identify this line. Data displays on this line so that it can be visually verified
before being transferred to a selected data field.
Annunciator line A single annunciator line is reserved at the bottom line on every page for annunciation of
conditions requiring operator attention or knowledge. Refer to sheet 11.
Alphanumeric keys Push these keys to enter data on the scratch pad line of the display. The data entry keys are
the 0-9 number keys, the A-Z letter keys, the period key, the plus/minus key, the SP (space)
key, the slash key, the CLR (clear) key, and the DEL (delete) key.
Push the CLR key to clear the last entered character, like a destructive backspace. Push and
hold the CLR key to clear the entire scratch pad line. Also, push the CLR key to clear a sys-
tem message or a DELETE command.
The DEL key deletes system data. Push the DEL key to write DELETE on the (empty)
scratch pad line. Then push a line key to delete the adjacent data; this action transfers the
delete command to a selected data field. Note that some data fields cannot be deleted, and
that the delete action sometimes deletes the current value and recalls the system default
value.
Function keys The function keys are used to directly access data pages and control selections. These keys
are briefly described below.
INDEX Push the INDEX key to display a menu of system status, position initialization, sensor con-
trol, FMS control, data base inspection, and data base load functions. Refer to sheets 2 and 3.
FPLN Push the FPLN key to display the active (or first) flight plan. Use these pages to enter, re-
view, or modify the active flight plan. Refer to sheet 4.
SEC FPLN Push the SEC FPLN key to display the second flight plan. Use these pages to enter, review,
or modify the second flight plan. Refer to sheet 5.
LEGS Push the LEGS key to display the legs page. Use this page to enter, review, or modify legs of
the flight plan. Refer to sheet 6.
DIR INTC Push the DIR INTC key to display the active legs page with "direct to" and "intercept course"
edit options. Refer to sheet 7.
DEP ARR Push the DEP ARR key to display the departure/arrival index page. Use this page to select
departure or arrival segments. Refer to sheet 8.

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Table 3-2. CDU-4100 Control Display Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

HOLD Push the HOLD key to display the holding pattern page. Use this page to define or edit a
holding pattern. Refer to sheet 9.
FIX Push the FIX key to display the fix information page. Use this page to create a down-track
user-defined waypoint. Refer to sheet 10.
MSG Push the MSG key to display the system message page. Refer to sheet 11.
RADIO Push the RADIO key to display the radio tuning page. Use this page as a secondary way to
tune the communication, navigation, and ATC transponder equipment. Refer to sheet 12.
PROG Push the PROG key to display flight progress page. Use this page to review useful navigation
parameters that update as the flight progresses. Refer to sheet 13.
PERF Push the PERF key to display the performance page. Use this page to input cruise altitude or
to set the transition altitude/flight level. Refer to sheet 14.
MFD DATA Push the MFD DATA key to alternately display a text data page on the MFD or to display the
previous MFD format. The text data page that displays is the one last selected from the MFD
MENU page (described below).
MFD MENU Push the MFD MENU key to display the MFD MENU page on the CDU. Use this menu to
select either background map symbols or text data pages. Refer to sheet 15.
MFD ADV If the text data displayed on the MFD contains multiple pages, push the MFD ADV key to
advance the MFD display to the next page. This key is not active otherwise.
VNAV Push the VNAV key to display the vertical navigation page. This function is reserved and is
not active at this time.
PREV PAGE Push the PREV PAGE key to display the previous page when the current CDU function has
multiple pages.
NEXT PAGE Push the NEXT PAGE key to display the next page when the current CDU function has mul-
tiple pages.
EXEC Push the EXEC key to execute the modified flight plan. EXEC annunciates on the CDU when
the active flight plan has been modified and the changes have not been confirmed. Push the
EXEC key to confirm the modification and activate the modified flight plan.
Arrow keys Push the up/down arrow keys to scroll parameters or to increase/decrease numeric values.
These keys are active only when up/down arrow symbols appear on the CDU page.

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Figure 3-2 (Sheet 2 of 15). CDU-4100 Control Display Unit, Controls and Displays

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Table 3-3. CDU-4100 Control Display Unit, INDEX Page 1.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Index page key Push the INDEX key to display the INDEX page. Some installations have two index pages;
refer to sheet 3.
The INDEX page(s) provide a list of FMS functions. Some of the INDEX page items access
the sensor control pages. The particular index page displayed on a CDU varies according to
the number and type of sensors installed on the airplane. For this reason, the INDEX page
may not look the same on all installations. The following paragraphs describe a typical in-
stallation.
INDEX page 1 This display is an index of FMS functions. The page 1 index functions include STATUS, POS
INIT (position initialization), FMS1 IRS CONTROL (optional), FMS1 VOR CONTROL, FMS1
GPS CONTROL, and FMS CONTROL. Note that control functions labeled FMS1 are labeled
FMS2 for the number 2 FMS system.
STATUS Push this line key to display the STATUS page. The STATUS page is the first page pre-
sented after power up. This page displays the name of the navigation data base, the period of
effectivity for the active and second data base, time (UTC), date, and the FMC program soft-
ware configuration number. Under certain conditions, line keys may be used to update the
time and date displays.
If the data base is out of date, the display is yellow. If either data base is corrupted, the effec-
tive date is dashed. If the data base has not been loaded, the effective date is blank.
Use this page to change the active data base (when the airplane is on the ground). Push the
SEC DATA BASE line key to copy these dates to the scratch pad line. Then push the AC-
TIVE DATA BASE line key to transfer these dates from the scratch pad to the active data
base line. This interchanges the active and second data bases. Note that changing the active
data base erases the flight plan.
POS INIT Push this line key to display the first position initialization page. The POS INIT pages allow
initialization of position data for the FMS computer and installed long range navigation sen-
sors. An entry into the SET POS line causes the position value of the FMS computer and all
sensors capable of being updated to initialize to the SET POS value.
The first POS INIT page displays a line that shows current FMS position data and a line that
can be used to enter a desired airport ICAO identifier. When on the ground, the airport entry
line contains the destination airport from the last flight if one had been defined. The operator
may enter the identifier for any airport in the data base.
After an airport is entered, the location of the airport reference point displays to the right of
the identifier. This location may be copied into the scratch pad and entered into the SET POS
line for position initialization. After an airport has been entered, another line displays that
can be used to enter a desired GATE identifier. After a valid gate is entered, the location of
the gate displays to the right of the identifier. This location may also be copied into the
scratch pad for position initialization. The display of airport/gate identifier and location is
cleared at lift-off.
The second POS INIT page displays the current position and ground speeds of the FMS com-
puter and the installed long range navigation sensors. Any of the displayed positions may be
copied into the scratch pad for transfer into the SET POS line (page 1). This page also allows
a position update using a nearby VOR/DME station. Enter an acceptable navaid identifier,
push the UPDATE FROM NAVAID key, and then push the CONFIRM POS line key.
FMS1 IRS CONTROL Push this line key to display the FMS1 IRS CONTROL page. This entry appears on the IN-
DEX page only if IRS sensors are installed in the airplane.
The FMS1 IRS CONTROL page shows the position difference between each IRS sensor posi-
tion and the FMC computed position. The POS DIFF entry is dashed if insufficient data is
available to determine the position difference.
At power up, the onside IRS sensor is automatically selected to supply position data to the
FMC. The IRS CONTROL page <ENABLED> indication appears adjacent to all the IRSs
that have IRS position usage enabled. Push the line select key adjacent to a IRS to enable
(<ENABLED>) or disable (<DISABLD>) IRS usage.

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Table 3-3. CDU-4100 Control Display Unit, INDEX Page 1.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

FMS1 VOR CONTROL Push this line key to display the FMS1 VOR CONTROL page. This page is used for NOTAM
entry, and allows the operator to inhibit up to two navaid stations. The system then excludes
data from these stations when performing position estimate computations. Inhibit the use of
a navaid by entering the navaid identifier on the scratch pad line. Then push either NAVAID
INHIBIT line key to transfer the identifier to that line data field.
This page also allows the operator to exclude all VOR and DME data from the system compu-
tations. Push the line key by the VOR AND DME USAGE DISABLE line to disable system
use of all VOR and DME data. Push this line key again to enable system use of all VOR and
DME data.
FMS1 GPS CONTROL Push this line key to display the FMS1 GPS CONTROL page. This page is used to select a
GPS sensor for position data and to deselect all usage of GPS position data. The GPS CON-
TROL page shows the position difference between each GPS sensor position and the FMC
computed position. The POS DIFF entry is dashed if insufficient data is available to deter-
mine the position difference.
When GPS position usage is enabled the <ENABLED> indication appears adjacent to one of
the GPS names. Pushing the line select key adjacent to a disabled GPS causes it to be <EN-
ABLED> and the other GPS is <DISABLD> (if it was enabled). Pushing the line select key
adjacent to an enabled GPS causes that GPS to be <DISABLD>.
FMS CONTROL Push this line key to display the FMS CONTROL page. The FMS CONTROL page provides
DISPLAY MODE, FMS COORD MODE, and SIMULATION CONTROL selections.
Push the DISPLAY MODE line key to select MAG or TRUE display reference. This selection
toggles the CDU and IDS units to display course and bearing information that is referenced
to either magnetic north or true north. When course/bearing is referenced to true north, the
degree symbol is replaced with a T.
Dual FMS systems may operate in either independent or synchronized mode. Push the FMS
COORD MODE line key to select SYNC or INDEP mode of operation. This option is available
only when the airplane is on the ground.
In SYNC mode, both FMS systems automatically share data to provide synchronous control of
the flight plans and certain initialization and selection data. When a flight plan is modi-
fied/executed, it is automatically copied to the offside FMS. Position initialization, active data
base selection, and navaid/sensor deselections are also automatically copied to the other FMS.
In INDEP mode, the two FMS systems operate independently. Each system can maintain dif-
ferent flight plans, initialization, and selection data. Transfer of information between sys-
tems is not done automatically.
Push the SIMULATION CONTROL line key to access the SIMULATION CONTROL page
(when the airplane is on the ground). This page provides operator control selections for a sys-
tem generated flight simulation. Use this page to input true airspeed, heading, altitude,
flight director mode, half bank mode, and on/off selections for the simulation. This feature
simulates a flight along the active flight plan; leg sequencing occurs as if the airplane were in
actual flight. The FMS output to the electronic flight displays is inhibited.

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Figure 3-2 (Sheet 3 of 15). CDU-4100 Control Display Unit, Controls and Displays

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Table 3-4. CDU-4100 Control Display Unit, INDEX Page 2.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Index page key Push the INDEX key to display the first INDEX page; refer to sheet 2. If the installation con-
tains two index pages, push the NEXT PAGE key to display the second INDEX page. Push
the NEXT PAGE or PREV PAGE key to display page 1.
INDEX page 2 This display is a continuation of the index of FMS functions. This sheet shows a typical in-
stallation. The functions that display on this page depend on the number and type of sensors
installed on the airplane. The sensor control functions are listed together; remaining index
functions rollover to page 2 as necessary.
DATA BASE Push this line key to display the DATA BASE page. Use this page to inspect data stored in
the navigation data base. Enter the identifier of an en route waypoint, nondirectional beacon,
navaid, or airport on the scratch pad and then push the IDENT line key.
Enter the ident of an en route waypoint to display the location and ICAO country code for
that waypoint. Enter the ident of a nondirectional beacon to display the location and ICAO
country code for beacon. Enter the ident of a navaid station to display the navaid type (VOR,
DME, VOR/DME, TACAN, or VORTAC), the location of the VOR facility, the location of the
DME facility, the frequency of the navaid signal, the magnetic variation of the VOR, and the
elevation of the DME. Data displays as applicable for the navaid type.
Enter the ident of an airport to display the airport reference point, the length of the longest
operational hard-surfaced runway, the airport elevation, and the airport magnetic variation.
Line keys select a list of runways or a list of terminal waypoints associated with the entered
airport. The RUNWAY DATA page lists each runway, and displays runway length and the
location and elevation of the runway threshold. The TERM WPT DATA page lists each ter-
minal waypoint and the waypoint location. Use line keys to copy a desired location to the
scratch pad line for transfer to another data field.
DATA BASE LOAD Push this line key to display the DATA BASE LOAD page. Use this page to upload a new
navigation data base from diskette into the system memory. This operation loads both an ac-
tive and a second data base. Note that in a dual FMS installation, each system must be
loaded separately using the onside CDU. The data base may be loaded only when the air-
plane is on the ground.
The data base contains waypoint information on VORs, DMEs, en route intersections, nondi-
rectional beacons, and airports (including airport reference points, airport runway thresholds,
and airport terminal waypoints). The region of data base coverage is customized to meet the
needs of the user.
The CDU first displays a page instructing the operator to insert the diskette into the disk
drive (DBU). Then push the READ DISK line key to cause the FMC to read the diskette. If a
navigation data base is found, a page displays to select that data for input to the system.
Sometimes more than one diskette is required to hold the complete set of data. Then,
prompts display that instruct the operator to insert the additional diskettes at the proper
time. After the data base is loaded, a COMPLETE message displays for five seconds. Then,
the STATUS page automatically displays; this page shows the data base effective dates. Re-
fer to sheet 2.
If a data base read operation is not successful, an error message displays on the scratch pad
or annunciator line. These messages are described below.

MESSAGE MEANING

NO NAV DATA BASE Incomplete load of data base; old data base is erased.
DISK READ ERROR Read error is detected; retry from INDEX page.
NO LOADABLE FILES Disk in the DBU is not a data base disk.
WRONG DISK Specific disk requested is not in the DBU.
DISK DRIVE COLD DBU is too cold for operation.
DISK DRIVE NOT READY No disk in the DBU.
DISK DRIVE FAULT DBU detected internal fault or power failed.
DISK DRIVE UNAVAILABLE DBU is being used by another device.
FMC FAULT FMC detected a fault that prevents storage of the data
base.

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Figure 3-2 (Sheet 4 of 15). CDU-4100 Control Display Unit, Controls and Displays

Table 3-5. CDU-4100 Control Display Unit, ACT FPLN Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Flight plan page key Push the FPLN key to display the active flight plan page. If a flight plan has not been acti-
vated by the crew, this key selects the first flight plan page. The first flight plan page has an
ACTIVATE line key; push this line key and then the EXEC key to make the first flight plan
the active flight plan. Only the active flight plan can provide FMS flight guidance steering
command outputs.
Flight plan page ACT FPLN (active flight plan) or FPLN (first flight plan) appears at the top of the page with
the page number. The CO ROUTE field allows the operator to enter a company route
(ABZLHR1). The route may contain an origin airport, destination airport, arrival/departure
runways, and connecting legs. The ORIG and DEST fields allow the operator to enter the
origin and destination airports (KCID/KDEN). This allows the system to present specific
runway information that can be edited into the flight plan. The FLT NO field allows the op-
erator to enter a flight number (EA1254A). Enter CO ROUTE, ORIG, DEST, or FLT NO in-
formation by keying data onto the scratch pad line and then pushing a line key to transfer
data to the selected field.

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Table 3-5. CDU-4100 Control Display Unit, ACT FPLN Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Flight plans are direct legs between waypoints or runways. Later FMS versions may also in-
clude airways, standard instrument departures (SIDs), and standard terminal arrival routes
(STARs). Each entry below the VIA label represents a direct leg terminating at the waypoint
shown in the corresponding TO field. The current leg of the active flight plan is the entry just
below the VIA label. The active flight plan automatically sequences as the airplane pro-
gresses along the flight path, if FMS is selected as the active navigation source. Flight plan
waypoints are deleted from the flight plan as they are passed.
Flight Plan Edit If the active flight plan is edited, the system creates a "modify" copy of the active flight plan.
The flight plan page title changes to MOD FPLN. The edit is performed on this modified
flight plan. There is no access to the active flight plan when a modified flight plan exists.
The modified flight plan allows the operator to edit the flight plan and see the results before
making the change active. Push the EXEC key to execute the modified flight plan and make
it the new active flight plan. Note that this causes the first waypoint of the edited flight plan
to become active; be sure this waypoint is correct before executing the change. Push the
CANCEL MOD line key to cancel the modified flight plan.
If the first (or second) flight plan is edited, changes are immediate and the EXEC key is not
used. Other edit procedures are identical.
Waypoint identifiers (CID, KFNB, etc) are stored in the system navigation data base. Create
or modify a flight plan by first keying a waypoint identifier onto the scratch pad line. Then
push a right side line key to transfer the ident to the selected line. This line defines a direct
leg to that waypoint. Repeat for each waypoint in the flight plan. Use the DEL key in a
similar way to delete a line of the flight plan.
User defined waypoints can be entered in several ways, as described in the next paragraph.
The system assigns an identifier to user defined waypoints as either a latitude-longitude
name (N40W003) or the associated waypoint name with a numeric extension (CID02). Trans-
fer the system assigned identifier to the scratch pad line to see the complete coordinates of
the waypoint (N40 15.3 W003 05.5)
User defined waypoints may be entered in several formats. Enter the latitude and longitude:
(N or S)DDMM.M(W or E)DDDMM.M where D is degrees and M is minutes. Enter the base
waypoint ident and bearing/distance offset: WPTBBB.B/DDD.D where WPT is an ident, B is
bearing, and D is distance. Enter the intersection of radials from two base waypoints:
WPT1BBB.B/WPT2BBB.B where WPT is an ident and B is bearing. Enter a flight plan way-
point and an along-track distance to or from this waypoint: WPT/DDD.D where WPT is an
ident and D is the + or - distance offset. If desired, this along-track waypoint may be named
by adding /NAME to the entry.
Flight Plan Transfer Dual FMS systems may operate in synchronized or independent mode. Refer to the FMS
CONTROL page on sheet 2.
In SYNC mode, edits to an inactive flight plan immediately transfer to the offside FMS. Ed-
its to the active flight plan transfer to the offside FMS only after the EXEC key is pushed.
In INDEP mode, flight plan edits do not transfer unless the operator requests a transfer. The
end of the last active, first, or second flight plan page contains a transfer option. Push the
FPLN TRANSFER FROM XSIDE line key to transfer the flight plan.

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Figure 3-2 (Sheet 5 of 15). CDU-4100 Control Display Unit, Controls and Displays

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Table 3-6. CDU-4100 Control Display Unit, SEC FPLN Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Second flight plan page key Push the SEC FPLN key to display the second flight plan page. The second flight plan is an
independent flight plan that is available to become the active flight plan.
SEC FPLN page SEC FPLN (second flight plan) appears at the top of the page. The page format is the same
as the active flight plan page format, except that COPY ACTIVE and ACTIVATE line keys
are available. Refer to sheet 4.
Push the COPY ACTIVE line key to copy the active flight plan as the second flight plan. This
overwrites the second flight plan with a copy of the active flight plan. This copy may be reac-
tivated using the ACTIVATE line key.
Push the ACTIVATE line key to activate the second flight plan. Options are different if the
airplane is on the ground or in the air.
When the airplane is on the ground, push the ACTIVATE line key to make the second flight
plan become the modified flight plan (MOD FPLN). If a modified flight plan already exists,
this option is not available. Other edits may be made to the flight plan at this time. Then
push the EXEC key to execute the modified flight plan and make it the new active flight plan.
When the airplane is in the air, push the ACTIVATE line key to display the MOD LEGS
page. The waypoint that will become active is listed on the top line of the first page. If de-
sired, select a different active waypoint by pushing left side line keys to transfer the selected
waypoint identifier to the scratch pad line and then to the top line. Other edits may be made
at this time. Then push the EXEC key to execute the modified flight plan and make it the
new active flight plan.

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Figure 3-2 (Sheet 6 of 15). CDU-4100 Control Display Unit, Controls and Displays

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Table 3-7. CDU-4100 Control Display Unit, ACT LEGS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

LEGS page key Push the LEGS key to display a flight plan LEGS page. The title line on this page may be
LEGS, ACT LEGS, MOD LEGS, or SEC LEGS.
If no flight plan is active, push the LEGS key to display the (first flight plan) LEGS page. If a
flight plan has been activated, push the LEGS key to display the ACT LEGS page. If a modi-
fied flight plan exists, push the LEGS key to display the MOD LEGS page. Push the SEC
FPLN key and then the LEGS key to display the SEC LEGS page.
LEGS page The flight plan is presented on the CDU using FPLN and LEGS pages. The FPLN pages
show the flight plan as a series of direct legs. Refer to sheets 4 and 5. The LEGS pages show
NAV data for each leg in the flight plan. Legs may be edited on this page; the edit procedure
is similar to that described for the flight plan pages.
The LEGS page contains a line for each leg of the flight plan. This line lists the waypoint
identifier for that leg with course and distance information. Each line also contains two data
fields that may be used to enter airspeed and/or altitude restrictions at that waypoint. These
values are for crew reference only and are not used by the FMS for computations. Use the
right line keys to transfer keyed data from the scratch pad to the selected data field. Enter
airspeed in knots IAS (KKK/) or Mach number (.MM/). Enter altitude in feet (/FFFF) or flight
level (/LLL). Add an A or B to the altitude entry if value is at-or-above (A) or at-or-below (B).
Examples: .65/FL330 means .65 Mach at flight level 330. 325/ means 325 knots.
/2460A3440B means at-or-above 2460 feet and at-or-below 3440 feet.
When a plan map is displayed on the MFD, the LEGS page contains a <CTR> label and a
MAP CTR STEP line key. The <CTR> label marks the waypoint selected as the center of the
plan map. Push the MAP CTR STEP line key to select the next waypoint on the page as the
map center.
The ACT LEGS page displays the active leg of the flight plan as the first leg. Active leg data
is magenta; other waypoint data is white. The active leg distance is the great circle distance
from the airplane to the active waypoint.
The MOD LEGS page contains a CANCEL MOD line select key and displays an EXEC mes-
sage. Operation is the same as described for the modified flight plan on sheet 4.

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Figure 3-2 (Sheet 7 of 15). CDU-4100 Control Display Unit, Controls and Displays

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Table 3-8. CDU-4100 Control Display Unit, DIRECT TO Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

DIR INTC page key Push the DIR INTC key to display the direct to/intercept course page. A direct-to edit or a
course edit may be performed (only) on the active leg of the active flight plan.
DIR/INTC page The direct to/intercept course page is similar to the LEGS page with the addition of DIR TO
and INTC CRS line key prompts. Use the DIR TO line key to enter the identifier of a desired
direct-to waypoint. Use the INTC CRS line key to enter an intercept course angle to this
waypoint.
A direct-to edit to the flight plan creates an active leg that is a great circle path from the air-
plane position to the desired waypoint. The computed great circle path allows space to turn
the airplane from the current heading to the required heading. An intercept course edit is
similar to the direct-to edit, except that the operator enters a course angle to specify the great
circle path into the desired waypoint.
Perform a direct-to edit as follows. Push a left line key to select a desired direct-to waypoint,
or enter the desired waypoint identifier and then push the DIR TO line key. The desired
waypoint appears at the top of the page. The displayed course angle is the current track an-
gle required to fly the computed great circle direct-to path. Push the CANCEL MOD line key
to cancel the direct-to edit. Push the EXEC key to execute the direct-to edit and make the
selected waypoint the active waypoint.
If the selected direct-to waypoint is on the flight plan, all waypoints between the previous ac-
tive waypoint and the direct-to waypoint are deleted. If the selected direct-to waypoint is not
on the flight plan, a discontinuity is inserted after this waypoint.
Perform a course edit as follows. First, select a direct-to waypoint as described above. If the
selected waypoint is on the flight plan, the INTC CRS field shows the computed course angle
from the flight plan leg leading into the waypoint. Enter the desired intercept course and
then push the INTC CRS line key. This angle will be used to define the great circle course
leading into the desired waypoint. Push the EXEC key to execute the course edit.

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Figure 3-2 (Sheet 8 of 15). CDU-4100 Control Display Unit, Controls and Displays

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Table 3-9. CDU-4100 Control Display Unit, DEP/ARR INDEX Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

DEP ARR page key Push the DEP ARR key to display the DEP/ARR INDEX page. Sometimes this key directly
displays the DEPART page or the ARRIVAL page of the active flight plan.
DEP/ARR INDEX page The departure/arrival index page shows the names of the origin and destination airports (if
entered) for both flight plans. These airports are entered on the flight plan pages. Active
flight plan airports are shown above the second flight plan airports.
Use this page to select a departure page or an arrival page for a listed airport or for any
OTHER airport. These pages show the runways, SIDs, and STARs that may be edited into
the flight plan. Note that SIDs and STARs are not available in every FMS system.
The departure or arrival page for any OTHER airport in the data base may also be displayed
from this page. Key the airport identifier onto the scratch pad line and then push the bottom
DEP or ARR line key. Operation is as described below.
DEPART page Push the DEP line key by the desired airport to select the DEPART page for that airport.
The departure page lists the names of available SIDs (standard instrument departures) in al-
phabetical order and the available runways in numerical order.
Push a line key to select a SID or runway. A <SEL> label displays to identify the selected
line; SIDs/runways not associated with the selection automatically clear. Push the EXEC key
to execute this modification and insert the selected departure SID/runway into the flight
plan. Push the CANCEL MOD line key to cancel the modification.
ARRIVAL page Push the ARR line key by the desired airport to select the ARRIVAL page for that airport.
The ARRIVAL page lists the names of available STARs (standard terminal arrival routes) in
alphabetical order and the available runways in numerical order.
Push a line key to select a STAR or runway. A <SEL> label displays to identify the selected
line; STARs/runways not associated with the selection automatically clear. After a runway is
selected, an option displays to enter a runway extension waypoint. The operator may enter a
numerical value of 25.0 NM or less into the RWY EXT field. This defines a waypoint along an
extension of the runway centerline, at the entered distance from the runway threshold. Push
the EXEC key to execute this modification and insert the selected arrival STAR/runway into
the flight plan. Push the CANCEL MOD line key to cancel the modification.

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Figure 3-2 (Sheet 9 of 15). CDU-4100 Control Display Unit, Controls and Displays

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Table 3-10. CDU-4100 Control Display Unit, ACT FPLN HOLD Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

HOLD page key Push the HOLD key to display the flight plan HOLD page or a LEGS page with HOLD AT
input prompts. This key is used to define or edit a holding pattern.
One holding pattern may be defined for each flight plan. Display a LEGS page and then push
the HOLD key to select that (ACT/MOD/SEC) flight plan for the holding pattern edit. If a dif-
ferent page is displayed, the HOLD key selects the active, modified, or first flight plan.
LEGS page If the flight plan does not already contain a holding pattern, push the HOLD key to display a
LEGS page with HOLD AT prompts to define the hold fix. The operator selects a flight plan
waypoint, an off-flight plan waypoint, or present position (PPOS) as the hold fix. These op-
tions are described below.
Select a flight plan waypoint: Push a left line key to select the desired waypoint, edit the
MOD FPLN HOLD page, and then push the EXEC key to execute the modification and insert
the holding pattern into the flight plan.
Select an off-flight plan waypoint: Key the waypoint identifier onto the scratch pad line and
then push the bottom left HOLD AT line key. The scratch pad displays a HOLD AT WPT
message. Push a left line key to select the insertion point, edit the MOD FPLN HOLD page,
and then push the EXEC key to execute the modification.
Select present position: Push the bottom right PPOS line key, edit the MOD FPLN HOLD
page, and then push the EXEC key to execute the modification.
HOLD page If the flight plan contains a holding pattern, push the HOLD key to display the HOLD page.
This page also displays after a hold fix is selected.
Use the HOLD page to specify holding pattern parameters. The hold FIX identifier displays
near the top of the page.
The inbound course/direction for the hold displays below the FIX line. Use the left line key to
transfer a new desired course/turn direction from the scratch pad to the INBD CRS/DIR field.
Valid formats are DDD, DDD/L, or DDD/R where DDD is degrees and /L or /R designates a
left or right hand pattern. If no turn direction is specified, a right turn selects.
Holding speed (KIAS) and LEG TIME values display that are based on the current altitude.
Either value may be changed. The length of the inbound leg may be defined by a LEG TIME
or LEG DIS entry. When either LEG parameter is entered, the other is dashed.
If a hold is active, the FIX ETA field shows the estimated-time-of-arrival to the fix. This time
is recomputed at each cycle of the holding pattern.
The expect-further-clearance (EFC) time may be entered on this page. Entry format is
HHMM, where H is hours and M is minutes.
If a hold is active, the HOLD page displays an EXIT HOLD option by the lower right line key.
Push the EXIT HOLD line key; this label changes to EXIT ARMED. Push the EXEC key to
confirm exit from the holding pattern. EXIT <SEL> displays by the lower right line key. The
FMS then steers the airplane to the hold fix. After passing the fix, the FMS advances to the
next leg in the flight plan. Note that a holding pattern may be immediately exited using a di-
rect-to edit.

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Figure 3-2 (Sheet 10 of 15). CDU-4100 Control Display Unit, Controls and Displays

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Table 3-11. CDU-4100 Control Display Unit, FIX INFO Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

FIX page key Push the FIX key to display the FIX INFO page.
FIX INFO page Use the fix information page to create a user-defined waypoint along the flight plan. The op-
erator defines this waypoint as an offset from a reference waypoint. Note that this reference
waypoint cannot be a user-defined waypoint.
Key the reference waypoint identifier onto the scratch pad line. Then push the top left line
key to transfer this ident to the REF field. The BRG/DIS fields then display the bearing and
distance from the reference waypoint to the airplane. The reference waypoint displays on the
MFD map as a circled waypoint symbol.
Create an along-track waypoint by specifying a bearing from the reference waypoint, a dis-
tance from the reference waypoint, or a location abeam the reference waypoint. Each method
is described below.
Enter a bearing from the REF waypoint by keying DDD (degrees) into the scratch pad and
pushing the RAD/DIS line key. The MFD map displays the bearing radial line from the ref-
erence waypoint. The FMS computes DIS, ETA, and DTG values that apply to the (first) in-
tersection of the bearing radial line with the flight plan track line. This intersection is the
FIX waypoint; push the RAD/DIS line key to display this waypoint definition on the scratch
pad line.
Enter a distance from the REF waypoint by keying /NNN (nautical miles) into the scratch
pad and pushing the RAD/DIS line key. The MFD map displays a distance circle, centered at
the reference waypoint. The FMS computes RAD, ETA, and DTG values that apply to the
closest intersection of the distance circle with the flight plan track line. This intersection is
the FIX waypoint; push the RAD/DIS line key to display this waypoint definition on the
scratch pad line.
Enter a location that is abeam the REF waypoint by pushing the ABEAM line key. The MFD
map does not display the abeam location. The FMS computes RAD/DIS, ETA, and DTG val-
ues that apply to the (first) down-track point that is abeam (at right angles to) the flight plan
track line. This point is the FIX waypoint; push the ABEAM line key to display this waypoint
definition on the scratch pad line. Note that these FMS computed values display below the
ABEAM line key label.
If a fix cannot be computed from the entered data, a NO FIX message displays on the scratch
pad line. This happens if there is no point of intersection using the input data.
Use the DEL key to clear a computed fix or to clear the FIX INFO page. Push the DEL key to
display DELETE on the scratch pad line. Push the RAD/DIS line key to delete all fix infor-
mation except the REF waypoint and the BRG/DIS data. Push the REF line key to delete all
fix information from this page.

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Figure 3-2 (Sheet 11 of 15). CDU-4100 Control Display Unit, Controls and Displays

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Table 3-12. CDU-4100 Control Display Unit, MESSAGES Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Message page key Push the MSG key to display the MESSAGES page or to acknowledge a single system mes-
sage. When the MESSAGES page is displayed, push this key again to display the previous
CDU page.
MESSAGES page The MESSAGES page is a list of FMS generated messages. Use the MSG key to acknowledge
new messages.
If a single new message exists, this message displays on the annunciator line. Push the MSG
key to acknowledge the message and clear it from the annunciator line. If multiple new mes-
sages exist, push the MSG key to display the MESSAGES page. New messages are yellow;
acknowledged messages are white. After a MESSAGES page has been displayed, all mes-
sages on that page are considered acknowledged. Note that MSG displays on the annunciator
line when messages exist on the MESSAGES page.
The following messages may appear on the CDU annunciator line and/or the MESSAGES
page.
CHK DATA BASE DATES indicates the active data base of the cross-side FMS is not the
same as the active data base.
CRS REVERSAL IN FPLN indicates the flight plan has a course reversal of more than 160
degrees at the TO waypoint.
DME-DME DISAGREE indicates the FMS has determined that the DME measurements are
inconsistent.
EXEC indicates a modified flight plan exists. Push the EXEC line key to execute the change
and make the modified flight plan the active flight plan.
EXEC FPLN MOD indicates a modified flight plan exists and no CDU keyboard activity has
been observed for one continuous minute.
FMS DR indicates the FMS is in dead reckoning mode because of loss of position sensor data.
FMS-FMS DISAGREE indicates the cross-side FMS position is significantly different than
the onside FMS position.
FMS INDEPENDENT OP indicates that coordinated operation of the dual FMS system was
lost while airborne.
FMS NAV INVALID indicates the FMS has been in the dead reckoning mode too long.
FMS POS UNCERTAIN indicates the FMS has determined that the current accuracy may
not meet certification requirements.
FPLN DISCONTINUITY indicates the flight plan has sequenced past a waypoint to a flight
plan discontinuity.
GPS DESELECTED indicates the crew has disabled usage of GPS data on the GPS CON-
TROL page. This may degrade navigation capability.
GPS-FMS DISAGREE indicates the GPS to be used for position estimation has data that is
significantly different than that of the FMS.
GPS ONLY indicates the FMS is only using position data from the GPS sensors.
IRS DESELECTED indicates the crew has disabled usage of IRS data on the IRS CONTROL
page. This may degrade navigation capability.
IRS-FMS DISAGREE indicates the IRS to be used for position estimation has data that is
significantly different than that of the FMS.
IRS ONLY indicates the FMS is only using position data from the IRS sensors.
LAST WPT PASSED indicates the last waypoint of the flight plan has been passed.
NO FLIGHT PLAN indicates no active flight plan has been entered.
NO NAV DATA BASE indicates there is no navigation data base stored in the FMS.

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Table 3-12. CDU-4100 Control Display Unit, MESSAGES Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

NOT ON INTERCPT TRK indicates the FMS is steering the airplane back to the active leg,
but the current track will not intercept the active flight plan leg. This message may also in-
dicate that the FMS has been armed for capture, but at the current heading the airplane path
will not intercept the active flight plan leg.
PROGRAM DIFFER indicates the dual FMCs have incompatible software programs.
RE-ENTER SET POS indicates the IRS or other LRN requests initialization (or reconfirma-
tion of initialization), and the SET POS procedure has already been performed.
SET IRS HDG indicates the IRS needs a heading value to continue supplying heading in the
attitude mode.
UPDATE VLF POS indicates the FMS is the selected NAV source and a VLF/Omega sensor
requires initialization.
VLF DESELECTED indicates the crew has disabled usage of VLF data on the VLF CON-
TROL page. This may degrade navigation capability.
VLF-FMS DISAGREE indicates the VLF to be used for position estimation has data that is
significantly different than that of the FMS.
VLF ONLY indicates the FMS is only using position data from the VLF sensors.
VOR/DME DESELECTED indicates the crew has disabled usage of VOR and DME data on
the VOR CONTROL page. This may degrade navigation capability.
XTALK FAIL indicates the dual FMS system cross-talk communication has failed.

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Figure 3-2 (Sheet 12 of 15). CDU-4100 Control Display Unit, Controls and Displays

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 operation 523-0776288

Table 3-13. CDU-4100 Control Display Unit, RADIO TUNING Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

RADIO page key Push the RADIO key to display the RADIO TUNING page.
RADIO TUNING page Use the RADIO TUNING page to tune the COM, NAV, and ADF radios and also to select the
active transponder code. The operator may also select manual or automatic tuning of the
NAV radios from this page. Note that the RTUs (not CDUs) are the primary radio control-
lers. Use the RTUs to select radio modes (COM SQUELCH, DME HOLD, ADF TONE, etc).
Tune a COM, NAV, or ADF radio by keying the desired frequency onto the scratch pad line.
Then push a line key to transfer this frequency to the selected field. If the frequency is valid,
it displays in the data field and the radio immediately retunes.
Select the active transponder code using the same method described above. Transfer the de-
sired code from the scratch pad line to the ATC 1 or ATC 2 line. Note that only one trans-
ponder is active at a time. The data field below the inactive transponder label is blank; data
cannot be transferred to this field.
The NAV radios may also be tuned by entering a station identifier (such as CID). Key the de-
sired identifier onto the scratch pad line and push the NAV 1 or NAV 2 line key. Both the
frequency and the station identifier display in the NAV data field (117.60/CID).
Push the AUTO/MAN line key to select automatic or manual NAV tuning mode. The selected
mode displays in large letters. When MAN tuning is selected, the NAV radio retunes only in
response to operator action on the RTU or CDU. When AUT tuning is selected, the NAV ra-
dio automatically retunes in response to commands from the FMS computer. The FMS tunes
the NAV radio to en route stations throughout the flight to maintain valid position informa-
tion. Note that the remote FMS TUNE INHIBIT switch must be set to NORM (not INHIBIT)
position to enable autotune; refer to Figure 3-13.

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Figure 3-2 (Sheet 13 of 15). CDU-4100 Control Display Unit, Controls and Displays

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 operation 523-0776288

Table 3-14. CDU-4100 Control Display Unit, PROGRESS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

PROGRESS page key Push the PROG key to display the PROGRESS page.
PROGRESS page The PROGRESS pages automatically display flight progress parameters. These pages are for
display only; data cannot be entered on either page.
The first PROGRESS page displays parameters for the departure (DEPART) waypoint, last
passed (LAST) waypoint, the TO waypoint, the (NEXT) waypoint after the TO waypoint, and
the DESTINATION waypoint. Computed parameters include distance (DIS), actual-time-of-
departure (ATD), actual-time-of-arrival (ATA), distance-to-go (DTG), estimated-time-of-
arrival (ETA), and time-to-go (TTG). The NAVIGATION status line lists the primary sensors
being used to compute present position.
The second PROGRESS page displays wind, temperature (SAT/ISA), cross-track distance,
and true airspeed (TAS) parameters. The wind displays include TAILWIND (or HEAD-
WIND), CROSSWIND, and WIND. L or R indicates left or right direction. If wind speed is
less than 5 knots, the wind speed display is zero and the L/R wind direction display is blank.
The cross-track distance (XTK) display includes a L or R to indicate the airplane is left or
right of intended track.

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Figure 3-2 (Sheet 14 of 15). CDU-4100 Control Display Unit, Controls and Displays

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Table 3-15. CDU-4100 Control Display Unit, PERFORMANCE Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Performance page key Push the PERF key to display the PERF INIT page.
PERF INIT page Use the performance initialization page to enter a cruise altitude and to select a transition al-
titude or flight level.
Enter a cruise altitude by keying the desired altitude onto the scratch pad line and then
pushing the CRUISE ALT line key. Entry may be in altitude (0000 to 65,000 feet) or as a
flight level (FL1 to FL650). The cruise altitude value is transmitted to the pressurization sys-
tem and is not used for any FMS function.
Enter an altitude or a flight level to define a transition value. Initial transition values are
18000 and FL180. Altitudes above the transition value display as flight levels. Altitudes be-
low this value display as altitudes.
Enter a transition altitude by keying the desired altitude onto the scratch pad line and then
pushing the TRANS ALT line key. The TRANS LVL field clears (dashes display).
Enter a transition flight level by keying the desired flight level onto the scratch pad line and
then pushing the TRANS LVL line key. The TRANS ALT field clears (dashes display).
Note that entry of a SID into the active flight plan causes the transition altitude at the origin
airport to be inserted as the transition altitude, unless the crew has previously entered a
transition altitude. Entry of a STAR into the active flight plan causes the transition level at
the destination airport to be inserted as the transition flight level, unless the crew has previ-
ously entered a transition level.

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Figure 3-2 (Sheet 15 of 15). CDU-4100 Control Display Unit, Controls and Displays

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 operation 523-0776288

Table 3-16. CDU-4100 Control Display Unit, MFD MENU Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

MFD MENU page key Push the MFD MENU key to display the MFD MENU page.
MFD MENU page The MFD MENU page shows a list of selections that are available for the current MFD dis-
plays. This page is divided into L MFD and R MFD columns. Use the left or right line keys
to independently select menu items related to the left or right MFD display. Three different
menus can display. These menus apply to the MFD present position map, MFD plan map,
and text data MFD displays. Each menu is described below.
If a MFD is displaying a present position map, that side of the MFD MENU page lists avail-
able background map symbols and options related to the present position map. Selected
items display in large green characters. The MFD MENU for the present position map lists
HI NAVAIDS, LO NAVAIDS, INTERS (airway intersections), ARPTS (airports), TERM
WPTS (terminal waypoints), ALT/ETA (altitude/estimated time of arrival at waypoints),
VOR/DME POS, and LRN POS. This menu page also contains a WINDOW line key. Push
this line key to alternately toggle the MFD data window display ON or OFF.
If the MFD is displaying a plan map, that side of the MFD MENU page lists available back-
ground map symbols and an ALT/ETA option. Selected items display in large green charac-
ters. The MFD MENU for the plan map lists HI NAVAIDS, LO NAVAIDS, INTERS, ARPTS,
TERM WPTS, and ALT/ETA.
If the MFD is displaying text data, that side of the MFD MENU page lists the available text
data pages. Selected items display in large green characters. The MFD MENU lists PROG-
RESS, NAV STATUS, POS SUMMARY, V/D STATUS, and LRN STATUS (if LRN sensors are
installed). Use the MFD DATA key (described below) to display text data and enable the
MFD MENU page to display available text data pages.
If the MFD is not displaying a map or text data, the MFD MENU page for the present posi-
tion map displays as a default.
MFD DATA page key Push the MFD DATA key to display text data on the onside MFD. Push this key again to
display the previous MFD format.
MFD ADV key If the text data displayed on the MFD contains multiple pages, push the MFD ADV key to
advance the MFD display to the next page. This key is not active if the selected text data
consists of a single page.

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Figure 3-3. CTL-23/23C Comm/NAV Tuning Unit, Controls and Displays

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Table 3-17. CTL-23/23C Comm/NAV Tuning Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Note that the COM 1 and NAV 1 radios are normally tuned by the left side RTU. The CTL-23
is a backup control unit.
COM frequency display The COM display shows the active number 1 VHF radio frequency. Normally this frequency
is also displayed on the number 1 RTU.
NAV frequency display The NAV display shows the active number 1 VIR radio frequency. Normally this frequency is
also displayed on the number 1 RTU.
COM/NAV select switch Toggle this switch to select the COM or NAV function. The selected COM 1 or NAV 1 radio
may be controlled by the mode select knob and frequency select knobs.
Mode select knob Turn the mode select knob to control the selected radio. At the OFF position, the CTL is dis-
abled and all control functions are inhibited.
At the STBY position, the CTL is powered on and displays the active COM/NAV frequencies.
The CTL is not enabled to control a radio.
At the ON position, the CTL is enabled to control the selected COM/NAV radios. STBY (not
ACT) annunciates on the COM 1 and NAV 1 lines of the RTU.
At the SQ OFF position, the VHF COM radio receiver squelch circuits are disabled.
Frequency select knobs Turn these two concentric knobs to change the selected COM or NAV frequency. The larger
knob changes the most significant (left) digits, and the smaller knob changes the two least
significant (right) digits of the display.
Transmit annunciator The TX annunciator lights while the COM radio is transmitting.

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Figure 3-4. DBU-4000 Data Base Unit, Controls and Displays

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Table 3-18. DBU-4000 Data Base Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Note

The DBU-4000 Data Base Unit is a data loader containing a 3.5-inch disk drive. The unit
uses two types of diskettes, high density (2 MB unformatted, 1.44 MB formatted) and double
density (1 MB unformatted, 720 kB formatted). The DBU can read directories, read files,
write files, rename files, and delete files stored on diskette. Format the diskettes on any
IBM compatible PC with MS-DOS 3.30 or later. The DBU is used primarily to load data
base updates to the FMC, load maintenance tables to the MDC, and download maintenance
data from the MDC maintenance computer.
POWER indicator lamp The green POWER indicator lamp illuminates if the internal +5 V dc supply voltage is pres-
ent within the data base unit.
FAIL indicator lamp The red FAIL indicator lamp illuminates when an internal fault is detected by the data base
unit. If a PROM checksum error has been detected, the FAIL indicator flashes.
Diskette eject button This button is used to eject the 3.5-inch diskette from the disk drive.
Disk drive in-use lamp The drive in-use indicator turns on when a file transfer operation is attempted. The drive in-
use indicator turns on only when data is actually being read or written to the diskette.

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Figure 3-5. DCP-4000 Display Control Panel, Controls

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Table 3-19. DCP-4000 Display Control Panel, Controls.

CONTROL FUNCTION/DESCRIPTION

Note

If a possible bearing pointer source or active course NAV sensor is not installed, that selec-
tion does not display on the PFD/MFD.
No.1 BRG pointer button Push the single-bar BRG button to select the number 1 bearing pointer source for the onside
PFD/MFD displays. Possible selections are VOR 1, ADF 1, FMS 1, and off.
No.2 BRG pointer button Push the dual-bar BRG button to select the number 2 bearing pointer source for the onside
PFD/MFD displays. Possible selections are VOR 2, ADF 2, FMS 2, and off.
NAV SOURCE knob Turn the NAV SOURCE knob to select the active navigation source. This NAV sensor sup-
plies active course information to onside systems and PFD/MFD displays. Possible selections
are MLS 1, FMS 1, VOR 1 (or LOC 1), blank, VOR 2 (or LOC 2), FMS 2, MLS 2.
X-Side NAV switch Push the (center) PUSH X-SIDE switch to alternately add or remove cross-side NAV data on
the MFD display.
Format knob Turn the (outer) FORMAT knob to select an onside MFD display format. When FMS is in-
stalled, this knob selects the HSI, navaid sector, present position map, (static) plan map, and
radar formats. When FMS is not installed, this knob selects the HSI, navaid sector, VOR
map, and radar formats. Refer to Figure 3-9.
Range knob Turn the (inner) RANGE knob to select the display range for the MFD map and radar pictori-
als. Range annunciations display on the MFD.
Radar/Terrain button RDR turns ON/OFF the display of weather radar data. RDR/TERR cycles through the
weather/terrain overlay menu. Refer to Figure 3-9.
Traffic button Push the TFC button to alternately select or deselect the TCAS traffic map on the MFD. Re-
fer to Figure 3-9.

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Figure 3-6. DLC-800 Data Link Control, Controls and Displays

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Table 3-20. DLC-800 Data Link Control, Controls and Displays.

CONTROL FUNCTION/DESCRIPTION

Touch screen The DLC-800 has a touch sensitive display screen. All items that may be selected are indi-
cated by inverse video touch targets on the screen. When making a selection, the area that is
active is slightly larger than the inverse video block and changes to normal video with an in-
verse border when touched. The actual selection of the touched item does not occur until the
finger is removed from the screen.
Keyboards Alpha, numeric, or other required characters are accessed from individual keyboards that ap-
pear when the selected function warrants. As data is keyed, it appears in the scratchpad at
the top left of the data entry page. Selecting ENT at the bottom right of the data entry page
enters the information into its respective field.
Page select Touch the page select in the upper right corner to access multiple pages on ACARS functions.
Entry fields Dashes (----) indicate the entry is optional, boxes (oooo) indicate data entry is required for
the system to accept the message, and brackets ([ ]) indicate the location where optional data
is entered.
Send Messages are sent (downlinked) by selecting SEND. SEND only appears when the required
fields are complete.
Current UTC time The UTC time line shows the current universal time coordinated.
Flight sequence operations Touch the PREFLIGHT, ENROUTE, or POSTFLIGHT touch target to select a flight sequence
operation page. Refer to the system menu tree for a list of the pages available on the flight
sequence operation pages.
CLOCK SET Touch the CLOCK SET touch target to select the CLOCK SET page. UTC time and date are
provided by uplink from ground service provider or manually input.
MAINT MENU Touch the MAINT MENU touch target to select the maintenance menu page. This page pro-
vides access to various sensor information and test functions on the airplane.
Inactive advisories Informational in nature and remain active until no longer in effect.
INPROG Attempting to downlink a message.
QUEUED Downlink message has been added during NO COMM.
UTC OK UTC has been updated from the ground.
VOICE ACARS is in the voice mode and the MU does not tune the frequency.
SATCOM SATCOM is the active data frequency.
ANNN.NN Current vhf mode and frequency.
D - Active data frequency has been acquired.
S - System searching to acquire an active data frequency.
A - System has been autotuned to another data frequency.
V - System operating in voice mode.
Active advisories Alerts pilot to a condition requiring attention or a function that is available.
SELCAL SELCAL∏ uplink message is waiting.
MESSGE An uplinked message has been received.
CONFIG The 2-character airline ID is invalid.
POWER A power interrupt has caused a loss of data.
UTC A clock error exists.
DELAY More than 20 minutes between out and off event.
INIT Initialization data has not been completed.
SUMMRY Occurring 1 minute after in event.
INRANG The IN RANGE REPORT has not been sent.

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Table 3-20. DLC-800 Data Link Control, Controls and Displays.

CONTROL FUNCTION/DESCRIPTION

DATAMD Displays COMM CNTL page.

FAIL ACARS internal failure detected.
Dedicated functions Touch the FLT LOG, MSGS RCVD, REPORTS, REQUESTS, or MISC MENU touch target to
select a dedicated function page. Refer to the system menu tree for a list of the pages avail-
able on the dedicated functions.
MAIN MENU Touch the MAIN MENU touch target to return to the MAIN MENU page.
Lighting page Touch the LGHT PAGE touch target to select the display lighting page. The DISPLAY
LIGHTING page is used to select display lighting and background lighting mode
(norm/inverse) for the DLC-800.

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Figure 3-7. ECP-4000 EICAS Control Panel, Controls

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Table 3-21. ECP-4000 EICAS Control Panel, Controls.

CONTROL FUNCTION/DESCRIPTION

Note

Normally the ECP controls the right side EICAS display (ED 2), but can control the left side
EICAS display in ED 1 reversion. Refer to Figure 3-15.
PRI button Push the PRI button to display the primary (engine) page. Refer to Figure 3-8, sheet 1.
STAT button Push the STAT button to display the status page. Note that if more status messages exist
than will fit on this page, push the STAT button again to display additional messages. Refer
to Figure 3-8, sheet 2.
ECS button Push the ECS button to display the environmental control system page. Refer to Figure 3-8,
sheet 3.
HYD button Push the HYD button to display the hydraulic page. Refer to Figure 3-8, sheet 4.
ELEC button Push the ELEC button to display the ac electrical page. Push this button again to display the
dc electrical page. Refer to Figure 3-8, sheets 5 and 6.
FUEL button Push the FUEL button to display the fuel page. Refer to Figure 3-8 , sheet 7.
F/CTL button Push the F/CTL button to display the flight controls page. Refer to Figure 3-8, sheet 8.
A/ICE button Push the A/ICE button to display the anti-ice page. Refer to Figure 3-8, sheet 9.
DOORS button Push the DOORS button to display the doors page. Refer to Figure 3-8, sheet 10.
MENU button Push the MENU button to display the menu page. Refer to Figure 3-8, sheet 11.
STEP button Push the STEP button to sequentially select the next EICAS display page. The order of selec-
tion is listed above (from PRI to MENU). For example, if the ECS page is currently dis-
played, push the STEP button to display the HYD page.
UP and DN buttons When the menu page is displayed on EICAS, push the UP button to move the cursor up one
line. Push the DN button to move the cursor down a line. These buttons also slew the value
of underlined numbers that can display on the menu page.
SELECT button When the menu page is displayed on EICAS, push the SEL button to select the cursored line.
This button also selects (enters) a number change made by the UP/DN arrows.
CAS button The CAS button is active when the primary page is displayed and more CAS messages exist
than will fit on the page. Push the CAS button to display additional messages.

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Figure 3-8 (Sheet 1 of 11). EFD-4076 EICAS Displays

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Table 3-22. EFD-4076 EICAS Displays.

DISPLAY FUNCTION/DESCRIPTION

Push the PRI button on the ECP to display the primary page (if not already displayed).
Brightness control Turn the BRT knob to adjust display brightness.
N1 Gauges The N1 gauges show a left and right side engine gas compressor speed. N1 displays as a per-
centage of maximum allowable speed. The N1 values also display digitally.
The N1 reference value displays between the two gauges. A pointer on both gauges marks
this reference. The N1 reference is entered on the MENU page; refer to sheet 11.
APR (automatic performance reserve on) or REV (thrust reverser deployed) may annunciate
in the N1 display.
ITT Gauges The ITT gauges show left and right side engine interstage turbine temperature. ITT displays
in degrees C. The ITT values also display digitally. HOT (hot start) may annunciate in the
ITT display.
N2 Gauges The N2 gauges show a left and right engine gas compressor speed. N2 displays as a percent-
age of maximum allowable speed. The N2 values also display digitally. VIB (N2 high vibra-
tion) may annunciate in the N2 display.
Fuel flow display The FF display line digitally shows left and right engine fuel flow rate. The FF value dis-
plays in kilograms/hour (KPH) or pounds/hour (PPH).
Oil temp display The OIL TEMP display line digitally shows left and right engine oil temperature. The OIL
TEMP value displays in degrees C.
Oil pressure display The OIL PRESS display line digitally shows left and right engine oil pressure. The OIL
PRESS value displays in pounds/square inch (psi). Oil pressure is a gauge display at startup;
refer to description of vibration gauges (below).
Vibration gauges The FAN VIB gauges show left and right engine vibration. FAN VIB displays in mils. The
FAN VIB values also display digitally.
During startup, the FAN VIB gauges are replaced by oil pressure gauges. Format is similar
to the other circular gauges. Index marks display at 26 psi, 96 psi, and 101 psi. After
startup, FAN VIB gauges display.
Landing gear display The landing gear display consists of three boxes that represent the left, nose, and right land-
ing gear. Green DN means gear is down and locked. White UP means gear is up and locked.
Boxed amber or red hash marks mean the gear is in transition. This display is removed when
the gear is up and locked for 30 seconds.
Flaps position display The FLAPS display line digitally shows the flaps position. Below this line, a horizontal bar
displays to indicate the amount of flap extension. Five "detent" markers indicate flap exten-
sions of 0, 10 (optional), 20, 30, and 45 degrees.
Fuel quantity display The FUEL QTY display line digitally shows the fuel quantity for each tank installed in the
aircraft (2 or 3 tanks). The FUEL QTY values display in kilograms (KG) or pounds (LBS).
The TOTAL FUEL quantity displays the combined amount of fuel in all tanks.
Cabin altitude display The C ALT display line may display and digitally show the cabin altitude. The C ALT value
displays in feet.
Cabin rate display The RATE display line may display and digitally show the cabin altitude rate. The RATE
value displays in feet/minute. An arrow indicates positive (up) or negative (down) rate.
Cabin  display The  display line may display and digitally show the cabin differential pressure. The 
value displays in psi.
Caution/warning (CAS) messages Caution and warning message lines display on the primary page. Advisory and status mes-
sages display on the status page; refer to sheet 2.
Messages display in priority order. Warning messages have the highest priority; the most re-
cent message displays first. Warning messages are red. Caution messages are amber. If
more messages exist than will fit on the page, push the CAS button on the ECP to display an-
other page of messages.

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 operation 523-0776288

Table 3-22. EFD-4076 EICAS Displays.

DISPLAY FUNCTION/DESCRIPTION

Warning Messages:
AFCS MSG FAIL No valid automatic flight control system (AFCS) message data available from either IAPS
side.
ANTI-ICE DUCT Bleed leaks found from either left or right fuselage or wing anti-ice ducts.
APU FIRE APU fire detection (temperature > 238 °C overall or > 358 °C at a distance of 1 foot.
APU OVERSPEED APU turbine speed > 107%.
APU OVERTEMP Either of the following conditions occur:
- APU EGT ≥ 730 °C when APU N > 87% or
- APU EGT > 850 °C at any time.
BRAKE OVHT Any left or right, inboard or outboard brake overheat condition is found.
CABIN ALT Cabin altitude ≥ 10 000 feet.
CONFIG AILERON All the conditions that follow are present:
- Aileron trim > ±1.0 degree and on ground.
- Both engines N1 > 70%.
- No thrust reverser command.
CONFIG AP All the conditions that follow are present:
- Autopilot engaged and on ground.
- Both engines N1 > 70%.
- No thrust reverser command.
CONFIG FLAPS All the conditions that follow are present:
- Flaps not in takeoff range and on ground.
- Both engines N1 > 70%.
- No thrust reverser command.
CONFIG RUDDER All the conditions that follow are present:
- Rudder trim > ±1.0 degree and on ground.
- Both engines N1 > 70%.
- No thrust reverser command.
CONFIG SPLRS All the conditions that follow are present:
- Spoilers not in takeoff configuration (all down) and on ground.
- Both engines N1 > 70%.
- No thrust reverser command.
CONFIG STAB All the conditions that follow are present:
- Stabilizer position not in green band (either engaged channel) or both channels are inopera-
tive; and on ground.
- Both engines N1 > 70%.
- No thrust reverser command.
DIFF PRESS Cabin differential pressure > 8.6 psi.
EMER PWR ONLY Air driven generator (ADG) is deployed and no power is available from ac bus 1 or 2.
GEAR DISAGREE Disagreement found between landing gear handle and actual gear positions with time delays
to prevent warning for normal operation.
ICE Either of the conditions that follow occurs:
- Icing found by either system 1 or 2 and left or right sufficient heat not found when no thrust
reversers commanded.
- Left or right engine operates with cowl anti-ice not selected on.
L 10TH DUCT Duct leak condition found at left 10th stage manifold (temperature > 154 °C).
L 14TH DUCT Duct leak condition found at left 14th stage pylon (temperature > 195.5 °C overall or > 246 °C
at a distance of 1 foot).
L ENG FIRE Left engine fire condition is found (temperature > 262 °C overall or > 358 °C at a distance of 1
foot).
L ENG OIL PRESS Left engine low oil pressure condition is found (< 25 psi relative to sump).

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 operation 523-0776288

Table 3-22. EFD-4076 EICAS Displays.

DISPLAY FUNCTION/DESCRIPTION

L JETPIPE OVHT Left jetpipe overheat condition is found (temperature > 472 °C overall or > 604 °C at a dis-
tance of 1 foot).
MLG BAY OVHT Main landing gear bay overheat condition is found.
NOSE DOOR OPEN Nose compartment door open for more than 10 seconds or when IAS > 250 knots.
PARKING BRAKE Parking brake set, and either in air or both engines N1 ≥ 70%.
PASSENGER DOOR Passenger door not confirmed ready or unlocked.
R 10TH DUCT Duct leak condition found at right 10th stage manifold (temperature > 154 °C).
R 14TH DUCT Duct leak condition found at right 14th stage pylon (temperature > 195.5 °C overall or > 246
°C at a distance of 1 foot).
R ENG FIRE Right engine fire condition is found (temperature > 262 °C overall or > 358 °C at a distance of
1 foot).
R ENG OIL PRESS Right engine low oil pressure condition is found (< 25 psi relative to sump).
R JETPIPE OVHT Right jetpipe overheat condition is found (temperature > 472 °C overall or > 604 °C at a dis-
tance of 1 foot).
SMOKE CARGO Smoke found in aft cargo compartment.
WING OVHT Left or right wing overheat condition is found.
Caution Messages:
A/SKID INBD Fault found in antiskid inboard system and parking brake not set.
A/SKID OUTBD Fault found in antiskid outboard system and parking brake not set.
AC 1 AUTOXFER Bus tie contactor 1 failed.
AC 2 AUTOXFER Bus tie contactor 2 failed.
AC BUS 1 Generator line contactor 1 (GLC1) not valid (powered) generator or transfer position when ac
power is in use.
AC BUS 2 Generator line contactor 2 (GLC2) not valid (powered) generator or transfer position when ac
power is in use.
AC ESS BUS Ac essential bus is off or failed.
AC SERV BUS Ac service bus is off or failed when ac bus 2 is powered.
AFT BAY DOOR APU access door open.
AP PITCH TRIM Autopilot pitch trim failure alert bit sent by any IAPS quadrant.
AP TRIM IS LWD Mistrim condition found by any IAPS quadrant in roll axis (left wing down).
AP TRIM IS ND Mistrim condition found by any IAPS quadrant in pitch axis (nose down).
AP TRIM IS NU Mistrim condition found by any IAPS quadrant in pitch axis (nose up).
AP TRIM IS RWD Mistrim condition found by any IAPS quadrant in roll axis (right wing down).
APR CMD SET Automatic performance reserve command set.
APR INOP Aircraft is on ground with flaps < 25 degrees or less than 20 seconds of ground to air transi-
tion or in air and radio altitude < 400 feet and one of the conditions that follow occurs:
- Left or right engine ECU failed.
- Any 2 DCUs or DCU automatic performance reserve (APR) outputs failed.
- APR relay switched.
- Either ECU APR output triggered with no APR command or test in progress.
- APR ARM switch not armed and aircraft is in takeoff configuration (both engines N1 speed
> 70% and flaps < 25 degrees.
- APR N1 speed increases less than 2% on good engine after APR command.
- Either N1 sensor failed (N1 less than 18% sensed with N2 > 57%).
- Battery bus failed when APR ARM switch armed.

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Table 3-22. EFD-4076 EICAS Displays.

DISPLAY FUNCTION/DESCRIPTION

APU BATT CHGR APU battery overheat condition is found or charger 2 has a fault.
APU BATT OFF APU battery not available (28 volts dc is not present).
APU BLEED ON APU load control valve open and barometric altitude > 15 000 feet.
APU BTL LO APU fire bottle at low pressure.
APU FAULT Fault detection at APU shutdown.
APU FIRE FAIL Fault found in APU fire detection system.
APU GEN OFF APU generator is off line and APU turbine speed (N) > 95%.
APU GEN OVLD Overload condition found in APU generator control unit (load > 35 kVA).
APU LCV FAIL APU load control valve failed.
APU OIL PRESS APU low oil pressure condition found.
APU OIL TEMP APU high oil temperature condition found during pre-start procedure.
APU SOV FAIL APU SOV not in confirmed position (open or closed) (five second time delay).
APU SOV OPEN APU SOV not closed when APU fire condition is found (10 second time delay).
ARINC COOL Avionics cooling fan 1 or 2 failed or low airflow to ARINC 600 rack (10 second time delay).
AUTO PRESS The two automatic pressurization systems or the two ARINC 429 buses are failed, and
CABIN PRESS MAN is not selected.
AV BAY DOOR Avionics main-compartment door open.
BATTERY BUS Battery bus not powered.
BRAKE DELTA Any left or right inboard or outboard brake delta (stuck or nonworking brake).
BULK FUEL TEMP Bulk fuel temperature < -40 °C.
CABIN ALT Cabin altitude greater than 8500 feet and less than 10 000 feet.
CARGO BTL LO Cargo fire bottle at low pressure.
CARGO DOOR Baggage door open.
CARGO OVHT Cargo overheat temperature > 24 °C.
DC BUS 1 Dc bus 1 is not energized when ac bus 1 or 2 is powered.
DC BUS 2 Dc bus 2 is not energized when ac bus 1 or 2 is powered.
DC EMER BUS Dc emergency bus is not energized.
DC ESS BUS Essential dc bus is not energized.
DC SERV BUS Dc service bus is not energized when ac bus 2 is energized.
DISPLAY COOL Cockpit display-unit fan 1 or 2 failed or low airflow to displays (10-second time delay).
EFIS COMP INOP EFIS comparator inoperative.
EFIS COMP MON EFIS comparator monitor.
EICAS COMP INOP EICAS comparator inoperative.
ELT ON Emergency locator transmitter is on (output signal > 6 volts in past 6 seconds).
EMER DEPRESS Emergency depressurization is selected.
EMER HATCH Emergency hatch open.
EMER LTS OFF Emergency lights are off.
ENG BTL 1 LO Fire bottle 1 at low pressure.
ENG BTL 2 LO Fire bottle 2 at low pressure.

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Table 3-22. EFD-4076 EICAS Displays.

DISPLAY FUNCTION/DESCRIPTION

ESS TRU 1 All the conditions that follow are present:

- Essential TRU 1 output voltage < 18 volts dc.
- Essential ac bus is energized.
ESS TRU 2 All the conditions that follow are present:
- Essential TRU 2 output voltage < 18 volts dc.
- Ac bus 2 is energized.
FLAPS FAIL Both flap channels 1 and 2 failed with either ac bus 1 or ac bus 2 energized.
FLT SPLR DEPLOY All the conditions that follow are present:
- Any flight spoiler deployed (angle > 3 degrees) or flight spoiler handle set at > 5 degrees.
- Aircraft is in air.
- Radio altitude > 10 feet, but < or = 300 feet or radio altitude > 10 feet and any engine N1 speed
> 79%.
FLT SPLRS Flight spoilers failed.
FUEL IMBALANCE Fuel imbalance greater than 800 lb is found.
GEN 1 OFF Generator 1 off-line when left engine is running.
GEN 1 OVLD Overload condition found in generator control unit 1 (load > 35 kVA).
GEN 2 OFF Generator 2 off-line when right engine is running.
GEN 2 OVLD Overload condition found in generator control unit 2 (load > 35 kVA).
GLD NOT ARMED All the conditions that follow are present:
- Ground lift dump not armed.
- Aircraft in landing configuration or on ground with both engines N1 speed > 70%.
GLD UNSAFE All the conditions that follow are present:
- Ground lift dump in condition which can go to inadvertent deployment.
- Ground lift dump not manually disarmed.
GND SPLR DEPLOY Any ground spoiler deployed in the air and above 10 feet above ground level (AGL) (radio al-
timeter).
HYD 1 HI TEMP High temperature condition (temperature > 96 °C) is found in hydraulic system 1.
HYD 1 LO PRESS The engine driven pump 1 and electric pump 1B are at low pressure.
HYD 2 HI TEMP High temperature condition (temperature > 96 °C) is found in hydraulic system 2.
HYD 2 LO PRESS The engine driven pump 2 and electric pump 2B are at low pressure.
HYD 3 HI TEMP High temperature condition (temperature > 96 °C) is found in hydraulic system 3.
HYD 3 LO PRESS The electric pumps 3A and 3B are at low pressure.
HYD EDP 1A All the conditions that follow are present (5-second time delay):
- Engine driven pump 1 is at low pressure.
- Left hydraulic SOV not closed.
- Left engine is running.
- Electric pump 1B is not at low pressure.
HYD EDP 2A All the conditions that follow are present (5-second time delay):
- Engine driven pump 2 is at low pressure.
- Right hydraulic SOV not closed.
- Right engine is running.
- Electric pump 2B is not at low pressure.
HYD PUMP 1B All the conditions that follow are present (5-second time delay):
- Electric pump 1B is at low pressure and engine driven pump 1 is not at low pressure and ac
bus 2 is energized.
- Right generator is not off or aircraft is on ground.
- Electric pump switch 1B is on or flaps are > 5 degrees.

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Table 3-22. EFD-4076 EICAS Displays.

DISPLAY FUNCTION/DESCRIPTION

HYD PUMP 2B All the conditions that follow are present (5-second time delay):
- Electric pump 2B is at low pressure and engine driven pump 2 is not at low pressure and ac
bus 1 is energized.
- Left generator is not off or aircraft is on ground.
- Electric pump switch 2B is on or flaps are > 5 degrees.
HYD PUMP 3A All the conditions that follow are present (5-second time delay):
- Electric pump 3A is at low pressure.
- AC bus 2 is on.
- Electric pump 3A is selected on.
- Electric pump 3B is not at low pressure.
HYD PUMP 3B Electric pump 3B is at low pressure and electric pump 3A is not at low pressure (5-second
time delay) and either ADG is deployed or all the conditions that follow occur:
- AC bus 1 is on.
- (A) Electric pump 3B is selected on or
- (B) Flaps > 5 degrees and either main generator is on-line.
HYD SOV 1 OPEN Hydraulic SOV 1 not closed and left engine fire condition is found (10-second time delay).
HYD SOV 2 OPEN Hydraulic SOV 2 not closed and right engine fire condition is found (10-second time delay).
IB BRAKE PRESS Inboard brake pressure < 1000 psi and dc bus 2 powered.
IB GND SPLRS Either or both inboard ground spoilers failed.
ICE (Class A - FAA or Class C - Either of the following conditions occur:
DOT) - Icing found by either system 1 or 2 and left or right sufficient heat not found when no
thrust reversers commanded.
- Left or right engine operates with cowl anti-ice not selected on.
ICE DET FAIL Ice detector has failed.
IDG 1 IDG 1 oil pressure is low or oil temperature > 160 °C when left engine operates and IDG 1 is
not disconnected.
IDG 2 IDG 2 oil pressure is low or oil temperature > 160 °C when right engine operates and IDG 2 is
not disconnected.
L AOA HEAT Left angle of attack (AOA) vane heat not active.
L COWL A/ICE Fault found in left cowl anti-ice system (3-second time delay).
L EMER DOOR Left emergency (overwing) door open (not in place).
L ENG MISCOMP Any of the conditions that follow are present (6-second time delay):
- Left engine fan rpm N1, ITT, or turbine rpm N2 input failed.
- Left engine fan rpm N1 miscompare > 5%.
- Left engine ITT > 200 °C and miscompare > 40 °C.
- Left engine turbine rpm N2 miscompare > 5%.
L ENG SOV CLSD All the conditions that follow are present:
- Left engine (fuel) SOV confirmed closed.
- No left engine fire.
- No left ENG SOV CLSD advisory indication.
L ENG SOV FAIL Left engine (fuel) SOV not in confirmed position after 5-second time delay.
L ENG SOV OPEN Left engine (fuel) SOV not confirmed closed and left engine fire condition is found (10-second
time delay).
L FIRE FAIL Fault is found in left engine fire-detection system.
L FLT SPLR Fault is found in left flight spoiler but not whole flight spoilers system failed.
L FUEL FILTER Left fuel filter in or almost in bypass mode.
L FUEL LO PRESS Left engine inlet fuel-pressure is low when left engine fuel SOV not confirmed closed (4-
second time delay).
L FUEL LO TEMP Left fuel temperature < 5 °C when left engine is running.

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 operation 523-0776288

Table 3-22. EFD-4076 EICAS Displays.

DISPLAY FUNCTION/DESCRIPTION

L FUEL PUMP Left fuel boost-pump fault (low pressure) found or pump not selected on (5-second time delay).
L JET OVHT FAIL Fault is found in left jetpipe overheat-detection system.
L MAIN EJECTOR Left main ejector at low pressure when left engine is running.
L PACK HI PRESS Left PACK failed (high-pressure event). (Latched until left pack selected off then on.)
L PACK HI TEMP Left PACK failed (not high-pressure event or latched condition).
L PITOT HEAT Left pitot heat not active.
L REV UNLOCKED Left thrust reverser unlocked and either of the 2 conditions that follow occurs:
- Left thrust reverser not armed.
- No valid deployment command set.
L REV UNSAFE Left thrust reverser unsafe to arm (deploy command sets but not armed or unlocked).
L SCAV EJECTOR Left scavenge ejector at low pressure when left engine is running.
L SPOILERON Fault is found in left spoileron but not whole spoileron system failed.
L STATIC HEAT Left static heat not active.
L WINDOW HEAT No heat found in left window or test signal present for more than 10 seconds.
L WING A/ICE All the conditions that follow are present:
- Left wing anti-ice fault when selected on (low pressure).
- No left sufficient heat found (temperature < 88 °C).
- No thrust reverser command.
L WSHLD HEAT No heat found in left windshield or test signal present for more than 10 seconds, and ac bus 1
on.
L XFER SOV Left power-transfer SOV fault is found (3-tank A/C only).
L XFLOW SOV Left crossflow SOV fault is found.
MACH TRIM Mach trim status is invalid (failed).
MAIN BATT CHGR Main-battery overheat condition is found or charger 1 is failed.
MAIN BATT OFF Main battery is not available (28 volts dc is not present).
MLG OVHT FAIL Fault is found in overheat detection system of main landing-gear bay.
OB BRAKE PRESS Outboard brake pressure < 1000 psi and dc bus 2 powered.
OB GND SPLRS Either or both outboard ground spoilers failed.
OVBD COOL Outboard avionics-cooling SOV not closed and passenger door locked (closed) (10-second time
delay).
OXY LO PRESS Crew oxygen-bottle pressure < 1150 psi (displayed).
PARK BRAKE SOV Either of the following conditions occur:
- Parking brake SOV is failed.
- Parking brake SOV closed when not set.
PASS OXY ON Passenger oxygen system activated.
PAX DR LATCH Passenger door pin/cam unlatched and door safe.
PAX DR OUT HNDL Passenger door safe and outer handle unlocked (5-second delay).
PAX DR STOW Passenger door not ready and door safe (5-second delay).
PITOT BASE HEAT Pitot base heat failed.
R AOA HEAT Right AOA vane heat not active and ac bus 1 on.
R COWL A/ICE Fault is found in right cowl anti-ice system (3-second time delay).
R EMER DOOR Right emergency (overwing) door open (not in place).

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 operation 523-0776288

Table 3-22. EFD-4076 EICAS Displays.

DISPLAY FUNCTION/DESCRIPTION

R ENG MISCOMP Any of the conditions that follow are present (6-second time delay):
- Right engine fan rpm N1, ITT, or turbine rpm N2 input failed.
- Right engine fan rpm N1 miscompare > 5%.
- Right engine ITT > 200 °C and miscompare > 40 °C.
- Right engine turbine rpm N2 miscompare > 5%.
R ENG SOV CLSD All the conditions that follow are present:
- Right engine (fuel) SOV confirmed closed.
- No right engine fire.
- No right ENG SOV CLSD advisory indication.
R ENG SOV FAIL Right engine (fuel) SOV not in confirmed position after 5-second time delay.
R ENG SOV OPEN Right engine (fuel) SOV not confirmed closed and R engine fire condition is found (10-second
time delay).
R FIRE FAIL Fault is found in right engine fire-detection system.
R FLT SPLR Fault is found in right flight spoiler but not whole flight spoilers system failed.
R FUEL FILTER Right fuel filter in or almost in bypass mode.
R FUEL LO PRESS Right engine inlet fuel-pressure is low when right engine fuel SOV is not confirmed closed (4-
second time delay).
R FUEL LO TEMP Right fuel temperature < 5 °C when right engine is running.
R FUEL PUMP Right fuel boost-pump fault (low pressure) found or pump not selected on (5-second time de-
lay).
R JET OVHT FAIL Fault is found in right jetpipe overheat-detection system.
R MAIN EJECTOR Right main ejector at low pressure when right engine is running.
R PACK HI PRESS Right PACK failed (high-pressure event) (latched until right pack selected off then on).
R PACK HI TEMP Right PACK failed (not high-pressure event or latched condition).
R PITOT HEAT Right pitot heat not active and ac bus 1 on.
R REV UNLOCKED Either of the following conditions is present:
- Right thrust reverser unlocked and not armed.
- No valid deploy command set.
R REV UNSAFE Right thrust reverser unsafe to arm (deploy command sets but not armed or unlocked).
R SCAV EJECTOR Right scavenge ejector at low pressure when right engine is running.
R SPOILERON Fault is found in right spoileron but not whole spoileron system failed.
R STATIC HEAT Right static heat no active and dc bus 1 on.
R WINDOW HEAT No heat is present in right window or test signal is present for more than 10 seconds and ac
bus 2 is on.
R WING A/ICE All the conditions that follow are present:
- Right wing anti-ice fault when selected on (low pressure).
- No right sufficient heat found (temperature < 88 °C).
- No thrust reverser command.
R WSHLD HEAT No heat is present in right windshield or test signal is present for more than 10 seconds and
ac bus 2 is on.
R XFER SOV Right power-transfer SOV fault is found (3-tank A/C only).
R XFLOW SOV Right crossflow SOV fault is found.
SERVICE DOOR Service door unlocked or open.
SMOKE TOILET Smoke found in toilet.
SPOILERONS Spoilerons failed.

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 operation 523-0776288

Table 3-22. EFD-4076 EICAS Displays.

DISPLAY FUNCTION/DESCRIPTION

SPOILERONS ROLL Either of the two conditions that follow occurs (20-second time delay):
- Roll control is disconnected and neither pilot or copilot roll authority is selected in 5
seconds.
- Roll control is disconnected and both pilot and copilot roll authority is selected in 5 seconds.
STAB TRIM The two stab trim channels 1 and 2 are not engaged.
STALL FAIL Either stall protection system (SPS) channel 1 or 2 failed or either ARINC 429 bus not valid.
STBY PITOT HEAT Standby pitot heat not active.
STEERING INOP Steering system fault is found or system switched off.
TAT PROBE HEAT Total air temperature (TAT) probe heat not active and ac bus 1 on.
WING A/ICE SNSR Fault is found in wing anti-ice sensor.
WOW INPUT Either of the following conditions occur:
- Any WOW sensor is in a state that does not agree with the other WOW sensors for more
than 10 seconds.-
WOW OUTPUT Either of the following conditions occur:
- Specific critical WOW outputs do not agree for more than 20 seconds.
- Continuous built-in test found a WOW critical output-fault.
XFLOW/APU PUMP APU PUMP fault (low pressure) is found.
YAW DAMPER The two yaw damper channels 1 and 2 are off, or all IAPS input busses are invalid.

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 operation 523-0776288

Figure 3-8 (Sheet 2 of 11). EFD-4076 EICAS Displays

Revised 1 February 2000 3-62

 operation 523-0776288

Table 3-23. EFD-4076 EICAS Displays, STATUS Page.

DISPLAY FUNCTION/DESCRIPTION

Push the STAT button on the ECP to display the status page (if not already displayed).
Advisory/status messages Advisory and status message lines display on the status page. Caution and warning mes-
sages display on the primary page; refer to sheet 1.
Messages display in priority order. Advisory messages have the highest priority; the most re-
cent message displays first. Advisory messages are green. Status messages are white. If
more messages exist than will fit on the page, push the STAT button on the ECP to display
another page of messages.
APU gauges The APU gauges show the auxiliary power unit RPM and EGT (exhaust gas temperature)
values. RPM displays in percentage of red line. EGT displays in degrees C. These values
also display digitally. Index marks display at 101% and 713±C.
APU door status APU door status annunciates below the APU gauge display. DOOR annunciations are CLSD,
MID, OPEN, INHIB/CLSD, INHIB/MID, INHIB/OPEN, DOOR----, and DOOR INHIB---.
Flight number display The flight number display shows the flight number entered on the MENU page. Refer to
sheet 11.
Aileron trim gauge The AIL TRIM gauge shows the amount of aileron trim. The straight-line pointer is horizon-
tal for zero trim. The pointer moves from center to indicate left-wing-down or right-wing-
down trim.
Stabilizer trim gauge The STAB TRIM gauge shows the amount of stabilizer trim. The pointer moves along a lin-
ear vertical scale; the trim readout displays inside the pointer. The pointer moves from cen-
ter to indicate nose-up or nose-down trim.
Rudder trim gauge The RUDDER TRIM gauge shows the amount of rudder trim. The pointer is vertical for zero
trim. The pointer moves from center to indicate nose-left or nose-right trim.
Oxygen pressure display The OXY display line digitally shows the oxygen pressure. The OXY value displays in psi.
Cabin temperature display The C TEMP display line digitally shows the cabin temperature in degrees Celsius.
Cabin altitude display The C ALT display line digitally shows the cabin altitude. The C ALT value displays in feet.
Cabin rate display The RATE display line digitally shows the cabin altitude rate. The RATE value displays in
feet/minute. An arrow indicates positive (up) or negative (down) rate.
Cabin ΕP display The ΕP display line digitally shows the cabin differential pressure. The ΕP value displays in
psi.
Landing elevation display The LDG ELEV display line digitally shows the landing altitude. The LDG ELEV value dis-
plays in feet.
Brake temperature display Brake temperature may display as four boxed numbers (00-20). Each number represents a
temperature range; 00 is low temperature (0±C) and 20 is high temperature (665±C). Brake
temperature displays when the landing gear is displayed on the primary page or any brake is
overheated.
Advisory Messages:
APR ARM All the conditions that follow are present:
- APR ARM - TEST 3 switch set to ARM.
- Both engines N1 speed > 70.3%.
- Flaps position < 25 degrees.
- Aircraft is on ground.
- Left and right engine electronic control units (ECU) are serviceable.
Latched until one of the conditions that follow occurs:
- Two DCUs are serviceable.
- Both engines N1 speed < 67.6%.
- Radio altitude > 400 feet.
- Ground-to-air transition has been done less than 20 seconds earlier.
APR TEST 1 OK DCU1 APR test successful (the two engines are set to idle and the two left and right ECU
APR outputs are triggered).

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Table 3-23. EFD-4076 EICAS Displays, STATUS Page.

DISPLAY FUNCTION/DESCRIPTION

APR TEST 2 OK DCU2 APR test successful (the two engines are set to idle and the two left and right ECU
APR outputs are triggered).
APR TEST 3 OK DCU3 APR test successful (the two engines are set to idle and the two left and right ECU
APR outputs are triggered).
APU SOV CLSD APU SOV confirmed closed after APU fire condition is found (latched until opened).
APU SQUIB 1 APU firebottle 1 squib good (indication only present during APU BOTTLE 1 TEST).
APU SQUIB 2 APU firebottle 2 squib good (indication only present during APU BOTTLE 2 TEST).
CARGO SQUIB 1 Cargo firebottle 1 squib good (indication only present during CARGO BOTTLE 1 TEST).
CARGO SQUIB 2 Cargo firebottle 2 squib good (indication only present during CARGO BOTTLE 2 TEST).
CPLT ROLL CMD Copilot roll authority selected.
DUCT TEST OK Duct (bleed leak detection) test successful (all duct failure warnings (5 total) set during test).
FDR EVENT FDR EVENT switch is pressed.
FLT SPLR DEPLOY All the conditions that follow are present:
- Any flight spoiler deployed (angle > 3 degrees) or flight spoiler lever > 5 degrees.
- Radio altitude > 300 feet.
- Both engines N1 < or = 79%.
GND SPLR DEPLOY All the conditions that follow are present:
- Any ground spoiler deployed.
- Radio altitude ⁄ 10 feet.
- Main landing gear weight-on-wheels.
GLD MAN ARM Ground lift dump manually armed.
GRAV XFLOW OPEN Gravity crossflow valve confirmed open.
HYD SOV 1 CLSD Hydraulic SOV 1 closed.
HYD SOV 2 CLSD Hydraulic SOV 2 closed.
IGNITION A/B All the conditions that follow are present:
- Left or right ignition A system is on.
- Left or right ignition B system is on.
IGNITION A Left or right ignition A system is on.
IGNITION B Left or right ignition B system is on.
L ENG SOV CLSD All the conditions that follow are present:
- Left engine (fuel) SOV confirmed closed.
- Left engine has a fire condition.
(Latched until left engine fuel SOV not confirmed closed).
L ENG SQUIB 1 Left engine firebottle 1 squib good (indication only present during ENGINE BOTTLE 1
TEST).
L ENG SQUIB 2 Left engine firebottle 2 squib good (indication only present during ENGINE BOTTLE 2
TEST).
L FUEL PUMP ON Left fuel pump on.
L REV ARMED Left thrust reverser armed.
PARKING BRAKE ON Parking brake set, and on ground and either engine N1 < or = 70%.
PLT ROLL CMD Pilot roll authority selected.
R ENG SOV CLSD All the conditions that follow are present:
- Right engine (fuel) SOV confirmed closed.
- Right engine has a fire condition.
(Latched until right engine fuel SOV not confirmed closed.)

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Table 3-23. EFD-4076 EICAS Displays, STATUS Page.

DISPLAY FUNCTION/DESCRIPTION

R ENG SQUIB 1 Right engine firebottle 1 squib good (only present during ENGINE BOTTLE 1 TEST).
R ENG SQUIB 2 Right engine firebottle 2 squib good (only present during ENGINE BOTTLE 2 TEST).
R FUEL PUMP ON Right fuel pump on.
R REV ARMED Right thrust reverser armed.
SELCAL HF SELCAL code sent to HF.
SELCAL VHF1 SELCAL code sent to VHF number 1.
SELCAL VHF2 SELCAL code sent to VHF number 2.
SELCAL VHF3 SELCAL code sent to VHF number 3.
T/O CONFIG OK All the conditions that follow are present:
- Airplane is on ground.
- Both engines running.
- No left or right thrust reverser command.
- Autopilot not engaged.
- Flaps in take-off position.
- Spoilers in take-off position.
- Parking brake not set.
- Rudder trim ⁄ ±1.0 degree.
- Aileron trim ⁄ ±1.0 degree.
- Stabilizer trim is in the green band.
WING A/ICE OK Wing anti-ice test is good (left and right sufficient heat, wing overheat and low-pressure fault
all present).
Status Messages:
10TH ISOL OPEN 10th-stage bleed-air isolation-valve is open.
14TH ISOL OPEN 14th-stage bleed-air isolation-valve is open.
AC ESS ALTN AC-essential bus-tie contactor is in alternate position.
AC UTIL 1 OFF Utility bus 1 voltage < 90 volts.
AC UTIL 2 OFF Utility bus 2 voltage < 90 volts.
AC1 AUTOXFER OFF AC1 auto transfer is inhibited (auto off relay 1 is grounded).
AC2 AUTOXFER OFF AC2 auto transfer is inhibited (auto off relay 2 is grounded).
APU ECU FAIL APU ARINC 429 bus not valid and APU shutoff valve (SOV) confirmed open.
APU IN BITE APU built-in test equipment (BITE) test done before start.
APU LCV OPEN APU load-control valve open.
APU SOV OPEN APU SOV not closed when APU fire condition is found (10-second time delay).
APU START APU start in progress.
AUTO PRESS 1 FAIL Fault found on automatic pressurization system 1 or ARINC 429 bus failed.
AUTO PRESS 2 FAIL Fault found on automatic pressurization system 2 or ARINC 429 bus failed.
AUTO XFLOW INHIB Fuel balance inhibited and auto fuel cross-flow override off.
BTMU FAIL Fault found in brake temperature monitoring unit or ARINC 429 bus not valid and dc bus 1
powered.
CABIN PRESS MAN Cabin pressure in manual control.
CABIN TEMP MAN Cabin temperature in manual control.
CARGO FAN FAIL Cargo fan failed (5-second time delay).
CARGO SOV FAIL Cargo air SOV failed (10-second time delay).

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Table 3-23. EFD-4076 EICAS Displays, STATUS Page.

DISPLAY FUNCTION/DESCRIPTION

CAS MISCOMP Miscompare detected for warning, caution, or aural messages.

CKPT COOL FAIL Cockpit avionics-cooling SOV not in correct position (closed on ground or open in air) (10-
second time delay).
CKPT TEMP MAN Cockpit temperature in manual control.
CONT IGNITION Left and right ignition systems A and B are on.
COOL EXHAUST FAIL Exhaust fan failed or low flow from cooling exhaust, and ac bus 1 powered (10-second time
delay).
CPAM FAIL Cabin pressure acquisition module (CPAM) or ARINC 429 bus failed.
DC ESS TIE CLSD DC TIE contactor 3 (dc essential bus) is energized.
DC TIE 1 CLSD DC TIE contactor 1 is energized.
DC TIE 2 CLSD DC TIE contactor 2 is energized.
DCU1 APR FAIL APR relay is not energized by DCU 1 during test (latch until test is repeated).
DCU1 AURAL INOP DCU fault affecting aural card, aural warn card fault, or left DCU aural disable input open.
DCU1 INOP DCU fault detected.
DCU2 APR FAIL APR relay is not energized by DCU 2 during test (latch until test is repeated).
DCU2 AURAL INOP DCU fault affecting aural card, aural warn card fault, or right DCU aural disable input open.
DCU2 INOP DCU fault detected.
DCU3 APR FAIL APR relay is not energized by DCU 3 during test (latch until test is repeated).
DCU3 AURAL INOP DCU fault affecting aural card, aural warn card fault, or center DCU aural disable input
open.
DCU3 INOP DCU fault detected.
DUCT MON LOOP A Duct monitor test-loop A is selected.
DUCT MON LOOP B Duct monitor test-loop B is selected.
EMER LTS ON Output voltage of the emergency lights power-supply > 4.5 volts.
FD 1 FAIL Left flight director failure.
FD 2 FAIL Right flight director failure.
FDR ACCEL FAIL Triaxial accelerometer out of tolerance on ground with parking brake set and dc bus 1 on
(latched until FDR event switch is pushed for more than 2 seconds.
FDR FAIL Flight data recorder failure.
FLAPS HALFSPEED Either flap channel 1 or 2 failed (not both) (flaps will move at half speed).
FLT SPLRS FAULT Loss of redundancy found in flight spoilers with no major failure.
FLUTTER DAMP FAIL Flutter damper failure (low reservoir pressure).
FUEL CH 1 FAIL Either of the conditions that follow occurs:
- Fault is found in fuel-quantity computer channel 1.
- ARINC 429 bus is not valid.
FUEL CH 2 FAIL Either of the conditions that follow occurs:
- Fault is found in fuel-quantity computer channel 2.
ARINC 429 bus is not valid.
GLD MAN DISARM Ground lift dump manually disarmed.
GPWS FAIL Ground proximity warning system (GPWS) fault detected.

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Table 3-23. EFD-4076 EICAS Displays, STATUS Page.

DISPLAY FUNCTION/DESCRIPTION

GRAV XFLOW FAIL Gravity crossflow valve not in confirmed position (failed) after 5-second time delay.
GS CANCEL GPWS glideslope cancel mode selected.
HGS FAIL Head-up guidance system (HGS) fault detected.
HORN MUTED Landing gear horn muted by crew (if mute switch is fitted).
IAPS DEGRADED IOC bus failure, on ground, and both PSEUs invalid.
IAPS OVERTEMP Overtemperature condition found by any IAPS quadrant.
IB GND SPLR FAULT Loss of redundancy found in outboard ground spoilers with no major failure.
ICE All the conditions that follow are present:
- Icing found by either system 1 or 2 and left and right sufficient heat present.
- In the case of both engines, either anti-ice is selected on or engine is not running.
ICE DET 1 FAIL Ice detector 1 is failed but ice detector 2 is good.
ICE DET 2 FAIL Ice detector 2 is failed but ice detector 1 is good.
IDG 1 DISC IDG 1 is disconnected (IDG 1 voltage < 1.3 volts) and left engine N2 > 9%.
IDG 2 DISC IDG 2 is disconnected (IDG 2 voltage < 1.3 volts) and right engine N2 > 9%.
INBD COOL FAIL Inboard avionics-cooling SOV closed and passenger door locked (closed) (10-second time de-
lay).
IRS1 DC FAIL DC/battery voltage low.
IRS1 IN ATT IRS 1 in attitude mode.
IRS1 ON BATT IRS 1 on battery power.
IRS1 OVERTEMP IRS 1 overheated.
IRS2 DC FAIL DC/battery voltage low.
IRS2 IN ATT IRS 2 in attitude mode.
IRS2 ON BATT IRS 2 on battery power.
IRS2 OVERTEMP IRS 2 overheated.
L 10TH SOV CLSD Left 10th-stage bleed-air SOV closed.
L 14TH SOV CLSD Left 14th-stage bleed-air SOV closed.
L AUTO XFLOW ON Auto fuel crossflow on and left crossflow on.
L ENG ECU FAIL APR relay is energized during APR test with both engines at idle, but APR output not trig-
gered from left ECU (latched until triggered).
L ENGINE START Left engine start in progress.
L PACK OFF Left PACK off.
L XFLOW ON Auto fuel crossflow off and left crossflow on.
MAN XFLOW Auto fuel crossflow override on.
NO SMOKING NO SMOKING signs selected on.
OB GND SPLR FAULT Loss of redundancy found in outboard ground spoilers with no major failure.
OVBD COOL FAIL Outboard avionics-cooling SOV closed and passenger door unlocked (open) (10-second time
delay).
PROX SYS FAULT PSEU failure
R 10TH SOV CLSD Right 10th-stage bleed-air SOV closed.
R 14TH SOV CLSD Right 14th-stage bleed-air SOV closed.

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Table 3-23. EFD-4076 EICAS Displays, STATUS Page.

DISPLAY FUNCTION/DESCRIPTION

R AUTO XFLOW ON Auto fuel crossflow on and right crossflow on.

R ENG ECU FAIL APR relay is energized during APR test with both engines at idle but APR output not trig-
gered from right ECU (latched until triggered).
R ENGINE START Right engine start in progress.
R PACK OFF Right PACK off.
R XFLOW ON Auto fuel crossflow off and right crossflow on.
RAM AIR OPEN Ram air SOV open.
SEAT BELTS SEAT BELTS signs selected on.
SPEED REFS INDEP Pilot and copilot V-speed selection not synchronized.
SPOILERONS FAULT Loss of redundancy found in spoilerons with no major failure.
STAB CH1 INOP Horizontal stabilizer trim control unit (HSTCU) (STAB TRIM) channel 1 not engaged with
channel 2 engaged.
STAB CH2 INOP HSTCU (STAB TRIM) channel 2 not engaged with channel 1 engaged.
WINDSHEAR FAIL Wind shear detection subsystem (in GPWS) failed.
WOW OUTPUT FAIL Either of the following conditions occur:
- Noncritical WOW outputs do not agree for more than 20 seconds.
- Continuous built-in test found a WOW noncritical output-fault.
YD 1 INOP Yaw damper channel 1 is off but not yaw damper channel 2.
YD 2 INOP Yaw damper channel 2 is off but not yaw damper channel 1.

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Figure 3-8 (Sheet 3 of 11). EFD-4076 EICAS Displays

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Table 3-24. EFD-4076 EICAS Displays, ECS Page.

DISPLAY FUNCTION/DESCRIPTION

Push the ECS button on the ECP to display the environmental control system page.
Cabin temperature display The CABIN TEMP display digitally shows the cabin temperature in degrees C.
Cockpit duct temperature display The COCKPIT display box digitally shows the cockpit duct temperature in degrees C. MAN-
UAL indicates the cockpit temperature is manually set.
Cabin duct temperature display The CABIN display box digitally shows the cabin duct temperature in degrees C. MANUAL
indicates the cabin temperature is manually set.
PACK 1 display The PACK 1 (air conditioning unit) display box digitally shows the left side ECS supply pres-
sure in psi. This box may also display a fault message (HI PRESS or HI TEMP).
PACK 2 display The PACK 2 (air conditioning unit) display box digitally shows the right side ECS supply
pressure in psi. This box may also display a fault message (HI PRESS or HI TEMP).
Tenth stage pressure display 1 The number 1 tenth stage pressure display box digitally shows left side engine bleed air pres-
sure in psi.
Tenth stage pressure display 2 The number 2 tenth stage pressure display box digitally shows right engine bleed air pres-
sure in psi.
Pressurization display A two column pressurization display shows cabin altitude, rate, and differential pressure.
Landing elevation displays in the right column.
Each column displays data from one of three sources. The data source displays at the top of
the column. Sources are the CPAM (cabin pressure acquisition module), PRESS CONT 1
(pressurization controller 1), and PRESS CONT 2 (pressurization controller 2). Note that the
CPAM is a monitor only unit, and cannot control cabin pressure.
The left column shows monitor (reference) data. Left column data also displays on the status
page; refer to sheet 2. The right column shows the active pressurization controller data. This
data is used to control cabin pressure.
Synoptics The synoptic display shows engine, valve, module/unit symbols and flow lines. This pictorial
display is a dynamic representation of current environmental control system operation.
Note that ECS fault and status messages may display on either side of the APU. These mes-
sages provide fail and pressurization annunciations: EMER DEPRESS, CPAM FAIL, AUTO
PRESS 1 FAIL, and AUTO PRESS 2 FAIL.

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Figure 3-8 (Sheet 4 of 11). EFD-4076 EICAS Displays

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Table 3-25. EFD-4076 EICAS Displays, HYDRAULIC Page.

DISPLAY FUNCTION/DESCRIPTION

Push the HYD button on the ECP to display the hydraulic page.
Hydraulic quantity displays Boxes display hydraulic quantity for each of the three hydraulic systems. Each box contains
a digital readout and shows a pictorial of the quantity for that system.
A window in each box digitally shows the hydraulic quantity for that system as a percentage
of full capacity. This value is shown pictorially as a reservoir that is filled to that quantity.
Hydraulic pressure displays Boxes digitally display hydraulic pressure for each of the three systems in psi.
Hydraulic power users Devices that use hydraulic power are listed below the supplying system. Each user display is
color coded to show operational status. A white display means the hydraulics and the pres-
sure are valid. Amber means the hydraulics are valid and pressure is low. Magenta means
the hydraulics are invalid.
Brake pressure displays Two brake pressure displays digitally show the inboard (INBD) and outboard (OUTBD) brake
pressure in pounds/square inch (psi).
Synoptics The synoptic display shows engine, pump, valve, reservoir symbols and flow lines. This picto-
rial display is a dynamic representation of current hydraulic system operation.
Hydraulic temperature displays The hydraulic temperature displays digitally show the temperature in degrees C for each of
the three hydraulic systems.

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Figure 3-8 (Sheet 5 of 11). EFD-4076 EICAS Displays

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Table 3-26. EFD-4076 EICAS Displays, AC ELECTRICAL Page.

DISPLAY FUNCTION/DESCRIPTION

Push the ELEC button (once) on the ECP to display the ac electrical page.
Gen 1 display The GEN 1 display box digitally shows the power (KVA), voltage (V), and frequency (HZ) out-
put of generator number 1. The left side engine powers this generator through the IDG 1 in-
tegrated drive generator.
Gen 2 display The GEN 2 display box digitally shows the power (KVA), voltage (V), and frequency (HZ) out-
put of generator number 2. The right engine powers this generator through the IDG 2 inte-
grated drive generator.
APU display The APU display box digitally shows the power (KVA), voltage (V), and frequency (HZ) output
of the auxiliary power unit generator.
ADG display The ADG display box may display and digitally show the voltage (V) and frequency (HZ) out-
put of the air driven generator.
Ext ac display The EXT AC display box may display and digitally show the voltage (V) and frequency (HZ)
output of the external ac generator.
Synoptics The synoptic display shows engine, generator, module/unit, power bus symbols and switched
current flow lines. This pictorial display is a dynamic representation of the current ac electri-
cal system operation.
Note that SERVICE CONFIGURATION, integrated drive generator disconnect (DISC), util-
ity bus (SHED), and ac bus (AUTO, XFER, OFF, FAIL) messages may annunciate on this
page.

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Figure 3-8 (Sheet 6 of 11). EFD-4076 EICAS Displays

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Table 3-27. EFD-4076 EICAS Displays, DC ELECTRICAL Page.

DISPLAY FUNCTION/DESCRIPTION

Push the ELEC button (twice) on the ECP to display the dc electrical page.
TRU 1 display The TRU 1 display box digitally shows the voltage (V) and current load (A) output of the
number 1 transformer/rectifier unit. This unit produces dc power from AC BUS 1.
TRU 2 display The TRU 2 display box digitally shows the voltage (V) and current load (A) output of the
number 2 transformer/rectifier unit. This unit produces dc power from AC BUS 2.
Service TRU display The SERV TRU display box digitally shows the voltage (V) and current load (A) output of the
service transformer/rectifier unit. This unit produces dc power from the AC SERV BUS.
Essential TRU 1 display The ESS TRU 1 display box digitally shows the voltage (V) and current load (A) output of the
number 1 essential transformer/rectifier unit. This unit produces dc power from the AC ESS
BUS.
Essential TRU 2 display The ESS TRU 2 display box digitally shows the voltage (V) and current load (A) output of the
number 2 essential transformer/rectifier unit. This unit produces dc power from the AC BUS
2.
APU battery display The APU BATT display box digitally shows the voltage (V) and current load (A) output of the
auxiliary power unit battery.
Main battery display The MAIN BATT display box digitally shows the voltage (V) and current load (A) output of
the main battery.
An EXT DC input symbol displays if external dc power is being used. This circular symbol
provides flow to both battery lines.
Synoptics The synoptic display shows battery/TRU unit symbols, power bus, bus ties, and switched cur-
rent flow lines. This pictorial display is a dynamic representation of the current dc electrical
system operation.
Note that a CHARGER message annunciates by either battery if it is not charging.

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Figure 3-8 (Sheet 7 of 11). EFD-4076 EICAS Displays

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Table 3-28. EFD-4076 EICAS Displays, FUEL Page.

DISPLAY FUNCTION/DESCRIPTION

Push the FUEL button on the ECP to display the fuel page.
Left tank fuel display The left-wing fuel tank displays in blue. The quantity of fuel in this tank digitally displays in
pounds (LBS) or kilograms (KG).
Right tank fuel display The right-wing fuel tank displays in blue. The quantity of fuel in this tank digitally displays
in pounds (LBS) or kilograms (KG).
Center tank fuel display The (optional) center fuel tank displays in blue. The quantity of fuel in this tank digitally
displays in pounds (LBS) or kilograms (KG).
Fuel xfer 1/2 displays The left and right fuel transfer synoptics display only if the (optional) center fuel tank is in-
stalled.
Total fuel display The TOTAL FUEL display digitally shows the total quantity of fuel (all tanks) in pounds
(LBS) or kilograms (KG).
Fuel used display The FUEL USED display digitally shows the quantity of fuel used in pounds (LBS) or kilo-
grams (KG). Reset this value on the MENU page; refer to sheet 11.
Fuel feed temperature 1/2 displays Boxes digitally display the left and right side engine fuel feed temperature in degrees C.
Synoptics The synoptic display shows engine, APU, fuel filter, fuel pump, valve, fuel ejector, collector
tanks symbols and fuel-flow pipe lines. This pictorial display is a dynamic representation of
current fuel system operation.
Note that a LO PRESS message annunciates by either fuel filter if the engine-feed fuel pres-
sure is low. An AUTO XFLOW INHIB message annunciates if automatic fuel balance is in-
hibited. A FUEL CH FAIL message annunciates if either channel of the fuel computer fails.

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Figure 3-8 (Sheet 8 of 11). EFD-4076 EICAS Displays

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Table 3-29. EFD-4076 EICAS Displays, FLIGHT CONTROLS Page.

DISPLAY FUNCTION/DESCRIPTION

Push the F/CTL button on the ECP to display the flight controls page.
Aileron position displays Two AIL gauges show onside aileron position. A pointer moves along a linear vertical scale; a
readout inside the pointer displays the aileron position in degrees.
Elevator position displays Two ELEV gauges show onside elevator position. A pointer moves along a linear vertical
scale; a readout inside the pointer displays the elevator position in degrees.
Rudder position display The RUDDER gauge shows the rudder position. A pointer moves along a linear horizontal
scale; a readout inside the pointer displays the rudder position in degrees.
Spoiler position displays Each wing shows four spoiler position displays. Each display consists of a box, limit line, and
pointer. These displays represent (from outer to inner edge of wing) the onside spoileron,
flight spoiler, outboard ground spoiler, and the inboard ground spoiler.
Each box marks the full-retraction (zero) position for that spoiler. The spoileron and flight
spoiler boxes digitally show the amount of spoiler deflection in degrees. The spoileron and
flight spoiler are proportional spoilers. The ground spoilers are on/off spoilers.
Each limit line marks the full-extension position for that spoiler. As a spoiler extends from
zero, the pointer moves from the box toward the limit line. The spoileron and flight spoiler
pointers move an amount proportional to the extension. The ground spoilers move directly to
the limit line.
Flap position displays Two flap displays digitally show the amount of onside flap extension in degrees.
Flutter damper display Six flutter damper symbols may display on the elevator and aileron control surfaces. Each
half-circle symbol displays only if that flutter damper has failed (low hydraulic fluid).
Aileron trim gauge The AIL TRIM gauge shows the amount of aileron trim. The straight-line pointer is horizon-
tal for zero trim. The pointer moves from center to indicate left-wing-down or right-wing-
down trim.
Stabilizer trim gauge The STAB TRIM gauge shows the amount of stabilizer trim. The pointer moves along a lin-
ear vertical scale (0 to 15); the trim readout displays inside the pointer. The pointer moves
from center to indicate nose-up or nose-down trim.
Rudder trim gauge The RUDDER TRIM gauge shows the amount of rudder trim. The pointer is vertical for zero
trim. The pointer moves from center to indicate nose-left or nose-right trim.
Synoptics This synoptic display shows wing, tail, and control surface symbols. This pictorial display is a
dynamic representation of current flight control system operation.
FCS fault and status messages may display on this page. These messages include YD 1
INOP, YD 2 INOP, YAW DAMPER, STAB CH 1 INOP, STAB CH 2 INOP, STAB TRIM, and
FLAPS HALF SPEED.

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Figure 3-8 (Sheet 9 of 11). EFD-4076 EICAS Displays

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Table 3-30. EFD-4076 EICAS Displays, ANTI-ICE Page.

DISPLAY FUNCTION/DESCRIPTION

Push the A/ICE button on the ECP to display the anti-ice page.
Ice detection annunciator ICE, ICE 1, or ICE 2 annunciates when an icing condition is detected. ICE 1 means ice is de-
tected on the left wing. ICE 2 means ice is detected on the right wing. ICE means ice is de-
tected on both wings.
Synoptics The synoptic display shows engine, valve, and wing symbols. Flow lines show the engine
bleed air supply and the anti-ice air ducts to the engine cowl and wings. This pictorial dis-
play is a dynamic representation of current anti-ice system operation.
Note that WING A/ICE OK annunciates after a successful test of the anti-ice system. OVHT
annunciates by either wing if the ducting in that wing becomes too hot. ICE DET 1 FAIL,
ICE DET 2 FAIL, or WING A/ICE SNSR annunciates if an ice detector fails. The WING
A/ICE SNSR message means both detectors failed.

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Figure 3-8 (Sheet 10 of 11). EFD-4076 EICAS Displays

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Table 3-31. EFD-4076 EICAS Displays, DOORS Page.

DISPLAY FUNCTION/DESCRIPTION

Push the DOORS button on the ECP to display the doors page.
Passenger door PASSENGER annunciates by the passenger door outline. This annunciation is green when
the door is locked and ready; otherwise it is red.
NOT READY and/or UNLOCKED annunciate when the door is not positively locked.
Service door SERVICE annunciates by the service door outline. This annunciation is green when the door
is closed and locked; otherwise it is amber.
HANDLES and/or UNLOCKED annunciate when the door is not positively locked.
Avionic bay door AVIONIC BAY annunciates by the avionics bay door outline. This annunciation is green
when the door is closed and locked; otherwise it is amber.
Emergency doors EMER annunciates by each emergency door outline. This annunciation is green when the
door is closed and locked; otherwise it is amber.
Cargo door CARGO annunciates by the baggage door outline. This annunciation is green when the door
is closed and locked; otherwise it is amber.
Synoptics This synoptic display shows the aircraft outline and six door symbols. This pictorial display
is a dynamic representation of the current door status.

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Figure 3-8 (Sheet 11 of 11). EFD-4076 EICAS Displays

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Table 3-32. EFD-4076 EICAS Displays, MENU Page.

DISPLAY FUNCTION/DESCRIPTION

Push the MENU button on the ECP to display the menu page.
Line cursor The cursor selects a line on the MENU page. The selected line is cyan; other lines are white.
Push the UP and DN buttons on the ECP to move the cursor.
N1 reference line Move the cursor to the N1 REFERENCE line to input an N1 reference value. This value dis-
plays on the primary page; refer to sheet 1.
When the cursor is at the N1 reference line, push the SEL button on the ECP to select this
function. A green underline-cursor appears below the left numeric value on that line. Push
the UP or DN (ECP) button to change the cursored value. Then push the SEL button to select
that value and move the cursor to the next selectable value. Repeat until all values are set.
After the last value is selected, the line cursor appears by the ACCEPT line on the menu.
Push the SEL button to accept the new N1 reference value. Push the DN button to move the
cursor to the CANCEL line; then push the SEL button to abort the change.
Note that if the new N1 reference is not within the valid range of 76.0 to 98.5%, a N1 REF-
ERENCE OUT OF RANGE error message displays.
IRS initialization line The IRS initialization line is displayed only when IRS and FMS are installed on the airplane.
Enter the airplane heading when SET IRS HDG is displayed. Enter the present position lati-
tude and longitude when SET POS is displayed.
Flight number line Move the cursor to the FLIGHT NUMBER line to input a flight number. This number dis-
plays on the upper right corner of the status page; refer to sheet 2.
When the cursor is at the flight number line, push the SEL button to select this function. A
green underline-cursor appears below the left character on that line. Use the ECP to change
the alphanumeric characters, as described above. The FLIGHT NUMBER line does not ap-
pear on the display if FMS is installed on the airplane.
Fuel used reset line Move the cursor to the FUEL USED RESET line to reset the fuel used readout to zero. This
readout displays on the fuel page; refer to sheet 7.
When the cursor is at the fuel used reset line, push the SEL button to select this function.
The warning message "ACCEPT" WILL ZERO FUEL USED displays. Push the SEL button
to reset the fuel used value. Push the DN button to move the cursor to the CANCEL line;
then push the SEL button to abort the operation.
Accept/cancel lines Use the ACCEPT and CANCEL lines to enter or abort changes made to the N1 reference,
flight number, and fuel used reset lines. Operation is described above.
Message line The message line displays the following messages when applicable: N1 REFERENCE OUT
OF RANGE, "ACCEPT" WILL ZERO FUEL USED, and RE-ENTER SET POS.

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Figure 3-9 (Sheet 1 of 9). EFD-4076 MFD Displays

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Table 3-33. EFD-4076 MFD Displays.

DISPLAY FUNCTION/DESCRIPTION

Turn the FORMAT knob (on the DCP) to select the HSI display on the MFD. This display
shows navigation information in a traditional 360-degree full-compass rose format. Note that
radar information does not display in the HSI format.
BRT knob Turn this knob to adjust display brightness.
Radar mode line This line displays the RTA operating mode.
Status line This line displays the current time, true airspeed (from ADS), ground speed (from FMS), and
temperature (from ADS).
Onside course display The (left) display window shows onside course information in green, yellow, or white. This in-
formation is the active NAV course data displayed on the onside PFD. Refer to Figure 3-10,
sheet 5.
The top line annunciates the NAV source and shows a numeric course readout. The NAV
source is selected on the DCP. The CRS readout shows the course through the selected
navaid station or next waypoint (also indicated by a single-line course pointer). The next line
is a station identifier and numeric distance readout. The station ident of the tuned navaid or
next waypoint displays with the distance to that position (in nautical miles). The NAV source
is boxed and red if the NAV data is invalid.
Offside course display The (right) display window shows offside course information in cyan. This information is the
active NAV course data displayed on the offside PFD. Offside course is also indicated by a
dual dashed-line course pointer. Operation is as described above.
Note that offside course information is selected or deselected for display by the PUSH X-SIDE
switch on the DCP.
Wind display The wind display appears if the FMS detects a significant amount of wind. A three digit
readout shows wind direction in degrees. A two digit readout shows wind speed in knots. An
arrow points in the direction that the wind is blowing; a down arrow indicates a direct head-
wind.
Compass rose The compass rose contains index markings every 5±; alphanumeric markings display at 30±
intervals. Additional fixed index marks display outside the rose perimeter at 45± intervals
with respect to the lubber line. The compass rose turns to show the aircraft magnetic heading
(read under the lubber line).
Aircraft symbol A stationary aircraft symbol displays in the center of the rose. This symbol points directly
toward the lubber line.
Lubber line The lubber line is a fixed symbol at the top of the compass rose. The current aircraft heading
is the compass reading directly under the lubber line. The aircraft heading value numerically
displays inside the lubber line symbol.
Selected heading bug A heading bug symbol marks a selected heading reference. Turn the HDG knob on the FCP
to move the heading bug around the compass rose.
Selected heading display This display numerically shows the position of the selected heading bug. This display ap-
pears when the HDG knob is turned, and disappears three seconds after rotation stops.
Drift angle pointer This pointer is a small circle that turns around the compass rose to show the aircraft drift an-
gle. The amount of aircraft drift is the angular difference between the pointer position (circle)
and the aircraft heading (read under the lubber line). When the pointer is under the lubber
line, the drift angle is zero.
Bearing pointers Two bearing pointers may be selected for display (BRG buttons on DCP). One pointer is a
single bar, V-head pointer (with reciprocal tail). The other pointer is a dual bar, V-head
pointer (with reciprocal tail). Each pointer shows the bearing to a selected navaid station or
the next FMS waypoint.
Bearing pointer sources This display annunciates the NAV source selected to drive each bearing pointer.
Course pointers The onside course pointer is a solid-line, triangle-head pointer (with straight-line tail). This
pointer shows the onside NAV course. This value is numerically repeated in the onside
course display. Push the DCP X-SIDE button to display the cross-side course pointer.

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Table 3-33. EFD-4076 MFD Displays.

DISPLAY FUNCTION/DESCRIPTION

The offside course pointer is a dual dashed-line, triangle-head pointer (with straight-line tail).
This pointer shows the offside NAV course. This value is numerically repeated in the offside
course display.
To/from symbol A triangle symbol shows "to" or "from" direction. This symbol turns as a part of the onside
course pointer, and points toward the tuned station or next waypoint.
Lateral dev bars The lateral dev bars are the center portions of the course pointers. Each bar moves left or
right from the pointer head and tail to show lateral deviation from the NAV course. The bar
aligns with the head and tail to form a complete pointer when the aircraft is on-course.
Lateral dev scale The lateral dev scale consists of four dots that display perpendicular to the onside course lat-
eral dev bar. Two dots display on either side of the aircraft symbol. When FMS is the active
NAV source, distance labels display by the outer dots.
Vertical dev display The ILS glideslope or the MLS glidepath vertical deviation display appears when all condi-
tions are met. Use the onside DCP to select LOC or MLS as the active NAV source. If devia-
tion data becomes invalid, this display is replaced with a red GS or MLS (flag) annunciation.
When making a back course approach, the scale displays without a pointer or flag annuncia-
tion.
Vertical deviation is shown by the position of a diamond shaped pointer relative to the devia-
tion scale. The scale consists of 2 dots above and 2 dots below center. If deviation becomes
excessive, the pointer flashes.

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Figure 3-9 (Sheet 2 of 9). EFD-4076 MFD Displays

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 operation 523-0776288

Table 3-34. EFD-4076 MFD Displays, NAV SECTOR Page.

DISPLAY FUNCTION/DESCRIPTION

Turn the FORMAT knob (on the DCP) to select the (partial rose) sector display on the MFD.
This display shows navigation information on an enlarged section of the compass rose. Refer
to sheet 1 for additional information on any display.
Note that a radar overlay may be added to the sector display. Push the RDR button (on the
DCP) to display or remove the radar overlay.
Radar mode line This line displays the RTA operating mode. Other radar parameters also display on this line
when the radar overlay is selected.
Status line This line displays the current time, true airspeed, ground speed, and temperature.
Onside course display The (left) display window shows onside course information in green, yellow, or white. This in-
formation is the active NAV course data displayed on the onside PFD.
Offside course display The (right) display window shows offside course information in cyan. This information is the
active NAV course data displayed on the offside PFD.
Note that offside course information is selected or deselected for display by the PUSH X-SIDE
switch on the DCP.
Range rings Two range rings provide a distance scale to help visualize the aircraft position relative to
navaid symbols and radar targets. A distance annunciator displays by each ring. Turn the
RANGE knob (on the DCP) to select a desired display range. The possible full-scale ranges
are 10, 20, 40, 80, 160, 320, and 640 nmi.
The outer range ring is an inverted 120± sector of the compass rose. This arc contains index
markings every 5± and alphanumeric markings every 30±. The inner range ring is a circle
that is centered around the aircraft.
NAV display The NAV display shows aircraft heading, selected heading, onside course, offside course,
bearing, vertical deviation, and wind information. These displays are described on sheet 1.
The sector format may display (only) two or three navaid symbols. These symbols are gener-
ated using bearing/distance information (not FMS map data). VORTAC symbols with station
identifiers display if the two actively tuned VOR stations are within range and data is valid.
If FMS is installed, the TO waypoint symbol/identifier may also display. No other navaid
symbols display on the sector format.
Page label The page label NAV FORMAT annunciates the page format for five seconds and then is re-
moved.

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Figure 3-9 (Sheet 3 of 9). EFD-4076 MFD Displays

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 operation 523-0776288

Table 3-35. EFD-4076 MFD Displays, VOR MAP Page.

DISPLAY FUNCTION/DESCRIPTION

Turn the FORMAT knob (on the DCP) to select the VOR map display on the MFD. This dis-
play is not available if FMS is installed. This format shows VOR navigation information
on an enlarged section of the compass rose (like the sector format). Course lines display
through map symbols to help visualize intersecting VOR radials. VOR MAP annunciates for
five seconds after this page format is selected. Refer to sheet 1 for additional information on
any display.
Note that a radar overlay may be added to the VOR map display. Push the RDR button (on
the DCP) to display or remove the radar overlay.
Radar mode line This line displays the RTA operating mode. Other radar parameters also display on this line
when the radar overlay is selected.
Status line This line displays the current time, true airspeed, ground speed, and temperature.
Onside course display The (left) display window shows onside VOR course information in green or yellow. This in-
formation is the active VOR course data displayed on the onside PFD.
Offside course display The (right) display window shows offside VOR course information in cyan. This information
is the active VOR course data displayed on the offside PFD.
Note that offside course information is selected or deselected for display by the PUSH X-SIDE
switch on the DCP.
Range rings Two range rings provide a distance scale to help visualize the aircraft position relative to
navaid symbols and radar targets. A distance annunciator displays by each ring. Turn the
RANGE knob (on the DCP) to select a desired display range.
The outer range ring is an inverted 120± sector of the compass rose. This arc contains index
markings every 5± and alphanumeric markings every 30±. The inner range ring is a circle
that is centered around the aircraft.
NAV display The NAV display shows aircraft heading, selected heading, onside course, offside course,
bearing, vertical deviation, and wind information. These displays are described on sheet 1.
The VOR map format may display two navaid symbols. These symbols are generated using
bearing/distance information (not FMS map data). These VORTAC symbols with station
identifiers display if the two actively tuned VOR stations are within range and data is valid.
No other navaid symbols display on the VOR map format.
A course line displays through each VORTAC symbol. The onside course is a single-bar line;
the offside course is a dual-bar line. Each line is solid on the TO side of the symbol, and
dashed on the FROM side. Turn the appropriate CRS knob (on FCP) to change course. The
course display changes and the course line turns a corresponding amount.
Page label The page label VOR MAP annunciates the page format for five seconds and then is removed.

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Figure 3-9 (Sheet 4 of 9). EFD-4076 MFD Displays

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 operation 523-0776288

Table 3-36. EFD-4076 MFD Displays, TCAS MAP Page.

DISPLAY FUNCTION/DESCRIPTION

Push the TFC button (on the DCP) to select the TCAS traffic display on the MFD. The TCAS
traffic map is a dynamic, heading-up pictorial that shows nearby transponder equipped air-
craft. This screen displays traffic symbols that alert the crew to potential and predicted colli-
sion threats.
Note that a radar overlay may be added to the TCAS map display. Push the RDR button (on
the DCP) to display or remove the radar overlay.
Radar mode line This line displays the RTA operating mode. Other radar parameters also display on this line
when the radar overlay is selected.
Status line This line displays the current time, true airspeed, ground speed, and temperature.
Aircraft symbol This symbol is a reference used to visualize the relative positions of intruder aircraft. The
aircraft symbol is stationary and always displays in the center of the screen.
Intruder traffic symbols display and move about the screen as long as valid bearing informa-
tion is received, and the intruder is within the selected range and relative altitude window.
No bearing advisory window This two line window automatically displays when the TCAS computer detects a RA or TA in-
truder, but does not receive valid bearing information. This window shows data for the two
highest priority TA/RA intruders for which bearing information is not available.
Each line lists the RA/TA advisory type, distance/altitude, and a VS trend arrow (if trend is
more than 500 FPM). The line is red (RA) or yellow (TA).
Range rings Three range rings provide a distance measuring scale. These rings show distance from the
aircraft.
The outer ring is a solid-circle with a tic mark every 30 degrees. This ring represents the se-
lected full-scale range. The middle ring is a half-intensity circle that marks half-scale range.
This ring blanks when full-scale range is 5 miles. The inner ring consists of a tick mark every
30 degrees. This ring normally marks a range of 3 miles, but blanks when full-scale range is
40 miles.
Range distance A numeric distance label displays by the outer range ring. Full-scale range is selectable from
5 to 40 nmi. Turn the RANGE knob on the DCP to change the display range (and distance
label).
TCAS mode display The TCAS mode display shows the selected TCAS operating mode, TCAS altitude protection
window extension, and TCAS "other traffic" display status. Use the TCAS page on the RTU
to select these functions, and also to select the TCAS altitude display format and to initiate
the TCAS self-test routine. Refer to Figure 3-12, sheet 8.
The first line displays the TCAS operating mode. When AUTO mode is selected, this line is
blank; TA and RA symbols may display. Note that AUTO mode is inhibited when the aircraft
is on the ground. When STBY mode is selected, TCAS OFF annunciates. When TA ONLY
mode is selected, TA ONLY annunciates; RA symbols are not displayed in this mode.
The second line displays ABOVE if the TCAS altitude protection window is extended up. The
third line displays BELOW if the TCAS altitude protection window is extended down. The
protection window defines a zone of vertical air space relative to the aircraft. Intruders into
this zone are tracked and considered potential threats. Normally this window is 2700 feet
above and 2700 feet below the aircraft. When ABOVE is selected, the upper limit of this win-
dow becomes 9900 feet above the aircraft. When BELOW is selected, the lower limit of the
protection window becomes 9900 feet below the aircraft.
The fourth line displays OFF by an open-diamond symbol when display of "other traffic" has
been selected off.
TCAS altitude display This display annunciates the TCAS altitude in hundreds of feet. The display is blank, ALT,
or FL format.

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Table 3-36. EFD-4076 MFD Displays, TCAS MAP Page.

DISPLAY FUNCTION/DESCRIPTION

Traffic symbol Refer to the traffic detail. This detail shows a typical intruder display. Each traffic display
consists of an intruder symbol, an ALT DATA field, and a VS trend arrow (if appropriate).
The altitude and arrow displays are the same color as the intruder symbol.
If a RA or TA intruder is detected that is out of the selected display range, half of that in-
truder display appears by the outer range ring.
Intruder symbols Four kinds of intruder symbols may display. A cyan open-diamond symbol shows an aircraft
that is in the protected air space volume, but is not considered to be a collision threat. The
cyan solid-diamond symbol is a proximate traffic symbol. This symbol shows an aircraft that
is nearby, but not close enough to be considered advisory traffic.
The yellow solid-circle is a TA traffic symbol. This is a traffic advisory that means the in-
truder aircraft is a potential threat.
The red solid-square is a RA traffic symbol. This is a resolution advisory that means the in-
truder aircraft is an immediate threat. Take corrective or preventive action to maintain
minimum air space separation.
ALT DATA field The ALT DATA field shows the relative or absolute altitude of the intruder. Use the RTU to
select REL/ABS altitude format.
Relative altitude is the difference between the intruder aircraft altitude and (your) own air-
craft altitude. This 2-digit numeric display shows relative altitude in hundreds of feet. A +
value means the intruder is above; a - value means the intruder is below.
Absolute altitude is the MSL (mean sea level) altitude of the intruder aircraft. This 3-digit
numeric display shows absolute altitude in hundreds of feet. A - value means the absolute al-
titude is negative.
VS arrow The VS arrow display shows the vertical trend of the intruder, if this rate is greater than 500
feet per minute. The arrow points up if the intruder is climbing, and down if descending. An
arrow is not displayed if the VS rate is less than ″ 500 feet per minute.

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Figure 3-9 (Sheet 5 of 9). EFD-4076 MFD Displays

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 operation 523-0776288

Table 3-37. EFD-4076 MFD Displays, RADAR Page.

DISPLAY FUNCTION/DESCRIPTION

Turn the FORMAT knob (on the DCP) to select the radar display on the MFD. If the MFD
currently displays the HSI format or the PLAN map, push the RDR button (on the DCP) to
select the radar display. This display is a dynamic, heading-up pictorial that shows
weather/ground targets relative to aircraft position.
The radar display presents a forward-view of the aircraft heading. The display refreshes on
both left and right antenna sweeps. Each antenna sweep is either a full 120-degree sector or
a reduced 60-degree sector scan. Refer to Figure 3-13.
Note that the MFD displays RADAR FAULT if an internal fault is detected. The MFD dis-
plays RADAR CONTROL FAULT if the RTA range does not match the DCP range. The MFD
displays RADAR NOT AT THIS RANGE if the radar is transferred and the RTA range does
not match the DCP range.
Radar mode line This line displays the RTA operating mode and radar parameters selected on the WXP.
Status line This line displays the current time, true airspeed, ground speed, and temperature.
Aircraft symbol This stationary symbol provides a reference point, used to estimate the relative position of
radar targets with respect to the aircraft.
Range ring Four range rings provide a distance measuring scale. These rings show distance from the air-
craft.
Range distance Numeric distance labels display by two of the range rings. Turn the RANGE knob (on the
DCP) to change the display range (and distance labels). Full-scale range is selectable from 5
to 300 nmi.
30± angle mark Three angle marks display on each range ring. These marks provide a directional scale rela-
tive to aircraft heading. The center mark shows dead-ahead. The other two angle marks
show 30 degrees left and right of aircraft heading. The full arc spans 120 degrees.

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Figure 3-9 (Sheet 6 of 9). EFD-4076 MFD Displays

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 operation 523-0776288

Table 3-38. EFD-4076 MFD Displays, PRESENT POSITION MAP Page.

DISPLAY FUNCTION/DESCRIPTION

Turn the FORMAT knob (on the DCP) to select the present position map display on the MFD.
FMS MAP annunciates for 5 seconds after this page format is selected. This display is
available only if FMS is installed. This format shows a dynamic geographic pictorial of
the flight as it occurs. The map display is always centered on the aircraft present position,
with current heading toward the top of the screen. The screen shows a moving-map display of
flight plan symbols and background navaid symbols relative to aircraft present position.
Note that a radar overlay may be added to the present position map display. Push the RDR
button (on the DCP) to display or remove the radar overlay.
An FMS progress data window may be displayed on the present position map. This display is
shown on sheet 8.
Radar mode line This line displays the RTA operating mode. Other radar parameters also display on this line
when the radar overlay is selected.
Status line This line displays the current time, true airspeed, ground speed, and temperature.
Aircraft symbol This symbol is a reference used to visualize aircraft position relative to the geographic map
and radar targets. The aircraft symbol is stationary and always displayed in the center of the
screen. Normally, the navaid symbols, radar targets, and flight plan line move down the
screen as the flight progresses.
Range rings Two range rings provide a distance measuring scale. These rings show distance from the air-
craft. A distance annunciator displays by each ring. Turn the RANGE knob (on the DCP) to
select a desired display range.
NAV display The NAV display shows the FMS flight plan line and a background navigation map. The map
consists of navaid symbols generated from the FMS data base.
The FMS flight plan displays on the map as a solid-white line. This track line consists of
straight line segments connecting consecutive flight plan waypoints. The TO waypoint dis-
plays in magenta.
The FMS generated map symbols are cyan. Detailed FMS operation will be provided at a
later date.

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 operation 523-0776288

Figure 3-9 (Sheet 7 of 9). EFD-4076 MFD Displays

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 operation 523-0776288

Table 3-39. EFD-4076 MFD Displays, EXTENDED PRESENT POSITION MAP Page.

DISPLAY FUNCTION/DESCRIPTION

Turn the FORMAT knob (on the DCP) to select the present position map display on the MFD.
FMS MAP annunciates for 5 seconds when this page format is selected. This display is
available only if FMS is installed. This format shows a dynamic geographic pictorial of
the flight as it occurs. The map display is always centered on the aircraft present position,
with current heading toward the top of the screen. The screen shows a moving-map display of
flight plan symbols and background navaid symbols relative to aircraft present position.
Note that a radar overlay may be added to the present position map display. Push the RDR
button (on the DCP) to display or remove the radar overlay.
An FMS progress data window may be displayed on the present position map. This display is
shown on sheet 8.
Radar mode line This line displays the RTA operating mode. Other radar parameters also display on this line
when the radar overlay is selected.
Status line This line displays the current time, true airspeed, ground speed, and temperature.
Aircraft symbol This symbol is a reference used to visualize aircraft position relative to the geographic map
and radar targets. The aircraft symbol is stationary and always displayed in the center of the
screen. Normally, the navaid symbols, radar targets, and flight plan line move down the
screen as the flight progresses.
Range rings Two range rings provide a distance measuring scale. These rings show distance from the air-
craft. A distance annunciator displays by each ring. Turn the RANGE knob (on the DCP) to
select a desired display range.
NAV display The NAV display shows the FMS flight plan line and a background navigation map. The map
consists of navaid symbols generated from the FMS data base.
The FMS flight plan displays on the map as a solid-white line. This track line consists of
straight line segments connecting consecutive flight plan waypoints. The TO waypoint dis-
plays in magenta.
The FMS generated map symbols are cyan. Detailed FMS operation will be provided at a
later date.
Altitude intercept arc The FMS calculates the vertical navigation (VNAV) intercept point when the aircraft is
climbing or descending. A magenta altitude intercept arc is placed directly in front of the air-
plane symbol at the range where the aircraft will acquire the selected altitude.

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 operation 523-0776288

Figure 3-9 (Sheet 8 of 9). EFD-4076 MFD Displays

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 operation 523-0776288

Table 3-40. EFD-4076 MFD Displays, PRESENT POSITION MAP WITH DATA WINDOW Page.

DISPLAY FUNCTION/DESCRIPTION

Turn the FORMAT knob (on the DCP) to select the present position map display on the MFD.
FMS MAP annunciates for 5 seconds after this page format is selected. This display is
available only if FMS is installed. This format shows a dynamic geographic pictorial of
the flight as it occurs.
The present position map is described on sheet 6. This sheet shows the present position map
when a FMS progress data window is selected for display on the map. Use the CDU to dis-
play this window; detailed FMS operation will be provided at a later date.
Radar mode line This line displays the RTA operating mode. Other radar parameters also display on this line
when the radar overlay is selected.
Status line This line displays the current time, true airspeed, ground speed, and temperature.
Data window The data window displays FMS progress parameters for the from, to, to + 1, and destination
waypoints in the flight plan. Use the CDU to toggle this display on and off.
The FMS progress parameters include name (WPT), distance to the waypoint (DIS), time to
go (TTG), and estimated time of arrival (ETA) to the waypoint.
Aircraft symbol This symbol is a reference used to visualize aircraft position relative to the geographic map
and radar targets.
Range rings Two range rings provide a distance measuring scale. Turn the RANGE knob (on the DCP) to
select a desired display range.
The outer range ring is an inverted 120± sector of the compass rose. This arc contains index
markings every 5± and alphanumeric markings every 30±. The inner range ring is a circle
that is centered around the aircraft.
NAV display The NAV display shows the FMS flight plan line and a background navigation map. The map
consists of navaid symbols generated from the FMS data base.

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Figure 3-9 (Sheet 9 of 9). EFD-4076 MFD Displays

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 operation 523-0776288

Table 3-41. EFD-4076 MFD Displays, PLAN MAP Page.

DISPLAY FUNCTION/DESCRIPTION

Turn the FORMAT knob (on the DCP) to select the plan map display on the MFD. This dis-
play is available only if FMS is installed. This format shows a static geographic pictorial
of a section of the flight plan (or a selected route). Use this map as a visual aid to enter a new
flight plan/route or to plan a deviation from the flight plan/route.
The plan map is always presented with true-north at the top of the screen. This screen shows
flight plan/route symbols and background navaid symbols within range. Note that the (dy-
namic) radar display cannot be overlaid onto the (static) plan map.
Radar mode line This line displays the RTA operating mode.
Range ring A range ring provides a distance measuring scale. This ring shows distance from the center
waypoint.
Range distance A distance annunciator displays by the range ring. Turn the RANGE knob (on the DCP) to
select a desired display range.
NAV display The NAV display shows the FMS flight plan or route line and a background navigation map.
The map consists of navaid symbols generated from the FMS data base. The FMS generated
map symbols are cyan.
The FMS flight plan (or route) displays on the map as a solid-white line. This track line con-
sists of straight line segments connecting consecutive waypoints. The TO waypoint displays
in magenta.

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Figure 3-10 (Sheet 1 of 7). EFD-4076 PFD Displays

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 operation 523-0776288

Table 3-42. EFD-4076 PFD Displays.

DISPLAY FUNCTION/DESCRIPTION

The PFD combines the display functions of the "Basic-T" instruments into a single integrated
presentation. The PFD displays ADI, ASI/MSI, ALI/VSI, and HSI information.
BRT knob Turn this knob to adjust display brightness.
ADI display The ADI display shows primary flight data. This portion of the PFD displays aircraft atti-
tude, flight director steering commands, flight control status/mode annunciations, vertical de-
viation, and marker beacon annunciations. Refer to sheet 2.
ASI display (and MSI) The ASI display shows airspeed data. This portion of the PFD displays current IAS, current
Mach, several IAS markers (bugs), an IAS trend vector, and low/high speed cues. Refer to
sheet 3.
ALI display (and VSI) The ALI display shows altitude and vertical speed data. This portion of the PFD displays
baro corrected altitude, preselect altitude, radio altitude, minimum decision altitude, decision
height, vertical speed, and TCAS advisories. Refer to sheet 4.
HSI display The HSI display shows navigation data. This portion of the PFD displays a compass arc, air-
craft heading, selected heading, active course, drift angle, selected bearing, and FMS message
annunciation. Refer to sheet 5.

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Figure 3-10 (Sheet 2 of 7). EFD-4076 PFD Displays

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 operation 523-0776288

Table 3-43. EFD-4076 PFD, ADI Display.

DISPLAY FUNCTION/DESCRIPTION

Aircraft symbol The aircraft symbol is a stationary V-bar or crosspointer marker used as a reference for
viewing FD steering commands and pitch/roll attitudes.
Wing tips A short horizontal bar on each end of the display represents the wing tips of the aircraft. The
wing tips are used with the aircraft symbol as an attitude reference.
Horizon line The horizon line is the ground/sky boundary. The horizon line pitches and turns about the
aircraft symbol to show the aircraft attitude.
Pitch scale The pitch scale shows the amount of aircraft pitch attitude. The scale consists of a series of
horizontal lines and numeric pitch angle (degree) markings. The aircraft pitch attitude is the
scale indication at the aircraft symbol.
Roll scale A stationary roll scale consists of index and triangle marks along an arc centered at the air-
craft symbol. Scale marks are at 10, 20, 30, 45, and 60± left/right roll angles.
Roll pointer slip/skid indicator The roll pointer turns around the roll scale to show the amount of aircraft roll attitude. The
slip/skid indicator is a white rectangle that turns with the roll pointer, but moves laterally
from the pointer to show aircraft slip/skid movement. This indicator is driven by lateral body
accelerations (sensed in the AHC), and replaces a traditional glass-tube inclinometer.
FD steering command bars Integrated V-bars display whenever the onside flight director is turned on; refer to Figure 3-
11 The V-bars turn from the apex of the aircraft symbol to show computed pitch and roll
flight director steering commands. The V-bars are removed when the FD flag is in view.
FCS mode annunciation Flight control system modes annunciate when the onside flight director is on. Lateral modes
display above vertical modes. Active (capture) modes display in green, and annunciate to the
left of a divider line. Armed modes display in white, and annunciate to the right of the di-
vider line.
HGS mode annunciations The HGS guidance capable field is to the right of the line and the HGS guidance active field is
to the left of the line. The HGS guidance capable annunciation informs the crew that the
HGS is available for approach guidance. The letters AIII, AII, or AI annunciate in the HGS
capable field. Crew action is required to activate HGS guidance. The HGS guidance active
annunciation informs the pilot-not-flying that the pilot is using HGS guidance. The letters
AIII, AII, or AI annunciate in the HGS active field. A red line is drawn through the active
mode if it is not valid. The active mode then flashes for 10 seconds and then is removed.
Engage/FD annunciations When the autopilot is engaged, AP annunciates in green, with a horizontal arrow pointing to
the coupled side. When the autopilot disengages, this annunciation flashes red. The annun-
ciation is white if the autopilot has not been engaged.
When the DISC button on the yaw damper panel is pushed, both yaw dampers disengage and
YD annunciates in yellow. When a flight director displays cross-side steering commands,
FD2 (on pilot PFD) or FD1 (on copilot PFD) annunciates in green.
HGS command field The HGS command field provides HGS command and status information. The command field
displays the following messages: HGS FAIL - head-up guidance system failure detected.
APCH WARN - the approach warn annunciation warns the pilot-not-flying of an aborted ap-
proach. In this case the abort is commanded by the HGS. FLARE - the FLARE annunciation
indicates to the pilot-not-flying that the HGS is commanding a flare maneuver.
Vertical dev display The ILS glideslope, MLS glidepath, or FMS vertical navigation vertical deviation display ap-
pears when all conditions are met. Use the onside DCP to select LOC, MLS, or FMS as the
active NAV source. If deviation data becomes invalid, this display is replaced with a red GS,
MLS, or VNAV (flag) annunciation. When making a back course approach, the scale displays
without a pointer or flag annunciation.
Vertical deviation is shown by the position of a diamond shaped pointer relative to the devia-
tion scale. The scale consists of 2 dots above and 2 dots below center. If deviation becomes
excessive, the pointer flashes.

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 operation 523-0776288

Table 3-43. EFD-4076 PFD, ADI Display.

DISPLAY FUNCTION/DESCRIPTION

Lateral deviation display Lateral deviation is shown by the position of a diamond shaped pointer relative to the devia-
tion scale. The scale consists of one rectangular scale marking on either side of center. The
scale, its deviation pointer, and flag are enabled when the radio altitude is 600 feet or less. If
deviation becomes excessive, the pointer flashes.
Marker beacon annunciation Marker beacon status is annunciated by a boxed "OM" (outer marker), boxed "MM" (middle
marker), or by an empty box (inner marker).
Windshear display A pitch limit marker displays during a wind shear warning or caution alert, if radio altitude
is less than 1500 feet. This marker is a horizontal line with diagonal hash marks.

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Figure 3-10 (Sheet 3 of 7). EFD-4076 PFD Displays

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 operation 523-0776288

Table 3-44. EFD-4076 PFD, ASI Display.

DISPLAY FUNCTION/DESCRIPTION

Mach display The current indicated Mach speed automatically displays with a M label as Mach increases
above 0.450. This display is removed when Mach decreases below 0.400. Mach display
changes in 0.002 M increments.
IAS scale The indicated airspeed scale is a vertical "moving tape" display. The display window is 80
knots. The IAS scale contains a line marking every 5 (or 10) knots, and a numeric label every
20 knots. If airspeed data becomes invalid, the scale is replaced with a red IAS annunciation.
IAS pointer This stationary triangle displays by the center of the IAS window. The current indicated air-
speed is the IAS scale indication at the pointer.
IAS trend vector The IAS trend vector is a magenta line that extends from the IAS pointer to predict future
airspeed. The head of the trend vector aligns with the IAS scale to predict what airspeed will
be in 10 sec (if present acceleration is maintained). The vector extends up when airspeed
trends faster, and down when airspeed trends slower. The trend vector is not displayed when
the aircraft is on the ground.
Overspeed cue This red and black checkered bar moves up or down the IAS scale to show the maximum op-
erating airspeed for current flight conditions. This value (VMO/MMO) is provided by the air
data computer.
The 1.3 VSS line and a low speed cue display on the airspeed scale to show impending stall
speed. These indications do not replace the stall warning system, but provide a visual indica-
tion of approaching stall conditions. Both displays are calculated using angle-of-attack data;
default values are stored in the ACM module.
1.3 VSS line This green line shows 1.3 times the computed stall speed. The 1.3 VSS line does not display
when the aircraft is on the ground. Note that if angle-of-attack data fails, this line is replaced
by an amber vertical bar that represents the ACM default value.
Low speed cue This red and black checkered bar descends from the computed stall speed value to the bottom
of the IAS window. This cue is not displayed when the aircraft is on the ground.
IAS bug This magenta notched-box symbol is the IAS reference marker. The IAS bug is always se-
lected for display (except in Mach mode), and is set by the SPEED knob on the FCP.
V1 bug This reference marker is a cyan line followed by a 1. The V1 bug is the takeoff decision speed
reference, and may be manually selected for display and set as described below. This bug
display is automatically removed at takeoff.
VR bug This reference marker is a cyan line followed by a R. The VR bug is the turn (raise nose for
takeoff) speed reference, and may be manually selected for display and set as described below.
This bug display is automatically removed after the V2 speed is exceeded.
V2 bug This reference marker is a cyan line followed by a 2. The V2 bug is the takeoff safety speed
reference, and may be manually selected for display and set as described below. This bug
display is automatically removed after the V2 speed is exceeded (V2 + 40 knots + weight off
wheels for 7 seconds).
VT bug This reference marker is a cyan line followed by a T. The VT bug is the target speed refer-
ence, and may be manually selected for display and set as described below.
IAS reference (bug) field This magenta display shows the selected IAS reference (bug) value. This value is marked by
the notched-box symbol on the IAS scale. Turn the SPEED knob on the FCP to set this value
(except in MACH mode).
Speed reference (bug) field This one-line display shows a selected speed reference (bug) value that can be controlled us-
ing the onside ARP. Use the SPEED REFS knob and SEL button to sequentially select one of
four available bugs (V1, VR, V2, or VT) for display in this field. After 5 seconds of inactivity,
this display blanks.
The selected bug value numerically displays in this field. Turn the SET knob (on ARP) to
change this value; SET knob displays and changes the VT value. Push the PUSH OFF switch
(on ARP) to enable/disable display of the selected bug. The bug position on the IAS scale
automatically updates.

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Table 3-44. EFD-4076 PFD, ASI Display.

DISPLAY FUNCTION/DESCRIPTION

Speed reference (bug) table This table displays on the lower portion of the IAS scale when airspeed is less than 40 knots.
When this table displays, use the onside ARP to select and change one of four airspeed bugs
(VT, V2, VR, or V1). Operation is the same as described above.

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Figure 3-10 (Sheet 4 of 7). EFD-4076 PFD Displays

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 operation 523-0776288

Table 3-45. EFD-4076 PFD, ALI Display.

DISPLAY FUNCTION/DESCRIPTION

Baro altitude display This display simulates a rolling drum mechanism, and is outlined by a white window. The
present barometric corrected altitude is the summation of the numeric "thousands" readout
and the "hundreds" moving tape indication at the window.
If baro altitude data becomes invalid, the altitude displays are replaced with a red ALT an-
nunciation.
Note that a metric barometric altitude readout may also display (below the pressure display).
This boxed readout (with M label) displays the baro altitude in meters.
Fine baro altitude scale This scale is a vertical "moving tape" display. The display window is 450 feet. The scale con-
tains a line marking every 20 feet, and a numeric label every 100 feet. The scale moves down
for increasing altitude.
Coarse baro altitude scale This scale is a non-numbered vertical "moving tape" display that helps visualize (preselect)
altitude captures. Large rectangles on the scale represent 1000 foot altitude increments;
small rectangles represent 500 foot increments. The display window is 2200 feet. The scale
moves down for increasing altitude. Refer to the description of the preselect altitude bug,
provided later in this table.
Barometric pressure display Barometric pressure correction is numerically displayed in either inches of mercury or in
hecto Pascals. The correction value and format are set by the onside ARP.
Preselect altitude display The preselect altitude is numerically displayed in magenta above the baro altitude scales.
This value is set by the ALT knob on the FCP.
Note that a metric preselect altitude readout (with M label) may also display (below the nor-
mal display). This boxed readout displays the preselect altitude in meters.
Preselect altitude bug This 4-line marker displays on the coarse or fine baro altitude scales to mark the preselect al-
titude value. This value is numerically repeated in the preselect altitude display. The
marker comes into view on the coarse baro altitude scale and then moves to the fine baro alti-
tude scale when in range.
The preselect altitude display and bug both change colors and/or flash as the aircraft acquired
a preselected altitude. These displays are normally magenta. Both displays flash magenta
when the aircraft approaches the preselect altitude, and then become steady again at altitude
capture. After capture, the digital display flashes amber for minor altitude deviations. The
bug and the numeric display both flash amber for major altitude deviations.
The displays become cyan if the left and right side preselect values do not track with each
other.
Radio altitude display This numeric display appears as the aircraft descends through 2500 feet. The PFD displays
the following resolution in height: 50 feet resolution from 2500 to 1000 feet, 10 feet resolution
from 999 to 50 feet, and 5 feet resolution from 49 to 0 feet radio altitude. If radio altitude
data becomes invalid, this display is replaced with a red RA annunciation.
Analog radio altitude scale An analog radio altitude scale appears as the aircraft descends through 1100 feet. Use this
analog scale and the ground bar reference to visualize the aircraft height-above-terrain. The
scale contains line marks and single-digit numeric labels. Each digit indicates 100 feet of ra-
dio altitude.
A small window appears at the center of the scale as the aircraft descends through 1250 feet.
This window marks the current radio altitude. This value is numerically repeated in the ra-
dio altitude display.
Ground bar A ground bar displays on the analog radio altitude scale to represent the terrain. As the air-
craft descends, the ground bar rises on the analog scale. At 0-foot radio altitude, the ground
bar aligns with the center of the scale.

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Table 3-45. EFD-4076 PFD, ALI Display.

DISPLAY FUNCTION/DESCRIPTION

Decision height display Selected decision height is numerically displayed with a DH label. The decision height value
is selected for display and set by the onside ARP. This value is replaced with red dashes if
decision height data becomes invalid. The decision height display automatically appears at
2500 feet radio altitude.
Decision Height Annunciator A DH alert displays when the aircraft is at or below the set decision height. Near the center
of the display, DH flashes in yellow.
DH pointer A cyan pointer marks the selected decision height on the analog radio altitude scale. This
pointer appears when the DH display is selected, and the value is in range. Use this display
to visualize approaching decision height.
VS display Current vertical speed is shown by a pointer on a semi-circular scale, and numerically re-
peated in the center of the scale. If vertical speed data becomes invalid, this display is re-
placed with a red V/S annunciation.
The white VS scale contains nonlinear markings to increment vertical speeds between -4000
and +4000 feet per minute. A green pointer turns along the scale to show the current vertical
speed value. The two digit VS value (±15) is numerically repeated in the center of the scale.
TCAS advisories display on the VS scale as green or red arcs. A green arc shows a recom-
mended "fly to" range of vertical speeds. A red arc shows "avoidance" or "exit" vertical speeds.
The TCAS mode (TCAS OFF, TA ONLY, or blank) and TCAS messages (TRAFFIC, TCAS
FAIL, TCAS RA FAIL, or TCAS TEST) may display near the VS scale.
MDA display The minimum descent altitude is numerically displayed on the top-center of the screen. Use
the onside ARP to select this display and set the MDA value.
An MDA alert displays when the aircraft is at the minimum descent altitude. Near the cen-
ter of the display, MDA flashes in yellow.
MDA pointer A cyan pointer marks the selected minimum descent altitude on the fine baro altitude scale.
This pointer appears when the MDA display is selected, and the value is in range. The
pointer flashes during a MDA alert.

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Figure 3-10 (Sheet 5 of 7). EFD-4076 PFD Displays

Table 3-46. EFD-4076 PFD, HSI Display.

DISPLAY FUNCTION/DESCRIPTION

Compass arc A partial section of the compass rose displays on the lower portion of the PFD. This compass
arc is a 200± section of the full-compass rose that displays on the MFD when HSI format is
selected.
The compass arc contains index markings every 5±; alphanumeric markings display at 30± in-
tervals. Additional fixed index marks display outside the arc perimeter at 45± intervals with
respect to the lubber line. The compass arc turns to show the aircraft magnetic heading (read
under the lubber line).

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 operation 523-0776288

Table 3-46. EFD-4076 PFD, HSI Display.

DISPLAY FUNCTION/DESCRIPTION

Aircraft symbol A stationary aircraft symbol displays in the center of the arc. This symbol points directly to-
ward the lubber line.
Lubber line The lubber line is a fixed triangle symbol at the top of the compass arc. The present aircraft
heading is the compass reading directly under the lubber line.
Selected heading bug A heading bug symbol marks a selected heading reference. Turn the HDG knob on the FCP
to move the heading bug around the compass arc.
When the bug is positioned outside the 200± arc display range, a dashed line extends from the
aircraft symbol to provide an angular indication of the selected heading value.
Selected heading display This display numerically shows the position of the selected heading bug. This display ap-
pears when the HDG knob is turned, and disappears three seconds after rotation stops.
Drift angle pointer This pointer is a small circle that turns around the compass arc to show the aircraft drift an-
gle. The amount of aircraft drift is the angular difference between the pointer position (circle)
and the aircraft heading (read under the lubber line). When the pointer is under the lubber
line, the drift angle is zero.
Bearing pointers Two bearing pointers may be selected for display (BRG buttons on DCP). One pointer is a
single bar, V-head pointer (with reciprocal tail). The other pointer is a dual bar, V-head
pointer (with reciprocal tail). Each pointer shows the bearing to a selected navaid station or
the next FMS waypoint.
Bearing pointer sources This display annunciates the NAV source selected to drive each bearing pointer. If the se-
lected source fails, the source annunciation becomes boxed and turns red.
Course display The course display shows active NAV course parameters. The active course is determined by
which NAV source is selected as active on the DCP. The course value is calculated by the
FMS, the MLS, or selected by the CRS knob (or push-direct switch) on the FCP.
The top line annunciates the active NAV source. If the selected NAV source fails, the source
annunciation becomes boxed and turns red. The next line is a numeric course readout. This
CRS readout shows the active course through the selected navaid station or next waypoint
(also indicated by the course pointer). If MLS is the active NAV source, MAZ or BAZ annun-
ciates instead of CRS. The next line is a numeric distance readout. This NM readout shows
the distance to the tuned navaid or next waypoint (in nautical miles). Note that a H replaces
the NM distance label if VOR is the active NAV source (not with FMS) and the DME is in
DME hold mode. The distance readout blanks if valid data is not available. The next line is a
station identifier field. This line annunciates the station ident of the tuned navaid or next
waypoint. If FMS is the active source, DR (if FMS is in dead reckoning) may annunciate on
the last line.
Course pointer The course pointer is a solid-line, triangle-head pointer (with straight-line tail). This pointer
shows the active NAV course. This value is numerically repeated in the course display.
To/from symbol A triangle symbol shows "to" or "from" direction. This symbol turns as a part of the course
pointer, and points toward the tuned station or next waypoint.
Lateral dev bar The lateral dev bar is the center portion of the course pointer. This bar moves left or right
from the pointer head and tail to show lateral deviation from the active NAV course. The
amount of deviation is read against a dev scale. The bar aligns with the head and tail to form
a complete pointer when the aircraft is on-course.
Lateral dev scale The lateral dev scale consists of four dots that display perpendicular to the lateral dev bar.
Two dots display on either side of the aircraft symbol. When FMS is the active NAV source,
distance labels display by the outer dots.
Message annunciator MSG annunciates in cyan when an unread FMS message exists.

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Figure 3-10 (Sheet 6 of 7). EFD-4076 PFD Displays

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 operation 523-0776288

Table 3-47. EFD-4076 PFD Displays, Flags.

DISPLAY FUNCTION/DESCRIPTION

Flight director flag The flight director flag is a red boxed FD display. The flight director flag appears when either
the flight director pitch or roll data becomes invalid, or if directed by the autopilot. A red line
is drawn through the FD mode annunciator.
Airspeed flag A red boxed IAS flag is displayed instead of the airspeed tape when the airspeed becomes in-
valid. When the airspeed flag is in view, all airspeed display information is removed.
Navigation source flag When the navigation source input fails, the navigation source is annunciated in red in a red
box. The possible annunciations are VOR1, LOC1, VOR2, LOC2, MLS1, MLS2, FMS1, and
FMS2. The following displays are removed: lateral deviation bar, lateral deviation scale, and
to/from indication.
Heading sensor flag When the heading sensor input fails, a red MAG# flag is displayed in a red box.
Attitude flag When the attitude input data fails, a red ATT flag is displayed in a red box and the following
are removed: sky/ground raster, pitch tape, roll pointer, roll scale, slip/skid indicator.
Vertical deviation flag If ILS1 or ILS2 is the selected navigation source and the vertical deviation input is invalid,
the vertical deviation flag a red GS is displayed in a box. If MLS1 or MLS2 is the selected
navigation source and the vertical deviation input is invalid, the vertical deviation flag a red
MGP is displayed in a box. If FMS1 or FMS2 is the selected navigation source and the verti-
cal deviation input is invalid, the vertical deviation flag a red VNAV is displayed in a box.
The vertical deviation scale and pointer are removed when the vertical deviation flag is in
view.
Barometric altitude flag The barometric altitude flag a red ALT displayed in a box. It appears when the altitude in-
formation from the selected altitude source becomes invalid. The following items are removed
from the display when the altitude flag is in view: barometric altitude tapes, digital altitude
readout, preselect altitude reference, digital preselect altitude, metric altitude readout, and
metric preselect altitude.
Over temperature warning A temperature warning sensor is installed to detect an approaching thermal shutdown.
When 110 degrees C is reached a red DISPLAY TEMP flag is displayed and all raster data is
removed from the display to reduce power consumption in an attempt to prevent thermal
shutdown. Thermal shutdown and removal of display power occurs at 115 degrees C.
Radio altitude flag When radio altitude is invalid, the radio altitude flag a red RA is displayed and the following
are removed: analog radio altitude symbology, analog decision height marker, and digital ra-
dio altitude.
Vertical speed flag The vertical speed flag a red V/S is displayed in place of the vertical speed scale, vertical
speed pointer, and vertical speed digital display when the vertical speed input becomes inva-
lid.

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Figure 3-10 (Sheet 7 of 7). EFD-4076 PFD Displays

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 operation 523-0776288

Table 3-48. EFD-4076 PFD Displays, Comparators.

DISPLAY FUNCTION/DESCRIPTION

ATT/HDG ALIGNING During the period when the attitude heading reference system (AHRS) or inertial reference
system (IRS) is aligning and the airplane is on the ground, the PFD displays the ATT/HDG
ALIGNING DO NOT TAXI annunciation. During the period when the AHRS or IRS is
aligning and the airplane is airborne, the PFD displays the ATT/HDG ALIGNING annuncia-
tion.
IAS comparator The indicated airspeed comparator, a yellow boxed IAS, is displayed when the difference be-
tween the pilot's and copilot's displayed airspeed exceeds tolerance. The indicated airspeed
comparator flashes continuously until the master caution is reset.
Elevator mistrim A boxed E is annunciated when the autopilot indicates elevator mistrimmed.
Aileron mistrim A boxed A is annunciated when the autopilot indicates aileron mistrimmed.
ROL comparator The roll comparator, a yellow boxed ROL, is displayed when the difference between the pilot's
and copilot's displayed roll exceeds tolerance. The roll comparator flashes continuously until
the master caution is reset.
Alternate ATT annunciator The alternate ATT annunciator appears if the display unit is using an alternate ATT source
or if both sides are using the same ATT source.
Alternate ADC annunciator The alternate ADC annunciator appears if the display unit is using an alternate ADC source
or if both sides are using the same ADC source.
Alternate DCP annunciator The alternate DCP annunciator appears if the display unit is using an alternate DCP source
or if both sides are using the same DCP source.
LOC comparator The localizer deviation comparator, a yellow boxed LOC, is displayed when the difference be-
tween the pilot's and copilot's displayed localizer deviation exceeds tolerance. The localizer
deviation comparator flashes continuously until the master caution is reset.
GS comparator The glideslope deviation comparator, a yellow boxed GS, is displayed when the difference be-
tween the pilot's and copilot's displayed glideslope deviation exceeds tolerance. The
glideslope deviation comparator flashes continuously until the master caution is reset.
PIT comparator The pitch comparator, a yellow boxed PIT, is displayed when the difference between the pi-
lot's and copilot's displayed pitch exceeds tolerance. The pitch comparator flashes continu-
ously until the master caution is reset.
ALT comparator The altitude comparator, a yellow boxed ALT, is displayed when the difference between the
pilot's and copilot's displayed altitude exceeds tolerance. The altitude comparator flashes
continuously until the master caution is reset.
RA comparator The radio altitude comparator, a yellow boxed RA, is displayed when the difference between
the pilot's and copilot's displayed radio altitude exceeds tolerance. The radio altitude com-
parator flashes continuously until the master caution is reset.
Alternate HDG annunciator The alternate HDG annunciator appears if the display unit is using an alternate HDG source
or if both sides are using the same HDG source. MAG#, TRU#, or DG# is annunciated.
HDG comparator The heading comparator a yellow HDG in a box is displayed when the difference between the
pilot's and copilot's displayed heading exceeds tolerance. The heading comparator flashes
continuously until the master caution is reset.

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Figure 3-11. FCP-4002 Flight Control Panel, Controls and Displays

Table 3-49. FCP-4002 Flight Control Panel, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

The FCP contains autopilot and flight director controls. Yaw damper controls are provided by
a non-Collins yaw damper panel (refer to Figure 3-14).
Each rotary knob contains a push-switch in the center. The mode select buttons have an in-
dicator light on each side. When a button is pushed, the FCP transmits a request for that
mode to both FCC computers. If the FCCs determine that conditions are acceptable for that
mode, an acknowledge is returned to the FCP that lights the mode indicators. The left side
FCC lights the left indicator and the right side FCC lights the right indicator.
The FCP autopilot controls consist of AP engage/disengage, turbulence mode, and AP transfer
selectors.
AP ENG button Push the AP ENG button to engage the autopilot. The autopilot will engage if the AP DISC
switch-bar is raised, at least one of the yaw dampers is engaged, no unusual attitudes/rates
exist, and if FCC monitoring does not detect any autopilot faults. When engaged, the autopi-
lot flies flight director commands from the coupled side. The coupled side is the one selected
by the XFR button when the autopilot is engaged.
Left and right side indicators by the AP ENG button light to show left side FCC and right
side FCC engage acknowledge. The PFD displays a green AP ↑ (coupled to left side) or AP ↓
(coupled to right side) annunciation.
Push the autopilot disconnect button, the go around button, the manual pitch trim switch, or
manually lower the AP DISC switch-bar to disengage the autopilot. The autopilot automati-
cally disengages if both yaw dampers are disengaged or if the FCC autopilot monitors detect a
failure. The PFD displays a red AP annunciation after an autopilot disengage. Push autopi-
lot disconnect or go around button to cancel flashing and aural disengage warnings.
AP disconnect switch-bar Manually lower the AP DISC switch-bar to disengage the autopilot. When the switch-bar is
down, a red band becomes visible to indicate the disengage position. Manually raise the
switch-bar to enable the autopilot to be engaged. Note that this switch-bar is not held by a
solenoid, and remains where last positioned.

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Table 3-49. FCP-4002 Flight Control Panel, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

TURB button Push the TURB button to alternately select and deselect turbulence mode. The TURB button
is functional only when the autopilot is engaged. Left and right side indicators by the TURB
button light to show left/right FCC acknowledge of turbulence mode (on = turb). When tur-
bulence mode is selected, the FCC adapts autopilot gains for turbulent flight conditions. This
mode automatically clears when the autopilot is disengaged or at LOC capture.
XFR button Push the XFR button to alternately select and deselect transfer mode. Normally, pilot flight
guidance commands drive both (PFD) flight director displays. In transfer mode, copilot com-
mands drive both flight directors. Left and right side indicators by the XFR button light to
show left/right FCC acknowledge of transfer mode (on = right side control). Refer to flight di-
rector description below.
The FCP flight director controls consist of one set of flight guidance mode select buttons, a
VS/pitch wheel, and five rotary knob/switch assemblies.
A flight director is defined as the steering commands and associated mode annunciations on a
PFD. Normally both PFDs display the same flight director command. The flight director that
is displaying cross-side command annunciates FD2 (on pilot PFD) or FD1 (on copilot PFD).
The two flight directors become independent in approach, back course, or vertical go around
mode.
Pushbuttons select most flight guidance modes. Each mode select button is a push on/push
off control. When a mode selects, incompatible modes automatically clear.
Lateral modes are roll, HDG, 1/2 BANK, APPR, B/C, and NAV. Vertical modes are pitch, VS,
IAS, Mach, ALT, and altitude preselect. Go around is also a lateral and vertical mode; this
function is described in Figure 3-15.
Note that the roll, pitch, IAS, Mach, and altitude preselect modes are not directly selected by
a FCP pushbutton. The FD and SPEED buttons are switches, and operate differently than
the mode select buttons. Operation is described below.
FD buttons Two FD buttons are installed. The left side button applies to the left side (PFD) flight direc-
tor; the right side button applies to the right side (PFD) flight director. These buttons can
turn a flight director on and off.
At power-up, both flight directors are off. The (selected) flight director automatically turns on
when the autopilot is engaged, or when a vertical or lateral mode is selected. Push the other
FD button to alternately turn the (offside) flight director on and off. The FD button of a cou-
pled flight director is not functional.
VS/pitch wheel Turn the VS/pitch wheel to change the vertical reference value used by vertical speed and
pitch modes. This wheel is not functional when glideslope is captured.
In VS mode, turn this wheel to change the vertical speed reference value. When not in VS
mode, turn the wheel to apply a pitch "take-command" function. Pitch mode selects and any
active vertical mode (except GS capture) clears. Turn the wheel to change the pitch reference
value. Move the wheel forward to command pitch down, or backward to command pitch up.
Roll mode (no button) Roll mode is the basic lateral operating mode, and occurs automatically when no other lateral
mode is active and the flight director is on. ROLL annunciates on the PFD.
If roll attitude is more than 5 degrees from level when roll mode is selected, the FCC gener-
ates commands to maintain the roll angle. If roll attitude is less than 5 degrees (level), the
FCC generates commands to maintain heading.
When not engaged, push the remote SYNC button to synchronize the roll reference to the cur-
rent roll angle (or heading).
HDG button Push the HDG button to alternately select or deselect heading mode. HDG annunciates on
the PFD. The FCC generates commands to capture and maintain the selected heading. This
value is marked on the large displays by a heading bug, and can be changed using the HDG
knob.

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Table 3-49. FCP-4002 Flight Control Panel, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

HDG knob Turn the HDG knob to change the selected heading (shown on the large displays). This knob
simultaneously controls the heading bug on both left and right side displays. Clockwise rota-
tion increases the selected heading angle.
HDG sync switch Push the (center) PUSH SYNC switch to synchronize the heading bug to the current aircraft
heading (read under the lubber line). This switch syncs the heading bug on the left and right
side displays.
1/2 BANK button Push the 1/2 BANK button to alternately select or deselect half-bank mode. 1/2 BNK annun-
ciates on the PFD. This mode limits the maximum bank angle command to half the normal
value.
Half-bank mode automatically selects as the aircraft climbs through 31 600 feet pressure alti-
tude, or if the aircraft is above this altitude when the flight director is turned on. Half-bank
automatically clears as the aircraft descends through 31 600 feet.
APPR button Push the APPR button to alternately select or deselect approach mode. The type of approach
is determined by the active navigation source (selected on the DCP) and annunciates on the
PFD (FMS, VOR1, LOC2, etc). APPR mode arms when the button is pushed, and automati-
cally captures when capture conditions are met. Before capture, the system operates in a
heading select submode.
In a FMS approach, the FMC computer determines the capture point. After capture, the FMS
applies lateral bank commands to the FCC.
In a non-FMS approach, the FCC performs an all-angle adaptive capture. The FCC arms for
glideslope capture (if GS is valid) after a front course localizer capture. GS annunciates in
white on the PFD. At glideslope capture, the GS annunciation turns green and the FCC gen-
erates commands to maintain flight on the glidepath.
B/C button Push the B/C button to alternately select or deselect back course mode. A localizer must be
selected as the active navigation source. Back course mode arms when the button is pushed,
and automatically captures when capture conditions are met.
Before capture, the system operates in a heading select submode. B/C1 or B/C2 annunciates
in white on the PFD. After capture this annunciation turns green.
NAV button Push the NAV button to alternately select or deselect navigation mode. The FCC/FMC gen-
erates lateral commands to fly the active navigation course. The navigation source is selected
on the DCP. The (active course) NAV identifier annunciates on the PFD (FMS, VOR1, LOC2,
etc). NAV mode arms when the button is pushed, and automatically captures when capture
conditions are met. Before capture, the system operates in a heading select submode.
If FMS is the active NAV source, the FMC computer determines the capture point. After cap-
ture, the FMS applies lateral bank commands to the FCC.
If FMS is not the active NAV source, the FCC performs an all-angle adaptive capture. After
capture, the FCC generates commands to maintain the NAV course. This course may be
changed using a CRS knob.
CRS knobs Two course knobs are installed. Turn the CRS 1 knob to change the left side active naviga-
tion course displayed on the pilot PFD. Turn the CRS 2 knob to change the right side active
course (copilot PFD). Clockwise rotation increases the selected course angle.
CRS direct switches Push a (center) PUSH DIRECT switch to zero course deviation and automatically select a
course directly to the tuned NAV station.
Pitch mode (no button) Pitch mode is the basic vertical operating mode, and occurs automatically when no other ver-
tical mode is active and the flight director is on. PTCH annunciates on the PFD. The FCC
generates commands to maintain the pitch (reference) angle existing when pitch mode is se-
lected.
Turn the VS/pitch wheel to change the pitch reference value. When not engaged, push the
remote SYNC button to synchronize the pitch reference to the current pitch angle.

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Table 3-49. FCP-4002 Flight Control Panel, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

VS button Push the VS button to alternately select or deselect vertical speed mode. VS and the vertical
speed reference value annunciate on the PFD. An up arrow also annunciates for positive VS;
a down arrow annunciates for negative VS. The FCC generates commands to maintain the
vertical speed (reference) existing when VS mode is selected.
Turn the VS/pitch wheel to change the vertical speed reference value. When not engaged,
push the remote SYNC button to synchronize the VS reference to current vertical speed.
SPEED button Push the SPEED button to alternately select or deselect a speed hold mode. Either IAS mode
or Mach mode selects. IAS mode selects if the aircraft altitude is below 31 600 feet. Mach
mode selects if the aircraft altitude is above 31 600 feet. Push the (center) IAS/MACH switch
in the SPEED knob to manually select the other (Mach/IAS) speed hold mode.
Automatic Mach/IAS mode transition occurs when the aircraft flies through 31 600 feet alti-
tude. In IAS mode, Mach mode automatically selects when the aircraft climbs through 31 600
feet. In Mach mode, IAS mode automatically selects when the aircraft descends through 31
600 feet. Anytime an overspeed condition occurs, IAS or Mach mode will automatically select.
Refer to the IAS and Mach mode descriptions below.
IAS mode (no button) When the aircraft altitude is below 31 600 feet, push the SPEED button to select IAS hold
mode. IAS and the airspeed reference value annunciate on the PFD. The FCC generates
commands to maintain the airspeed (reference) existing when IAS mode is selected. Turn the
SPEED knob to change the airspeed reference value. When not engaged, push the remote
SYNC button to resynchronize the IAS reference to current airspeed.
IAS mode automatically selects if a significant overspeed condition occurs and altitude is be-
low 31 600 feet. If the VMO is exceeded by 10 knots for 0.5 seconds, both flight directors turn
on and IAS mode selects. The airspeed reference value is set to the current VMO - 5 knots, to
command the aircraft back under the VMO.
Mach mode (no button) When the aircraft altitude is above 31 600 feet, push the SPEED button to select Mach hold
mode. MACH and the Mach reference value annunciate on the PFD. The FCC generates
commands to maintain the Mach (reference) existing when Mach mode is selected. Turn the
SPEED knob to change the Mach reference value. When not engaged, push the remote SYNC
button to resynchronize the Mach reference to current Mach speed.
Mach mode automatically selects if a significant overspeed condition occurs and altitude is
above 31 600 feet. If the MMO is exceeded by 0.15 Mach for 0.5 seconds, both flight directors
turn on and Mach mode selects. The Mach reference value is set to the current MMO - .02
Mach, to command the aircraft back under the MMO.
Speed knob Turn the SPEED knob to change the IAS or Mach reference value. This value displays by the
IAS or MACH mode annunciation on the PFD. Clockwise rotation increases the airspeed or
Mach speed reference.
IAS/MACH switch Push the (center) IAS/MACH switch to select Mach mode from IAS mode, or to select IAS
mode from Mach mode. Refer to SPEED button description.
ALT button Push the ALT button to alternately select or deselect altitude hold mode. ALT annunciates
on the PFD. The FCC generates commands to maintain the pressure altitude existing when
ALT mode is selected.
When not engaged, push the remote SYNC button to synchronize the altitude reference to
current altitude. Altitude hold mode automatically selects if the preselect altitude setting
(ALT knob) is changed while in altitude preselect track.
Altitude preselect mode In altitude preselect mode, the operator selects a desired altitude and the FCC generates
(no button) commands to fly to and maintain that altitude. Turn the ALT knob to select the desired pre-
select altitude.
Altitude preselect mode automatically arms when the ALT knob is turned, when go around is
cleared, or when the flight director is turned on (except in overspeed or go around mode).
ALTS annunciates in white on the PFD.

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Table 3-49. FCP-4002 Flight Control Panel, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Altitude preselect capture occurs when the aircraft altitude nears the preselect altitude. The
capture point depends on closure rate. ALTS CAP annunciates in green on the PFD. If the
ALT knob is turned during the capture maneuver, pitch mode selects and altitude preselect
mode rearms. If ALTS CAP has been annunciated and then is cleared without going to arm
or track mode, an ALTS annunciation flashes yellow for 10 seconds to show altitude abort.
Altitude preselect track occurs after the aircraft becomes established at the preselected alti-
tude. ALTS annunciates in green on the PFD. If the ALT knob is turned during track, alti-
tude hold mode selects and altitude preselect mode rearms.
ALT preselect knob Turn the ALT knob to change the preselect altitude (displayed on PFD). Clockwise rotation
increases the preselect altitude.
ALT alert cancel switch Push the (center) PUSH CANCEL switch to cancel aural and visual altitude alerts.

Figure 3-12 (Sheet 1 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

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 operation 523-0776288

Table 3-50. RTU-4000 Radio Tune Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Note: Some installations contain COM 3, HF COM, or MLS radios. Refer to sheets 2 and 3
for these configurations.
Brightness trim control Turn the BRT trim knob to adjust display brightness. Push a line key to select a COM (ACT
or PRE), NAV (ACT or PRE), ADF, ATC, or TCAS tune/control head function. These line keys
select a radio for retuning and access the mode control pages. Note that the line keys select
radio functions according to the displayed page; page formats depend on the equipment in-
stalled and the selected page.
Push a line key next to a line not marked by the tune window to move the window to that
line. Turn the tuning knobs to change the windowed frequency, code, or mode display. The
knobs directly retune the radio when the window is around the ACT COM, ACT NAV, ADF,
or ATC numeric display.
Push the line key again (while that line is marked by the tune window) to display the mode
page for that radio. Use these mode pages to select control head functions. The PRE func-
tions are described later in this table.
Tune window The tune window is a box that marks the display that can be changed by the tuning knobs.
Push a line key to move the tune window to the frequency or mode to be changed, and then
turn the tune knobs to cycle the marked parameter. The tune window normally displays on
the COM PRE line, and automatically returns to this line after approximately 20 seconds of
inactivity.
COM display Push the COM ACT line key to window the VHF COM radio active frequency. Turn the tun-
ing knobs to change the displayed frequency and directly retune the radio. Push the COM
ACT line key again to view the COM page. Refer to sheet 4.
Note that SQ OFF annunciates below the ACT frequency when squelch is disabled. TX an-
nunciates when the radio is transmitting. CTL (not ACT) annunciates when the CTL-23 is
on; refer to Figure 3-3.
The digit to the right of the COM legend (1 or 2) shows which radio is tuned to the displayed
frequency. Refer to description of the 1/2 button.
COM preset display The COM PRE display shows the (preset) VHF COM frequency that can be transferred to the
(active) COM ACT display.
Push the COM PRE line key to window the VHF COM radio preset frequency (if not already
selected). Turn the tuning knobs to change the preset frequency. Push the PRE line key
again to interchange the preset and active COM values. The COM radio retunes to the new
frequency (left side display) and the previous active frequency becomes the new preset (right
side display). The PRE legend changes to RECALL. The old value is available for instant re-
call by pushing the RECALL line key.
NAV display Push the NAV ACT line key to window the VHF NAV active radio frequency. This is the ac-
tive VIR (also DME, unless held) frequency. Turn the tuning knobs to change the displayed
frequency and directly retune the radio(s). Push the NAV ACT line key again to view the
NAV page. Refer to sheet 5.
Note that MK-HI annunciates below the ACT frequency when marker beacon receiver sensi-
tivity is selected high. When DME hold is selected, the held frequency and a H annunciate.
Refer to description of DME-H button. CTL (not ACT) annunciates when the CTL-23 is on;
refer to Figure 3-3.
The digit to the right of the NAV legend (1 or 2) shows which radio is tuned to the displayed
frequency. Refer to description of the 1/2 button.
NAV preset display The NAV PRE display shows the (preset) VHF NAV frequency that can be transferred to the
(active) NAV ACT display.

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Table 3-50. RTU-4000 Radio Tune Unit, Controls and Displays.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

Push the NAV PRE line key to window the NAV radio preset frequency. Turn the tuning
knobs to change the preset frequency. Push the PRE line key again to interchange the preset
and active NAV values. The VIR radio retunes to the new frequency (left side display) and
the previous active frequency becomes the new preset (right side display). The PRE legend
changes to RECALL. The old value is available for instant recall by pushing the RECALL
line key.
ADF display Push the ADF line key to window the ADF active radio frequency. Turn the tuning knobs to
change the displayed frequency and directly retune the radio. Push the ADF line key again to
view the ADF page. Refer to sheet 6.
Note that ANT annunciates below the ADF frequency when antenna mode is selected. TONE
annunciates when TONE mode is selected on.
The digit to the right of the ADF legend (1 or 2) shows which radio is tuned to the displayed
frequency. Refer to description of the 1/2 button.
ATC display Push the ATC line key to window the active transponder reply code. Turn the tuning knobs
to change the displayed code; the active transponder immediately responds to the new code.
Push the ATC line key again to view the ATC page. Refer to sheet 7.
Note that ALT OFF annunciates below the ATC code when (reply) mode A is selected. STBY
annunciates when standby is selected. R annunciates when the active TDR replies to an in-
terrogation. ID annunciates when the RTU IDENT button is pushed and the active TDR
transmits.
The digit to the right of the ATC legend (1 or 2) shows which transponder is active. The ac-
tive TDR transponder is selected by a pedestal 1/2 switch.
TCAS display Push the TCAS line key to view the TCAS page. Refer to sheet 8.
Note that the selected TCAS mode (STBY, AUTO, TA) annunciates below the TCAS line key
label. The selected TCAS altitude display format (ABS or REL) also annunciates.
Tuning knobs Turn these two concentric knobs to change the frequency or code shown in the tune window.
The outer knob changes the most significant (left) digits, and the inner knob changes the
least significant (right) digits of the display.
Some displays show a smaller cursor-window inside the (normal) tune window. Use the inner
knob to change the cursor-window digits (or mode). Use the outer knob to move this cursor-
window to other modifiable parameters inside the tune window.
IDENT button Push this button to transmit an identification pattern that displays on the ground controller's
radar screen. Push this button only when requested to "squawk ident" by the ground con-
troller. Note that ID annunciates below the ATC code for about 15 seconds when this button
is pushed.
DME-H button Push the DME-H button to hold the DME at the current NAV frequency, and allow the VIR
receiver to be independently retuned. When this button is pushed, the held DME frequency
and a H annunciate below the NAV ACT frequency display. Push the DME-H button a sec-
ond time to cancel hold; the DME automatically retunes to the active NAV frequency. Refer
to sheet 5.
1/2 button Normally each RTU controls the onside bank of radios. Push the 1/2 button to enable display
and control of the cross-side radios. Push the 1/2 button again to reselect onside radio control.
Note that most of the display lines show a left (1) or right (2) side radio identifier. This digit
identifies the radios that currently can be tuned/controlled by the RTU.
RTU TEMP annunciation If the RTU overheats, RTU TEMP annunciates in red on all display pages.

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Figure 3-12 (Sheet 2 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Table 3-51. RTU-4000 Radio Tune Unit, Top Level Display with COM 3.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This sheet shows the RTU top level display when an optional third VHF COM radio is in-
stalled. Operation is the same as previously described for sheet 1, with the addition of the
COM 3 display.
COM 3 display Push the COM 3 line key to window the number 3 VHF COM radio active frequency. Turn
the tuning knobs to change the displayed frequency and directly retune the radio. Push the
COM 3 line key again to view the COM 3 page. Refer to sheet 12.
Note that SQ OFF annunciates below the COM 3 frequency when squelch is disabled. TX
annunciates when the radio is transmitting.
The digit to the right of the COM legend (3) shows that the COM radio tuned to the displayed
frequency is a number 3 unit.

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Figure 3-12 (Sheet 3 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Revised 1 February 2000 3-138

 operation 523-0776288

Table 3-52. RTU-4000 Radio Tune Unit, Top Level Display with MLS and HF COM.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

This sheet shows the RTU top level display when optional MLS radios and optional HF COM
radios are installed. Operation is the same as previously described for sheet 1, except the
MLS display replaces the NAV preset display and the HF COM display is added.
MLS display Push the MLS line key to window the MLS active radio channel. Turn the tuning knobs to
change the displayed channel and directly retune the radio. Push the MLS line key again to
view the MLS page. Refer to sheet 9.
Note that BAZ annunciates below the MLS channel when back azimuth mode is selected.
The digit to the right of the MLS legend (1 or 2) shows which radio is tuned to the displayed
channel. Refer to description of the 1/2 button.
HF COM display The HF COM display shows the squelch level, active frequency/channel, and the operating
mode. Push the HF line key to window the squelch level annunciator. Turn the small tuning
knob to change the squelch level or turn the large tuning knob to move the window to the fre-
quency or operating mode annunciator. Push the HF line key again to view the HF COM
page. Refer to sheet 10.
The HF COM display format changes according to the selected mode. In simplex mode, the
HF COM active frequency displays; use the tuning knobs to move the cursor-window and
retune the radio. Refer to the description of the tuning knobs. In half-duplex mode, the re-
ceive frequency/mode displays above the transmit frequency/mode; use the tuning knobs to
move the cursor-window and retune the radio. When channel tuning is selected, the active
HF COM channel number displays; use the tuning knobs to change the selected channel
number.
The digit to the right of the HF legend (1 or 2) shows which radio is tuned to the displayed
frequency or channel. Refer to description of the 1/2 button.

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Figure 3-12 (Sheet 4 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Revised 1 February 2000 3-140

 operation 523-0776288

Table 3-53. RTU-4000 Radio Tune Unit, COM Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

COM page Push the COM ACT line key twice to select the COM page. The RTU automatically displays
the top level page after approximately 20 seconds of inactivity.
COM source annunciator The COM 1 source annunciation means the RTU is controlling a number 1 (left side) radio.
COM active frequency display This display shows the active VHF COM radio frequency.
COM preset frequency display This display shows a preset VHF COM frequency that is available to immediately retune the
radio.
Tune window The tune window shows which VHF COM frequency can be changed by the tuning knobs.
Line keys move the tune window to either the active (ACT) or the preset (PRE) frequency dis-
play.
ACT line key Push the COM ACT line key to window the active COM frequency. Turn the tuning knobs to
change the displayed frequency and directly retune the radio.
PRE line key Push the COM PRE line key to window the preset COM frequency (if not already selected).
Turn the tuning knobs to change the displayed preset frequency.
Push the PRE line key again to interchange the preset and active COM values. The COM ra-
dio retunes to the new frequency (left side display) and the previous active frequency becomes
the new preset (right side display). The PRE legend changes to RECALL. The old value is
available for instant recall by pushing the RECALL line key.
Squelch line key and annunciator Push the SQUELCH line key to alternately enable (ON) or disable (OFF) the receiver squelch
circuits. The larger annunciator marks the squelch selection.
Return line key Push the RETURN line key to display the RTU top level page.

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Figure 3-12 (Sheet 5 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Revised 1 February 2000 3-142

 operation 523-0776288

Table 3-54. RTU-4000 Radio Tune Unit, NAV Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

NAV page Push the NAV ACT line key twice to select the NAV page. The RTU automatically displays
the top level page after approximately 20 seconds of inactivity.
NAV source annunciator The NAV 1 source annunciation means the RTU is controlling a number 1 (left side) radio.
Autotune annunciation The AUT annunciation means the FMS is autotuning the NAV radios.
NAV active frequency display This display shows the active VHF NAV radio frequency. This is the active VIR (also DME,
unless held) frequency.
NAV preset frequency display This display shows a preset VHF NAV frequency that is available to immediately retune the
radio.
Tune window The tune window shows which VHF NAV frequency can be changed by the tuning knobs.
Line keys move the tune window to either the active (ACT) or the preset (PRE) frequency dis-
play.
ACT line key Push the NAV ACT line key to window the active NAV frequency. Turn the tuning knobs to
change the displayed frequency and directly retune the radio.
PRE line key Push the NAV PRE line key to window the preset NAV frequency (if not already selected).
Turn the tuning knobs to change the displayed preset frequency.
Push the PRE line key again to interchange the preset and active NAV values. The NAV ra-
dio retunes to the new frequency (left side display) and the previous active frequency becomes
the new preset (right side display). The PRE legend changes to RECALL. The old value is
available for instant recall by pushing the RECALL line key.
DME hold line key and display The NAV frequency associated with the current DME channel displays by the second line key
when DME hold is selected (DME-H button). H annunciates by the held frequency.
When DME hold is selected, push the DME line key to window the held frequency. Then turn
the tuning knobs to change the displayed frequency and directly retune the DME.
Marker sens line key and annun- Push the MKR SENS line key to alternately select LO or HI marker beacon receiver sensitiv-
ciator ity. The larger annunciator marks the selection.
Return line key Push the RETURN line key to display the RTU top level page.

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Figure 3-12 (Sheet 6 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Revised 1 February 2000 3-144

 operation 523-0776288

Table 3-55. RTU-4000 Radio Tune Unit, ADF Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

ADF page Push the ADF line key twice to select the ADF page. The RTU automatically displays the top
level page after approximately 20 seconds of inactivity.
ADF source annunciator The ADF 1 source annunciation means the RTU is controlling a number 1 (left side) radio.
ADF active frequency display This display shows the active ADF radio frequency. Turn the tuning knobs to change the dis-
played frequency and directly retune the radio.
Tune window The tune window shows that the ADF frequency can be changed by the tuning knobs.
Mode line key and annunciator Push the MODE line key to alternately select ADF or ANT mode. The larger annunciator
marks the selection.
In ADF mode, the radio provides bearing-to-the-station and aural outputs. In ANT mode, the
radio provides only an aural output.
TONE line key and annunciator Push the TONE line key to alternately select (ON) or deselect (OFF) TONE mode operation.
The larger annunciator marks the selection. When TONE is selected, the ADF radio gener-
ates a 1000 Hz aural BFO tone when a keyed cw signal is received.
TEST line key Push the TEST line key to initiate the ADF radio self-test routine. The TEST annunciator
becomes larger while ADF test is on.
Return line key Push the RETURN line key to display the RTU top level page.

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Figure 3-12 (Sheet 7 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Revised 1 February 2000 3-146

 operation 523-0776288

Table 3-56. RTU-4000 Radio Tune Unit, ATC Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

ATC page Push the ATC line key twice to select the ATC page. The RTU automatically displays the top
level page after approximately 20 seconds of inactivity.
ATC source annunciator The ATC 1 source annunciation means the RTU is controlling the number 1 (left side) trans-
ponder. Note that only one transponder is active at one time.
ATC code display This display shows the selected transponder reply code that can be changed by the tuning
knobs.
Tune window The tune window shows that the ATC code can be changed by the tuning knobs.
STBY/R annunciator STBY, R, or ID may annunciate below the ATC source annunciator. STBY annunciates when
standby mode is selected by the remote TDR select switch. R annunciates when the trans-
ponder replies to an interrogation.
ALT line key and annunciator Push the ALT line key to alternately enable (ON) or disable (OFF) the altitude reporting
function. The larger annunciator marks the selection.
Altitude reporting ON is the normal operating mode, and should be selected for TCAS opera-
tion. The transponder replies to interrogation pulses, and transmits uncorrected barometric
altitude (mode C).
Altitude reporting OFF (reply mode) is normally used only when requested by ATC. The
transponder replies to interrogation pulses, but does not transmit altitude data.
Note that the transponder automatically replies to (mode S) ATCRBS and TCAS interroga-
tions. No operator action is required.
Altitude display This display shows the uncorrected barometric altitude that is transmitted in the altitude re-
porting (ON ALT) mode. This display is removed in reply (OFF ALT) mode.
Return line key Push the RETURN line key to display the RTU top level page.

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Figure 3-12 (Sheet 8 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Revised 1 February 2000 3-148

 operation 523-0776288

Table 3-57. RTU-4000 Radio Tune Unit, TCAS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

TCAS page Push the TCAS line key to select the TCAS page. The RTU automatically displays the top
level page after approximately 20 seconds of inactivity.
Mode line key and annunciator Push the MODE line key to alternately select AUTO, STBY, or TA ONLY mode. The larger
annunciator marks the selection.
In STBY mode, the TCAS does not transmit. In AUTO (normal) mode, both traffic and reso-
lution advisories may display (on PFD/MFD). In TA ONLY mode, (only) traffic advisories
may display.
ALT format line key and annuncia- Push the ALT line key to alternately select relative (REL) or absolute (ABS) TCAS altitude
tor display format (on MFD). The larger annunciator marks the selection.
Relative altitude is the difference between the intruder aircraft altitude and (your) own air-
craft altitude. Absolute altitude is the MSL (mean sea level) altitude of the intruder aircraft.
TEST line key Push the TEST line key to initiate the TCAS self-test routines. The TEST annunciator be-
comes larger while TCAS test is on.
Other traffic line key and annun- Push the TRAFFIC line key to alternately enable (ON) or disable (OFF) the display of open-
ciator diamond traffic on the MFD traffic map. The larger annunciator marks the selection.
Open-diamond traffic is "other traffic"; RA traffic, TA traffic, and proximate traffic may still
display. Refer to Figure 3-9.
Altitude range line keys Push the ABOVE, NORM, or BELOW line key to select the altitude range of the TCAS pro-
tection window. The larger annunciator(s) mark the selection.
The protection window defines a zone of vertical air space relative to the aircraft. Intruders
into this zone are tracked and considered potential threats.
When NORM is selected, the protection window is 2700 feet above and 2700 feet below the
aircraft. When ABOVE is selected, the protection window is 9900 feet above and 2700 feet
below the aircraft. When BELOW is selected, the protection window is 2700 feet above and
9900 feet below the aircraft. When ABOVE and BELOW are both selected, the protection
window is 9900 feet above and 9900 feet below the aircraft.
Return line key Push the RETURN line key to display the RTU top level page.

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Figure 3-12 (Sheet 9 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Revised 1 February 2000 3-150

 operation 523-0776288

Table 3-58. RTU-4000 Radio Tune Unit, MLS Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

MLS page Push the MLS line key twice to select the (optional) MLS page. Refer to sheet 3. The RTU
automatically displays the top level page after approximately 20 seconds of inactivity.
MLS source annunciator The MLS 1 source annunciation means the RTU is controlling a number 1 (left side) radio.
MLS active channel display This display shows the active MLS radio channel. Turn the tuning knobs to change the dis-
played channel and directly retune the radio.
Tune window The tune window shows that the MLS channel can be changed by the tuning knobs.
AZ mode line key and annunciator Push the AZ MODE line key to alternately select front azimuth (MAZ) or back azimuth (BAZ)
mode. The larger annunciator marks the selection.
AZ display The MAZ or BAZ display shows the MLS azimuth value. The display label changes to MAZ
or BAZ according to the selected mode.
MGP display The MGP display shows the MLS glidepath value. This display is inhibited in back azimuth
mode.
Return line key Push the RETURN line key to display the RTU top level page.

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Figure 3-12 (Sheet 10 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Revised 1 February 2000 3-152

 operation 523-0776288

Table 3-59. RTU-4000 Radio Tune Unit, HF COM Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

HF COM page Push the HF line key twice to select the (optional) HF COM page. Refer to sheet 3. The RTU
automatically displays the top level page after approximately 20 seconds of inactivity.
HF COM source annunciator The HF 2 source annunciation means the RTU is controlling a number 2 (right side) radio.
HF COM active display This display shows the active HF COM radio frequency or channel. The selected mode an-
nunciates below the numeric display.
HF COM preset display This display shows a preset HF COM frequency or channel that is available to immediately
retune the radio. The selected mode annunciates below the numeric display.
Tune window The tune window shows which HF COM display can be changed by the tuning knobs. Line
keys move the tune window to either the active (ACT) or the preset (PRE) display.
Some displays show a smaller cursor-window inside the (normal) tune window. Use the inner
tuning knob to change the cursor-window digits. Use the outer tuning knob to move this cur-
sor-window to other modifiable parameters inside the tune window.
ACT line key Push the ACT line key to window the squelch level annunciator. Turn the small tuning knob
to change the squelch level. Possible squelch levels are SQ0 (off), SQ1, SQ2, or SQ3. Turn
the large tuning knob to move the window to the frequency or operating mode annunciator.
The frequency window shows the active frequency or channel. Turn the small tuning knob to
change the windowed frequency/channel. The operating mode annunciator shows UV (upper
sideband voice), LV (lower sideband voice), or AM (amplitude modulation).
PRE line key Push the PRE line key to window the preset HF COM frequency/channel (if not already se-
lected). Turn the tuning knobs to change the displayed preset.
Push the PRE line key again to interchange the preset and active HF COM values. The radio
retunes to the new frequency/channel (left side display) and the previous active fre-
quency/channel becomes the new preset (right side display). The PRE legend changes to RE-
CALL. The old value is available for instant recall by pushing the RECALL line key.
SIMPLEX/DUPLEX line key and Push the SIMPLEX/DUPLEX line key to alternately select SIMPLEX or DUPLEX tuning
annunciator mode. The larger annunciator marks the tuning mode selection. The selected tuning mode
applies to the tuning window.
Power line key and annunciator Push the POWER line key to alternately select the LO, MED, or HI transmit power level.
The larger annunciator marks the selection.
TUNE/ITU line key and annuncia- Push the TUNE/ITU line key to alternately select emergency (EMER) channel tuning, fre-
tor quency (FREQ) tuning, channel (PRESET) tuning, or ITU channel tuning. The larger annun-
ciator marks the selection.
When EMER tuning is selected, turn the tuning knobs to choose a desired emergency chan-
nel. When FREQ tuning is selected, turn the tuning knobs to choose a desired frequency.
When PRESET tuning is selected, turn the tuning knobs to choose a desired pre-programmed
channel (described below).
Preset page line key and annuncia- Push the PRESET PAGE line key to display preset (channel) pages. Use these pages to dis-
tor play and program the frequency/channel pairing used in PRESET tuning (described above).
Return line key Push the RETURN line key to display the RTU top level page.
Test Annunciator Push the Test Annunciator line key to initiate self test.

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 operation 523-0776288

Figure 3-12 (Sheet 11 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Revised 1 February 2000 3-154

 operation 523-0776288

Table 3-60. RTU-4000 Radio Tune Unit, HF PRESET Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

HF preset page Refer to sheet 11. The HF preset page may be selected from the HF main display page.
HF source display The HF source display means the RTU is controlling the HF radio.
Active line key Push the active line key to window the squelch level annunciator. Turn the large tuning knob
to move the window to the frequency or operating mode annunciator. The frequency window
shows the active frequency. Turn the small tuning knob to change the windowed data.
Squelch level display Push the active line key to window the squelch level annunciator. Turn the small tuning
knob to change the squelch level. Possible squelch levels are SQ0 (off), SQ1, SQ2, or SQ3.
Active operating mode display The operating mode display shows the HF active operating mode AM (amplitude modulation),
LV (lower sideband voice), or UV (upper sideband voice).
SIMPLEX/DUPLEX line key and Push the SIMPLEX/DUPLEX line key to alternately select SIMPLEX or DUPLEX tuning
annunciator mode for the windowed display. The larger annunciator marks the tuning mode selection.
NEXT PAGE line key Push the NEXT PAGE line key to display the next four (higher numbered) HF preset data
blocks. After preset data block 16, the display wraps around to data block 1.
Return line key Push the RETURN line key to return to the HF main display page.
Preset frequency number The preset display shows the number (1 through 16) of the HF preset data block. Each HF
preset data block shows the operating modes and frequency(s) needed to tune the HF radio.
Preset line keys The preset line keys are used with the tuning knob to change the operating modes and fre-
quencies in any of the 16 HF preset data blocks. Push a preset line key to move the tuning
window to the desired HF preset data block. Turn the large tuning knob to expand the win-
dow to contain additional digits of the frequency. Turn the small tuning knob to set the de-
sired frequency in the window. Push a preset line key twice to transfer the preset data block
to the active display.
Tuning knobs The tuning knob is used change the operating modes and frequency(s) in the selected HF pre-
set data block.
Turn the large portion of the tuning knob to move the tuning window to the display (fre-
quency(s) or AM/LV/UV) to be changed. The tuning window will first appear around the left
most digit of the frequency. Turn the large portion of the tuning knob further to expand the
window to contain additional digits of the frequency.
Turn the small portion of the tuning knob to change the data inside the preset data block.
Simplex frequency display The simplex frequency display shows the preset frequency when the HF system is operating
in simplex mode.
Duplex receive frequency display The duplex receive frequency display shows the preset receive frequency when the HF system
is operating in duplex mode.
Duplex transmit frequency display The duplex transmit frequency display shows the preset transmit frequency when the HF
system is operating in duplex mode.

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 operation 523-0776288

Figure 3-12 (Sheet 12 of 12). RTU-4000 Radio Tune Unit, Controls and Displays

Revised 1 February 2000 3-156

 operation 523-0776288

Table 3-61. RTU-4000 Radio Tune Unit, COM 3 Page.

CONTROL OR DISPLAY FUNCTION/DESCRIPTION

COM 3 page Push the COM 3 line key twice to select the (optional) COM 3 page. Refer to sheet 2. The
RTU automatically displays the top level page after approximately 20 seconds of inactivity.
COM source annunciator The COM 3 source annunciation means the RTU is controlling the optional number 3 VHF
COM radio.
Operation of the COM 3 page is the same as that previously described for the COM page. Re-
fer to sheet 4.

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 operation 523-0776288

Figure 3-13. WXP-4120/4220 Weather Radar Control Panel, Controls

Revised 1 February 2000 3-158

 operation 523-0776288

Table 3-62. WXP-4120/4220 Weather Radar Control Panel, Controls.

CONTROL FUNCTION/DESCRIPTION

The WXP-4120 is installed in aircraft with non-turbulence detecting weather radar

(RTA-844). The WXP-4220 is installed in aircraft with turbulence radar (RTA-854).
Mode select knob Turn the mode select knob to select the active (onside) radar operating mode. The selected
mode annunciates on the (onside) MFD. WXP-4120 modes are OFF, TEST, MAP, and WX.
WXP-4220 modes are OFF, TEST, MAP, WX, WX + T, and TURB.
OFF OFF mode inhibits the RTA transmitter and parks the antenna at the boresight (0-degree)
position.
TEST TEST mode initiates the RTA functional self-test. During test, several colored arcs display on
the MFD.
MAP MAP mode enables the RTA to detect prominent ground terrain features.
WX WX mode enables the RTA to detect weather targets.
WX + T WX + T mode enables the RTA to detect both weather and turbulence targets.
TURB TURB mode enables the RTA to detect turbulence targets.
SEC button Push the SEC button to alternately select a 120-degree sector or a 60-degree sector antenna
scan/MFD display.
XFR button Push the XFR button to select or deselect the transfer function. X annunciates with the radar
mode (on MFD) to indicate transfer. When transferred, the cross-side WXP/DCP units control
both MFD radar displays. The radar mode line is yellow on the slaved side. The cross-side
DCP selects the radar display range in transfer mode (even if only one WXP is installed).
STAB button Push the STAB button to select or deselect stabilization. Normally, attitude data from the
AHS system automatically stabilizes the radar antenna/display. If an AHRS fails, deselect
STAB; USTB annunciates on the MFD.
Gain select knob Turn the GAIN knob to manually select the amount of receiver gain. The gain value (-3 to +3)
displays on the MFD; the NORM setting does not annunciate a gain value.
GCS switch Push the (center) PUSH GCS switch to select or deselect ground clutter suppression. When
selected, the RTA suppresses the intensity of ground returns (clutter) in WX and WX + T
modes to help identify precipitation targets. GCS annunciates with the radar mode on the
MFD.
Tilt knob Turn the TILT knob to select the RTA (antenna) vertical tilt angle. The selected angle (-15 to
+15 degrees) annunciates with the letter T on the MFD. Clockwise rotation selects a positive
tilt angle.
Autotilt switch Push the (center) PUSH AUTO switch to select or deselect automatic tilt control. The letter A
annunciates with the tilt angle to indicate auto tilt is selected. The autotilt function compen-
sates for aircraft attitude changes, range changes, and adjusts the tilt angle to maintain the
selected reference-to-ground.
Trim button Push the recessed trim button to enable the RTA stabilization/alignment mode. Push the
button again to save any changes and exit the mode. When the stabilization/alignment mode
is enabled, XTEST, XMAP, or XWX is annunciated (cyan) in the upper left corner of the MFD.
WXP trim select strap P1-U must be grounded to P1-T to enable this mode.

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 operation 523-0776288

Figure 3-14. Yaw Damper Panel, Controls

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 operation 523-0776288

Table 3-63. Yaw Damper Panel, Controls.

CONTROL FUNCTION/DESCRIPTION

The Yaw Damper Panel is a non-Collins unit that provides engage and disengage controls for
the dual independent yaw dampers. Autopilot controls are provided by the FCP-4002; refer to
Figure 3-11.
The yaw dampers may be independently engaged. If both yaw dampers disengage, the
autopilot will also disengage.
YD 1 engage button Push the YD 1 ENGAGE button to engage the number 1 yaw damper. The yaw damper will
engage if no unusual attitudes/rates exist and if FCC monitoring does not detect any yaw
damper faults. When engaged, the FCC computers provide yaw damping and turn coordina-
tion. No YD engage message is displayed.
YD 2 engage button Push the YD 2 ENGAGE button to engage the number 2 yaw damper. The yaw damper will
engage if no unusual attitudes/rates exist and if FCC monitoring does not detect any yaw
damper faults. When engaged, the FCC computers provide yaw damping and turn coordina-
tion. No YD engage message is displayed.
YD disconnect button Push the DISC button to disengage the yaw dampers and also the autopilot. YD annunciates
in yellow on the PFD. A yaw damper automatically disengages if FCC yaw damper monitors
detect a failure.

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 operation 523-0776288

Figure 3-15 (Sheet 1 of 2). Cockpit Switches and Controls

Revised 1 February 2000 3-162

 operation 523-0776288

Table 3-64. Cockpit Switches and Controls.

CONTROL FUNCTION/DESCRIPTION

Side panels A rotary switch on each side panel selects onside EFD reversion displays. The left side switch
contains PFD 1, NORM, and EICAS positions. The right side switch contains PFD 2, NORM,
and EICAS positions.
PFD 1 At the PFD 1 position (left side panel), the left side PFD blanks and PFD 1 data displays on
MFD 1. Use this function if the left side PFD fails.
PFD 2 At the PFD 2 position (right side panel), the right side PFD blanks and PFD 2 data displays
on MFD 2. Use this function if the right side PFD fails.
NORM At the NORM position, onside PFD, MFD, and EICAS displays function normally.
EICAS At the EICAS position, a secondary EICAS page displays on the onside MFD. If one of the
EICAS displays fail, use this function to view secondary pages on a MFD. Refer to the EICAS
reversion switch description provided later in this table.
If both EICAS displays fail, set the pilot and copilot side-panel switches to EICAS. The left
and right side MFDs now function as the primary and secondary EICAS displays, respec-
tively.
Center control panel The (top) center panel contains aircraft control switches.
OVSP TEST Push the OVSP TEST switch to the ADC 1 position to test the left side overspeed warning
horn. Push this switch to the ADC 2 position to test the right side overspeed warning horn.
FDR EVENT Push the FDR EVENT button to mark an event for the digital flight data recorder.
LAMP TEST Push the LAMP TEST button to light the panel indicators. If a lamp does not light, suspect a
burned out bulb.
IND LTS Set the IND LTS switch to the BRT or DIM position to select bright or dim indicator lighting.
AURAL WARN TEST Push the AURAL WARN TEST switch to the 1 position to test the left side DCU aural warn-
ings. Push this switch to the 2 position to test the right side DCU aural warnings.
Center reversion panel The (bottom) center panel contains display source and control reversion switches.
ATTD HDG The ATTD HDG switch selects the attitude and heading source for the PFD and MFD dis-
plays.
NORM At the NORM position, each instrument displays onside AHRS data.
1 At the 1 position, left and right side instruments display number 1 (left side) AHRS data.
Use this function if the right side AHC fails.
2 At the 2 position, left and right side instruments display number 2 (right side) AHRS data.
Use this function if the left side AHC fails.
AIR DATA The AIR DATA switch selects the air data source for the PFD and MFD displays.
NORM At the NORM position, each instrument displays onside air data.
1 At the 1 position, left and right side instruments display number 1 (left side) air data. Use
this function if the right side ADC fails.
2 At the 2 position, left and right side instruments display number 2 (right side) air data. Use
this function if the left side ADC fails.
EICAS If one of the EICAS displays fail, the other display automatically shows the primary EICAS
page. Use this switch to enable display of the secondary EICAS pages.
NORM At the NORM position, the left side EICAS display shows the primary EICAS page and the
right side EICAS display shows a secondary EICAS page. The secondary pages are selected
by the ECP.
ED 1 If the right side EICAS display fails, set the EICAS reversion switch to ED 1; the (failed)
right side EICAS display blanks. Use the ECP to display secondary pages on the left side
EICAS display. If desired, set the left or right side-panel switch to the EICAS position (de-
scribed above) to display the secondary EICAS pages on the onside MFD.

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 operation 523-0776288

Table 3-64. Cockpit Switches and Controls.

CONTROL FUNCTION/DESCRIPTION

ED 2 If the left side EICAS display fails, the right side EICAS display automatically displays the
primary EICAS page. Set the EICAS reversion switch to ED 2; the (failed) left side EICAS
display blanks. Use the ECP to display secondary pages on the right side EICAS display. If
desired, set the left or right side-panel switch to the EICAS position (described above) to dis-
play the secondary EICAS pages on the onside MFD.
DISP CONT The DISP CONT switch selects the DCP panel that controls the PFD and MFD displays.
NORM At the NORM position, each DCP controls the onside displays.
1 At the 1 position, the left side DCP controls the left and right side displays. Use this function
if the right side DCP fails.
2 At the 2 position, the right side DCP controls the left and right side displays. Use this func-
tion if the left side DCP fails.
RTU reversion panel The (bottom/left) reversion panel contains radio tuning source and control reversion switches.
ATC SEL The ATC SEL switch selects the active transponder.
STBY At the STBY (standby) position, both transponders receive interrogation signals but cannot
send replies.
1 At the 1 position, the number 1 transponder is selected to transmit replies.
2 At the 2 position, the number 2 transponder is selected to transmit replies.
FMS TUNE INHIBIT The FMS TUNE INHIBIT switch disables the FMS remote tune data through the RTU to the
radios.
NORM At the NORM position, the RTUs accept radio tuning data from the FMS.
INHIBIT At the INHIBIT position, the RTUs do not accept remote tuning data from the FMS.
RTU 1 INHIBIT The RTU 1 INHIBIT pushbutton switch disables the number 1 RTU.
NORM At the NORM position, the left side radios accept tuning data from the number 1 RTU.
INHIBIT At the INHIBIT position, switch lamp is illuminated, the number 1 RTU blanks, and the left
side radios accept tuning data from the number 2 RTU. Use this function if the left side RTU
fails.
RTU 2 INHIBIT The RTU 2 INHIBIT pushbutton switch disables the number 2 RTU.
NORM At the NORM position, the right side radios accept tuning data from the number 2 RTU.
INHIBIT At the INHIBIT position, switch lamp is illuminated, the number 2 RTU blanks, and the
right side radios accept tuning data from the number 1 RTU. Use this function if the right
side RTU fails.
Note that if both RTUs are inhibited, the BURST TUNE ENABLE discrete to the radios is
grounded. The radios then accept burst tune data from the IAPS data concentrators.

Revised 1 February 2000 3-164

 operation 523-0776288

Figure 3-15 (Sheet 2 of 2). Cockpit Switches and Controls

Revised 1 February 2000 3-165

 operation 523-0776288

Table 3-65. Cockpit Switches and Controls, Control Wheels.

CONTROL FUNCTION/DESCRIPTION

Go around buttons A GA button is on each side of the throttle handles. Push either GA button to turn on both
flight directors, disengage the autopilot (but not the yaw damper), and clear all flight guid-
ance modes (except 1/2 BANK). The PFD command bars show fixed pitch-up, heading-hold
commands. Push the GA button again to cancel the flashing and aural disengage warnings.
Vertical go around mode automatically enters a wind shear escape submode if low altitude
wind shear is detected. Refer to Figure 3-10, sheet 2. The FCCs generate wind shear escape
commands. GA/WS annunciates and a pitch limit marker displays on the PFD. The wind
shear submode automatically clears when go around clears.
Control wheels The pilot and copilot control wheels contain identical switches, but in mirror-image locations.
The following description applies to both control wheels.
Inboard horn The inboard horn of each control wheel is the grip toward the center of the aircraft. No avi-
onics switches are installed on the inboard horn.
Outboard horn The outboard horn of each control wheel is the grip toward the nearest side of the aircraft.
FD SYNC switch Push this button (on the selected side) to synchronize flight director vertical and lateral refer-
ences to those currently being flown. The offside FD SYNC button is not functional unless
the flight directors are independent (approach, back course, and vertical go around modes).
When engaged, neither FD SYNC button is functional.
PTT pushbutton Push this push-to-talk button to key the selected COM transceiver to transmit voice commu-
nication.
Autopilot/stick pusher disconnect Push this AP DISC button to disengage the autopilot and stick pusher (but not the yaw
switch damper). Push this button again to cancel the flashing and aural disengage warnings.
HSTCU disconnect switch Push the HSTCU button to disengage the (non-Collins) horizontal stabilizer trim control unit.
Manual pitch trim control Operate the pitch trim control to disengage the autopilot (but not the yaw damper) and apply
manual pitch trim commands. Slide the trim control forward to apply nose-down trim. Slide
switch backward to apply nose-up trim.

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 ÷ 523-0776289-006118
6th Edition, 1 February 2000

Theory of Operation
Table of Contents

Paragraph Page

4.1 GENERAL.................................................................................................................................................................... 4-1

4.2 OVERVIEW.................................................................................................................................................................. 4-1
4.2.1 Bus Types ......................................................................................................................................................................... 4-1
4.2.2 Block Diagram.................................................................................................................................................................. 4-1
4.3 FUNCTIONAL THEORY ........................................................................................................................................... 4-7
4.3.1 IAPS (Integrated Avionics Processor System) ............................................................................................................. 4-13
4.3.1.1 Overview...................................................................................................................................................................... 4-13
4.1.1.2 System Schematic ....................................................................................................................................................... 4-17
4.1.1.3 IAPS Backplane Pin Connectors................................................................................................................................ 4-41
4.1.2 EFIS (Electronic Flight Instrument System)............................................................................................................... 4-79
4.1.2.1 Overview...................................................................................................................................................................... 4-79
4.1.2.2 System Schematic ....................................................................................................................................................... 4-81
4.1.3 EICAS (Engine Indication and Crew Alerting System) ............................................................................................ 4-113
4.1.3.1 Overview.................................................................................................................................................................... 4-113
4.1.4 ADS (Air Data System)................................................................................................................................................ 4-217
4.1.4.1 Overview.................................................................................................................................................................... 4-217
4.1.4.2 System Schematic ..................................................................................................................................................... 4-219
4.1.5 AHS (Attitude Heading System)................................................................................................................................. 4-235
4.1.5.1 AHS Overview........................................................................................................................................................... 4-235
4.1.5.2 System Schematic ..................................................................................................................................................... 4-237
4.1.5.3 IRS Overview ............................................................................................................................................................ 4-249
4.1.5.4 IRS System Schematic.............................................................................................................................................. 4-251
4.1.6 FCS (Flight Control System)....................................................................................................................................... 4-261
4.1.6.1 Overview.................................................................................................................................................................... 4-261
4.1.6.2 System Schematic ..................................................................................................................................................... 4-265
4.1.7 FMS (Flight Management System)............................................................................................................................. 4-287
4.1.7.1 Overview.................................................................................................................................................................... 4-287
4.1.7.2 System Schematic ..................................................................................................................................................... 4-289
4.1.8 RSS (Radio Sensor System)......................................................................................................................................... 4-305
4.1.8.1 Overview.................................................................................................................................................................... 4-305
4.1.8.2 System Schematic ..................................................................................................................................................... 4-311
4.1.9 WXR (Weather Radar System) ................................................................................................................................... 4-401
4.1.9.1 Overview.................................................................................................................................................................... 4-401
4.1.9.2 System Schematic ..................................................................................................................................................... 4-403
 List of Effective Pages *The asterisk indicates pages changed, added, or deleted by the current change.

Page No Issue
Title ..............................................1 Feb 00
4-1 thru 4 412 ..............................1 Feb 00

RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

Record of Revisions REVISIONS, INSERT REVISED PAGES IN THE MANUAL, AND ENTER DATE
INSERTED AND INITIALS.

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

NO DATE DATE/BY INCLUDED NO DATE DATE/BY INCLUDED

1st Ed 23 Oct 91 None

2nd Ed 4 Mar 92 None

3rd Ed 4 Aug 93 None

4th Ed 1 Feb 95 None

5th Ed 15 Jan 98 None

6th Ed 1 Feb 00 None

 section IV
theory of operation

4.1 GENERAL

This section provides a system-level explanation of how the Canadair Regional Jet Avionics System oper-
ates. Several pages of schematic representation show two levels of cross-indexed block diagrams, all inter-
connections, and the interface paths for all controls and displays.

Note

Most units report maintenance information (in a diagnostic word) to the maintenance diagnostic
computer. This section of the manual does not reference these diagnostic words; refer to the mainte-
nance section for detailed diagnostic information.

4.2 OVERVIEW

4.2.1 Bus Types

The various LRUs in the system interface with each other using several 2-wire digital data buses. Each bus
has a unique name. The buses are primarily ARINC 429 format, with some private RS-422 busses and an
ARINC 453 (radar) bus. Table 4-1 lists each digital bus and the corresponding bus type.

4.2.2 Block Diagram

Figure 4-1 is a comprehensive block diagram of the Canadair Regional Jet Avionics System. The following
paragraphs describe the signal flow between LRUs in the system.

Refer to Figure 4-1. The IAPS is the central item in the diagram, and is shown as two large blocks labeled
“P/O ICC-4004.” The ICC-4004 IAPS Card Cage contains four independent PWR-4000 IAPS Power Supplies,
four IOC-4000 I/O Concentrators, two FCC-4000 Flight Control Computers, two FMC-4100 or FMC-4200
Flight Management Computers, two IEC-4000 IAPS Environmental Controllers, an LHP-4000 Light-
ning/HIRF Protector (left side), an LHP-4001 Lightning/HIRF Protector (right side), two CSU-4000 or 4100
Configuration Strapping Units, and an MDC-4000 Maintenance Diagnostic Computer. Note that each of
these units is an individual line replaceable module (LRM). Each major avionics LRU/LRM on the aircraft
loads data onto a bus that is input to the IAPS data concentrators for processing and distribution to appro-
priate units (critical AHS and ADS data is also applied directly to the displays).

The four PWR-4000 modules independently power the left flight control computer, right flight control com-
puter, left flight management computer and maintenance diagnostic computer, and right flight management
computer. Each PWR module also powers one IOC data concentrator.

The four IOC-4000 input/output data concentrator modules receive data bus inputs from the left and right
side air data computers, the attitude/heading computers, the flight control computers, the flight manage-
ment computers, the COMM/NAV/pulse radios, the large displays, the radio altimeter, and the EICAS data
concentrator units. IOC output data buses supply the appropriate data words to each large display, the
weather radar assembly, the radio tuning units, the primary COMM/NAV radios, the air data computers,
the flight control computers, the flight management computers, and the EICAS data concentrator units.

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 theory of operation 523-0776289

The two CSU-4000 or 4100 Configuration Strapping Units set the system configuration discretes for the Ca-
nadair Regional Jet airplane. Each CSU provides configuration strapping for half of the IAPS assembly.

Each IEC-4000 IAPS environmental controller monitors a pair of ICC temperature sensors and operates a
cooling fan to regulate the environment in that half of the IAPS. The LHP-4000 provides a lightning/HIRF
protection interface between the left side LRMs and external (non-IAPS) units. The LHP-4001 provides a
similar interface for the right side LRMs.

The MDC-4000 Maintenance Diagnostic Computer module monitors the aircraft avionics and stores diagnos-
tic data in memory. The MDC receives inputs from each input/output concentrator (in the IAPS) and the
data base unit. The MDC outputs data buses to the onside pair of IAPS concentrators, both left and right
MFDs, and the data base unit.

The upper portion of the block diagram shows the panel and pedestal mounted LRUs. The large (color) dis-
plays are the EFD-4076 Electronic Flight Displays. Each EFD-4076 is configured by mount strapping to
function as a PFD (primary flight display), a MFD (multifunction display), or an EICAS (engine indication
and crew alerting system) display. Each PFD receives inputs from both left and right display control panels,
left and right attitude/heading computers, left and right air data computers, the TCAS transceiver, and each
input/output concentrator (in the IAPS). Each PFD provides an output bus to the onside pair of IAPS con-
centrators.

The MFD receives inputs from both left and right display control panels, left and right attitude/heading
computers, left and right air data computers, the TCAS transceiver, each IAPS concentrator, the left and
right side flight management computers, the weather radar assembly, the maintenance diagnostic computer,
the EICAS data concentrators, and the EICAS control panel. The MFD provides an output bus to the onside
pair of IAPS concentrators. In the event of a PFD failure, the PFD format can be displayed on the MFD. In
the event of an EICAS display failure, the EICAS functions can be displayed on the MFD.

The left and right side DCP-4000 Display Control Panels provide operator controls for the PFD and MFD
displays. The DCP receives input buses from the WXP and onside PFD and MFD. Each DCP provides out-
put buses to the onside and cross-side PFD and MFD displays.

The primary and secondary EICAS displays receive inputs from the EICAS control panel and the EICAS
data concentrators. The EICAS displays provide an output bus to the onside pair of IAPS concentrators.

The ECP-4000 EICAS Control Panel provides operator controls for the EICAS displays. The ECP provides
output buses to the onside and cross-side EICAS and MFD displays.

The DCU-4000 EICAS Data Concentration Units digitize aircraft data inputs for use by the avionics system.
The DCU receives serial data from the IAPS concentrators, the left and right attitude/heading computer, the
stall protection computer, the ground proximity warn system, and other aircraft systems. The DCU also re-
ceives analog and discrete data inputs from the engines and other aircraft systems. The DCU codes the air-
craft data onto ARINC bus outputs to the IAPS concentrators, the EICAS displays, and the lamp driver unit.

The RDC-4002 is a single channel Remote Data Concentrator (RDC) unit which receives analog and discrete
information from aircraft systems. This data is processed and transmitted via a single ARINC 429 bus to
the DCUs.

The LDU-4000 Lamp Driver Unit receives data buses from the EICAS data concentrators. The lamp driver
unit grounds the appropriate lamp sink. The LDU outputs data buses to the DCUs indicating the condition
of each lamp sink.
The left and right side ARP-4000 Air Data Reference Panels allow the operator to select airspeed references
and air data displays. The left and right side ADC-850A Air Data Computers receive ARP data, onside IAPS

Revised 1 February 2000 4-2

 theory of operation 523-0776289

concentrator data, and cross-side ADC data. The ADC-850A provides outputs to the onside attitude/heading
computer, onside IAPS concentrators, cross-side ADC computer, and each large display.

Each AHC-85E Attitude/Heading Computer functions as a vertical gyro, a directional gyro, and a 3-axis
rate/acceleration sensor. The onside FDU-70 Flux Detector Unit provides flux measurement input and the
on-side ADC-850A provides TAS data input to each AHC computer. The RCP-65 Remote Compensation
Panel removes any magnetic heading error caused by the aircraft. Each AHC-85E applies output data to the
large displays, radio sensor system, stall computer, GPWS, flight control, and both onside IAPS concentra-
tors.
The left and right side RTU-4000 Radio Tune Units are the primary radio controls. Each RTU-4000 receives
an input bus from each IAPS data concentrator and from the cross-side RTU. Each RTU-4000 provides a
tune bus output to both the left and right side COMM/NAV/pulse radios.

Normally, the onside RTU-4000 tunes the VHF-422A or VHF-422C VHF COMM Transceiver, VIR-432/433
VHF Navigation Receiver, DME-442 DME Transceiver, ADF-462 Automatic Direction Finder, MLS (micro-
wave landing system), and the TDR-94D Mode-S Transponder. These radios can be tuned by the cross-side
RTU. The COMM/NAV/pulse radios also can be burst-tuned from the flight management system in the
IAPS. The COMM/NAV/pulse radios apply data bus outputs to the IAPS. The COMM/NAV radios apply
audio outputs to the aircraft audio system. The optional number 3 VHF-422A/422C VHF COMM Trans-
ceiver may be a third COMM transceiver or a dedicated data link transceiver. Only the VHF-422A is refer-
enced in the diagrams. Optional left and right side GPS-4000 Global Positioning System units process GPS
signals received from the GPS antennas to provide various navigation data to flight management systems.
Optional dual hf transceivers may be installed in the aircraft. The HF-9031A HF COMM Transceiver pro-
vides multichannel hf voice communications. The HF-9041 HF Antenna Coupler provides impedance
matching of the power amplifier to permit maximum power transfer to the antenna.

The DLC-800 Data Link Control provides the interface between the pilot and the ACARS system. The DLC-
800 touch-sensitive liquid crystal display (LCD) provides for data entry and display. The DLM-702B Data
Link Management Unit (MU) receives ground-to-air messages and controls the transmission of air-to-ground
messages through the auxiliary (number 3) VHF-422A/422C VHF COMM Transceiver.

The CMU-900 Communications Management Unit provides a mobile data link service through various sub-
networks between the on-board data link application and the ground. It gathers onboard aircraft data from
the APM-900 Aircraft Personality Module for use in downlink messages as well as for event detection. In-
puts may also come from the flight crew using the CDUs.

The CTL-23 or CTL-23C COM/NAV Tuning Unit provides backup tuning for the left side VHF-422A/422C
VHF COMM Transceiver and VIR-432 VHF Navigation Receiver. Only the CTL-23 is referenced in the dia-
grams. A discrete output enables the radios to accept CSDB tuning data. The CTL receives CSDB inputs
from the radios.

The TTR-920 TCAS II Transmitter Receiver functions with the TDR-94D Mode-S Transponder to provide
TCAS II operation. The TDR receives air data input from both ADC computers through the IAPS data con-
centrators. The TTR receives an input bus from the RAC-870 Radio Altitude Converter and from the left
AHC-85E Attitude Heading Computer. The TTR uses the transponder to establish a mode-S communication
link with a cooperating aircraft. The TTR provides an audio output to the aircraft audio system and traf-
fic/resolution advisory outputs to the PFD and MFD.

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 theory of operation 523-0776289

Figure 4-1. Canadair Regional Jet Avionics System, Block Diagram

Revised 1 February 2000 4-4

 theory of operation 523-0776289

The ALT-55B Radio Altimeter computes the aircraft altitude above ground (up to 2500 feet). The altimeter
provides an analog dc output to the RAC-870. The RAC-870 converts this dc signal to ARINC format and
applies it to the IAPS concentrators, GPWS, and TTR-920.

The FCP-4002 Flight Control Panel provides flight guidance mode selection for the FCC-4000 Flight Control
Computers (resident in the IAPS assembly). The FCC then returns a mode interlock that lights the FCP
annunciators. The FCP provides engage clutch power to the servos and autopilot engage inputs to both
flight control computers. The computers then independently calculate command outputs and together apply
redundancy-monitored servo drive to the elevator (pitch), aileron (roll), and rudder (yaw) servos. The FCC
computers also function together to monitor elevator servo torque and automatically generate pitch trim
outputs. The computers apply flight director steering commands and autopilot mode annunciations to the
PFD displays (through the IOC data concentrators).

The CDU-4100 Control Display Unit is the controller for the flight management system. The CDU can tune
any COMM/NAV/pulse radio (through FMC and IOC). The CDU receives input data from the FMC-4100 or
FMC-4200 Flight Management Computer (in the IAPS) and provides an output data bus to the FMC.

The FMC-4100 or FMC-4200 Flight Management Computer receives input data buses from both onside
IAPS data concentrators, onside CDU, cross-side FMC, and the DBU-4000 or DBU-4001 Data Base Unit.
The DBU is used with a dual FMS system so that a single disk drive can update the data base memories of
both FMCs. The FMC outputs data buses to both onside IAPS data concentrators, the DBU, onside CDU,
and both MFD displays. Only the FMC-4100 is referenced in the diagrams in this section.

The RTA-844 (or RTA-854 with turbulence detection) Receiver/Transmitter Antenna is a complete weather
radar system in a single LRU. The WXP-4120 (or WXP-4220) Weather Radar Panel selects radar control
functions and applies radar control words through the IAPS data concentrators to the RTA. The RTA out-
puts WXR reflectivity data on ARINC 453 very high-speed buses to both MFDs.

Table 4-1. Digital Bus Nomenclature and Type.

BUS NAME TYPE BUS NAME TYPE

L-ADC-1 ARINC 429 LO-SPEED CTL-1 CSDB

L-ADC-2 ARINC 429 LO-SPEED CTL-2 CSDB
L-ADC-3 ARINC 429 LO-SPEED CSDB-1 CSDB
L-ADC-4 RS-422 (xtlk) CSDB-2 CSDB
R-ADC-1 ARINC 429 LO-SPEED DBU-1 RS-422
R-ADC-2 ARINC 429 LO-SPEED DBU-2 RS-422
R-ADC-3 ARINC 429 LO-SPEED DBU-3 RS-422
R-ADC-4 RS-422 (xtlk) L-DCP-1 ARINC 429 LO-SPEED
L-ADF-1 ARINC 429 LO-SPEED L-DCP-2 ARINC 429 LO-SPEED
R-ADF-1 ARINC 429 LO-SPEED R-DCP-1 ARINC 429 LO-SPEED
L-AHC-1 ARINC 429 HI-SPEED R-DCP-2 ARINC 429 LO-SPEED
L-AHC-2 ARINC 429 HI-SPEED L-DCU-2 ARINC 429 HI-SPEED
L-AHC-3 ARINC 429 HI-SPEED L-DCU-3 ARINC 429 LO-SPEED
R-AHC-1 ARINC 429 HI-SPEED L-DCU-4 ARINC 717
R-AHC-2 ARINC 429 HI-SPEED L-DCU-5 ARINC 429 HI-SPEED
R-AHC-3 ARINC 429 HI-SPEED L-DCU-6 ARINC 429 LO-SPEED
APU-1 ARINC 429 LO-SPEED L-DCU-7 ARINC 429 LO-SPEED

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 theory of operation 523-0776289

Table 4-1. Digital Bus Nomenclature and Type.

BUS NAME TYPE BUS NAME TYPE

L-ARP-1 RS-422 R-DCU-2 ARINC 429 HI-SPEED

R-ARP-1 RS-422 R-DCU-3 ARINC 429 LO-SPEED
BTMS-1 ARINC 429 LO-SPEED R-DCU-4 ARINC 717
CPC-1 ARINC 429 LO-SPEED R-DCU-5 ARINC 429 HI-SPEED
CPC-2 ARINC 429 LO-SPEED R-DCU-6 ARINC 429 LO-SPEED
L-CDU-1 ARINC 429 HI-SPEED R-DCU-7 ARINC 429 LO-SPEED
R-CDU-1 ARINC 429 HI-SPEED C-DCU-2 ARINC 429 HI-SPEED
CPAM-1 ARINC 429 LO-SPEED C-DCU-4 ARINC 717
L-CLK-1 ARINC 429 LO-SPEED C-DCU-5 ARINC 429 HI-SPEED
R-CLK-1 ARINC 429 LO-SPEED C-DCU-6 ARINC 429 LO-SPEED
C-DCU-7 ARINC 429 LO-SPEED LA-GP BUS 1 ARINC 429 LO-SPEED
L-DME-1 ARINC 429 LO-SPEED LA-GP BUS 5 ARINC 429 LO-SPEED
L-DME-2 ARINC 429 LO-SPEED LA-IOC-1 ARINC 429 HI-SPEED
R-DME-1 ARINC 429 LO-SPEED LA-IOC-3 *ARINC 429 HI-SPEED
R-DME-2 ARINC 429 LO-SPEED LA-IOC-4 *ARINC 429 HI-SPEED
LH-DOORS (PSEU-1) PSEU ARINC 429 LO-SPEED LB-GP BUS 2 ARINC 429 LO-SPEED
RH-DOORS (PSEU-2) PSEU ARINC 429 LO-SPEED LB-GP BUS 3 ARINC 429 LO-SPEED
ECP-1 ARINC 429 LO-SPEED LB-GP BUS 5 ARINC 429 LO-SPEED
ECP-2 ARINC 429 LO-SPEED LB-IOC-1 ARINC 429 HI-SPEED
PRI EICAS (L-ED-1) ARINC 429 LO-SPEED LB-IOC-3 *ARINC 429 HI-SPEED
SEC EICAS (R-ED-1) ARINC 429 LO-SPEED LB-IOC-4 *ARINC 429 HI-SPEED
L-FCC-1 *ARINC 429 HI-SPEED RA-GP BUS 1 ARINC 429 LO-SPEED
FCC1 to FCP RS-422 RA-GP BUS 5 ARINC 429 LO-SPEED
L-FCC-3 RS-422 (xtlk) RA-IOC-1 ARINC 429 HI-SPEED
R-FCC-1 *ARINC-429 HI-SPEED RA-IOC-3 *ARINC 429 HI-SPEED
FCC2 to FCP RS-422 RA-IOC-4 *ARINC 429 HI-SPEED
R-FCC-3 RS-422 (xtlk) RB-GP BUS 2 ARINC 429 LO-SPEED
FCP to FCC1 RS-422 RB-GP BUS 3 ARINC 429 LO-SPEED
FCP to FCC2 RS-422 RB-GP BUS 5 ARINC 429 LO-SPEED
L-FMC-1 *ARINC 429 HI-SPEED RB-IOC-1 ARINC 429 HI-SPEED
L-FMC-2 ARINC 429 HI-SPEED RB-IOC-3 *ARINC 429 HI-SPEED
L-FMC-3 ARINC 429 HI-SPEED RB-IOC-4 *ARINC 429 HI-SPEED
L-FMC-4 RS-422 (xtlk) L-IRS-1 ARINC 429 HI-SPEED
L-FMC-5 RS-422 L-IRS-2 ARINC 429 HI-SPEED
L-FMC-6 ARINC 429 HI-SPEED L-IRS-3 ARINC 429 HI-SPEED
R-FMC-1 *ARINC 429 HI-SPEED L-IRS-4 ARINC 429 HI-SPEED
R-FMC-2 ARINC 429 HI-SPEED R-IRS-1 ARINC 429 HI-SPEED
R-FMC-3 ARINC 429 HI-SPEED R-IRS-2 ARINC 429 HI-SPEED

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Table 4-1. Digital Bus Nomenclature and Type.

BUS NAME TYPE BUS NAME TYPE

R-FMC-4 RS-422 (xtlk) R-IRS-3 ARINC 429 HI-SPEED

R-FMC-5 RS-422 R-IRS-4 ARINC 429 HI-SPEED
R-FMC-6 ARINC 429 HI-SPEED LDU-1 ARINC 429 LO-SPEED
LH-FUEL (FQGC-1) ARINC 429 LO-SPEED LDU-2 ARINC 429 LO-SPEED
RH-FUEL (FQGC-2) ARINC 429 LO-SPEED MDC-1 ARINC 429 LO-SPEED
L-GPS-1 ARINC 429 LO-SPEED MDC-2 ARINC 429 HI-SPEED
R-GPS-1 ARINC 429 LO-SPEED MDC-3 RS-422
GPWS-1 ARINC 429 LO-SPEED L-MFD-1 ARINC 429 LO-SPEED
HF-1 ARINC 429 LO-SPEED R-MFD-1 ARINC 429 LO-SPEED
L-HGS-1 ARINC 429 LO-SPEED L-MLS-1 ARINC 429 LO-SPEED
HSTCU-1 ARINC 429 LO-SPEED L-MLS-2 ARINC 429 LO-SPEED
R-MLS-1 ARINC 429 LO-SPEED TTR-TA/RA-1 ARINC 429 HI-SPEED
R-MLS-2 ARINC 429 LO-SPEED TTR-TA/RA-2 ARINC 429 HI-SPEED
L-PFD-1 ARINC 429 LO-SPEED TTR-TX-1 ARINC 429 HI-SPEED
R-PFD-1 ARINC 429 LO-SPEED TTR-TX-2 ARINC 429 HI-SPEED
PSEU-1 ARINC 429 LO-SPEED L-TDR-1 ARINC 429 LO-SPEED
PSEU-2 ARINC 429 LO-SPEED R-TDR-1 ARINC 429 LO-SPEED
L-RAC-1 ARINC 429 LO-SPEED L-TDR-XT ARINC 429 HI-SPEED
R-RAC-1 ARINC 429 LO-SPEED R-TDR-XT ARINC 429 HI-SPEED
L-RTU-1 ARINC 429 LO-SPEED L-VHF-1 ARINC 429 LO-SPEED
L-RTU-2 ARINC 429 LO-SPEED R-VHF-1 ARINC 429 LO-SPEED
L-RTU-3 ARINC 429 LO-SPEED 3-VHF-1 ARINC 429 LO-SPEED
R-RTU-1 ARINC 429 LO-SPEED L-VIR-1 ARINC 429 LO-SPEED
R-RTU-2 ARINC 429 LO-SPEED L-VIR-2 ARINC 429 LO-SPEED
R-RTU-3 ARINC 429 LO-SPEED R-VIR-1 ARINC 429 LO-SPEED
SPC-1 ARINC 429 LO-SPEED R-VIR-2 ARINC 429 LO-SPEED
SPC-2 ARINC 429 LO-SPEED L-WXP-1 ARINC 429 LO-SPEED
LH-SPOILER (SECU-1) ARINC 429 LO-SPEED R-WXP-1 ARINC 429 LO-SPEED
RH-SPOILER (SECU-2) ARINC 429 LO-SPEED WXT-1 ARINC 453 VERY HI-SPEED
STEER BY WIRE (SBW-1) ARINC 429 LO-SPEED

*Modified bus; internal to IAPS

Most units report maintenance information (in a diagnostic word) to the built-in diagnostic system. This section does not refer to
these diagnostic words; refer to the maintenance section of this manual for diagnostic information.

4.3 FUNCTIONAL THEORY

The Canadair Regional Jet Avionics System has an IAPS assembly and eight subsystems. Figure 4-2
through Figure 4-10 provide an overview and then a system schematic for the IAPS and each subsystem.
Each figure is presented in view-cell sized image area, for easy use in other documentation and as an aid in
customer training. Additional information is shown on the apron of some sheets. When applicable, the fig-

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 theory of operation 523-0776289

ures show signal paths from operating controls (knobs, pushbuttons, etc) to the resulting indication (dis-
plays, aircraft control surfaces, etc).

Figures are numbered to quickly identify a drawing as a system overview or a system schematic (level 1 de-
tail). This numbering technique is illustrated below.

Figure 4-X System Overview Contains broad scope; shows the units in a system and the other systems it inter-
faces with.
Figure 4-X-1 System Schematic (level 1 Shows a schematic representation of each unit in a system; all aircraft wiring (in-
detail) cluding pin numbering) is shown for each unit and interfacing system; depth of cov-
erage is tailored to the aircraft flightline maintenance level.

Note that the system schematics are not intended to replace bench level repair coverage. Component level
coverage is provided in the applicable repair manual.

Heavy solid black borders identify all system units. Slashed border outlines identify the interfacing systems.
All boxes with slashed borders contain a figure number reference that directs the reader to a set of drawings
that show the interfacing system in similar detail. Table 4-2 provides a list of illustrations. Table 4-3 pro-
vides an index that references each unit to the applicable figure.

Table 4-2. List of Illustrations.

FIGURE TITLE

Figure 4-1 Canadair Regional Jet Avionics System, Block Diagram

Figure 4-2 IAPS (Integrated Avionics Processor System) Overview
Figure 4-2-1 IAPS System Schematic
Figure 4-3 EFIS (Electronic Flight Instrument System) Overview
Figure 4-3-1 EFIS System Schematic
Figure 4-4 EICAS (Engine Indication and Crew Alerting System) Overview
Figure 4-4-1 EICAS System Schematic
Figure 4-5 ADS (Air Data System) Overview
Figure 4-5-1 ADS System Schematic
Figure 4-6 AHS (Attitude Heading System) Overview
Figure 4-6-1 AHS System Schematic
Figure 4-6A IRS (Inertial Reference System) Overview
Figure 4-6A-1 IRS System Schematic
Figure 4-7 FCS (Flight Control System) Overview
Figure 4-7-1 FCS System Schematic
Figure 4-8 FMS (Flight Management System) Overview
Figure 4-8-1 FMS System Schematic
Figure 4-9 RSS (Radio Sensor System) Overview
Figure 4-9-1 RSS System Schematic
Figure 4-10 WXR (Weather Radar System) Overview
Figure 4-10-1 WXR System Schematic

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 theory of operation 523-0776289

Table 4-3. Unit to Figure Number Index.

UNIT TITLE FIGURE NUMBER

IAPS INTEGRATED AVIONICS PROCESSOR SYSTEM

CSU-4000/CSU-4100 Configuration Strapping Unit Figure 4-2

ICC-4004 IAPS Card Cage Figure 4-2
IEC-4000 IAPS Environmental Controller Figure 4-2
IOC-4000 I/O Concentrator Figure 4-2
LHP-4000 Lightning/HIRF Protector Figure 4-2
LHP-4001 Lightning/HIRF Protector Figure 4-2
MDC-4000 Maintenance Diagnostic Computer Figure 4-2
OCM-4100 Options Control Module Figure 4-2
PWR-4000 IAPS Power Supply Figure 4-2

EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM

DCP-4000 Display Control Panel Figure 4-3

EFD-4076 Electronic Flight Display (PFD/MFD) Figure 4-3

EICAS ENGINE INDICATION AND CREW ALERTING SYSTEM

EFD-4076 Electronic Flight Display (EICAS) Figure 4-4

DCU-4000 EICAS Data Concentrator Unit Figure 4-4
ECP-4000 EICAS Control Panel Figure 4-4
LDU-4000 Lamp Driver Unit (EICAS) Figure 4-4
RDC-4002 Remote Data Concentor Figure 4-4

ADS AIR DATA SYSTEM

ADC-850A Air Data Computer Figure 4-5

ARP-4000 Air Data Reference Panel Figure 4-5

AHS ATTITUDE HEADING SYSTEM

AHC-85E Attitude Heading Computer Figure 4-6

FDU-70 Flux Detector Unit Figure 4-6
RCP-65 Remote Compensation Panel Figure 4-6

FCS FLIGHT CONTROL SYSTEM

FCC-4000 Flight Control Computer (in IAPS) Figure 4-7

FCP-4002 Flight Control Panel Figure 4-7
SVO-85A Primary Servo (aileron) Figure 4-7
SVO-85B Primary Servo (elevator) Figure 4-7
SVL-4000 Linear Actuator (rudder) Figure 4-7

FMS FLIGHT MANAGEMENT SYSTEM

CDU-4100 Control Display Unit Figure 4-8

FMC-4100/4200 Flight Management Computer (in IAPS) Figure 4-8
DBU-4000 Data Base Unit (DSDD Disk Drive) Figure 4-8
DBU-4001 Data Base Unit (DSDD Disk Drive) Figure 4-8

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 theory of operation 523-0776289

Table 4-3. Unit to Figure Number Index.

UNIT TITLE FIGURE NUMBER

RSS RADIO SENSOR SYSTEM

RTU-4000 Radio Tune Unit Figure 4-9

CTL-23/23C Comm/NAV Tuning Unit Figure 4-9
VHF-422A/422C VHF Comm Transceiver Figure 4-9
VIR-432 VHF Navigation Receiver Figure 4-9
DME-442 DME Transceiver Figure 4-9
ADF-462 ADF Receiver Figure 4-9
ANT-462B ADF Antenna (dual) Figure 4-9
ALT-55B Radio Altimeter Figure 4-9
RAC-870 Radio Altitude Converter Figure 4-9
TDR-94D Mode-S Transponder Figure 4-9
TTR-920 TCAS II Transmitter Receiver Figure 4-9
TRE-920 TCAS II Directional Antenna Figure 4-9
HF-9031 HF Comm Transceiver Figure 4-9
HF-9041 HF Antenna Coupler Figure 4-9
DLC-800 Data Link Control Figure 4-9
DLM-702B Data Link Management Unit Figure 4-9
GPS-4000 GPS Sensor Unit Figure 4-9

WXR WEATHER RADAR SYSTEM

RTA-844 Receiver/Transmitter/Antenna Figure 4-10

RTA-854 Receiver/Transmitter/Antenna (turb) Figure 4-10
WXP-4120 Weather Radar Control Panel Figure 4-10
WXP-4220 Weather Radar Control Panel (turb) Figure 4-10

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 theory of operation 523-0776289

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 theory of operation 523-0776289

Figure 4-2. IAPS (Integrated Avionics Processor System) Overview

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 theory of operation 523-0776289

4.3.1 IAPS (Integrated Avioni cs Processor System)

4.3.1.1 Overview

The IAPS does part of the integration function required to interface the various avionics systems on the air-
craft. The IAPS may be thought of as part of the wiring harness that physically houses some avionics LRUs.
The IAPS is partitioned to provide signal redundancy and independent power distribution. The IAPS also
concentrates data by reading several avionic buses and distributing data words to the LRUs/LRMs requiring
that information.

The IAPS assembly consists of a card cage, two environmental controllers, two lightning/HIRF protectors,
two configuration strapping units, four input/output data concentrators, a maintenance diagnostic computer,
and four power supplies. The flight control computers and flight management computers are also mounted
in the IAPS card cage. Each of these modules is a line replaceable unit. Refer to Figure 4-2. Each line re-
placeable module (LRM) installed in the IAPS is described below:

ICC-4004 IAPS Card Cage

IEC-4000 Number 1 IAPS Environmental Controller
IEC-4000 Number 2 IAPS Environmental Controller
LHP-4000 Lightning/HIRF Protector (left side)
LHP-4001 Lightning/HIRF Protector (right side)
IOC-4000 Number 1A I/O Concentrator
IOC-4000 Number 1B I/O Concentrator
IOC-4000 Number 2A I/O Concentrator
IOC-4000 Number 2B I/O Concentrator
PWR-4000 Number 1A IAPS Power Supply
PWR-4000 Number 1B IAPS Power Supply
PWR-4000 Number 2A IAPS Power Supply
PWR-4000 Number 2B IAPS Power Supply
CSU-4000 or 4100 Number 1 Configuration Strapping Unit
CSU-4000 or 4100 Number 2 Configuration Strapping Unit
MDC-4000 Maintenance Diagnostic Computer
*FCC-4000 Number 1 Flight Control Computer
*FCC-4000 Number 2 Flight Control Computer
*FMC-4100/4200 Number 1 Flight Management Computer
*FMC-4100/4200 Number 2 Flight Management Computer

*These LRMs are installed in the IAPS card cage but are documented in this manual as part of the FCS and
FMS systems.

The ICC-4004 is a card cage that houses the IAPS modules. An internal mother board provides interconnec-
tion between all units that reside in the card cage. The LHP-4000/4001 modules contain the IAPS I/O con-
nectors, and provide a protection interface between the resident LRMs and all external units. The LHP-
4000 provides left side protection; the LHP-4001 provides right side protection. The IEC-4000 modules
monitor ICC temperature sensors and operate cooling fans to control the IAPS environment. The number 1
IEC provides left side cooling; the number 2 IEC provides right side cooling.

The IOC-4000 1A module is one of the left side input/output data concentrators. This module reads data bus
inputs from the left side EFIS, EICAS, ADS, AHS, FCS, FMS, and RSS systems. The IOC processes the
data words and then transmits output buses to the EFIS, EICAS, ADS, FCS, FMS, and RSS systems.

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 theory of operation 523-0776289

The IOC-4000 1B module is the other left side input/output data concentrator. This module receives the
same left side data bus inputs that are applied to the 1A concentrator. The IOC processes the data and
transmits output buses to the EFIS, EICAS, FCS, FMS, RSS, and WXR systems.

The IOC-4000 2A module is one of the right side input/output data concentrators. This module reads data
bus inputs from the right EFIS, EICAS, ADS, AHS, FCS, FMS, and RSS systems. The IOC processes data
words and transmits output buses to the EFIS, EICAS, ADS, FCS, FMS, and RSS systems.

The IOC-4000 2B module is the other right side input/output data concentrator. This module receives the
same right side data bus inputs that are applied to the 2A concentrator. The IOC processes data and trans-
mits output buses to the EFIS, EICAS, FCS, FMS, RSS, and WXR systems.

The PWR-4000 1A module is one of the left (pilot) side power supply modules. This module provides power
to the IOC-4000 1A module and the number 1 FCC-4000. Isolated power is also provided to the left side of
the FCP.

The PWR-4000 1B module is the other left side power supply module. This module provides power to the
IOC-4000 1B module and the number 1 FMC-4100/4200, and the MDC-4000.

The PWR-4000 2A module is one of the right side power supply modules. This module provides power to the
IOC-4000 2A module and the number 2 FCC-4000. Isolated power is also provided to the right side of the
FCP.

The PWR-4000 2B module is the other right side power supply module. This module provides power to the
IOC-4000 2B module and the number 2 FMC-4100/4200.

The number 1 CSU-4000 or 4100 contains a strapping matrix that sets the left IAPS configuration for the
Regional Jet installation. The CSU provides configuration strapping for the IOC 1A module, the IOC 1B
module, the number 1 FCC, the number 1 FMC, and the MDC.

The number 2 CSU-4000 or 4100 contains a strapping matrix that sets the right IAPS configuration strap-
ping. The CSU provides configuration strapping for the IOC 2A module, the IOC 2B module, the number 2
FCC, and the number 2 FMC.

The MDC-4000 is housed in the IAPS card cage and provides computation and storage of maintenance pa-
rameters for the avionics LRUs. Additional storage is available for engine trend/exceedance data and main-
tenance data from other aircraft systems. The MDC receives inputs from all four IAPS concentrators. The
MDC outputs data buses to the left side IAPS concentrators and to both MFDs. The MDC also interfaces
with the DBU-4000 data loader to download maintenance data to a diskette or upload maintenance diagnos-
tic equations from a diskette.

The number 1 IEC-4000 controls the temperature for the left side of the IAPS card cage. The IEC monitors
the temperature transducers in the 1A and 1B quadrants. If either temperature transducer reaches +23 °C
(+73 °F), then the IEC turns on the cooling fan.

The number 2 IEC-4000 controls the temperature for the right side of the IAPS card cage. The IEC monitors
the temperature transducers in the 2A and 2B quadrants. If either temperature transducer reaches +23 °C
(+73 °F), then the IEC turns on the cooling fan.

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 theory of operation 523-0776289

Figure 4-2-1 (Sheet 1 of 10). IAPS System Schematic (ICC-L)

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 theory of operation 523-0776289

4.3.1.2 System Schematic

Refer to Figure 4-2-1, sheet 1. This sheet shows the left side ICC-4004 card cage circuits. Pilot side IAPS
data interfaces with all external systems through the connectors shown on this sheet. External system data
is routed through a LHP-4000 Lightning/HIRF Protector module and input to or output from the appropriate
IOC, MDC, or PWR module. The left side IAPS LRMs are the 1A IOC, the 1B IOC, the 1A PWR, the 1B
PWR, number 1 IEC, number 1 CSU, LHP-4000, and MDC modules. Resident computers in this half of the
ICC are the number 1 FCC-4000 Flight Control Computer (FCS system) and the number 1 FMC-4100/4200
Flight Management Computer (FMS system).

The left side IAPS circuits derive power from the FCS A and FMS A number 1 +28-V dc aircraft supplies.
Each +28-V dc power input is emi filtered and applied to the 1A or 1B PWR module. Each PWR module in-
dependently generates the supply levels required by units in that IAPS quadrant.

The ICC contains a pair of IEC-4000 environmental controllers. Each IEC operates an internal IAPS cooling
fan, and provides a discrete output to each onside IOC and PWR module. Inputs to the left IEC are number
1 +28 V dc ENV power and temperature analogs from sensors mounted in the 1A and 1B quadrants of the
ICC. The left IEC monitors the 1A/1B temperatures, and turns on the cooling fan if either temperature
reaches +23°C. The IEC is self-monitoring and applies a discrete L-ENV MON output to the 1A and 1B IOC
concentrators (for redundancy). If the sensed temperature falls to –40°C, a discrete PWR INHIBIT output is
applied to the appropriate PWR module.

The LHP-4000 contains the left side I/O connectors and provides a protection interface for the left side
LRMs. Ferrite beads on each I/O line provide noise filtering. All data bus inputs from external systems are
received through a transorb (zener) protection circuit and then applied to both the 1A and the 1B in-
put/output data concentrators (for redundancy). All data bus outputs from the IOC input/output concentra-
tors are applied through a transorb protector to the LRUs specified on the drawing. Discrete I/O is protected
by zener diodes. Power outputs are filtered and varistor protected.

The number 1 CSU-4000/4100 defines system configuration for the left side of the IAPS. This LRU contains
fusible links that are set to program system operation for the Canadair Regional Jet airplane. The CSU-
4100 is used with the Enhanced Ground Proximity Warning System and contains DIP switches that set the
strapping matrix. The CSU programming is not to be changed by unauthorized personnel. The left configu-
ration straps are read by the 1A/1B IOC data concentrators (for redundancy) and by the resident computers
(FCC and FMC).

The number 1 FCC receives the following IAPS inputs: configuration strapping, power, power valid, L-AHC-
1 data, LA-IOC-3 data, and LB-IOC-3 data. Configuration is set by the CSU. The 1A PWR module provides
FCC operating power and a power valid logic input. L-AHC-1 attitude heading data is input to the FCC and
to both left side IOCs. The LA-IOC-3 and LB-IOC-3 data buses provide redundant concentrated data input
to the FCS system from the 1A and 1B IOCs. The L-FCC-1 data output bus is applied to both the 1A and 1B
concentrators (for redundancy). A wide, bidirectional path on the drawing shows FCC communication with
other units in the FCS system. FCP isolated power (+5 V dc) is also applied from the 1A PWR module
through this path. Refer to Figure 4-7 for IAPS LHP pin numbers and functions that apply to these FCS
connections.
The number 1 FMC-4100/4200 receives the following IAPS inputs: configuration strapping, power, power
valid, PWR shutdown warn, LA-IOC-4, LB-IOC-4, RA-IOC-4, and RB-IOC-4 data. Configuration is set by
the CSU. The 1B PWR module provides FMC operating power, power valid logic, and shutdown warn logic
inputs. The IOC-4 data buses provide redundant data input to the FMS system from all four IOC concentra-
tors. The L-FMC-1 data output bus is applied to both the 1A and 1B IOC data concentrators (for redun-
dancy). The wide, bidirectional path on the drawing shows FMC-4100/4200 communication with other units
in the FMS system. Refer to Figure 4-8 for IAPS LHP pin numbers and functions that apply to these FMS
connections.

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Figure 4-2-1 (Sheet 2 of 10). IAPS System Schematic (IOC/PWR 1A)

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 theory of operation 523-0776289

Refer to Figure 4-2-1, sheet 2. This diagram shows the 1A IOC-4000 input/output concentrator and the 1A
PWR-4000 power supply. These modules provide half of the left side IAPS function. Note that no pin num-
bers are shown on this sheet since the IOC, CSU, and PWR modules are internal to the IAPS card cage. Re-
fer to sheet 1 for IAPS left side I/O connector (L/P1-L/P4) pin numbering.

The 1A IOC receives ARINC 429 input data, sorts the data words, and sends selected words to the appropri-
ate LRMs. The IOC controls the I/O data bus interface and maintains the label mapping process to transmit
only needed data to each receiving LRM.

A 16-bit microprocessor controls the IOC operation. The central function of this processor is to channel ap-
propriate data from the total complement of input buses to a particular output bus as that data becomes
available. An address latch decodes I/O device control and a data transceiver provides 2-way communication
between the processor and the I/O data bus. System memory consists of the data map PROMs and RAM
storage memory. The microprocessor reset pin is tied to the power valid output from the PWR module. If a
transient causes the power supply output to drop below preset limits, the reset line pulls low and causes the
processor to execute its initialization routines. The IOC does not transmit (erroneous) data when the reset
line is low or during the reinitialization sequence.

Configuration strap discretes, the environmental monitor discrete, a temperature monitor discrete (from the
1B PWR module), IOC ident strap discretes, and an IOC arbiter discrete are buffered onto the I/O data bus.
The configuration straps provide program data, the environmental monitor provides environmental control
integrity logic, and the temperature monitor provides power supply overheat logic input to the microproces-
sor. The IOC sequentially applies a ground strobe to a row of program links in the number 1 CSU. The IOC
detects any programmed (open) links as it reads the corresponding configuration word. The L-ENV MON
discrete provides IAPS environmental controller integrity logic. The TEMP MON discrete provides (cross-
quadrant) power supply overheat logic.

The ICC card cage sets the A/B quadrant and L/R unit ident straps for each IOC. The 1A and 1B IOCs both
read configuration data from the number 1 CSU. When an IOC reads the CSU, the IOC ARBITER line is
grounded to inhibit the other IOC from strobing the CSU at the same time. An I/O request buffer provides
information (word ready and transmit ready) from the I/O to the microprocessor.

Seventeen ARINC 429 low-speed data buses are received by the 1A IOC. This data is applied to the receive
port of an ARINC multiplexer or UART (accessed by the data bus) for input to the microprocessor. Three
ARINC 429 high-speed data buses are received by the 1A IOC. This data is applied to the receive ports of
three UARTs (accessed by the data bus) for input to the microprocessor. Note that these 20 data bus inputs
are applied to the other left side IOC (1B).

The microprocessor generated output data is applied through the data bus interface to the six UARTs.
When the UARTs are enabled to transmit, this output data is applied through a buffer to the resident
FCS/FMS computers or to bus drivers. The buffered LA-IOC-4 and LA-IOC-3 ARINC 429 high-speed data
buses are applied to the internal FMC-4100/4200 and number 1 FCC-4000 computers respectively. The
other outputs from the buffer are applied to three low-speed drivers and one high-speed driver. The LA-GP
BUS 1, LA-GP BUS 4, and LA-GP BUS 5 ARINC 429 low-speed buses are applied through the I/O protection
circuits to various external systems. The LA-IOC-1 ARINC 429 high-speed bus is applied through the I/O
protection circuits to the EFIS system.

The 1A PWR-4000 power supply provides current limited voltage outputs to the 1A IOC and to the number 1
FCC. A separate circuit applies independent, isolated voltage output to the external number 1 FCP. Inter-
nal monitors ensure that no single-point PWR module failure can damage external units.

The power input to the PWR module is the emi filtered FCS A (+28-V dc) level from the LHP. This power
input is independent of the +28-V dc levels applied to the other three PWR modules. An internal series

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 theory of operation 523-0776289

regulator develops the supply levels required by the PWR module itself. The +28-V dc input is also applied
to one end of the primary winding of a power transformer.

The power transformer contains three secondaries that generate the PWR module output voltages. Each
secondary winding feeds a diode rectifier and capacitor circuit that charges to a precalculated voltage level.
The voltage outputs from these circuits are applied through a regulator/filter network to provide the +5-,
+28-, +12-, –12-, +12- (auxiliary), and +5- (isolated) V dc PWR module outputs. Four LEDs light when out-
put voltages are present. The +12-V dc auxiliary output is not connected and the +5-V dc isolated output is
applied to the FCP channel A. The other power outputs are applied to the IOC and FCC.

A pulse-width modulator provides variable duty cycle drive to the primary winding of the power trans-
former. The input current is monitored by the I-sense input of the modulator. The modulator also monitors
the +5-V dc output voltage level and increases or decreases the output duty cycle to compensate for any fluc-
tuation on the +5-V dc line.

The PWR-4000 provides PWR VALID and PWR SHUTDOWN WARN signals to be used by the other IAPS
LRMs to effect initialization and shutdown. The PWR SHUTDOWN WARN indicates that the power supply
can maintain regulated output for only another 300 µsec guaranteed. This discrete is used by the FMS/MDC
to allow time for storing information into its nonvolatile RAM. The POWER SHUTDOWN WARN from the
PWR 1A is not used. The POWER VALID signal is driven by a monitor which compares the +5 V dc output
to a reference level. If the +5 V dc should drop below the allowed threshold, the POWER VALID will be as-
serted low. The POWER VALID discrete resets the microprocessor in the IOC, FCC, FMS, and MDC com-
puters. After the power supply has achieved regulated operation, POWER VALID is set high to allow proper
initialization of the IOC, FCC, FMS, and MDC. The POWER VALID from the PWR 1A is applied to the IOC
1A and to the FCC 1.

Upon application of the +28 V dc input, regulated power output occurs within 75 msec. The PWR VALID
output remains low until 100 msec after regulated power output reaches regulation and is set to a high
state. The power supply shuts down when the +28 V dc input is removed. The POWER SHUTDOWN
WARN precedes the PWR VALID by at least 300 µsec, indicating that regulated output is no longer guaran-
teed and the energy storage capacity of the power supply will soon be exhausted. Whenever the shutdown
warning signal has been set low, it will not be set high again for another 300 µsec, or until the power supply
can withstand another power interrupt.

The power supply protects itself and other LRMs from operation at excessive current levels or excessively
high or low voltages and temperature through internal monitoring and shutdown circuitry. If a short circuit
should occur to any of the four primary outputs (+5-, +12-, –12-, and +28-V dc), the power supply will shut
down and requires a power interrupt to reset.

If a short circuit should occur to the unmonitored outputs (+5-V dc isolated and auxiliary +12-V dc), only the
unmonitored output is lost. If the short circuit is removed, the output will resume.

In the event of cooling air failure, a ground/open overtemperature discrete output is opened, indicating that
the hottest point in the power supply has reached its maximum safe internal operating temperature (110
°C). If operation continues in an overtemperature condition, the power supply automatically shuts itself
down within four minutes. Operation resumes only when the PWR internal temperature falls below +90 °C
and the primary power source has been interrupted and re-established.

An external shutdown control input is available. When this PWR INHIBIT input is grounded, power supply
operation is inhibited. This control input allows the IEC-4000 IAPS Environmental Controller to control the
cold temperature shutdown.

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Figure 4-2-1 (Sheet 3 of 10). IAPS System Schematic (IOC/PWR 1B)

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 theory of operation 523-0776289

Refer to Figure 4-2-1, sheet 3. This diagram shows the 1B IOC-4000 input/output concentrator and the 1B
PWR-4000 power supply. These modules provide the other half of the left side IAPS function.

Seventeen ARINC 429 low-speed data buses and three ARINC 429 high-speed data buses are received by the
1B IOC. Note that these same 20 data bus inputs are also applied to the other left side IOC (1A).

The buffered LB-IOC-4 and LB-IOC-3 ARINC 429 high-speed data bus outputs are applied to the internal
FMC-4100/4200 and number 1 FCC-4000 computers respectively. The other outputs from the buffer are ap-
plied to three low-speed drivers and one high-speed driver. The LB-GP BUS 2, LB-GP BUS 3, and LB-GP
BUS 5 ARINC 429 low-speed buses are applied through the protection circuit to various external systems.
The LB-IOC-1 ARINC 429 high-speed bus is applied through the protection circuit to the EFIS system.

The 1B PWR module provides current limited voltage outputs to the 1B IOC, number 1 FMC, and MDC.

A previous page describes internal IOC and PWR module operation.

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Figure 4-2-1 (Sheet 4 of 10). IAPS System Schematic (CSUs)

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 theory of operation 523-0776289

Refer to Figure 4-2-1, sheet 4. This diagram shows the CSU-4000 Configuration Strapping Units. The
number 1 CSU sets the left side IAPS configuration straps for the Canadair Regional Jet airplane. The
number 2 CSU sets the right side IAPS configuration straps. Note that no pin numbers are shown on this
sheet since the CSUs and all interfacing units are internal to the IAPS card cage. The number 1 CSU is de-
scribed below, followed by the interface differences for the number 2 CSU.

The number 1 CSU consists of a 16 x 16 diode/fusible link matrix and three banks of eight fusible links each.
The 1A and 1B (left) IOCs use the matrix to read the programmed system configuration. The number 1 FCC
and FMC each read configuration data from one of the 8-link banks. The third bank (yaw ATC) is reserved.
The CSU is programmed by physically breaking specific links. Each broken link then changes from a short
circuit to an open circuit.

The 1A and 1B IOCs both use the 16 x 16 diode/fusible link matrix to read the Canadair Regional Jet Avi-
onics System configuration. Note that both IOCs cannot read the CSU matrix at the same time; refer to the
IOC ARBITER description (sheet 2).

The interested IOC applies a ground strobe to a row of program links in the CSU. This ground appears on
the cathode of 16 diodes. The anode of each of these diodes is connected through a fusible link to an output
that is read through a buffer by the IOC processor. Each of the 16 diode/fusible links provides 1 bit of data
(16-bit data word) to the IOC. The IOC reads this data word and then applies a ground strobe to the next
row of program links. This continues until all 16 rows are strobed and the program data is read. The IOC
applies a +12-V dc pullup voltage to each data input line. When a link is closed, that data bit is 0 (gnd);
when the link is open, the bit is 1 (+5-V dc).

The three 8-link configuration banks return either an open or a configuration ground to an IAPS resident
computer. Left configuration data is read by the microprocessor in the number 1 FMC or number 1 FCC.

The number 2 CSU configuration strapping unit operates as described above. The diode/fusible link matrix
is read by the 2A and 2B IOCs. The three 8-link configuration banks are read by the number 2 FMC or
number 2 FCC.

The CSU-4100 is used with the enhanced ground proximity system. The CSU-4100 operation is similar to
that described above except the CSU-4100 has DIP switches to set the system configuration. The word 0
strapping configuration is set by the OCM-4100 Options Control Module. The module is secured to the CSU
with three screws. This module contains hardwired diodes to prevent changes to the strapping.

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Figure 4-2-1 (Sheet 5 of 10). IAPS System Schematic (ICC-R)

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 theory of operation 523-0776289

Refer to Figure 4-2-1, sheet 5. This sheet shows the right side ICC-4004 card cage circuits. Copilot side
IAPS data interfaces with all external systems through the connectors shown on this sheet. External system
data is routed through the LHP-4000 Lightning/HIRF Protector and input to or output from the appropriate
IOC or PWR module. The right side IAPS LRMs are the 2A IOC, the 2B IOC, the 2A PWR, the 2B PWR,
number 2 IEC, number 2 CSU, and LHP modules. Resident computers in this half of the ICC are the num-
ber 2 FCC-4000 Flight Control Computer (FCS system) and the number 2 FMC-4100/4200 Flight Manage-
ment Computer (FMS system).

The right side IAPS circuits derive power from the FCS B and FMS B number 2 +28-V dc aircraft supplies.
Each +28-V dc power input is emi filtered and applied to the 2A or the 2B PWR module. Each PWR module
independently generates the supply levels required by units in that IAPS quadrant.

The ICC contains a pair of IEC-4000 environmental controllers. Each IEC operates an internal IAPS cooling
fan, and provides a discrete output to each onside IOC and PWR module. Inputs to the right IEC are num-
ber 2 +28 V dc ENV power and temperature analogs from sensors mounted in the 2A and 2B quadrants of
the ICC. The right IEC monitors the 2A/2B temperatures, and turns on the cooling fan if either temperature
reaches +23°C. The IEC is self-monitoring and applies a discrete R-ENV MON output to the 2A and 2B IOC
concentrators (for redundancy). If the sensed temperature falls to –40°C, a discrete PWR INHIBIT output is
applied to the appropriate PWR module.

The LHP-4001 contains the right side I/O connectors and provides a protection interface for the right side
LRMs. Ferrite beads on each I/O line provide noise filtering. All data bus inputs from external systems are
received through a transorb (zener) protection circuit and then applied to both the 2A and the 2B in-
put/output data concentrators (for redundancy). All data bus outputs from the IOC input/output concentra-
tors are applied through a transorb protector to the LRUs specified on the drawing. Discrete I/O is protected
by zener diodes. Power outputs are filtered and varistor protected.

The number 2 CSU-4000/4100 defines system configuration for the right side of the IAPS. This LRU con-
tains fusible links that are set to program system operation for the Canadair Regional Jet airplane. The
CSU-4100 is used with the Enhanced Ground Proximity Warning System and contains DIP switches that set
the strapping matrix. The CSU programming is not to be changed by unauthorized personnel. The right
configuration straps are read by the 2A/2B IOC data concentrators (for redundancy) and by the resident
computers (FCC and FMC).

The number 2 FCC receives the following IAPS inputs: configuration strapping, power, power valid, R-AHC-
1 data, RA-IOC-3 data, and RB-IOC-3 data. Configuration is set by the CSU. The 2A PWR module provides
FCC operating power and a power valid logic input. R-AHC-1 attitude heading data is input to the FCC and
to both right side IOCs. The RA-IOC-3 and RB-IOC-3 data buses provide redundant concentrated data input
to the FCS system from the 2A and 2B IOCs. The R-FCC-1 data output bus is applied to both the 2A and 2B
concentrators (for redundancy). The wide, bidirectional path on the drawing shows FCC communication
with other units in the FCS system. FCP isolated power (+5-V dc) is also applied from the 2A PWR module
through this path. Refer to Figure 4-7 for IAPS LHP pin numbers and functions that apply to these FCS
connections.

The number 2 FMC receives the following IAPS inputs: power, power valid, discrete warn, RA-IOC-4, RB-
IOC-4, LA-IOC-4, and LB-IOC-4 data. The 2B PWR module provides FMC operating power, power valid
logic, and discrete warn logic inputs. Configuration is set by the CSU. The IOC-4 data buses provide redun-
dant data input to the FMS system from all four IOC data concentrators. The R-FMC-1 data output bus is
applied to both the 2A and 2B concentrators (for redundancy). The wide, bidirectional path on the drawing
shows FMC communication with other units in the FMS system. Refer to Figure 4-8 for IAPS LHP pin
numbers and functions that apply to these FMS connections.

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Figure 4-2-1 (Sheet 6 of 10). IAPS System Schematic (IOC/PWR 2A)

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 theory of operation 523-0776289

Refer to Figure 4-2-1, sheet 6. This diagram shows the 2A IOC-4000 input/output concentrator and the 2A
PWR-4000 power supply. These modules provide half of the right side IAPS function. Note that no pin
numbers are shown on this sheet since the IOC, CSU, and PWR modules are internal to the IAPS card cage.
Refer to sheet 5 for IAPS right side I/O connector (R/P1-R/P4) pin numbering.

Fifteen ARINC 429 low-speed data buses and three ARINC 429 high-speed data buses are received by the
2A IOC. Note that these same 18 data bus inputs are also applied to the other right side IOC (2B).

The buffered RA-IOC-4 and RA-IOC-3 ARINC 429 high-speed data bus outputs are applied to the internal
FMC-4100/4200 and number 2 FCC-4000 computers respectively. The other outputs from the buffer are ap-
plied to three low-speed drivers and one high-speed driver. The RA-GP BUS 1, RA-GP BUS 4, and RA-GP
BUS 5 ARINC 429 low-speed buses are applied through the protection circuit to various external systems.
The RA-IOC-1 ARINC 429 high-speed bus is applied through the protection circuit to the EFIS system.

The 2A PWR module provides current limited voltage outputs to the 2A IOC and number 2 FCC. A separate
circuit applies independent isolated voltage output to the FCP channel B.

A previous page describes internal IOC and PWR module operation.

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 theory of operation 523-0776289

Figure 4-2-1 (Sheet 7 of 10). IAPS System Schematic (IOC/PWR 2B)

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 theory of operation 523-0776289

Refer to Figure 4-2-1, sheet 7. This diagram shows the 2B IOC-4000 input/output concentrator and the 2B
PWR-4000 power supply. These modules provide the other half of the right side IAPS function.

Fifteen ARINC 429 low-speed data buses and three ARINC 429 high-speed data buses are received by the
2B IOC. Note that these same 18 data bus inputs are also applied to the other right side IOC (2A).

The buffered RB-IOC-4 and RB-IOC-3 ARINC 429 high-speed data buses are applied to the internal FMC-
4100/4200 and number 2 FCC-4000 computers respectively. The other outputs from the buffer are applied to
three low-speed drivers and one high-speed driver. The RB-GP BUS 2, RB-GP BUS 3, and RB-GP BUS 5
ARINC 429 low-speed buses are applied through the protection circuit to various external systems. The RB-
IOC-1 ARINC 429 high-speed bus is applied through the protection circuit to the EFIS system.

The 2B PWR module provides current limited voltage outputs to the 2B IOC and number 2 FMC. A previous
page describes internal IOC and PWR module operation.

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 theory of operation 523-0776289

Figure 4-2-1 (Sheet 8 of 10). IAPS System Schematic (MDC)

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 theory of operation 523-0776289

Refer to Figure 4-2-1, sheet 8. The MDC-4000 provides computation and storage of maintenance parameters
for the avionics LRUs. Additional storage is available for engine trend/exceedance data and maintenance
data from other aircraft systems. The LRU fault history, engine exceedance, engine trend, and life cycle
data can be displayed on the MFD or loaded onto a diskette via the DBU-4000 or DBU-4001.

Note that the MDC-4000 is inside the IAPS card cage. IAPS LHP pin numbers are shown on this figure
whenever a function can be accessed on an external connector. Other connections are internal to the IAPS.

The MDC contains the microprocessor, DBU I/O, ARINC 429 I/O, and maintenance data storage. The 1B
PWR module in the IAPS supplies the required ±12/+5-V dc power levels.

A 16-bit microprocessor controls MDC operation through a bidirectional address/data bus that interfaces
with a latch/transceiver circuit. The latch/transceiver circuit provides communication with the local address
and data bus. The processor also generates parallel SBUS outputs that are decoded to provide local bus con-
trol. A PWR VALID discrete from the 1B PWR module resets the processor if any power output varies from
preset limits.

The local latch decodes local address from the AD0-AD15 bus. The local transceiver provides 2-way data
transfer between the 16-bit local data bus and the AD0-AD15 bus. This data bus gathers program data from
local RAM and PROM memory, discrete data from an input latch, received data from the four UARTs, and
stored time/date from the clock chip. The data bus also supplies processed data to the local RAM, an IOC
select latch, the four UARTs, and the clock chip (manual clock input).

Local memory consists of PROM and nonvolatile RAM. Local address is applied through decoder circuits to
access the local memory. The PROM contains executable routines required to perform the MDC function.
The nonvolatile local RAM stores software variables, maintenance tables, fault equations, and maintenance
history logs. An on-board battery provides backup for the +5-V dc level that normally is used to power the
RAM (also the clock chip). A battery level monitor and power switch determines whether the battery or the
+5-V dc supplies power to the RAM. The battery voltage level (A1 LOW BATT) is monitored by the proces-
sor.

An input latch reads the ident strap and the battery level monitor discrete inputs. The power supply shut-
down warn input from the 1B PWR module becomes a ground level to warn the processor that the PWR
module is preparing to shut down. The ident strap is set to +5-V dc, since the MDC resides in the left side of
the IAPS. The A1 LOW BATT discrete becomes a ground level when the local RAM keep-alive battery be-
comes weak.

The four UARTs allow the MDC to communicate with other LRUs/LRMs in the aircraft. A dual UART con-
trols RS-422 communication with the DBU. The DBU-3 data bus is input through a UART receive port; this
bus brings in fault equations and maintenance tables to the MDC from a 3.5-inch diskette. The transmit
port of this section of the UART applies the L-MDC-2 data bus back to the DBU; this bus provides a path for
maintenance history data to be downloaded onto the DBU diskette. The other section of this UART is not
connected.

A pair of UARTs provides the ARINC 429 high-speed communication with the IAPS input/output concentra-
tors and MFD displays. The LA-IOC-4 and the LB-IOC-4 data buses are applied through receivers and al-
ternately switched to the receive port of the IOC UART. These two buses provide redundant left side IAPS
data to the MDC. Bus switching occurs approximately at 4-second intervals, allowing the processor to take
in data from both left side buses. Input data includes display control, aircraft strapping, DCU handshaking,
and diagnostic codes from the left side avionics. The transmit port of this UART returns a L-MDC-1 data
bus to the 1A and 1B concentrators in the IAPS. This bus supplies handshaking data to the DCUs.

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 theory of operation 523-0776289

The RA-IOC-4 and the RB-IOC-4 data buses are applied through receivers and alternately switched to the
receive port of the MFD UART. These two buses provide redundant right side IAPS data to the MDC. Bus
switching occurs approximately at 4-second intervals, allowing the processor to take in data from both right
side buses. Input data includes display control, aircraft strapping, DCU handshaking, and diagnostic codes
from the right side avionics. The transmit port of this UART outputs a L-MDC-2 data bus to the MFDs. The
L-MDC-2 is a dedicated bus that supplies maintenance/diagnostic page data directly to the MFDs for dis-
play. This bus provides diagnostic page data information. The maintenance menu page is displayed when
the remote maintenance switch is set to the MFD 1 or MFD 2 position.

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Figure 4-2-1 (Sheet 9 of 10). IAPS System Schematic (IEC 1)

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Refer to Figure 4-2-1, sheet 9. This diagram shows the number 1 IEC-4000 IAPS Environmental Controller.
The IEC maintains a suitable temperature environment for the IAPS LRMs. The IEC module is mounted in
the IAPS card cage and monitors the operating temperature in the 1A and 1B quadrants. Normal operating
range is –40 °C to +70 °C (–40 °F to 158 °F). The IEC turns on the cooling fan if the temperature in either
quadrant reaches +23 °C. The external 37-pin PTR test connector J8 is for factory use only.

The IEC consists of a power supply, quadrant A/B thermostats and transducer monitor circuits, and a cool-
ing fan. Inputs to the left IEC are number 1 +28-V dc ENV power, +28-V dc QA power from PWR 1A, +28-V
dc QB power from PWR 1B, and analog temperature signals from transducers mounted in the 1A and 1B
quadrants of the ICC. The number 1 +28-V dc ENV power input to the power supply generates the required
internal supply voltages and cooling fan power.

External temperature transducers are powered individually by the IEC. The quadrant A (QA) transducer
receives +12 V dc from the IEC. The external QA +28-V input and a 12-V zener diode produce the QA +12
volt signal (QA12V). The microampere output current of the transducer is directly proportional to its tem-
perature in degrees Kelvin (°K). The ratio of microampere current to Kelvin temperature is one to one. For
example, a transducer temperature of 20 °C, which is 293 °K (°K = °C + 273), produces a 293 microampere
transducer output current (1 uA/K).

The IEC uses operational amplifier (op-amp) comparators and transistor switches to control the logic states
of the cooling fan and individually monitors the transducers for temperature as well as open and short-
circuits. The output current of the QA transducer shunts through a resistor creating a 10 mV/K signal at
the input to the op-amp. The op-amp increases the shunt voltage by a factor of 4.01 for use by the four tem-
perature transducer monitoring circuits. These circuits monitor the transducer for short and open circuits,
control the cooling fan, and control the shutdown of the IAPS PWR-4000 modules (CPN 622-9945-001 not in-
cluded). The +28-V dc QA PWR applied to the 10 V REF SUPPLY circuit generates a 10 V reference signal
for the monitor circuits.

The QA SHORTED TRANSDUCER MONITOR, monitors the transducer for a short circuit. If excessive
transducer current (greater than 127 °C) is present, the QA SHORTED TRANSDUCER MONITOR output
drops to ground voltage, turning on TRANSDUCER FAULT LED and dropping the XDCR FAULT line volt-
age to two diode voltages above ground. The QA OPEN TRANSDUCER MONITOR, monitors the transducer
for an open circuit. If the transducer current (less than –69 °C) is present, the QA OPEN TRANSDUCER
MONITOR output drops to ground voltage, turning on TRANSDUCER FAULT LED and dropping the XDCR
FAULT line voltage to two diode voltages above ground. A ground voltage on the XDCR FAULT line forces
the normally ground ENVIRONMENT MON output to float (open) by turning off the transistor on the EN-
VIRONMENT MONITOR line.

The QA PWR SHUTDOWN circuit turns off the QA PWR when the QA transducer temperature falls below
approximately –40 °C. When this condition is met, the QA PWR SHUTDOWN outputs +28 V dc and turns
on a transistor, grounding the QA PWR INHIBIT line and inhibiting PWR operation. When the transducer
temperature rises above –40 °C, the QA PWR SHUTDOWN output returns to near ground potential, allow-
ing the QA PWR INHIBIT line to float to +12 V dc and enable PWR operation.

The QA HIGH TEMP THERMOSTAT circuit turns the cooling fan on or off. The QA HIGH TEMP THER-
MOSTAT turns the fan on when the transducer temperature exceeds 23 °C. When this condition exists, the
QA HIGH TEMP THERMOSTAT outputs a +28-V dc level. During a cooling cycle, HI SPEED FAN is active
high; which turns on a transistor and holds the FAN POWER SWITCH on. This runs the fan at approxi-
mately 4800 rpm. The output returns to near ground potential once the transducer temperature falls below
approximately 20 °C.

The FAN VELOCITY FEEDBACK line is applied to the FREQUENCY TO VOLTAGE CONVERTER circuit.
The fan velocity square wave is converted to a proportional voltage signal. The fan is monitored only for un-

Revised 1 February 2000 4-37

 theory of operation 523-0776289

derspeed faults in this operating state. The HI SPEED FAN line and the proportional voltage signal are ap-
plied to a comparator and transistor circuit in the FREQUENCY TO VOLTAGE CONVERTER. If the fan
speed falls below 2163 rpm (72 Hz) the comparator output drops to ground voltage and turns off the internal
transistor.

This essentially grounds the FAN SPD MON line, indicating the fault condition. A ground potential on the
FAN SPD MON line drives the output of EOR gate high. The 12 volt potential drives the output of the FAN
SPEED MONITOR low, turning on the FAN SPEED MON LED and forcing the normally grounded ENVI-
RONMENT MON line to float (open). The IEC applies a discrete L-ENV MON output to the 1A and 1B IOC
concentrators.

The quadrant B circuitry operates in the same manner as the quadrant A circuits.

Revised 1 February 2000 4-38

 theory of operation 523-0776289

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Revised 1 February 2000 4-39

 theory of operation 523-0776289

Figure 4-2-1 (Sheet 10 of 10). IAPS System Schematic (IEC 2)

Revised 1 February 2000 4-40

 theory of operation 523-0776289

Refer to Figure 4-2-1, sheet 10. This diagram shows the number 2 IEC-4000 IAPS Environmental Control-
ler. The IEC maintains a suitable temperature environment for the IAPS LRMs. The IEC module is
mounted in the IAPS card cage and monitors the operating temperature in the 2A and 2B quadrants. Nor-
mal operating range is –40 °C to +70 °C (–40 °F to 158 °F). The IEC turns on the cooling fan if the tempera-
ture in either quadrant reaches +23 °C. The external 37-pin PTR test connector J8 is for factory use only.
The internal operation of the IEC is identical to that described on a previous page.

4.3.1.3 IAPS Backplane Pin Con nectors

The ICC-4004 is symmetrically divided into left and right side IAPS circuits: Interconnect Circuit Card AL1
and Interconnect Circuit Card AR1, respectively. Line Replaceable Modules mate to 13 High Density Inter-
connect (HDI) connectors on each Interconnect Circuit Card, AL1 and AR1. The following extender cards
are used with the ICC: 2-row extender card (CPN 687-0969-001) and 4-row LHP module extender card (CPN
828-2626-001).

The tables on the following pages describe the A1 backplane HDI connector pin descriptions for each IAPS
LRM. Refer to Table 4-4 through Table 4-7 for the Lightning HIRF Protector (LHP), Table 4-8 through
Table 4-11 for the I/O Concentrator (IOC), Table 4-12 through Table 4-15 for the Power Supply (PWR), Table
4-16 and Table 4-17 for the Flight Control Computer (FCC-4000), Table 4-18 and Table 4-19 for the Configu-
ration Strapping Unit (CSU), Table 4-20 and Table 4-21 for the Flight Management Computer (FMC-
4100/4200), Table 4-22 for the Maintenance Diagnostic Computer (MDC), and Table 4-23 and Table 4-24 for
the IAPS Environmental Controller (IEC).

Refer to Figure 4-2-2 for a diagram of the ICC-4004 A1 backplane HDI connector slots and pin numbers for
each IAPS LRM.

Revised 1 February 2000 4-41

 theory of operation 523-0776289

Figure 4-2-2. IAPS Assembly A1 Backplane

Revised 1 February 2000 4-42

 theory of operation 523-0776289
Table 4-4. AL1J1 Backplane HDI Connector Pin Descriptions for the LHP-4000.

J1 DESCRIPTION J1 DESCRIPTION
PIN PIN
NO NO

A B A B

1 FCC SPARE 26 A FCC SPARE 27 A 39 RSVD RSVD

2 FCC SPARE 24 A FCC SPARE 25 A 40 RSVD RSVD

3 FCC SPARE 22 A FCC SPARE 23 A 41 RSVD ELE SVO MOT A TO SVO

4 FCC SPARE 20 A FCC SPARE 21 A 42 RSVD RSVD

5 FCC SPARE 18 A FCC SPARE 19 A 43 RSVD AIL SVO MOT A TO SVO

6 FCC SPARE 16 A FCC SPARE 17 A 44 GND GND

7 FCC SPARE 14 A FCC SPARE 15 A 45 RSVD ELE SVO PWR A

8 FCC SPARE 12 A FCC SPARE 13 A 46 GND GND

9 FCC SPARE 10 A FCC SPARE 11 A 47 RSVD RSVD

10 FCC SPARE 8 A FCC SPARE 9 A 48 FCC SPARE 30 A FCC SPARE 31 A

11 RSVD RSVD 49 PITCH TRIM RELAY PWR +28V A FCC RSVD 4 A

12 RSVD NC 50 GND GND

13 QB-PWR POWER (+28 A) QB-PWR POWER (+28 A) 51 NC RSVD

14 RSVD FCC SPARE 29 A 52 RSVD FCC RSVD 6 A

15 RSVD PITCH TRIM A-DOWN CMD GND 53 RSVD RSVD

16 RSVD PITCH TRIM A-DOWN CMD (+) 54 RSVD RSVD

17 RSVD RSVD 55 RSVD RUD SVO PWR A

18 RSVD RSVD 56 NC RSVD

19 QA-PWR POWER (+28 A) QA-PWR POWER (+28 A) 57 RSVD AIL SVO PWR A

20 FCC YD DRIVE SIG A RSVD 58 GND GND

21 RSVD RSVD 59 GND GND

22 GND GND 60 NC RSVD

23 RSVD L-QA-IAPS ISO +5V GND RTN TO 61 RSVD RSVD

MSP

24 RSVD RSVD 62 RSVD FCC RSVD 3 A

25 RSVD FCC SPARE 28 A 63 FCC RSVD 2 A YD POS A (H)

26 RSVD L-QA-IAPS ISO +5V TO MSP 64 RSVD FCC RSVD 5 A

27 PITCH TRIM PWR OUT A PITCH TRIM A-UP ARM 65 RSVD YD POS A (L)

28 RSVD RSVD 66 RSVD RSVD

29 YD MONITOR A TO APP RSVD 67 FCC YD DRIVE REF A RSVD

30 PITCH TRIM FAIL ANNUN A FCC RSVD 7 A 68 GND GND

31 RSVD PITCH TRIM PWR IN A 69 GND GND

32 RSVD RSVD 70 GND GND

33 AP MONITOR A TO APP RSVD 71 GND GND

34 RSVD RSVD 72 RSVD RSVD

35 RSVD RSVD 73 RSVD RSVD

36 FCS-MODE LOGIC POWER A RSVD 74 HTR/FAN POWER +28V A HTR/FAN POWER +28V A

37 RSVD RSVD 75 HTR/FAN POWER +28V A HTR/FAN POWER +28V A

38 RSVD RSVD

Revised 1 February 2000 4-43

 theory of operation 523-0776289

Table 4-5. AL1J2 Backplane HDI Connector Pin Descriptions for the LHP-4000.

J2 DESCRIPTION
PIN
NO

A B C D

1 RSVD RSVD RSVD RSVD

2 RSVD RSVD RSVD RSVD

3 RSVD RSVD RSVD RSVD

4 RSVD RSVD RSVD RSVD

5 RSVD RSVD RSVD RSVD

6 RSVD RSVD RSVD RSVD

7 RSVD RSVD RSVD RSVD

8 RSVD RSVD RSVD RSVD

9 RSVD RSVD RSVD RSVD

10 RSVD RSVD RSVD RSVD

11 NO1-DCU-7 (A) QA IOC PORT20 NO1-DCU-7 (B) QA IOC PORT20 NO1-DCU-7 (A) QB IOC PORT20 NO1-DCU-7 (B) QB IOC PORT20

12 NO1-PFD-1 (A) QA IOC PORT16 NO1-PFD-1 (B) QA IOC PORT16 NO1-PFD-1 (A) QB IOC PORT16 NO1-PFD-1 (B) QB IOC PORT16

13 NO1-MLS-1 (A) QA IOC PORT13 NO1-MLS-1 (B) QA IOC PORT13 NO1-MLS-1 (A) QB IOC PORT13 NO1-MLS-1 (B) QB IOC PORT13

14 ELE SVO TACH A (C) FROM SVO ELE SVO TACH A (H) FROM SVO AIL SVO TACH A (C) FROM SVO AIL SVO TACH A (H) FROM SVO

15 NO1/NO3 AHC/IRS-1 (A) QA IOC PORT6 NO1/NO3 AHC/IRS-1 (B) QA IOC PORT6 NO1/NO3 AHC/IRS-1 (A) QB IOC PORT6 NO1/NO3 AHC/IRS-1 (B) QB IOC PORT6

16 L-IOC6-GPBUS1 (A) QA IOC PORT7 L-IOC6-GPBUS1 (B) QA IOC PORT7 L-IOC6-GPBUS2 (A) QB IOC PORT0 L-IOC6-GPBUS2 (B) QB IOC PORT0

17 NO1-VLF-1 (A) QA IOC PORT12 NO1-VLF-1 (B) QA IOC PORT12 NO1-VLF-1 (A) QB IOC PORT12 NO1-VLF-1 (A) QB IOC PORT12

18 NO1-ADF-1 (A) QA IOC PORT14 NO1-ADF-1 (B) QA IOC PORT14 NO1-ADF-1 (A) QB IOC PORT14 NO1-ADF-1 (B) QB IOC PORT14

19 NO1-DME-1 (A) QA IOC PORT22 NO1-DME-1 (B) QA IOC PORT22 NO1-DME-1 (A) QB IOC PORT22 NO1-DME-1 (B) QB IOC PORT22

20 NO1-EICAS-1 (A) QA IOC PORT18 NO1-EICAS-1 (B) QA IOC PORT18 NO1-EICAS-1 (A) QB IOC PORT18 NO1-EICAS-1 (B) QB IOC PORT18

21 NO1-TDR-1 (A) QA IOC PORT9 NO1-TDR-1 (B) QA IOC PORT9 NO1-TDR-1 (A) QB IOC PORT9 NO1-TDR-1 (B) QB IOC PORT9

22 GND GND GND GND

23 L-IOC1-EFIS (A) QA IOC PORT6 L-IOC1-EFIS (B) QA IOC PORT6 L-IOC1-EFIS (A) QB IOC PORT6 L-IOC1-EFIS (B) QB IOC PORT6

24 L-IOC2-GPBUS4 (A) QA IOC PORT1 L-IOC2-GPBUS4 (B) QA IOC PORT1 L-IOC2-GPBUS3 (A) QB IOC PORT5 L-IOC2-GPBUS3 (B) QB IOC PORT5

25 RSVD RSVD RSVD RSVD

26 L-GRW-6 (A) QA IOC PORT2 HI-SPD L-GRW-6 (B) QA IOC PORT2 HI-SPD L-GRW-6 (A) QB IOC PORT2 HI-SPD L-GRW-6 (B) QB IOC PORT2 HI-SPD
SPARE SPARE SPARE SPARE

27 (A) ATC ROLL AP ENG LVR UP RSVD RSVD RSVD

28 RSVD RSVD (B) ATC ROLL AP ENG LVR UP RSVD

29 NO1-ND/MFD-1 (A) QA IOC PORT8 NO1-ND/MFD-1 (B) QA IOC PORT8 NO1-ND/MFD-1 (A) QB IOC PORT8 NO1-ND/MFD-1 (B) QB IOC PORT8

30 J2 SPARE 5 FCC ANALOG IN 3 (L) A SPARE 1 RSVD RSVD

31 NO1-RAC-1 (A) QA IOC PORT21 NO1-RAC-1 (B) QA IOC PORT21 NO1-RAC-1 (A) QB IOC PORT21 NO1-RAC-1 (B) QB IOC PORT21

32 NO1-VIR-1 (A) QA IOC PORT10 NO1-VIR-1 (B) QA IOC PORT10 NO1-VIR-1 (A) QB IOC PORT10 NO1-VIR-1 (B) QB IOC PORT10

33 NO1-VHFCOM-1 (A) QA IOC PORT17 NO1-VHFCOM-1 (B) QA IOC PORT17 NO1-VHFCOM-1 (A) QB IOC PORT17 NO1-VHFCOM-1 (B) QB IOC PORT17

34 FCC DISC IN 3 A SPARE 1 RSVD FCC ANALOG IN 3 (H) A SPARE 1 RSVD

35 FCC ANALOG IN 2 (L) A PITCH TRIM FCC ANALOG IN 2 (H) A PITCH TRIM RSVD RSVD
RATE RATE

36 MDC-2 (A) TO MFD MDC-2 (B) TO MFD FCC DISC IN 1 A GO-AROUND SWITCH FCC DISC IN 0A DISCONNECT SWITCH

37 L-IOC5-GPBUS5 (A) QA IOC PORT2 L-IOC5-GPBUS5 (B) QA IOC PORT2 L-IOC5-GPBUS5 (A) QB IOC PORT2 L-IOC5-GPBUS5 (B) QB IOC PORT2

38 FCC ANALOG IN 1 (L) A ROLL KNOB FCC DISC IN 4 A SPARE 2 FCC DISC IN 2 A SYNC SWITCH FCC DISC IN 7 A SPARE 3

Revised 1 February 2000 4-44

 theory of operation 523-0776289

Table 4-5. AL1J2 Backplane HDI Connector Pin Descriptions for the LHP-4000.

J2 DESCRIPTION
PIN
NO

A B C D

39 FCC ANALOG IN 1 (H) A ROLL KNOB FCC DISC IN 5 A AP ENG LVR UP FCC ANALOG IN 4 (L) A SPARE 2 FCC ANALOG IN 4 (H) A SPARE 2

40 NO1/NO3 QA ADC REVERSION OUT (A) NO1/NO3 QA ADC REVERSION OUT (B) NO1/NO3 QB ADC REVERSION OUT (A) NO1/NO3 QB ADC REVERSION OUT (B)

41 RSVD RSVD RSVD RSVD

42 NO1-GPS-1 (A) QA IOC PORT15 NO1-GPS-1 (B) QA IOC PORT15 NO1-GPS-1 (A) QB IOC PORT15 NO1-GPS-1 (B) QB IOC PORT15

43 NO3-DCU-7 (A) QA IOC PORT23 NO3-DCU-7 (B) QA IOC PORT23 NO3-DCU-7 (A) QB IOC PORT23 NO3-DCU-7 (B) QB IOC PORT23

44 NO1-HFCOM-1 (A) QA IOC PORT19 NO1-HFCOM-1 (B) QA IOC PORT19 NO1-HFCOM-1 (A) QB IOC PORT19 NO1-HFCOM-1 (B) QB IOC PORT19

45 NO1-SPC-1 (A) QA IOC PORT11 NO1-SPC-1 (B) QA IOC PORT11 NO1-SPC-1 (A) QB IOC PORT11 NO1-SPC-1 (B) QB IOC PORT11

46 RSVD FCC ANALOG IN 0 (L) A PITCH KNOB FCC ANALOG IN 0 (H) A PITCH KNOB RSVD

47 L-FMC-3 (L) CDU BUS L-FMC-3 (H) CDU BUS RSVD RSVD

48 NO1/NO3 AHC/IRS-1 (A) TO FCC NO1/NO3 AHC/IRS-1 (B) TO FCC L-FMC-2 (A) MAP BUS L-FMC-2 (B) MAP BUS

49 MDC-3 (L) TO DBU MDC-3 (H) TO DBU RSVD RSVD

50 DBU-3 (L) TO MDC DBU-3 (H) TO MDC RSVD RSVD

51 L-CDU-1 (H) TO FMS (A) ATC YAW YD ENG LVR UP RSVD RSVD

52 L-CDU-1 (L) TO FMS (B) ATC YAW YD ENG LVR UP RSVD RSVD

53 RSVD RSVD RUD SVO TACH A (C) FROM SVO RUD SVO TACH A (H) FROM SVO

54 FCC TO MSP (L) A FCC TO MSP (H) A RSVD RSVD

55 GND GND GND GND

56 J2 SPARE2 J2 SPARE3 RSVD RSVD

57 GND GND GND GND

58 RSVD RSVD RSVD RSVD

59 RSVD RSVD RSVD RSVD

60 RSVD RSVD NO1/NO3 EXTFMS REVERSION OUT (A) RSVD

61 RSVD RSVD RSVD L-FMS-5 (M) DBU HEAD SEL F

62 RSVD RSVD RSVD FCC DISC IN 6 A YD ENG LVR UP

63 RSVD DBU-1 (L) FMS-INDEX F DBU-1 (H) FMS-TRACK0 L-FMS-5 (L) DBU-STEP F

64 RSVD RSVD RSVD RSVD

65 GND GND GND GND

66 RSVD RSVD RSVD RSVD

67 GND GND GND GND

68 L-DIRECTION/CROSS MAP BUS (B) L-MOTOR ON/CROSS MAP BUS (A) RSVD RSVD

69 MSP TO FCC (L) A MSP TO FCC (H) A NO1/NO3 EXTFMS REVERSION OUT (B) J2 SPARE 4

70 GND GND GND GND

71 GND GND GND GND

72 J2 SPARE0 J2 SPARE1 RSVD RSVD

73 NO1/NO3 EXTFMS IN (A) NO1/NO3 EXTFMS IN (B) RSVD RSVD

74 GND GND GND GND

75 RSVD RSVD RSVD RSVD

Revised 1 February 2000 4-45

 theory of operation 523-0776289
Table 4-6. AR1J1 Backplane HDI Connector Pin Descriptions for the LHP-4001.

J1 DESCRIPTION J1 DESCRIPTION
PIN PIN
NO NO

A B A B

1 FCC SPARE 26 B FCC SPARE 27 B 39 RSVD RSVD

2 FCC SPARE 24 B FCC SPARE 25 B 40 RSVD RSVD

3 FCC SPARE 22 B FCC SPARE 23 B 41 RSVD ELE SVO MOT B TO SVO

4 FCC SPARE 20 B FCC SPARE 21 B 42 RSVD RSVD

5 FCC SPARE 18 B FCC SPARE 19 B 43 RSVD AIL SVO MOT B TO SVO

6 FCC SPARE 16 B FCC SPARE 17 B 44 GND GND

7 FCC SPARE 14 B FCC SPARE 15 B 45 RSVD ELE SVO PWR B

8 FCC SPARE 12 B FCC SPARE 13 B 46 GND GND

9 FCC SPARE 10 B FCC SPARE 11 B 47 RSVD RSVD

10 FCC SPARE 8 B FCC SPARE 9 B 48 FCC SPARE 30 B FCC SPARE 31 B

11 RSVD RSVD 49 PITCH TRIM RELAY PWR +28V B FCC RSVD 4 B

12 RSVD NC 50 GND GND

13 QB-PWR POWER (+28 B) QB-PWR POWER (+28 B) 51 NC RSVD

14 RSVD FCC SPARE 29 B 52 RSVD FCC RSVD 6 B

15 RSVD PITCH TRIM B-UP CMD GND 53 RSVD RSVD

16 RSVD PITCH TRIM B-UP CMD (+) 54 RSVD RSVD

17 RSVD RSVD 55 RSVD RUD SVO PWR B

18 RSVD RSVD 56 NC RSVD

19 QA-PWR POWER (+28 A) QA-PWR POWER (+28 A) 57 RSVD AIL SVO PWR B

20 FCC YD DRIVE SIG B RSVD 58 GND GND

21 RSVD RSVD 59 GND GND

22 GND GND 60 NC RSVD

23 RSVD R-QA-IAPS ISO +5V GND RTN TO 61 RSVD RSVD

MSP

24 RSVD RSVD 62 RSVD FCC RSVD 3 B

25 RSVD FCC SPARE 28 B 63 FCC RSVD 2 B YD POS B (H)

26 RSVD R-QA-IAPS ISO +5V TO MSP 64 RSVD FCC RSVD 5 B

27 PITCH TRIM PWR OUT B PITCH TRIM B-DOWN ARM 65 RSVD YD POS B (L)

28 RSVD RSVD 66 RSVD RSVD

29 YD MONITOR B TO APP RSVD 67 FCC YD DRIVE REF B RSVD

30 PITCH TRIM FAIL ANNUN B FCC RSVD 7 B 68 GND GND

31 RSVD PITCH TRIM PWR IN B 69 GND GND

32 RSVD RSVD 70 GND GND

33 AP MONITOR B TO APP RSVD 71 GND GND

34 RSVD RSVD 72 RSVD RSVD

35 RSVD RSVD 73 RSVD RSVD

36 FCS-MODE LOGIC POWER B RSVD 74 HTR/FAN POWER +28V B HTR/FAN POWER +28V B

37 RSVD RSVD 75 HTR/FAN POWER +28V B HTR/FAN POWER +28V B

38 RSVD RSVD

Revised 1 February 2000 4-46

 theory of operation 523-0776289

Table 4-7. AR1J2 Backplane HDI Connector Pin Descriptions for the LHP-4001.

J2 DESCRIPTION
PIN
NO

A B C D

1 RSVD RSVD RSVD RSVD

2 RSVD RSVD RSVD RSVD

3 RSVD RSVD RSVD RSVD

4 RSVD RSVD RSVD RSVD

5 RSVD RSVD RSVD RSVD

6 RSVD RSVD RSVD RSVD

7 RSVD RSVD RSVD RSVD

8 RSVD RSVD RSVD RSVD

9 RSVD RSVD RSVD RSVD

10 RSVD RSVD RSVD RSVD

11 NO2-DCU-7 (A) QA IOC PORT20 NO2-DCU-7 (B) QA IOC PORT20 NO2-DCU-7 (A) QB IOC PORT20 NO2-DCU-7 (B) QB IOC PORT20

12 NO2-PFD-1 (A) QA IOC PORT16 NO2-PFD-1 (B) QA IOC PORT16 NO2-PFD-1 (A) QB IOC PORT16 NO2-PFD-1 (B) QB IOC PORT16

13 NO2-MLS-1 (A) QA IOC PORT13 NO2-MLS-1 (B) QA IOC PORT13 NO2-MLS-1 (A) QB IOC PORT13 NO2-MLS-1 (B) QB IOC PORT13

14 ELE SVO TACH B (C) FROM SVO ELE SVO TACH B (H) FROM SVO AIL SVO TACH B (C) FROM SVO AIL SVO TACH B (H) FROM SVO

15 NO2/NO3 AHC/IRS-1 (A) QA IOC PORT6 NO2/NO3 AHC/IRS-1 (B) QA IOC PORT6 NO2/NO3 AHC/IRS-1 (A) QB IOC PORT6 NO2/NO3 AHC/IRS-1 (B) QB IOC PORT6

16 R-IOC6-GPBUS1 (A) QA IOC PORT7 R-IOC6-GPBUS1 (B) QA IOC PORT7 R-IOC6-GPBUS2 (A) QB IOC PORT0 R-IOC6-GPBUS2 (B) QB IOC PORT0

17 NO2-VLF-1 (A) QA IOC PORT12 NO2-VLF-1 (B) QA IOC PORT12 NO2-VLF-1 (A) QB IOC PORT12 NO2-VLF-1 (A) QB IOC PORT12

18 NO2-ADF-1 (A) QA IOC PORT14 NO2-ADF-1 (B) QA IOC PORT14 NO2-ADF-1 (A) QB IOC PORT14 NO2-ADF-1 (B) QB IOC PORT14

19 NO2-DME-1 (A) QA IOC PORT22 NO2-DME-1 (B) QA IOC PORT22 NO2-DME-1 (A) QB IOC PORT22 NO2-DME-1 (B) QB IOC PORT22

20 NO2-EICAS-1 (A) QA IOC PORT18 NO2-EICAS-1 (B) QA IOC PORT18 NO2-EICAS-1 (A) QB IOC PORT18 NO2-EICAS-1 (B) QB IOC PORT18

21 NO2-TDR/CAD-1 (A) QA IOC PORT9 NO2-TDR/CAD-1 (B) QA IOC PORT9 NO2-TDR/CAD-1 (A) QB IOC PORT9 NO2-TDR/CAD-1 (B) QB IOC PORT9

22 GND GND GND GND

23 R-IOC1-EFIS (A) QA IOC PORT6 R-IOC1-EFIS (B) QA IOC PORT6 R-IOC1-EFIS (A) QB IOC PORT6 R-IOC1-EFIS (B) QB IOC PORT6

24 R-IOC2-GPBUS4 (A) QA IOC PORT1 R-IOC2-GPBUS4 (B) QA IOC PORT1 R-IOC2-GPBUS3 (A) QB IOC PORT5 R-IOC2-GPBUS3 (B) QB IOC PORT5

25 RSVD RSVD RSVD RSVD

26 R-GRW-6 (A) QA IOC PORT2 HI-SPD R-GRW-6 (B) QA IOC PORT2 HI-SPD R-GRW-6 (A) QB IOC PORT2 HI-SPD R-GRW-6 (B) QB IOC PORT2 HI-SPD
SPARE SPARE SPARE SPARE

27 (A) ATC ROLL AP ENG LVR UP RSVD RSVD RSVD

28 RSVD RSVD (B) ATC ROLL AP ENG LVR UP RSVD

29 NO2-ND/MFD-1 (A) QA IOC PORT8 NO2-ND/MFD-1 (B) QA IOC PORT8 NO2-ND/MFD-1 (A) QB IOC PORT8 NO2-ND/MFD-1 (B) QB IOC PORT8

30 J2 SPARE 5 FCC ANALOG IN 3 (L) B SPARE 1 RSVD RSVD

31 NO2-RAC-1 (A) QA IOC PORT21 NO2-RAC-1 (B) QA IOC PORT21 NO2-RAC-1 (A) QB IOC PORT21 NO2-RAC-1 (B) QB IOC PORT21

32 NO2-VIR-1 (A) QA IOC PORT10 NO2-VIR-1 (B) QA IOC PORT10 NO2-VIR-1 (A) QB IOC PORT10 NO2-VIR-1 (B) QB IOC PORT10

33 NO2-VHFCOM-1 (A) QA IOC PORT17 NO2-VHFCOM-1 (B) QA IOC PORT17 NO2-VHFCOM-1 (A) QB IOC PORT17 NO2-VHFCOM-1 (B) QB IOC PORT17

34 FCC DISC IN 3 B SPARE 1 RSVD FCC ANALOG IN 3 (H) B SPARE 1 RSVD

35 FCC ANALOG IN 2 (L) B PITCH TRIM FCC ANALOG IN 2 (H) B PITCH TRIM RSVD RSVD
RATE RATE

36 EMC-2 (A) TO MFD EMC-2 (B) TO MFD FCC DISC IN 1 A GO-AROUND SWITCH FCC DISC IN 0A DISCONNECT SWITCH

37 R-IOC5-GPBUS5 (A) QA IOC PORT2 R-IOC5-GPBUS5 (B) QA IOC PORT2 R-IOC5-GPBUS5 (A) QB IOC PORT2 R-IOC5-GPBUS5 (B) QB IOC PORT2

38 FCC ANALOG IN 1 (L) B ROLL KNOB FCC DISC IN 4 B SPARE 2 FCC DISC IN 2 B SYNC SWITCH FCC DISC IN 7 B SPARE 3

Revised 1 February 2000 4-47

 theory of operation 523-0776289

Table 4-7. AR1J2 Backplane HDI Connector Pin Descriptions for the LHP-4001.

J2 DESCRIPTION
PIN
NO

A B C D

39 FCC ANALOG IN 1 (H) B ROLL KNOB FCC DISC IN 5 B AP ENG LVR UP FCC ANALOG IN 4 (L) B SPARE 2 FCC ANALOG IN 4 (H) B SPARE 2

40 NO2/NO3 QA ADC REVERSION OUT (A) NO2/NO3 QA ADC REVERSION OUT (B) NO2/NO3 QB ADC REVERSION OUT (A) NO2/NO3 QB ADC REVERSION OUT (B)

41 RSVD RSVD RSVD RSVD

42 NO2-GPS-1 (A) QA IOC PORT15 NO2-GPS-1 (B) QA IOC PORT15 NO2-GPS-1 (A) QB IOC PORT15 NO2-GPS-1 (B) QB IOC PORT15

43 NO3-DCU-7 (A) QA IOC PORT23 NO3-DCU-7 (B) QA IOC PORT23 NO3-DCU-7 (A) QB IOC PORT23 NO3-DCU-7 (B) QB IOC PORT23

44 NO2-HFCOM-1 (A) QA IOC PORT19 NO2-HFCOM-1 (B) QA IOC PORT19 NO2-HFCOM-1 (A) QB IOC PORT19 NO2-HFCOM-1 (B) QB IOC PORT19

45 NO2-SPC-1 (A) QA IOC PORT11 NO2-SPC-1 (B) QA IOC PORT11 NO2-SPC-1 (A) QB IOC PORT11 NO2-SPC-1 (B) QB IOC PORT11

46 RSVD FCC ANALOG IN 0 (L) B PITCH KNOB FCC ANALOG IN 0 (H) B PITCH KNOB RSVD

47 R-FMC-3 (L) CDU BUS R-FMC-3 (H) CDU BUS RSVD RSVD

48 NO2/NO3 AHC/IRS-1 (A) TO FCC NO2/NO3 AHC/IRS-1 (B) TO FCC R-FMC-2 (A) MAP BUS R-FMC-2 (B) MAP BUS

49 RSVD (EMC-2 (L) TO DBU) RSVD (EMC-2 (H) TO DBU) RSVD RSVD

50 RSVD (DBU-4 (L) TO EMC) RSVD (DBU-4 (H) TO EMC) RSVD RSVD

51 R-CDU-1 (H) TO FMS (A) ATC YAW YD ENG LVR UP RSVD RSVD

52 R-CDU-1 (L) TO FMS (B) ATC YAW YD ENG LVR UP RSVD RSVD

53 RSVD RSVD RUD SVO TACH B (C) FROM SVO RUD SVO TACH B (H) FROM SVO

54 FCC TO MSP (L) B FCC TO MSP (H) B RSVD RSVD

55 GND GND GND GND

56 J2 SPARE2 J2 SPARE3 RSVD RSVD

57 GND GND GND GND

58 RSVD RSVD RSVD RSVD

59 RSVD RSVD RSVD RSVD

60 RSVD RSVD NO2/NO3 EXTFMS REVERSION OUT (A) RSVD

61 RSVD RSVD RSVD R-FMS-5 (M) DBU HEAD SEL F

62 RSVD RSVD RSVD FCC DISC IN 6 B YD ENG LVR UP

63 RSVD DBU-2 (L) FMS-INDEX F DBU-2 (H) FMS-TRACK0 R-FMS-5 (L) DBU-STEP F

64 RSVD RSVD RSVD RSVD

65 GND GND GND GND

66 RSVD RSVD RSVD RSVD

67 GND GND GND GND

68 R-DIRECTION/CROSS MAP BUS (B) R-MOTOR ON/CROSS MAP BUS (A) RSVD RSVD

69 MSP TO FCC (L) B MSP TO FCC (H) B NO2/NO3 EXTFMS REVERSION OUT (B) J2 SPARE 4

70 GND GND GND GND

71 GND GND GND GND

72 J2 SPARE0 J2 SPARE1 RSVD RSVD

73 NO2/NO3 EXTFMS IN (A) NO2/NO3 EXTFMS IN (B) RSVD RSVD

74 GND GND GND GND

75 RSVD RSVD RSVD RSVD

Revised 1 February 2000 4-48

 theory of operation 523-0776289

Table 4-8. AL1J3 Backplane HDI Connector Pin Descriptions for the Number 1A IOC-4000.

J3 DESCRIPTION J3 DESCRIPTION
PIN PIN
NO NO

A B A B

1 STRAP BIT1 L-QA-LOWSPD IOC RCV-0 (A) 39 NC L-IOC5-GPBUS5 (A) QA IOC PORT 2

2 STRAP STROBE WORD 14 L-QA-LOWSPD IOC RCV-0 (B) 40 NC L-IOC5-GPBUS5 (B) QA IOC PORT 2

3 STRAP STROBE WORD 11 L-QA-LOWSPD IOC RCV-1 (A) 41 MDC-1 (H) TO QA IOC MDC-1 (L) TO QA IOC

4 QA-PWR GND L-QA-LOWSPD IOC RCV-1 (B) 42 QA +5 V DC2 PWR QA +5 V DC2 PWR

5 STRAP STROBE WORD 13 STRAP BIT6 43 NO1-VHFCOM-1 (A) QA IOC PORT17 NO1-VHFCOM-1 (B) QA IOC PORT17

6 STRAP BIT4 QA-PWR VALID 44 NO1-VIR-1 (B) QA IOC PORT10 NO1-VIR-1 (A) QA IOC PORT10

7 STRAP BIT7 STRAP BIT0 45 NO1-RAC-1 (B) QA IOC PORT21 NO1-RAC-1 (A) QA IOC PORT21

8 STRAP BIT8 STRAP STROBE WORD 0 46 QA +5 V DC PWR GND L-QA-LOWSPD IOC RCV-7 (A)

9 QA +12 V DC PWR QA +12 V DC PWR 47 NO1-ND/MFD-1 (B) QA IOC PORT8 NO1-ND/MFD-1 (A) QA IOC PORT8

10 STRAP BIT14 STRAP BIT10 48 FMC-1 TO IOC QA (B) FMC-1 TO IOC QA (A)

11 STRAP BIT12 STRAP BIT11 49 FCC TO IOC QA (L) FCC TO IOC QA (H)

12 QA +12 V DC PWR GND L-QA-LOWSPD IOC RCV-4 (A) 50 L-QRW-6 (B) QA IOC PORT2 HI-SPD L-QRW-6 (A) QA IOC PORT2 HI-SPD
SPARE SPARE

13 STRAP BIT9 STRAP BIT13 51 QA-PWR GND L-QA-LOWSPD IOC RCV-7 (B)

14 STRAP STROBE WORD 12 NC 52 L-IOC2-GPBUS4 (B) QA IOC PORT1 L-IOC2-GPBUS4 (A) QA IOC PORT1

15 STRAP BIT5 STRAP BIT3 53 L-IOC1-EFIS (B) QA IOC PORT6 L-IOC1-EFIS (A) QA IOC PORT6

16 L-QA-LOWSPD IOC RCV-4 (B) STRAP BIT2 54 QA -12 V DC PWR QA -12 V DC PWR

17 QA/QB CSU MUX ARBITER STRAP STROBE WORD 1 55 NO1-TDR/CAD-1 (A) QA IOC PORT9 NO1-TDR/CAD-1 (B) QA IOC PORT9

18 STRAP STROBE WORD 5 STRAP STROBE WORD 2 56 NO1-EICAS-1 (A) QA IOC PORT18 NO1-EICAS-1 (B) QA IOC PORT18

19 STRAP STROBE WORD 9 STRAP STROBE WORD 3 57 NO1-DME-1 (B) QA IOC PORT22 NO1-DME-1 (A) QA IOC PORT22

20 STRAP STROBE WORD 10 STRAP STROBE WORD 4 58 NO1-ADF-1 (B) QA IOC PORT14 NO1-ADF-1 (A) QA IOC PORT14

21 QA +5 V DC1 PWR QA +5 V DC1 PWR 59 NO1-VLF-1 (B) QA IOC PORT12 NO1-VLF-1 (A) QA IOC PORT12

22 STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 L-IOC6-GPBUS1 (A) QA IOC PORT17 L-IOC6-GPBUS1 (B) QA IOC PORT17

23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 NO1/NO3 AHC/IRS-1 (B) QA IOC NO1/NO3 AHC/IRS-1 (A) QA IOC
PORT6 PORT6

24 QA-PWR GND L-QA-LOWSPD IOC RCV-2 (A) 62 QA -12 V DC PWR GND NC

25 L-QA-LOWSPD IOC RCV-2 (B) NC 63 NO1-MLS-1 (B) QA IOC PORT13 NO1-MLS-1 (A) QA IOC PORT13

26 QB-PWR 1B OVERHEAT MON QA-IOC CONFIG 2 PARITY (OPEN) 64 NO1-PFD-1 (B) QA IOC PORT16 NO1-PFD-1 (A) QA IOC PORT16

27 QA-IOC CONFIG 1 LEFT/RIGHT IEC ENVIRONMENTAL MON OUT 65 NO1-DCU-7 (B) QA IOC PORT20 NO1-DCU-7 (A) QA IOC PORT20
(OPEN)

28 NC NC 66 L-QA-LOWSPD IOC RCV-5 (A) L-QA-LOWSPD IOC RCV-5 (B)

29 STRAP BIT15 L-QA-IOC4 EXT FMS OUT (A) 67 L-QA-LOWSPD IOC RCV-6 (A) L-QA-LOWSPD IOC RCV-6 (B)

30 QA-PWR SHUTDOWN WARN L-QA-IOC4 EXT FMS OUT (B) 68 L-QA-HIGH/LOWSPD IOC XMT-0 (A) L-QA-HIGH/LOWSPD IOC XMT-0 (B)

31 NO1-SPC-1 (B) QA IOC PORT11 NO1-SPC-1 (A) QA IOC PORT11 69 L-QA-HIGH/LOWSPD IOC RCV-8 (A) L-QA-HIGH/LOWSPD IOC RCV-8 (B)

32 NO1-HFCOM-1 (B) QA IOC PORT19 NO1-HFCOM-1 (A) QA IOC PORT19 70 L-QA-HIGH/LOWSPD IOC XMT-1 (A) L-QA-HIGH/LOWSPD IOC XMT-1 (B)

33 NO3-DCU-7 (B) QA IOC PORT23 NO3-DCU-7 (A) QA IOC PORT23 71 L-QA-HIGH/LOWSPD IOC RCV-9 (A) L-QA-HIGH/LOWSPD IOC RCV-9 (B)

34 NO1-GPS-1 (B) QA IOC PORT15 NO1-GPS-1 (A) QA IOC PORT15 72 L-QA-HIGH/LOWSPD IOC XMT-2 (A) L-QA-HIGH/LOWSPD IOC XMT-2 (B)

35 L-QA-LOWSPD IOC RCV-3 (A) L-QA-LOWSPD IOC RCV-3 (B) 73 L-QA-HIGH/LOWSPD IOC RCV-10 (A) L-QA-HIGH/LOWSPD IOC RCV-10 (B)

36 NO1/NO3 QA EXTFMS REVERSION NO1/NO3 QA ADC REVERSION OUT 74 L-QA-HIGH/LOWSPD IOC XMT-3 (A) L-QA-HIGH/LOWSPD IOC XMT-3 (B)
OUT (B) (A)

37 L-QA-IOC4 (L) TO MDC QA-IOC3 (H) TO FCC 75 L-QA-HIGH/LOWSPD IOC RCV-11 (A) L-QA-HIGH/LOWSPD IOC RCV-11 (B)

38 L-QA-IOC4 (H) TO MDC QA-IOC3 (L) TO FCC

Revised 1 February 2000 4-49

 theory of operation 523-0776289

Table 4-9. AL1J8 Backplane HDI Connector Pin Descriptions for the Number 1B IOC-4000.

J8 DESCRIPTION J8 DESCRIPTION
PIN PIN
NO NO

A B A B

1 STRAP BIT1 L-QB-LOWSPD IOC RCV-0 (A) 39 NC L-IOC5-GPBUS5 (A) QB IOC PORT 2

2 STRAP STROBE WORD 14 L-QB-LOWSPD IOC RCV-0 (B) 40 NC L-IOC5-GPBUS5 (B) QB IOC PORT 2

3 STRAP STROBE WORD 11 L-QB-LOWSPD IOC RCV-1 (A) 41 MDC-1 (H) TO QB IOC MDC-1 (L) TO QB IOC

4 QB-PWR GND L-QB-LOWSPD IOC RCV-1 (B) 42 QB +5 V DC2 PWR QB +5 V DC2 PWR

5 STRAP STROBE WORD 13 STRAP BIT6 43 NO1-VHFCOM-1 (A) QB IOC PORT17 NO1-VHFCOM-1 (B) QB IOC PORT17

6 STRAP BIT4 QB-PWR VALID 44 NO1-VIR-1 (B) QB IOC PORT10 NO1-VIR-1 (A) QB IOC PORT10

7 STRAP BIT7 STRAP BIT0 45 NO1-RAC-1 (B) QB IOC PORT21 NO1-RAC-1 (A) QB IOC PORT21

8 STRAP BIT8 STRAP STROBE WORD 0 46 QB +5 V DC PWR GND L-QB-LOWSPD IOC RCV-7 (A)

9 QB +12 V DC PWR QB +12 V DC PWR 47 NO1-ND/MFD-1 (B) QB IOC PORT8 NO1-ND/MFD-1 (A) QB IOC PORT8

10 STRAP BIT14 STRAP BIT10 48 FMC-1 TO IOC QB (B) FMC-1 TO IOC QB (A)

11 STRAP BIT12 STRAP BIT11 49 FCC TO IOC QB (L) FCC TO IOC QB (H)

12 QB +12 V DC PWR GND L-QB-LOWSPD IOC RCV-4 (A) 50 L-QRW-6 (B) QB IOC PORT2 HI-SPD L-QRW-6 (A) QB IOC PORT2 HI-SPD
SPARE SPARE

13 STRAP BIT9 STRAP BIT13 51 QB-PWR GND L-QB-LOWSPD IOC RCV-7 (B)

14 STRAP STROBE WORD 12 NC 52 L-IOC2-GPBUS3 (B) QB IOC PORT5 L-IOC2-GPBUS3 (A) QB IOC PORT5

15 STRAP BIT5 STRAP BIT3 53 L-IOC1-EFIS (B) QB IOC PORT6 L-IOC1-EFIS (A) QB IOC PORT6

16 L-QB-LOWSPD IOC RCV-4 (B) STRAP BIT2 54 QB -12 V DC PWR QB -12 V DC PWR

17 QA/QB CSU MUX ARBITER STRAP STROBE WORD 1 55 NO1-TDR/CAD-1 (A) QB IOC PORT9 NO1-TDR/CAD 1 (B) QB IOC PORT9

18 STRAP STROBE WORD 5 STRAP STROBE WORD 2 56 NO1-EICAS-1 (A) QB IOC PORT18 NO1-EICAS-1 (B) QB IOC PORT18

19 STRAP STROBE WORD 9 STRAP STROBE WORD 3 57 NO1-DME-1 (B) QB IOC PORT22 NO1-DME-1 (A) QB IOC PORT22

20 STRAP STROBE WORD 10 STRAP STROBE WORD 4 58 NO1-ADF-1 (B) QB IOC PORT14 NO1-ADF-1 (A) QB IOC PORT14

21 QB +5 V DC1 PWR QB +5 V DC1 PWR 59 NO1-VLF-1 (B) QB IOC PORT12 NO1-VLF-1 (A) QB IOC PORT12

22 STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 L-IOC6-GPBUS2 (A) QB IOC PORT0 L-IOC6-GPBUS2 (B) QB IOC PORT0

23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 NO1/NO3 AHC/IRS-1 (B) QB IOC PORT6 NO1/NO3 AHC/IRS-1 (A) QB IOC PORT6

24 QB-PWR GND L-QB-LOWSPD IOC RCV-2 (A) 62 QB -12 V DC PWR GND NC

25 L-QB-LOWSPD IOC RCV-2 (B) QB-IOC CONFIG 0 A/B (GND) 63 NO1-MLS-1 (B) QB IOC PORT13 NO1-MLS-1 (A) QB IOC PORT13

26 QA-PWR 1A OVERHEAT MON OUT QB-IOC CONFIG 2 PARITY (GND) 64 NO1-PFD-1 (B) QB IOC PORT16 NO1-PFD-1 (A) QB IOC PORT16

27 QB-IOC CONFIG 1 LEFT/RIGHT IEC ENVIRONMENTAL MON OUT 65 NO1-DCU-7 (B) QB IOC PORT20 NO1-DCU-7 (A) QB IOC PORT20
(OPEN)

28 NC NC 66 L-QB-LOWSPD IOC RCV-5 (A) L-QB-LOWSPD IOC RCV-5 (B)

29 STRAP BIT15 L-QB-IOC4 EXT FMS OUT (A) 67 L-QB-LOWSPD IOC RCV-6 (A) L-QB-LOWSPD IOC RCV-6 (B)

30 QB-PWR SHUTDOWN WARN L-QB-IOC4 EXT FMS OUT (B) 68 L-QB-HIGH/LOWSPD IOC XMT-0 (A) L-QB-HIGH/LOWSPD IOC XMT-0 (B)

31 NO1-SPC-1 (B) QB IOC PORT11 NO1-SPC-1 (A) QB IOC PORT11 69 L-QB-HIGH/LOWSPD IOC RCV-8 (A) L-QB-HIGH/LOWSPD IOC RCV-8 (B)

32 NO1-HFCOM-1 (B) QB IOC PORT19 NO1-HFCOM-1 (A) QB IOC PORT19 70 L-QB-HIGH/LOWSPD IOC XMT-1 (A) L-QB-HIGH/LOWSPD IOC XMT-1 (B)

33 NO3-DCU-7 (B) QB IOC PORT23 NO3-DCU-7 (A) QB IOC PORT23 71 L-QB-HIGH/LOWSPD IOC RCV-9 (A) L-QB-HIGH/LOWSPD IOC RCV-9 (B)

34 NO1-GPS-1 (B) QB IOC PORT15 NO1-GPS-1 (A) QB IOC PORT15 72 L-QB-HIGH/LOWSPD IOC XMT-2 (A) L-QB-HIGH/LOWSPD IOC XMT-2 (B)

35 L-QB-LOWSPD IOC RCV-3 (A) L-QB-LOWSPD IOC RCV-3 (B) 73 L-QB-HIGH/LOWSPD IOC RCV-10 (A) L-QB-HIGH/LOWSPD IOC RCV-10 (B)

36 NO1/NO3 QB EXTFMS REVERSION NO1/NO3 QB ADC REVERSION OUT 74 L-QB-HIGH/LOWSPD IOC XMT-3 (A) L-QB-HIGH/LOWSPD IOC XMT-3 (B)
OUT (B) (A)

37 L-QB-IOC4 (L) TO MDC QB-IOC3 (H) TO FCC 75 L-QB-HIGH/LOWSPD IOC RCV-11 (A) L-QB-HIGH/LOWSPD IOC RCV-11 (B)

38 L-QB-IOC4 (H) TO MDC QB-IOC3 (L) TO FCC

Revised 1 February 2000 4-50

 theory of operation 523-0776289

Table 4-10. AR1J3 Backplane HDI Connector Pin Descriptions for the Number 2A IOC-4000.

J3 DESCRIPTION J3 DESCRIPTION
PIN PIN
NO NO

A B A B

1 STRAP BIT1 R-QA-LOWSPD IOC RCV-0 (A) 39 NC R-IOC5-GPBUS5 (A) QA IOC PORT 2

2 STRAP STROBE WORD 14 R-QA-LOWSPD IOC RCV-0 (B) 40 NC R-IOC5-GPBUS5 (B) QA IOC PORT 2

3 STRAP STROBE WORD 11 R-QA-LOWSPD IOC RCV-1 (A) 41 EMC(H) TO QA IOC EMC-1 (L) TO QA IOC

4 QA-PWR GND R-QA-LOWSPD IOC RCV-1 (B) 42 QA +5 V DC2 PWR QA +5 V DC2 PWR

5 STRAP STROBE WORD 13 STRAP BIT6 43 NO2-VHFCOM-1 (A) QA IOC PORT17 NO2-VHFCOM-1 (B) QA IOC PORT17

6 STRAP BIT4 QA-PWR VALID 44 NO2-VIR-1 (B) QA IOC PORT10 NO2-VIR-1 (A) QA IOC PORT10

7 STRAP BIT7 STRAP BIT0 45 NO2-RAC-1 (B) QA IOC PORT21 NO2-RAC-1 (A) QA IOC PORT21

8 STRAP BIT8 STRAP STROBE WORD 0 46 QA +5 V DC PWR GND R-QA-LOWSPD IOC RCV-7 (A)

9 QA +12 V DC PWR QA +12 V DC PWR 47 NO2-ND/MFD-1 (B) QA IOC PORT8 NO2-ND/MFD-1 (A) QA IOC PORT8

10 STRAP BIT14 STRAP BIT10 48 FMC-1 TO IOC QA (B) FMC-1 TO IOC QA (A)

11 STRAP BIT12 STRAP BIT11 49 FCC TO IOC QA (L) FCC TO IOC QA (H)

12 QA +12 V DC PWR GND R-QA-LOWSPD IOC RCV-4 (A) 50 R-QRW-6 (B) QA IOC PORT2 HI-SPD R-QRW-6 (A) QA IOC PORT2 HI-SPD
SPARE SPARE

13 STRAP BIT9 STRAP BIT13 51 QA-PWR GND R-QA-LOWSPD IOC RCV-7 (B)

14 STRAP STROBE WORD 12 NC 52 R-IOC2-GPBUS4 (B) QA IOC PORT1 R-IOC2-GPBUS4 (A) QA IOC PORT1

15 STRAP BIT5 STRAP BIT3 53 R-IOC1-EFIS (B) QA IOC PORT6 R-IOC1-EFIS (A) QA IOC PORT6

16 R-QA-LOWSPD IOC RCV-4 (B) STRAP BIT2 54 QA -12 V DC PWR QA -12 V DC PWR

17 QA/QB CSU MUX ARBITER STRAP STROBE WORD 1 55 NO2-TDR-CAD-1 (A) QA IOC PORT9 NO2-TDR-CAD-1 (B) QA IOC PORT9

18 STRAP STROBE WORD 5 STRAP STROBE WORD 2 56 NO2-EICAS-1 (A) QA IOC PORT18 NO2-EICAS-1 (B) QA IOC PORT18

19 STRAP STROBE WORD 9 STRAP STROBE WORD 3 57 NO2-DME-1 (B) QA IOC PORT22 NO2-DME-1 (A) QA IOC PORT22

20 STRAP STROBE WORD 10 STRAP STROBE WORD 4 58 NO2-ADF-1 (B) QA IOC PORT14 NO2-ADF-1 (A) QA IOC PORT14

21 QA +5 V DC1 PWR QA +5 V DC1 PWR 59 NO2-VLF-1 (B) QA IOC PORT12 NO2-VLF-1 (A) QA IOC PORT12

22 STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 R-IOC6-GPBUS1 (A) QA IOC PORT17 R-IOC6-GPBUS1 (B) QA IOC PORT17

23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 NO2/NO3 AHC/IRS-1 (B) QA IOC NO2/NO3 AHC/IRS-1 (A) QA IOC
PORT6 PORT6

24 QA-PWR GND R-QA-LOWSPD IOC RCV-2 (A) 62 QA -12 V DC PWR GND NC

25 R-QA-LOWSPD IOC RCV-2 (B) NC 63 NO2-MLS-1 (B) QA IOC PORT13 NO2-MLS-1 (A) QA IOC PORT13

26 QB-PWR 2B OVERHEAT MON QA-IOC CONFIG 2 PARITY (GND) 64 NO2-PFD-1 (B) QA IOC PORT16 NO2-PFD-1 (A) QA IOC PORT16

27 QA-IOC CONFIG 1 LEFT/RIGHT IEC ENVIRONMENTAL MON OUT 65 NO2-DCU-7 (B) QA IOC PORT20 NO2-DCU-7 (A) QA IOC PORT20
(GND)

28 NC NC 66 R-QA-LOWSPD IOC RCV-5 (A) R-QA-LOWSPD IOC RCV-5 (B)

29 STRAP BIT15 R-QA-IOC4 EXT FMS OUT (A) 67 R-QA-LOWSPD IOC RCV-6 (A) R-QA-LOWSPD IOC RCV-6 (B)

30 QA-PWR SHUTDOWN WARN R-QA-IOC4 EXT FMS OUT (B) 68 R-QA-HIGH/LOWSPD IOC XMT-0 (A) R-QA-HIGH/LOWSPD IOC XMT-0 (B)

31 NO2-SPC-1 (B) QA IOC PORT11 NO2-SPC-1 (A) QA IOC PORT11 69 R-QA-HIGH/LOWSPD IOC RCV-8 (A) R-QA-HIGH/LOWSPD IOC RCV-8 (B)

32 NO2-HFCOM-1 (B) QA IOC PORT19 NO2-HFCOM-1 (A) QA IOC PORT19 70 R-QA-HIGH/LOWSPD IOC XMT-1 (A) R-QA-HIGH/LOWSPD IOC XMT-1 (B)

33 NO3-DCU-7 (B) QA IOC PORT23 NO3-DCU-7 (A) QA IOC PORT23 71 R-QA-HIGH/LOWSPD IOC RCV-9 (A) R-QA-HIGH/LOWSPD IOC RCV-9 (B)

34 NO2-GPS-1 (B) QA IOC PORT15 NO2-GPS-1 (A) QA IOC PORT15 72 R-QA-HIGH/LOWSPD IOC XMT-2 (A) R-QA-HIGH/LOWSPD IOC XMT-2 (B)

35 R-QA-LOWSPD IOC RCV-3 (A) R-QA-LOWSPD IOC RCV-3 (B) 73 R-QA-HIGH/LOWSPD IOC RCV-10 (A) R-QA-HIGH/LOWSPD IOC RCV-10 (B)

36 NO2/NO3 QA EXTFMS REVERSION NO2/NO3 QA ADC REVERSION OUT 74 R-QA-HIGH/LOWSPD IOC XMT-3 (A) R-QA-HIGH/LOWSPD IOC XMT-3 (B)
OUT (B) (A)

37 R-QA-IOC4 (L) TO MDC QA-IOC3 (H) TO FCC 75 R-QA-HIGH/LOWSPD IOC RCV-11 (A) R-QA-HIGH/LOWSPD IOC RCV-11 (B)

38 R-QA-IOC4 (H) TO MDC QA-IOC3 (L) TO FCC

Revised 1 February 2000 4-51

 theory of operation 523-0776289

Table 4-11. AR1J8 Backplane HDI Connector Pin Descriptions for the Number 2B IOC-4000.

J8 DESCRIPTION J8 DESCRIPTION
PIN PIN
NO NO

A B A B

1 STRAP BIT1 R-QB-LOWSPD IOC RCV-0 (A) 39 NC R-IOC5-GPBUS5 (A) QB IOC PORT 2

2 STRAP STROBE WORD 14 R-QB-LOWSPD IOC RCV-0 (B) 40 NC R-IOC5-GPBUS5 (B) QB IOC PORT 2

3 STRAP STROBE WORD 11 R-QB-LOWSPD IOC RCV-1 (A) 41 EMC-1 (H) TO QB IOC) EMC-1 (L) TO QB IOC)

4 QB-PWR GND R-QB-LOWSPD IOC RCV-1 (B) 42 QB +5 V DC2 PWR QB +5 V DC2 PWR

5 STRAP STROBE WORD 13 STRAP BIT6 43 NO2-VHFCOM-1 (A) QB IOC PORT17 NO2-VHFCOM-1 (B) QB IOC PORT17

6 STRAP BIT4 QB-PWR VALID 44 NO2-VIR-1 (B) QB IOC PORT10 NO2-VIR-1 (A) QB IOC PORT10

7 STRAP BIT7 STRAP BIT0 45 NO2-RAC-1 (B) QB IOC PORT21 NO2-RAC-1 (A) QB IOC PORT21

8 STRAP BIT8 STRAP STROBE WORD 0 46 QB +5 V DC PWR GND R-QB-LOWSPD IOC RCV-7 (A)

9 QB +12 V DC PWR QB +12 V DC PWR 47 NO2-ND/MFD-1 (B) QB IOC PORT8 NO2-ND/MFD-1 (A) QB IOC PORT8

10 STRAP BIT14 STRAP BIT10 48 FMC-1 TO IOC QB (B) FMC-1 TO IOC QB (A)

11 STRAP BIT12 STRAP BIT11 49 FCC TO IOC QB (L) FCC TO IOC QB (H)

12 QB +12 V DC PWR GND R-QB-LOWSPD IOC RCV-4 (A) 50 R-QRW-6 (B) QB IOC PORT2 HI-SPD R-QRW-6 (A) QB IOC PORT2 HI-SPD
SPARE SPARE

13 STRAP BIT9 STRAP BIT13 51 QB-PWR GND R-QB-LOWSPD IOC RCV-7 (B)

14 STRAP STROBE WORD 12 NC 52 R-IOC2-GPBUS3 (B) QB IOC PORT5 R-IOC2-GPBUS3 (A) QB IOC PORT5

15 STRAP BIT5 STRAP BIT3 53 R-IOC1-EFIS (B) QB IOC PORT6 R-IOC1-EFIS (A) QB IOC PORT6

16 R-QB-LOWSPD IOC RCV-4 (B) STRAP BIT2 54 QB -12 V DC PWR QB -12 V DC PWR

17 QA/QB CSU MUX ARBITER STRAP STROBE WORD 1 55 NO2-TDR-CAD-1 (A) QB IOC PORT9 NO2-TDR-CAD 1 (B) QB IOC PORT9

18 STRAP STROBE WORD 5 STRAP STROBE WORD 2 56 NO2-EICAS-1 (A) QB IOC PORT18 NO2-EICAS-1 (B) QB IOC PORT18

19 STRAP STROBE WORD 9 STRAP STROBE WORD 3 57 NO2-DME-1 (B) QB IOC PORT22 NO2-DME-1 (A) QB IOC PORT22

20 STRAP STROBE WORD 10 STRAP STROBE WORD 4 58 NO2-ADF-1 (B) QB IOC PORT14 NO2-ADF-1 (A) QB IOC PORT14

21 QB +5 V DC1 PWR QB +5 V DC1 PWR 59 NO2-VLF-1 (B) QB IOC PORT12 NO2-VLF-1 (A) QB IOC PORT12

22 STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 R-IOC6-GPBUS2 (A) QB IOC PORT0 R-IOC6-GPBUS2 (B) QB IOC PORT0

23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 NO2/NO3 AHC/IRS-1 (B) QB IOC PORT6 NO2/NO3 AHC/IRS-1 (A) QB IOC PORT6

24 QB-PWR GND R-QB-LOWSPD IOC RCV-2 (A) 62 QB -12 V DC PWR GND NC

25 R-QB-LOWSPD IOC RCV-2 (B) QB-IOC CONFIG 0 A/B (GND) 63 NO2-MLS-1 (B) QB IOC PORT13 NO2-MLS-1 (A) QB IOC PORT13

26 QA-PWR 2 OVERHEAT MON OUT QB-IOC CONFIG 2 PARITY (OPEN) 64 NO2-PFD-1 (B) QB IOC PORT16 NO2-PFD-1 (A) QB IOC PORT16

27 QB-IOC CONFIG 1 LEFT/RIGHT (GND) IEC ENVIRONMENTAL MON OUT 65 NO2-DCU-7 (B) QB IOC PORT20 NO2-DCU-7 (A) QB IOC PORT20

28 NC NC 66 R-QB-LOWSPD IOC RCV-5 (A) R-QB-LOWSPD IOC RCV-5 (B)

29 STRAP BIT15 R-QB-IOC4 EXT FMS OUT (A) 67 R-QB-LOWSPD IOC RCV-6 (A) R-QB-LOWSPD IOC RCV-6 (B)

30 QB-PWR SHUTDOWN WARN R-QB-IOC4 EXT FMS OUT (B) 68 R-QB-HIGH/LOWSPD IOC XMT-0 (A) R-QB-HIGH/LOWSPD IOC XMT-0 (B)

31 NO2-SPC-1 (B) QB IOC PORT11 NO2-SPC-1 (A) QB IOC PORT11 69 R-QB-HIGH/LOWSPD IOC RCV-8 (A) R-QB-HIGH/LOWSPD IOC RCV-8 (B)

32 NO2-HFCOM-1 (B) QB IOC PORT19 NO2-HFCOM-1 (A) QB IOC PORT19 70 R-QB-HIGH/LOWSPD IOC XMT-1 (A) R-QB-HIGH/LOWSPD IOC XMT-1 (B)

33 NO3-DCU-7 (B) QB IOC PORT23 NO3-DCU-7 (A) QB IOC PORT23 71 R-QB-HIGH/LOWSPD IOC RCV-9 (A) R-QB-HIGH/LOWSPD IOC RCV-9 (B)

34 NO2-GPS-1 (B) QB IOC PORT15 NO2-GPS-1 (A) QB IOC PORT15 72 R-QB-HIGH/LOWSPD IOC XMT-2 (A) R-QB-HIGH/LOWSPD IOC XMT-2 (B)

35 R-QB-LOWSPD IOC RCV-3 (A) R-QB-LOWSPD IOC RCV-3 (B) 73 R-QB-HIGH/LOWSPD IOC RCV-10 (A) R-QB-HIGH/LOWSPD IOC RCV-10 (B)

36 NO2/NO3 QB EXTFMS REVERSION NO2/NO3 QB ADC REVERSION OUT 74 R-QB-HIGH/LOWSPD IOC XMT-3 (A) R-QB-HIGH/LOWSPD IOC XMT-3 (B)
OUT (B) (A)

37 R-QB-IOC4 (L) TO MDC QB-IOC3 (H) TO FCC 75 R-QB-HIGH/LOWSPD IOC RCV-11 (A) R-QB-HIGH/LOWSPD IOC RCV-11 (B)

38 R-QB-IOC4 (H) TO MDC QB-IOC3 (L) TO FCC

Revised 1 February 2000 4-52

 theory of operation 523-0776289

Table 4-12. AL1J4 Backplane HDI Connector Pin Descriptions for the Number 1A PWR-4000.

J4 DESCRIPTION J4 DESCRIPTION
PIN PIN
NO NO

A B A B

1 RESERVED RESERVED 39 RESERVED RESERVED

2 RESERVED RESERVED 40 L-QA IAPS AUX +12V GND RTN L-QA IAPS AUX +12V GND RTN

3 RESERVED RESERVED 41 RESERVED RESERVED

4 RESERVED RESERVED 42 L-QA IAPS AUX +12V SENSE RSVD L-QA IAPS AUX +12V SENSE RSVD

5 RESERVED RESERVED 43 RESERVED RESERVED

6 RESERVED RESERVED 44 RESERVED RESERVED

7 RESERVED RESERVED 45 RESERVED RESERVED

8 RESERVED RESERVED 46 RESERVED RESERVED

9 RESERVED RESERVED 47 RESERVED RESERVED

10 RESERVED RESERVED 48 RESERVED RESERVED

11 RESERVED RESERVED 49 QA-PWR SHUTDOWN WARN IN QA-PWR SHUTDOWN WARN IN

12 RESERVED RESERVED 50 QA-PWR OVERHEAT MON OUT QA-PWR OVERHEAT MON OUT

13 RESERVED RESERVED 51 RESERVED RESERVED

14 QA-PWR GND QA-PWR GND 52 QA-PWR GND QA-PWR GND

15 RESERVED RESERVED 53 RESERVED RESERVED

16 RESERVED RESERVED 54 RESERVED RESERVED

17 QA +28 V DC PWR QA +28 V DC PWR 55 QA +5 V DC1 PWR QA +5 V DC1 PWR

18 RESERVED RESERVED 56 RESERVED RESERVED

19 RESERVED RESERVED 57 RESERVED RESERVED

20 RESERVED RESERVED 58 RESERVED RESERVED

21 L-QA-IAPS ISO +5V SENSE TO MSP L-QA-IAPS ISO +5V SENSE TO MSP 59 RESERVED RESERVED
RSVD RSVD

22 QA -12 V DC PWR QA -12 V DC PWR 60 RESERVED RESERVED

23 L-QA-IAPS ISO +5V GND RTN TO MSP L-QA-IAPS ISO +5V GND RTN TO 61 QA-PWR INHIBIT QA-PWR INHIBIT
MSP

24 RESERVED RESERVED 62 RESERVED RESERVED

25 QA-PWR GND QA-PWR GND 63 RESERVED RESERVED

26 L-QA-IAPS ISO +5V TO MSP L-QA-IAPS ISO +5V TO MSP 64 QA-PWR GND QA-PWR GND

27 RESERVED RESERVED 65 RESERVED RESERVED

28 L-QA IAPS ISO +5 GND SENSE TO L-QA IAPS ISO +5 GND SENSE TO 66 RESERVED RESERVED
MSP RSVD MSP RSVD

29 RESERVED RESERVED 67 QA +12 V DC PWR QA +12 V DC PWR

30 QA-PWR GND QA-PWR GND 68 RESERVED RESERVED

31 L-QA IAPS -12 GND SENSE RSVD L-QA IAPS -12 GND SENSE RSVD 69 RESERVED RESERVED

32 L-QA IAPS AUX -12 GND RTN RSVD L-QA IAPS AUX -12 GND RTN RSVD 70 QA-PWR VALID OUT QA-PWR VALID OUT

33 RESERVED RESERVED 71 RESERVED RESERVED

34 QA +5 V DC2 PWR QA +5 V DC2 PWR 72 QA-PWR GND QA-PWR GND

35 L-QA IAPS AUX -12 RSVD L-QA IAPS AUX -12 RSVD 73 QA-PWR GND QA-PWR GND

36 FCS-MODE LOGIC POWER A FCS-MODE LOGIC POWER A 74 QA-PWR POWER (+28 A) QA-PWR POWER (+28 A)

37 L-QA IAPS AUX -12 SENSE RSVD L-QA IAPS AUX -12 SENSE RSVD 75 QA-PWR POWER (+28 A) QA-PWR POWER (+28 A)

38 L-QA IAPS AUX +12V L-QA IAPS AUX +12V

Revised 1 February 2000 4-53

 theory of operation 523-0776289

Table 4-13. AL1J9 Backplane HDI Connector Pin Descriptions for the Number 1B PWR-4000.

J9 DESCRIPTION J9 DESCRIPTION
PIN PIN
NO NO

A B A B

1 RESERVED RESERVED 39 RESERVED RESERVED

2 RESERVED RESERVED 40 L-QB-IAPS AUX +12V GND RTN L-QB-IAPS AUX +12V GND RTN

3 RESERVED RESERVED 41 RESERVED RESERVED

4 RESERVED RESERVED 42 RESERVED RESERVED

5 RESERVED RESERVED 43 RESERVED RESERVED

6 RESERVED RESERVED 44 RESERVED RESERVED

7 RESERVED RESERVED 45 RESERVED RESERVED

8 RESERVED RESERVED 46 RESERVED RESERVED

9 RESERVED RESERVED 47 RESERVED RESERVED

10 RESERVED RESERVED 48 RESERVED RESERVED

11 RESERVED RESERVED 49 QB-PWR SHUTDOWN WARN QB-PWR SHUTDOWN WARN

12 RESERVED RESERVED 50 QB-PWR OVERHEAT MON QB-PWR OVERHEAT MON

13 RESERVED RESERVED 51 RESERVED RESERVED

14 QB-PWR GND QB-PWR GND 52 QB-PWR GND QB-PWR GND

15 RESERVED RESERVED 53 RESERVED RESERVED

16 RESERVED RESERVED 54 RESERVED RESERVED

17 QB +28 V DC PWR QB +28 V DC PWR 55 QB +5 V DC1 PWR QB +5 V DC1 PWR

18 RESERVED RESERVED 56 RESERVED RESERVED

19 RESERVED RESERVED 57 RESERVED RESERVED

20 RESERVED RESERVED 58 RESERVED RESERVED

21 RESERVED RESERVED 59 RESERVED RESERVED

22 QB -12 V DC PWR QB -12 V DC PWR 60 L-QB-IAPS ISO +5V GND RTN TO DBU L-QB-IAPS ISO +5V GND RTN TO DBU

23 RESERVED RESERVED 61 QB-PWR INHIBIT QB-PWR INHIBIT

24 RESERVED RESERVED 62 L-QB-IAPS ISO +5 GND SENSE TO DBU L-QB-IAPS ISO +5 GND SENSE TO DBU
RSVD RSVD

25 QB-PWR GND QB-PWR GND 63 RESERVED RESERVED

26 RESERVED RESERVED 64 QB-PWR GND QB-PWR GND

27 RESERVED RESERVED 65 L-QB-IAPS ISO +5V SENSE TO DBU L-QB-IAPS ISO +5V SENSE TO DBU
RSVD RSVD

28 RESERVED RESERVED 66 L-QB-IAPS ISO +5V TO DBU L-QB-IAPS ISO +5V TO DBU

29 RESERVED RESERVED 67 QB +12 V DC PWR QB +12 V DC PWR

30 QB-PWR GND QB-PWR GND 68 RESERVED RESERVED

31 RESERVED RESERVED 69 RESERVED RESERVED

32 L-QB-IAPS AUX -12V GND RTN RSVD L-QB-IAPS AUX -12V GND RTN RSVD 70 QB-PWR VALID QB-PWR VALID

33 RESERVED RESERVED 71 RESERVED RESERVED

34 QB +5 V DC2 PWR QB +5 V DC2 PWR 72 QB-PWR GND QB-PWR GND

35 L-QB-IAPS AUX -12V RSVD L-QB-IAPS AUX -12V RSVD 73 QB-PWR GND QB-PWR GND

36 RESERVED RESERVED 74 QB-PWR POWER (+28 A) QB-PWR POWER (+28 A)

37 RESERVED RESERVED 75 QB-PWR POWER (+28 A) QB-PWR POWER (+28 A)

38 L-QB-IAPS AUX +12V L-QB-IAPS AUX +12V

Revised 1 February 2000 4-54

 theory of operation 523-0776289

Table 4-14. AR1J4 Backplane HDI Connector Pin Descriptions for the Number 2A PWR-4000.

J4 DESCRIPTION J4 DESCRIPTION
PIN PIN
NO NO

A B A B

1 RESERVED RESERVED 39 RESERVED RESERVED

2 RESERVED RESERVED 40 R-QA IAPS AUX +12V GND RTN R-QA IAPS AUX +12V GND RTN

3 RESERVED RESERVED 41 RESERVED RESERVED

4 RESERVED RESERVED 42 R-QA IAPS AUX +12V SENSE RSVD R-QA IAPS AUX +12V SENSE RSVD

5 RESERVED RESERVED 43 RESERVED RESERVED

6 RESERVED RESERVED 44 RESERVED RESERVED

7 RESERVED RESERVED 45 RESERVED RESERVED

8 RESERVED RESERVED 46 RESERVED RESERVED

9 RESERVED RESERVED 47 RESERVED RESERVED

10 RESERVED RESERVED 48 RESERVED RESERVED

11 RESERVED RESERVED 49 QA-PWR SHUTDOWN WARN IN QA-PWR SHUTDOWN WARN IN

12 RESERVED RESERVED 50 QA-PWR OVERHEAT MON OUT QA-PWR OVERHEAT MON OUT

13 RESERVED RESERVED 51 RESERVED RESERVED

14 QA-PWR GND QA-PWR GND 52 QA-PWR GND QA-PWR GND

15 RESERVED RESERVED 53 RESERVED RESERVED

16 RESERVED RESERVED 54 RESERVED RESERVED

17 QA +28 V DC PWR QA +28 V DC PWR 55 QA +5 V DC1 PWR QA +5 V DC1 PWR

18 RESERVED RESERVED 56 RESERVED RESERVED

19 RESERVED RESERVED 57 RESERVED RESERVED

20 RESERVED RESERVED 58 RESERVED RESERVED

21 R-QA-IAPS ISO +5V SENSE TO MSP R-QA-IAPS ISO +5V SENSE TO MSP 59 RESERVED RESERVED
RSVD RSVD

22 QA -12 V DC PWR QA -12 V DC PWR 60 RESERVED RESERVED

23 R-QA-IAPS ISO +5V GND RTN TO MSP R-QA-IAPS ISO +5V GND RTN TO 61 QA-PWR INHIBIT QA-PWR INHIBIT
MSP

24 RESERVED RESERVED 62 RESERVED RESERVED

25 QA-PWR GND QA-PWR GND 63 RESERVED RESERVED

26 R-QA-IAPS ISO +5V TO MSP R-QA-IAPS ISO +5V TO MSP 64 QA-PWR GND QA-PWR GND

27 RESERVED RESERVED 65 RESERVED RESERVED

28 R-QA IAPS ISO +5 GND SENSE TO R-QA IAPS ISO +5 GND SENSE TO 66 RESERVED RESERVED
MSP RSVD MSP RSVD

29 RESERVED RESERVED 67 QA +12 V DC PWR QA +12 V DC PWR

30 QA-PWR GND QA-PWR GND 68 RESERVED RESERVED

31 R-QA IAPS -12 GND SENSE RSVD R-QA IAPS -12 GND SENSE RSVD 69 RESERVED RESERVED

32 R-QA IAPS AUX -12 GND RTN RSVD R-QA IAPS AUX -12 GND RTN RSVD 70 QA-PWR VALID OUT QA-PWR VALID OUT

33 RESERVED RESERVED 71 RESERVED RESERVED

34 QA +5 V DC2 PWR QA +5 V DC2 PWR 72 QA-PWR GND QA-PWR GND

35 R-QA IAPS AUX -12 RSVD R-QA IAPS AUX -12 RSVD 73 QA-PWR GND QA-PWR GND

36 FCS-MODE LOGIC POWER B FCS-MODE LOGIC POWER B 74 QA-PWR POWER (+28 A) QA-PWR POWER (+28 A)

37 R-QA IAPS AUX -12 SENSE RSVD R-QA IAPS AUX -12 SENSE RSVD 75 QA-PWR POWER (+28 A) QA-PWR POWER (+28 A)

38 R-QA IAPS AUX +12V R-QA IAPS AUX +12V

Revised 1 February 2000 4-55

 theory of operation 523-0776289

Table 4-15. AR1J9 Backplane HDI Connector Pin Descriptions for the Number 2B PWR-4000.

J9 DESCRIPTION J9 DESCRIPTION
PIN PIN
NO NO

A B A B

1 RESERVED RESERVED 39 RESERVED RESERVED

2 RESERVED RESERVED 40 R-QB-IAPS AUX +12V GND RTN R-QB-IAPS AUX +12V GND RTN

3 RESERVED RESERVED 41 RESERVED RESERVED

4 RESERVED RESERVED 42 RESERVED RESERVED

5 RESERVED RESERVED 43 RESERVED RESERVED

6 RESERVED RESERVED 44 RESERVED RESERVED

7 RESERVED RESERVED 45 RESERVED RESERVED

8 RESERVED RESERVED 46 RESERVED RESERVED

9 RESERVED RESERVED 47 RESERVED RESERVED

10 RESERVED RESERVED 48 RESERVED RESERVED

11 RESERVED RESERVED 49 QB-PWR SHUTDOWN WARN QB-PWR SHUTDOWN WARN

12 RESERVED RESERVED 50 QB-PWR OVERHEAT MON QB-PWR OVERHEAT MON

13 RESERVED RESERVED 51 RESERVED RESERVED

14 QB-PWR GND QB-PWR GND 52 QB-PWR GND QB-PWR GND

15 RESERVED RESERVED 53 RESERVED RESERVED

16 RESERVED RESERVED 54 RESERVED RESERVED

17 QB +28 V DC PWR QB +28 V DC PWR 55 QB +5 V DC1 PWR QB +5 V DC1 PWR

18 RESERVED RESERVED 56 RESERVED RESERVED

19 RESERVED RESERVED 57 RESERVED RESERVED

20 RESERVED RESERVED 58 RESERVED RESERVED

21 RESERVED RESERVED 59 RESERVED RESERVED

22 QB -12 V DC PWR QB -12 V DC PWR 60 R-QB-IAPS ISO +5V GND RTN TO DBU R-QB-IAPS ISO +5V GND RTN TO DBU

23 RESERVED RESERVED 61 QB-PWR INHIBIT QB-PWR INHIBIT

24 RESERVED RESERVED 62 R-QB-IAPS ISO +5 GND SENSE TO DBU R-QB-IAPS ISO +5 GND SENSE TO DBU
RSVD RSVD

25 QB-PWR GND QB-PWR GND 63 RESERVED RESERVED

26 RESERVED RESERVED 64 QB-PWR GND QB-PWR GND

27 RESERVED RESERVED 65 R-QB-IAPS ISO +5V SENSE TO DBU R-QB-IAPS ISO +5V SENSE TO DBU
RSVD RSVD

28 RESERVED RESERVED 66 R-QB-IAPS ISO +5V TO DBU R-QB-IAPS ISO +5V TO DBU

29 RESERVED RESERVED 67 QB +12 V DC PWR QB +12 V DC PWR

30 QB-PWR GND QB-PWR GND 68 RESERVED RESERVED

31 RESERVED RESERVED 69 RESERVED RESERVED

32 R-QB-IAPS AUX -12V GND RTN RSVD R-QB-IAPS AUX -12V GND RTN RSVD 70 QB-PWR VALID QB-PWR VALID

33 RESERVED RESERVED 71 RESERVED RESERVED

34 QB +5 V DC2 PWR QB +5 V DC2 PWR 72 QB-PWR GND QB-PWR GND

35 R-QB-IAPS AUX -12V RSVD R-QB-IAPS AUX -12V RSVD 73 QB-PWR GND QB-PWR GND

36 RESERVED RESERVED 74 QB-PWR POWER (+28 A) QB-PWR POWER (+28 A)

37 RESERVED RESERVED 75 QB-PWR POWER (+28 A) QB-PWR POWER (+28 A)

38 R-QB-IAPS AUX +12V R-QB-IAPS AUX +12V

Revised 1 February 2000 4-56

 theory of operation 523-0776289

Table 4-16. AL1J6 Backplane HDI Connector Pin Descriptions for the Number 1 FCC-4000.

J6 DESCRIPTION J6 DESCRIPTION
PIN PIN
NO NO

A B A B

1 FCC YD DRIVE REF A FCC YD DRIVE REF A 39 NO1/NO3 AHC/IRS-1 (A) TO FCC NO1/NO3 AHC/IRS-1 (B) TO FCC

2 AIL SVO MOT A TO SVO AIL SVO MOT A TO SVO 40 FCC DISC IN 1 GO-AROUND SWITCH FCC DISC IN 0 DISCONNECT SWITCH

3 QA +28 V DC PWR YD POS A (L) 41 FCC ANALOG IN 2 (L) A PITCH TRIM FCC ANALOG IN 2 (H) A PITCH TRIM
RATE RATE

4 QA-PWR GND YD POS A (H) 42 QA +5 V DC2 PWR QA +5 V DC2 PWR

5 FCC RSVD 2 A FCC RSVD 3 A 43 AP MONITOR A TO APP FCC ANALOG IN 3 (H) A SPARE 1

6 AIL SVO ERROR IN QA-PWR VALID OUT 44 FCC ANALOG IN 3 (L) A SPARE 1 FCC OPTION STRAP 5 A

7 QB-IOC3-FCC (L) MSP TO FCC (L) A 45 PITCH TRIM RELAY PWR +28V A PITCH TRIM PWR IN A

8 QB-IOC3-FCC (H) MSP TO FCC (H) A 46 QA-PWR GND FCC RSVD 7 A

9 QA +12 V DC PWR QA +12 V DC PWR 47 YD MONITOR A TO APP FCC OPTION STRAP 6 A

10 SERVO POWER GND RTN SERVO POWER GND RTN 48 ELE SVO ERROR IN RUD SVO ERROR IN

11 AIL SVO PWR A AIL SVO PWR A 49 PITCH TRIM PWR OUT A PITCH TRIM A-UP ARM

12 QA-PWR GND FCC RSVD 5 A 50 FCC OPTION STRAP 7 A FCC OPTION STRAP 1 A

13 ELE SVO MOT A TO SVO ELE SVO MOT A TO SVO 51 QA-PWR GND FCC SPARE28 A

14 FCC DISC IN 6 A YD ENG LVR UP FCC CONFIG STRAP 0 52 AIL SVO MOT B (OTHER SVO) FCC OPTION STRAP 3 A

15 FCC CONFIG STRAP 7 PILOT (GND) FCC CONFIG STRAP 5 53 ELE SVO MOT B (OTHER SVO) FCC OPTION STRAP 0 A
/COPILOT (+5 V DC)

16 FCC CONFIG STRAP 2 FCC CONFIG STRAP 6 54 QA -12 V DC PWR QA -12 V DC PWR

17 QA +28 V DC PWR FCC CONFIG STRAP 4 55 RUD SVO MOT B (OTHER SVO) FCC A AIL TORQUE COMMAND

18 QA-IOC3-FCC (L) QA-IOC3-FCC (H) 56 RUD SVO ERROR OUT FCC OPTION STRAP 2 A

19 FCC CONFIG STRAP 1 FCC CONFIG STRAP 3 57 AIL SVO ERROR OUT ELE SVO ERROR OUT

20 ELE SVO PWR A ELE SVO PWR A 58 ELE TORQUE PROGRAM A AIL TORQUE PROGRAM A

21 QA +5 V DC1 PWR QA +5 V DC1 PWR 59 RUD TORQUE PROGRAM A QA +28 V DC PWR

22 FCC TO MSP (L) A FCC TO MSP (H) A 60 FCC A ELE TORQUE COMMAND PITCH TRIM A-DOWN CMD (+)

23 FCC TO IOC (L) FCC TO IOC (H) 61 FCC A RUD TORQUE COMMAND PITCH TRIM A-DOWN CMD GND

24 QA-PWR GND FCC RSVD 6 A 62 QA-PWR GND FCC SPARE29 A

25 FCC CROSS CHAN BUS (L) IN FCC CROSS CHAN BUS (H) IN 63 AIL SVO TACH A (C) FROM SVO AIL SVO TACH A (H) FROM SVO

26 FCC CROSS CHAN BUS (L) OUT FCC CROSS CHAN BUS (H) OUT 64 ELE SVO TACH A (C) FROM SVO ELE SVO TACH A (H) FROM SVO

27 QA-PWR SHUTDOWN WARN IN FCC RSVD 4 A 65 RUD SVO TACH A (C) FROM SVO RUD SVO TACH A (H) FROM SVO

28 FCC SPARE30 A FCC SPARE31 A 66 FCC SPARE8 A FCC SPARE9 A

29 RUD SVO MOT A TO SVO RUD SVO MOT A TO SVO 67 FCC SPARE10 A FCC SPARE11 A

30 QA +28 V DC PWR PITCH TRIM FAIL ANNUN A 68 FCC SPARE12 A FCC SPARE13 A

31 SERVO POWER GND RTN SERVO POWER GND RTN 69 FCC SPARE14 A FCC SPARE15 A

32 RUD SVO PWR A RUD SVO PWR A 70 FCC SPARE16 A FCC SPARE17 A

33 FCC ANALOG IN 0 (L) A PITCH KNOB FCC ANALOG IN 0 (H) A PITCH KNOB 71 FCC SPARE18 A FCC SPARE19 A

34 FCC OPTION STRAP 4 A FCC DISC IN 4 A SPARE 2 72 FCC SPARE20 A FCC SPARE21 A

35 FCC ANALOG IN 1 (L) A ROLL KNOB FCC ANALOG IN 1 (H) A ROLL KNOB 73 FCC SPARE22 A FCC SPARE23 A

36 FCC DISC IN 5 A AP ENG LVR UP FCC DISC IN 3 A SPARE 1 74 FCC SPARE24 A FCC SPARE25 A

37 FCC ANALOG IN 4 (L) A SPARE 2 FCC ANALOG IN 4 (H) A SPARE 2 75 FCC SPARE26 A FCC SPARE27 A

38 FCC DISC IN 7 A SPARE 3 FCC DISC IN 2 A SYNC SWITCH

Revised 1 February 2000 4-57

 theory of operation 523-0776289

Table 4-17. AR1J6 Backplane HDI Connector Pin Descriptions for the Number 2 FCC-4000.

J6 DESCRIPTION J6 DESCRIPTION
PIN PIN
NO NO

A B A B

1 FCC YD DRIVE REF B FCC YD DRIVE REF B 39 NO2/NO3 AHC/IRS-1 (A) TO FCC NO2/NO3 AHC/IRS-1 (B) TO FCC

2 AIL SVO MOT B TO SVO AIL SVO MOT B TO SVO 40 FCC DISC IN 1 GO-AROUND SWITCH FCC DISC IN 0 DISCONNECT SWITCH

3 QA +28 V DC PWR YD POS B (L) 41 FCC ANALOG IN 2 (L) B PITCH TRIM FCC ANALOG IN 2 (H) B PITCH TRIM
RATE RATE

4 QA-PWR GND YD POS B (H) 42 QA +5 V DC2 PWR QA +5 V DC2 PWR

5 FCC RSVD 2 B FCC RSVD 3 B 43 AP MONITOR B TO APP FCC ANALOG IN 3 (H) B SPARE 1

6 AIL SVO ERROR IN QA-PWR VALID OUT 44 FCC ANALOG IN 3 (L) B SPARE 1 FCC OPTION STRAP 5 B

7 QB-IOC3-FCC (L) MSP TO FCC (L) B 45 PITCH TRIM RELAY PWR +28V B PITCH TRIM PWR IN B

8 QB-IOC3-FCC (H) MSP TO FCC (H) B 46 QA-PWR GND FCC RSVD 7 B

9 QA +12 V DC PWR QA +12 V DC PWR 47 YD MONITOR B TO APP FCC OPTION STRAP 6 B

10 SERVO POWER GND RTN SERVO POWER GND RTN 48 ELE SVO ERROR IN RUD SVO ERROR IN

11 AIL SVO PWR B AIL SVO PWR B 49 PITCH TRIM PWR OUT B PITCH TRIM B-DOWN ARM

12 QA-PWR GND FCC RSVD 5 B 50 FCC OPTION STRAP 7 B FCC OPTION STRAP 1 B

13 ELE SVO MOT B TO SVO ELE SVO MOT B TO SVO 51 QA-PWR GND FCC SPARE28 B

14 FCC DISC IN 6 B YD ENG LVR UP FCC CONFIG STRAP 0 52 AIL SVO MOT A (OTHER SVO) FCC OPTION STRAP 3 B

15 FCC CONFIG STRAP 7 PILOT/COPILOT FCC CONFIG STRAP 5 53 ELE SVO MOT A (OTHER SVO) FCC OPTION STRAP 0 B

16 FCC CONFIG STRAP 2 FCC CONFIG STRAP 6 54 QA -12 V DC PWR QA -12 V DC PWR

17 QA +28 V DC PWR FCC CONFIG STRAP 4 55 RUD SVO MOT A (OTHER SVO) FCC B AIL TORQUE COMMAND

18 QA-IOC3-FCC (L) QA-IOC3-FCC (H) 56 RUD SVO ERROR OUT FCC OPTION STRAP 2 B

19 FCC CONFIG STRAP 1 FCC CONFIG STRAP 3 57 AIL SVO ERROR OUT ELE SVO ERROR OUT

20 ELE SVO PWR B ELE SVO PWR B 58 ELE TORQUE PROGRAM B AIL TORQUE PROGRAM B

21 QA +5 V DC1 PWR QA +5 V DC1 PWR 59 RUD TORQUE PROGRAM B QA +28 V DC PWR

22 FCC TO MSP (L) B FCC TO MSP (H) B 60 FCC B ELE TORQUE COMMAND PITCH TRIM B-UP CMD (+)

23 FCC TO IOC (L) FCC TO IOC (H) 61 FCC B RUD TORQUE COMMAND PITCH TRIM B-UP CMD GND

24 QA-PWR GND FCC RSVD 6 B 62 QA-PWR GND FCC SPARE29 B

25 FCC CROSS CHAN BUS (L) IN FCC CROSS CHAN BUS (H) IN 63 AIL SVO TACH B (C) FROM SVO AIL SVO TACH B (H) FROM SVO

26 FCC CROSS CHAN BUS (L) OUT FCC CROSS CHAN BUS (H) OUT 64 ELE SVO TACH B (C) FROM SVO ELE SVO TACH B (H) FROM SVO

27 QA-PWR SHUTDOWN WARN IN FCC RSVD 4 B 65 RUD SVO TACH B (C) FROM SVO RUD SVO TACH B (H) FROM SVO

28 FCC SPARE30 B FCC SPARE31 B 66 FCC SPARE8 B FCC SPARE9 B

29 RUD SVO MOT B TO SVO RUD SVO MOT B TO SVO 67 FCC SPARE10 B FCC SPARE11 B

30 QA +28 V DC PWR PITCH TRIM FAIL ANNUN B 68 FCC SPARE12 B FCC SPARE13 B

31 SERVO POWER GND RTN SERVO POWER GND RTN 69 FCC SPARE14 B FCC SPARE15 B

32 RUD SVO PWR B RUD SVO PWR B 70 FCC SPARE16 B FCC SPARE17 B

33 FCC ANALOG IN 0 (L) B PITCH KNOB FCC ANALOG IN 0 (H) B PITCH KNOB 71 FCC SPARE18 B FCC SPARE19 B

34 FCC OPTION STRAP 4 B FCC DISC IN 4 B SPARE 2 72 FCC SPARE20 B FCC SPARE21 B

35 FCC ANALOG IN 1 (L) B ROLL KNOB FCC ANALOG IN 1 (H) B ROLL KNOB 73 FCC SPARE22 B FCC SPARE23 B

36 FCC DISC IN 5 B AP ENG LVR UP FCC DISC IN 3 B SPARE 1 74 FCC SPARE24 B FCC SPARE25 B

37 FCC ANALOG IN 4 (L) B SPARE 2 FCC ANALOG IN 4 (H) B SPARE 2 75 FCC SPARE26 B FCC SPARE27 B

38 FCC DISC IN 7 B SPARE 3 FCC DISC IN 2 B SYNC SWITCH

Revised 1 February 2000 4-58

 theory of operation 523-0776289

Table 4-18. AL1J7 Backplane HDI Connector Pin Descriptions for the Number 1 CSU-4000.

J7 DESCRIPTION J7 DESCRIPTION
PIN PIN
NO NO

A B A B

1 STRAP BIT0 STRAP BIT1 39 RESERVED RESERVED

2 STRAP BIT2 STRAP BIT3 40 RESERVED RESERVED

3 STRAP BIT4 STRAP BIT5 41 STRAP STROBE WORD 2 STRAP STROBE WORD 6

4 STRAP BIT6 STRAP BIT7 42 STRAP STROBE WORD 10 STRAP STROBE WORD 14

5 RESERVED RESERVED 43 RESERVED RESERVED

6 STRAP STROBE WORD 4 STRAP STROBE WORD 0 44 STRAP STROBE WORD 3 STRAP STROBE WORD 7

7 STRAP STROBE WORD 12 STRAP STROBE WORD 8 45 STRAP STROBE WORD 11 STRAP STROBE WORD 15

8 RESERVED RESERVED 46 RESERVED RESERVED

9 RESERVED STRAP GND 47 RESERVED RESERVED

10 FCC CONFIG STRAP 0 FCC CONFIG STRAP 1 48 RESERVED RESERVED

11 RESERVED RESERVED 49 RESERVED RESERVED

12 FCC CONFIG STRAP 2 FCC CONFIG STRAP 3 50 RESERVED RESERVED

13 RESERVED RESERVED 51 RESERVED STRAP GND

14 FCC CONFIG STRAP 4 FCC CONFIG STRAP 5 52 YAW/ROLL ATC CONFIG 0 A YAW/ROLL ATC CONFIG 1 A

15 RESERVED RESERVED 53 RESERVED RESERVED

16 FCC CONFIG STRAP 6 RESERVED 54 YAW/ROLL ATC CONFIG 2 A YAW/ROLL ATC CONFIG 3 A

17 RESERVED RESERVED 55 RESERVED RESERVED

18 RESERVED STRAP GND 56 YAW/ROLL ATC CONFIG 4 A RESERVED

19 FMS CONFIG 0 FMS CONFIG 1 57 RESERVED RESERVED

20 RESERVED RESERVED 58 RESERVED RESERVED

21 FMS CONFIG 2 FMS CONFIG 3 59 RESERVED RESERVED

22 RESERVED RESERVED 60 RESERVED STRAP GND

23 FMS CONFIG 4 RESERVED 61 YAW/ROLL ATC CONFIG 0 B YAW/ROLL ATC CONFIG 1 B

24 RESERVED RESERVED 62 RESERVED RESERVED

25 RESERVED RESERVED 63 YAW/ROLL ATC CONFIG 2 B YAW/ROLL ATC CONFIG 3 B

26 RESERVED RESERVED 64 RESERVED RESERVED

27 RESERVED RESERVED 65 YAW/ROLL ATC CONFIG 4 B RESERVED

28 QA +5 V DC1 PWR QA +5 V DC1 PWR 66 RESERVED RESERVED

29 QB +5 V DC2 PWR QB +5 V DC2 PWR 67 RESERVED RESERVED

30 RESERVED RESERVED 68 RESERVED RESERVED

31 STRAP BIT8 STRAP BIT9 69 RESERVED RESERVED

32 STRAP BIT10 STRAP BIT11 70 RESERVED RESERVED

33 STRAP BIT12 STRAP BIT13 71 RESERVED RESERVED

34 STRAP BIT14 STRAP BIT15 72 RESERVED RESERVED

35 RESERVED RESERVED 73 RESERVED RESERVED

36 RESERVED RESERVED 74 RESERVED RESERVED

37 STRAP STROBE WORD 13 STRAP STROBE WORD 9 75 RESERVED RESERVED

38 STRAP STROBE WORD 5 STRAP STROBE WORD 1

Revised 1 February 2000 4-59

 theory of operation 523-0776289

Table 4-19. AR1J7 Backplane HDI Connector Pin Descriptions for the Number 2 CSU-4000.

J7 DESCRIPTION J7 DESCRIPTION
PIN PIN
NO NO

A B A B

1 STRAP BIT0 STRAP BIT1 39 RESERVED RESERVED

2 STRAP BIT2 STRAP BIT3 40 RESERVED RESERVED

3 STRAP BIT4 STRAP BIT5 41 STRAP STROBE WORD 2 STRAP STROBE WORD 6

4 STRAP BIT6 STRAP BIT7 42 STRAP STROBE WORD 10 STRAP STROBE WORD 14

5 RESERVED RESERVED 43 RESERVED RESERVED

6 STRAP STROBE WORD 4 STRAP STROBE WORD 0 44 STRAP STROBE WORD 3 STRAP STROBE WORD 7

7 STRAP STROBE WORD 12 STRAP STROBE WORD 8 45 STRAP STROBE WORD 11 STRAP STROBE WORD 15

8 RESERVED RESERVED 46 RESERVED RESERVED

9 RESERVED STRAP GND 47 RESERVED RESERVED

10 FCC CONFIG STRAP 0 FCC CONFIG STRAP 1 48 RESERVED RESERVED

11 RESERVED RESERVED 49 RESERVED RESERVED

12 FCC CONFIG STRAP 2 FCC CONFIG STRAP 3 50 RESERVED RESERVED

13 RESERVED RESERVED 51 RESERVED STRAP GND

14 FCC CONFIG STRAP 4 FCC CONFIG STRAP 5 52 YAW/ROLL ATC CONFIG 0 A YAW/ROLL ATC CONFIG 1 A

15 RESERVED RESERVED 53 RESERVED RESERVED

16 FCC CONFIG STRAP 6 RESERVED 54 YAW/ROLL ATC CONFIG 2 A YAW/ROLL ATC CONFIG 3 A

17 RESERVED RESERVED 55 RESERVED RESERVED

18 RESERVED STRAP GND 56 YAW/ROLL ATC CONFIG 4 A RESERVED

19 FMS CONFIG 0 FMS CONFIG 1 57 RESERVED RESERVED

20 RESERVED RESERVED 58 RESERVED RESERVED

21 FMS CONFIG 2 FMS CONFIG 3 59 RESERVED RESERVED

22 RESERVED RESERVED 60 RESERVED STRAP GND

23 FMS CONFIG 4 RESERVED 61 YAW/ROLL ATC CONFIG 0 B YAW/ROLL ATC CONFIG 1 B

24 RESERVED RESERVED 62 RESERVED RESERVED

25 RESERVED RESERVED 63 YAW/ROLL ATC CONFIG 2 B YAW/ROLL ATC CONFIG 3 B

26 RESERVED RESERVED 64 RESERVED RESERVED

27 RESERVED RESERVED 65 YAW/ROLL ATC CONFIG 4 B RESERVED

28 QA +5 V DC1 PWR QA +5 V DC1 PWR 66 RESERVED RESERVED

29 QB +5 V DC2 PWR QB +5 V DC2 PWR 67 RESERVED RESERVED

30 RESERVED RESERVED 68 RESERVED RESERVED

31 STRAP BIT8 STRAP BIT9 69 RESERVED RESERVED

32 STRAP BIT10 STRAP BIT11 70 RESERVED RESERVED

33 STRAP BIT12 STRAP BIT13 71 RESERVED RESERVED

34 STRAP BIT14 STRAP BIT15 72 RESERVED RESERVED

35 RESERVED RESERVED 73 RESERVED RESERVED

36 RESERVED RESERVED 74 RESERVED RESERVED

37 STRAP STROBE WORD 13 STRAP STROBE WORD 9 75 RESERVED RESERVED

38 STRAP STROBE WORD 5 STRAP STROBE WORD 1

Revised 1 February 2000 4-60

 theory of operation 523-0776289

Table 4-20. AL1J11 Backplane HDI Connector Pin Descriptions for the Number 1 FMC-4100/4200.

J11 DESCRIPTION J11 DESCRIPTION

PIN PIN
NO NO

A B A B

1 RESERVED RESERVED 39 RESERVED RESERVED

2 RESERVED RESERVED 40 R-QB-IOC-4 IN (L) FMS CONFIG 3 (FMC-6 TO XS MFD (A))

3 RESERVED RESERVED 41 FMS CONFIG 4 (FMC-6 TO XS MFD (B)) R-QA-IOC-4 IN (H)

4 QB-PWR GND RESERVED 42 QB +5 V DC2 PWR QB +5 V DC2 PWR

5 RESERVED RESERVED 43 RESERVED RESERVED

6 RESERVED QB-PWR VALID 44 RESERVED RESERVED

7 RESERVED RESERVED 45 RESERVED L-QA-IOC-4 IN (H)

8 RESERVED RESERVED 46 QB-PWR GND RESERVED

9 QB +12 V DC PWR QB +12 V DC PWR 47 RESERVED RESERVED

10 FMS CONFIG 0 FMS CONFIG 1 48 RESERVED L-FMC-2 (A) MAP BUS

11 FMS CONFIG 2 RESERVED 49 RESERVED L-FMC-2 (B) MAP BUS

12 QB-PWR GND RESERVED 50 RESERVED RESERVED

13 RESERVED RESERVED 51 QB-PWR GND RESERVED

14 RESERVED RESERVED 52 RESERVED RESERVED

15 RESERVED RESERVED 53 XS FMC-4 IN (H) XS FMC-4 IN (L)

16 RESERVED RESERVED 54 QB -12 V DC PWR QB -12 V DC PWR

17 RESERVED RESERVED 55 L-CDU-1 IN (H) L-CDU-1 IN (L)

18 RESERVED RESERVED 56 L-FMC-3 (L) CDU BUS L-FMC-3 (A) CDU BUS

19 RESERVED RESERVED 57 FMC-4 TO XS FMC (H) FMC-4 TO XS FMC (L)

20 RESERVED RESERVED 58 RESERVED RESERVED

21 QB +5 V DC1 PWR QB +5 V DC1 PWR 59 RESERVED QB +28 V DC PWR

22 RESERVED RESERVED 60 RESERVED RESERVED

23 RESERVED RESERVED 61 FMS CONFIG STRAP LEFT (OPEN) RESERVED

/RIGHT (GND)

24 QB-PWR GND RESERVED 62 QB-PWR GND RESERVED

25 RESERVED RESERVED 63 RESERVED RESERVED

26 RESERVED RESERVED 64 RESERVED RESERVED

27 QB-PWR SHUTDOWN WARN-F RESERVED 65 L FMC RS-422 SERIAL (L) CROSS BUS L FMC RS-422 SERIAL (H) CROSS BUS
IN IN

28 RESERVED RESERVED 66 RESERVED RESERVED

29 FMC-1 TO IOC (A) RESERVED 67 RESERVED RESERVED

30 R-QB-IOC-4 IN (H) RESERVED 68 RESERVED RESERVED

31 R-QA-IOC-4 IN (L) RESERVED 69 RESERVED RESERVED

32 RESERVED RESERVED 70 DBU-1 (l) FMS-INDEX-F DBU-1 (H) FMS-TRACK0

33 RESERVED RESERVED 71 L-FMS-5 (M) DBU HEAD SEL F L-FMS-5 (L) DBU-STEP F

34 RESERVED L-QB-IOC-4 IN (H) 72 RESERVED RESERVED

35 RESERVED L-QB-IOC-4 IN (L) 73 RESERVED RESERVED

36 FMC-1 TO IOC (B) L-QA-IOC-4 IN (L) 74 RESERVED RESERVED

37 RESERVED RESERVED 75 RESERVED RESERVED

38 L-FMC-4000 SPARE LOGIC IN RESERVED

GND/OPEN RSVD

Revised 1 February 2000 4-61

 theory of operation 523-0776289

Table 4-21. AR1J11 Backplane HDI Connector Pin Descriptions for the Number 2 FMC-4100/4200.

J11 DESCRIPTION J11 DESCRIPTION

PIN PIN
NO NO

A B A B

1 RESERVED RESERVED 39 RESERVED RESERVED

2 RESERVED RESERVED 40 R-QB-IOC-4 IN (L) FMC-6 TO XS MFD (A)

3 RESERVED RESERVED 41 FMC-6 TO XS MFD (B) R-QA-IOC-4 IN (H)

4 QB-PWR GND RESERVED 42 QB +5 V DC2 PWR QB +5 V DC2 PWR

5 RESERVED RESERVED 43 RESERVED RESERVED

6 RESERVED QB-PWR VALID 44 RESERVED RESERVED

7 RESERVED RESERVED 45 RESERVED L-QA-IOC-4 IN (H)

8 RESERVED RESERVED 46 QB-PWR GND RESERVED

9 QB +12 V DC PWR QB +12 V DC PWR 47 RESERVED RESERVED

10 FMS CONFIG 0 FMS CONFIG 1 48 RESERVED R-FMC-2 (A) MAP BUS

11 FMS CONFIG 2 RESERVED 49 RESERVED R-FMC-2 (B) MAP BUS

12 QB-PWR GND RESERVED 50 RESERVED RESERVED

13 RESERVED RESERVED 51 QB-PWR GND RESERVED

14 RESERVED RESERVED 52 RESERVED RESERVED

15 RESERVED RESERVED 53 XS FMC-4 IN (H) XS FMC-4 IN (L)

16 RESERVED RESERVED 54 QB -12 V DC PWR QB -12 V DC PWR

17 RESERVED RESERVED 55 R-CDU-1 IN (H) R-CDU-1 IN (L)

18 RESERVED RESERVED 56 R-FMC-3 (L) CDU BUS R-FMC-3 (A) CDU BUS

19 RESERVED RESERVED 57 FMC-4 TO XS FMC (H) FMC-4 TO XS FMC (L)

20 RESERVED RESERVED 58 RESERVED RESERVED

21 QB +5 V DC1 PWR QB +5 V DC1 PWR 59 RESERVED RESERVED

22 RESERVED RESERVED 60 RESERVED RESERVED

23 RESERVED RESERVED 61 FMS CONFIG STRAP LEFT (OPEN) RESERVED

/RIGHT (GND)

24 QB-PWR GND RESERVED 62 QB-PWR GND RESERVED

25 RESERVED RESERVED 63 RESERVED RESERVED

26 RESERVED RESERVED 64 RESERVED RESERVED

27 QB-PWR SHUTDOWN WARN-F RESERVED 65 R FMC RS-422 SERIAL (L) CROSS BUS R FMC RS-422 SERIAL (H) CROSS BUS
IN IN

28 RESERVED RESERVED 66 RESERVED RESERVED

29 FMC-1 TO IOC (A) RESERVED 67 RESERVED RESERVED

30 R-QB-IOC-4 IN (H) RESERVED 68 RESERVED RESERVED

31 R-QA-IOC-4 IN (L) RESERVED 69 RESERVED RESERVED

32 RESERVED RESERVED 70 DBU-2 (l) FMS-INDEX-F DBU-2 (H) FMS-TRACK0

33 RESERVED RESERVED 71 R-FMS-5 (M) DBU HEAD SEL F R-FMS-5 (L) DBU-STEP F

34 RESERVED L-QB-IOC-4 IN (H) 72 RESERVED RESERVED

35 RESERVED L-QB-IOC-4 IN (L) 73 RESERVED RESERVED

36 FMC-1 TO IOC (B) L-QA-IOC-4 IN (L) 74 RESERVED RESERVED

37 RESERVED RESERVED 75 RESERVED RESERVED

38 R-FMC-4000 SPARE LOGIC IN RESERVED

GND/OPEN RSVD

Revised 1 February 2000 4-62

 theory of operation 523-0776289

Table 4-22. AL1J12 Backplane HDI Connector Pin Descriptions for the MDC-4000.

J12 DESCRIPTION J12 DESCRIPTION

PIN PIN
NO NO

A B A B

1 RESERVED RESERVED 39 RESERVED RESERVED

2 RESERVED RESERVED 40 R-QB-IOC4-FMC/CDC (L) FMS CONFIG 3

3 RESERVED RESERVED 41 FMS CONFIG 4 R-QA-IOC4-FMC/CDC (H)

4 QB-PWR GND RESERVED 42 QB +5 V DC2 PWR QB +5 V DC2 PWR

5 RESERVED RESERVED 43 RESERVED RESERVED

6 RESERVED QB-PWR VALID 44 RESERVED RESERVED

7 RESERVED RESERVED 45 RESERVED L-QA-IOC4-FMC/CDC (H)

8 RESERVED RESERVED 46 QB-PWR GND RESERVED

9 QB +12 V DC PWR QB +12 V DC PWR 47 MDC -1 (L) MDC -1 (H)

10 FMS CONFIG 0 FMS CONFIG 1 48 RESERVED MDC-2 (A) TO MFD

11 FMS CONFIG 2 RESERVED 49 RESERVED MDC-2 (B) TO MFD

12 QB-PWR GND RESERVED 50 RESERVED RESERVED

13 RESERVED RESERVED 51 QB-PWR GND RESERVED

14 RESERVED RESERVED 52 RESERVED RESERVED

15 RESERVED RESERVED 53 DBU-3 (H) TO MDC DBU-3 (L) TO MDC

16 RESERVED RESERVED 54 QB -12 V DC PWR QB -12 V DC PWR

17 RESERVED RESERVED 55 DBU-3 (H) TO MDC DBU-3 (L) TO MDC

18 RESERVED RESERVED 56 RESERVED RESERVED

19 RESERVED RESERVED 57 MDC-3 (H) TO DBU MDC-3 (L) TO DBU

20 RESERVED RESERVED 58 RESERVED RESERVED

21 QB +5 V DC1 PWR QB +5 V DC1 PWR 59 RESERVED QB +28 V DC PWR

22 RESERVED RESERVED 60 RESERVED RESERVED

23 RESERVED RESERVED 61 FMS CONFIG STRAP LEFT (OPEN) RESERVED

24 QB-PWR GND RESERVED 62 QB-PWR GND RESERVED

25 RESERVED RESERVED 63 RESERVED RESERVED

26 RESERVED RESERVED 64 RESERVED RESERVED

27 QB-PWR SHUTDOWN WARN RESERVED 65 RESERVED RESERVED

28 RESERVED RESERVED 66 NO3-EXTFMS IN (A) NO3-EXTFMS IN (B)

29 RESERVED RESERVED 67 L-NO3-ADC-1 (A) L-NO3-ADC-1 (B)

30 R-QB-IOC4-FMC/CDC (H) RESERVED 68 L-RSVD L-RSVD

31 R-QA-IOC4-FMC/CDC (L) RESERVED 69 RESERVED RESERVED

32 RESERVED RESERVED 70 RESERVED RESERVED

33 RESERVED RESERVED 71 RESERVED RESERVED

34 RESERVED L-QB-IOC4-FMC/CDC (H) 72 RESERVED RESERVED

35 RESERVED L-QB-IOC4-FMC/CDC (L) 73 RESERVED RESERVED

36 RESERVED L-QA-IOC4-FMC/CDC (L) 74 RESERVED RESERVED

37 RESERVED RESERVED 75 RESERVED RESERVED

38 RESERVED RESERVED

Revised 1 February 2000 4-63

 theory of operation 523-0776289

Table 4-23. AL1J13 Backplane HDI Connector Pin Descriptions for the Number 1 IEC-4000.

J13 DESCRIPTION J13 DESCRIPTION

PIN PIN
NO NO

A B A B

1 HTR/FAN POWER +28V A HTR/FAN POWER +28V A 39 RESERVED RESERVED

2 HTR/FAN POWER +28V A HTR/FAN POWER +28V A 40 ENV SPARE0 ENV SPARE3

3 HTR/FAN POWER GND HTR/FAN POWER GND 41 ENV SPARE1 ENV SPARE4

4 HTR/FAN POWER GND HTR/FAN POWER GND 42 ENV SPARE2 ENV SPARE5

5 QA-PWR POWER (+28 A) QA-PWR POWER (+28 A) 43 RESERVED ENV SPARE6

6 QA-PWR GND QA-PWR GND 44 RESERVED RESERVED

7 QB-PWR POWER (+28 A) QB-PWR POWER (+28 A) 45 RESERVED RESERVED

8 QB-PWR GND QB-PWR GND 46 RESERVED RESERVED

9 RESERVED RESERVED 47 RESERVED RESERVED

10 TEMP PROBE QA (H) TEMP PROBE QA (L) 48 RESERVED RESERVED

11 RESERVED RESERVED 49 RESERVED RESERVED

12 RESERVED RESERVED 50 RESERVED RESERVED

13 RESERVED RESERVED 51 RESERVED RESERVED

14 RESERVED RESERVED 52 RESERVED RESERVED

15 QA-PWR INHIBIT QA-PWR INHIBIT 53 RESERVED RESERVED

16 RESERVED RESERVED 54 RESERVED RESERVED

17 RESERVED RESERVED 55 RESERVED RESERVED

18 RESERVED RESERVED 56 RESERVED RESERVED

19 RESERVED RESERVED 57 RESERVED RESERVED

20 RESERVED RESERVED 58 RESERVED RESERVED

21 RESERVED RESERVED 59 RESERVED RESERVED

22 RESERVED RESERVED 60 RESERVED RESERVED

23 RESERVED RESERVED 61 QB-PWR INHIBIT QB-PWR INHIBIT

24 RESERVED RESERVED 62 RESERVED RESERVED

25 RESERVED RESERVED 63 RESERVED RESERVED

26 RESERVED RESERVED 64 RESERVED RESERVED

27 RESERVED ENVIRONMENTAL MON OUT 65 RESERVED RESERVED

28 RESERVED RESERVED 66 RESERVED RESERVED

29 RESERVED RESERVED 67 RESERVED RESERVED

30 TEMP PROBE QB (H) TEMP PROBE QB (L) 68 RESERVED RESERVED

31 RESERVED RESERVED 69 RESERVED RESERVED

32 RESERVED RESERVED 70 RESERVED RESERVED

33 RESERVED RESERVED 71 RESERVED RESERVED

34 RESERVED RESERVED 72 RESERVED RESERVED

35 RESERVED RESERVED 73 RESERVED RESERVED

36 RESERVED RESERVED 74 RESERVED RESERVED

37 RESERVED RESERVED 75 RESERVED RESERVED

38 RESERVED RESERVED

Revised 1 February 2000 4-64

 theory of operation 523-0776289

Table 4-24. AR1J13 Backplane HDI Connector Pin Descriptions for the Number 2 IEC-4000.

J13 DESCRIPTION J13 DESCRIPTION

PIN PIN
NO NO

A B A B

1 HTR/FAN POWER +28V B HTR/FAN POWER +28V B 39 RESERVED RESERVED

2 HTR/FAN POWER +28V B HTR/FAN POWER +28V B 40 ENV SPARE0 ENV SPARE3

3 HTR/FAN POWER GND HTR/FAN POWER GND 41 ENV SPARE1 ENV SPARE4

4 HTR/FAN POWER GND HTR/FAN POWER GND 42 ENV SPARE2 ENV SPARE5

5 QA-PWR POWER (+28 A) QA-PWR POWER (+28 A) 43 RESERVED ENV SPARE6

6 QA-PWR GND QA-PWR GND 44 RESERVED RESERVED

7 QB-PWR POWER (+28 A) QB-PWR POWER (+28 A) 45 RESERVED RESERVED

8 QB-PWR GND QB-PWR GND 46 RESERVED RESERVED

9 RESERVED RESERVED 47 RESERVED RESERVED

10 TEMP PROBE QA (H) TEMP PROBE QA (L) 48 RESERVED RESERVED

11 RESERVED RESERVED 49 RESERVED RESERVED

12 RESERVED RESERVED 50 RESERVED RESERVED

13 RESERVED RESERVED 51 RESERVED RESERVED

14 RESERVED RESERVED 52 RESERVED RESERVED

15 QA-PWR INHIBIT QA-PWR INHIBIT 53 RESERVED RESERVED

16 RESERVED RESERVED 54 RESERVED RESERVED

17 RESERVED RESERVED 55 RESERVED RESERVED

18 RESERVED RESERVED 56 RESERVED RESERVED

19 RESERVED RESERVED 57 RESERVED RESERVED

20 RESERVED RESERVED 58 RESERVED RESERVED

21 RESERVED RESERVED 59 RESERVED RESERVED

22 RESERVED RESERVED 60 RESERVED RESERVED

23 RESERVED RESERVED 61 QB-PWR INHIBIT QB-PWR INHIBIT

24 RESERVED RESERVED 62 RESERVED RESERVED

25 RESERVED RESERVED 63 RESERVED RESERVED

26 RESERVED RESERVED 64 RESERVED RESERVED

27 RESERVED RESERVED 65 RESERVED RESERVED

28 RESERVED RESERVED 66 RESERVED RESERVED

29 RESERVED RESERVED 67 RESERVED RESERVED

30 TEMP PROBE QB (H) TEMP PROBE QB (L) 68 RESERVED RESERVED

31 RESERVED RESERVED 69 RESERVED RESERVED

32 RESERVED RESERVED 70 RESERVED RESERVED

33 RESERVED RESERVED 71 RESERVED RESERVED

34 RESERVED RESERVED 72 RESERVED RESERVED

35 RESERVED RESERVED 73 RESERVED RESERVED

36 RESERVED RESERVED 74 RESERVED RESERVED

37 RESERVED RESERVED 75 RESERVED RESERVED

38 RESERVED RESERVED

Revised 1 February 2000 4-65

 theory of operation 523-0776289

BUS DESCRIPTION FOR LA-IOC-1 AND RA-IOC-1 ARINC HS 429 BUS TO L-PFD, L-MFD, R-PFD, R-MFD, HGS
BUS DESCRIPTION FOR LB-IOC-1 AND RB-IOC-1 ARINC HS 429 BUS TO L-PFD, L-MFD, R-PFD, R-MFD

OCTAL LABEL WORDS/SEC PARAMETER

RATE
002 15.0 Time To Go (DME)
011 2.0 Flaps Overspeed
012 15.0 Ground Speed (DME)
014 5.0 FMS Message Line 1 Wd 1
015 5.0 FMS Message Line 1 Wd 2
016 5.0 FMS Message Line 1 Wd 3
017 5.0 FMS Message Line 1 Wd 4
020 5.0 FMS Message Line 2 Wd 1
021 5.0 FMS Message Line 2 Wd 2
022 5.0 FMS Message Line 2 Wd 3
023 5.0 FMS Message Line 2 Wd 4
026 5.0 EFIS/MFD Map Version Number
034 5.0 VOR/ILS Frequency (Echo)
035 30.0 DME Frequency (Echo)
036 5.0 MLS Frequency (Echo)
037 3.3 HF Comm Frequency (Wd 1 Echo)
037 3.3 HF Comm Frequency (Wd 2 Echo)
037 3.3 HF Comm Frequency (Wd 3 Echo)
037 3.3 HF Comm Frequency (Wd 4 Echo)
037 3.3 HF Comm Frequency (Wd 5 Echo)
037 3.3 HF Comm Frequency (Wd 6 Echo)
045 2.0 Lateral Waypoint 1 ID Wd 3
051 10.0 EGPWS Terrain Displayed Status Wd
052 2.0 Lateral Waypoint 1 ID Wd 1
054 2.0 Lateral Waypoint 1 ID Wd 2
100 8.0 Selected Course
101 8.0 Selected Heading
110 5.0 Course Sync (from FMC)
114 10.0 Desired Track (True)
115 10.0 Waypoint Bearing (True)
116 10.0 Cross Track Distance (FMS)
117 10.0 Vertical Deviation (FMS)
120 5.0 Range To Target Altitude
121 5.0 Roll Command
122 5.0 Pitch Command
123 10.0 FMC Flight Test Wd 2
124 2.0 FMC Flight Test Wd 3
125 5.0 FMC Flight Test Wd 4
126 2.0 FMC Flight Test Wd 5
131 (155) 5.0 MLS Selected Glidepath
132 (153) 5.0 MLS Selected Azimuth
133 (256) 5.0 MLS Ground Station Ident Wd #1
134 (257) 5.0 MLS Ground Station Ident Wd #2
135 (175) 5.0 MLS Selected Back Azimuth
136 (270) 2.0 MLS Discretes
140 (140) 10.0 FD Roll Outputs (From IOC)
141 (141) 10.0 FD Pitch Outputs (From IOC)
147 1.0 Magnetic Variation
150 5.0 GMT (MSTR) (from Onside DCU)
154 16.0 MFD Discrete Control Wd 1 (from EFIS)
156 (174) 20.0 MLS Glidepath Deviation
157 (173) 20.0 MLS Localizer Deviation
161 2.0 Distance To Vertical Waypoint
162 20.0 ADF Bearing
164 25.0 Radio Height
166 (163) 4.0 PFD Mode Select Wd 1 (PFD Output)
167 (172) 4.0 PFD Mode Select Wd 2 (PFD Output)
170 8.0 Selected MDA (from PFD)
172 10.0 EFIS Source Select (from FMC)
173 20.0 LOC Deviation
174 20.0 GLS Deviation
175 (164) 4.0 Displayed Radio Height
177 4.0 PFD Source Select Wd 3 (PFD Output)
201 (241) 16.0 AOA (Normalized)
202 30.0 DME Distance
206 (260) 1.0 Date (MSTR) (from Center DCU)
214 4.0 PFD Discrete Wd 1
216 4.0 PFD Discrete Wd 2
217 5.0 Reference Altitude (From FMC)

Revised 1 February 2000 4-66

 theory of operation 523-0776289

BUS DESCRIPTION FOR LA-IOC-1 AND RA-IOC-1 ARINC HS 429 BUS TO L-PFD, L-MFD, R-PFD, R-MFD, HGS
BUS DESCRIPTION FOR LB-IOC-1 AND RB-IOC-1 ARINC HS 429 BUS TO L-PFD, L-MFD, R-PFD, R-MFD

OCTAL LABEL WORDS/SEC PARAMETER

RATE
220 (150) 5.0 GMT (MSTR) (from Center DCU)
222 20.0 VOR Bearing
223 16.0 Beta Compensated AOA
225 5.0 Shaker AOA
226 2.0 Vertical Speed Required (From FMC)
227 2.0 Initial Vertical Speed
241 2.0 ETA (At TO Waypoint)
250 (270) 10.0 FCC Mode Wd 1 (Air Data Modes)
251 2.0 Distance To Waypoint (FMC to EFIS)
252 2.0 Time To Waypoint (FMS Output)
253 (271) 10.0 FCC Mode Wd 2
254 (272) 10.0 FCC Mode Wd 3
255 (273) 10.0 FCC Mode Wd 4
256 (274) 10.0 FCC Mode Wd 5
260 1.0 Date (MSTR) (from Onside DCU)
261 10.0 FMC Discrete Wd 1 (to Left EFIS)
262 (272) 10.0 DCU Discrete Wd 1 (from Onside DCU)
263 (272) 10.0 DCU Discrete Wd 1 (from Center DCU)
264 8.0 Displayed FD Pitch Outputs
265 (270) 10.0 HGS Mode Wd 1
266 10.0 FMC Discrete Wd 1 (to Right EFIS)
267 (270) 10.0 MDC Discrete Wd 1
270 5.2** AHRS Discrete Data
270 ** IRS Discretes
272 5.0 FMC Mode Wd 1
276 2.0 FMC Mode Wd 2
300 30.0 DME Ident
301 (165) 4.0 Displayed Computed Airspeed (Vc)
302 (166) 4.0 Displayed Baro-Corrected Altitude
303 4.0 Displayed GLS Deviation
304 4.0 Displayed LOC Deviation
305 4.0 Displayed Heading
306 4.0 Displayed Pitch
307 4.0 Displayed Roll
310 5.0 Present Position Latitude (FMC)
311 5.0 Present Position Longitude (FMC)
312 5.0 Ground Speed (FMC)
313 10.0 Track Angle, True (FMC)
314 25.0 True Heading (IRS)
315 2.0 Windspeed (FMC)
316 2.0 Wind Direction, True (FMC)
320 52.0** Magnetic Heading
321 10.0 Drift Angle
322 20.0 Vertical Deviation (HGS)
323 (321) 20.0 Lateral Deviation (HGS)
326 10.0 Lateral Deviation Scale Factor
327 10.0 Vertical Deviation Scale Factor
344 (334) 10.0 EGPWS Alert Discrete 2
350 5.0 IOC-4000 Diagnostics
357 690.0 FCC Remote Text, Public Data
360 * Central Strapping Wd 00
360 * Central Strapping Wd 02
360 * Central Strapping Wd 03
360 * Central Strapping Wd 04
360 * Central Strapping Wd 05
360 * Central Strapping Wd 06
360 * Central Strapping Wd 08
360 * Central Strapping Wd 07
360 * Central Strapping Wd 10
360 * Central Strapping Wd 09
360 * Central Strapping Wd 11
360 * Central Strapping Wd 12
360 * Central Strapping Wd 13
360 * Central Strapping Wd 14
360 * Central Strapping Wd 15
360 4.2* Central Strapping Wd 01
370 8.0 Selected Decision Height (from EFIS)

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 theory of operation 523-0776289

BUS DESCRIPTION FOR LA-IOC-1 AND RA-IOC-1 ARINC HS 429 BUS TO L-PFD, L-MFD, R-PFD, R-MFD, HGS
BUS DESCRIPTION FOR LB-IOC-1 AND RB-IOC-1 ARINC HS 429 BUS TO L-PFD, L-MFD, R-PFD, R-MFD

OCTAL LABEL WORDS/SEC PARAMETER

RATE
225 5.0 Shaker AOA
226 2.0 Vertical Speed Required (From FMC)
227 2.0 Initial Vertical Speed
241 2.0 ETA (At TO Waypoint)
250 (270) 10.0 FCC Mode Wd 1 (Air Data Modes)
251 2.0 Distance to Waypoint (FMC to EFIS)
252 2.0 Time To Waypoint (FMS Output)
253 (271) 10.0 FCC Mode Wd 2
254 (272) 10.0 FCC Mode Wd 3
255 (273) 10.0 FCC Mode Wd 4
256 (274) 10.0 FCC Mode Wd 5
260 1.0 Date (MSTR) (from onside DCU)
261 10.0 FMC Discrete Wd 1 (to Left EFIS)
262 (272) 10.0 DCU Discrete Wd 1 (from Onside DCU)
263 (272) 10.0 DCU Discrete Wd 1 (from Center DCU)
264 8.0 Displayed FD Pitch Output
265 (270) 10.0 HGS Mode Wd 1
266 10.0 FMC Discrete Wd 1 (to Right EFIS)
267 (270) 2.0 MDC Discrete Wd 1
270 5.2** AHRS Discrete Data
270 ** IRS Discretes
272 5.0 FMC Mode Wd 1
276 2.0 FMC Mode Wd 2
300 30.0 DME Ident
301 (165) 4.0 Displayed Computed Airspeed (Vc)
302 (166) 4.0 Displayed Baro-Corrected Altitude
303 4.0 Displayed GLS Deviation
304 4.0 Displayed LOC Deviation
305 4.0 Displayed Heading
306 4.0 Displayed Pitch
307 4.0 Displayed Roll
310 5.0 Present Position Latitude (FMC)
311 5.0 Present Position Longitude (FMC)
312 5.0 Ground Speed (FMC)
313 10.0 Track Angle, True (FMC)
314 25.0 True Heading (IRS)
315 2.0 Windspeed (FMC)
316 2.0 Wind Direction, True (FMC)
320 52.0** Magnetic Heading
321 10.0 Drift Angle
322 20.0 Vertical Deviation (HGS)
323 (321) 20.0 Lateral Deviation (HGS)
326 10.0 Lateral Deviation Scale Factor
327 10.0 Vertical Deviation Scale Factor
350 5.0 IOC-4000 Diagnostics
357 690.0 FCC Remote Text, Public Data
360 * Central Strapping Word 00
360 * Central Strapping Word 00
360 * Central Strapping Word 02
360 * Central Strapping Word 03
360 * Central Strapping Word 04
360 * Central Strapping Word 05
360 * Central Strapping Word 06
360 * Central Strapping Word 07
360 * Central Strapping Word 08
360 * Central Strapping Word 09
360 * Central Strapping Word 11
360 * Central Strapping Word 12
360 * Central Strapping Word 13
360 * Central Strapping Word 14
360 * Central Strapping Word 15
360 4.2* Central Strapping Word 01
370 8.0 Selected Decision Height (from EFIS)
*Central strapping words are identified by the unique sub-address field, bits 25 through 28. The update rate for all 16 words totals 3.8 (words are sent in
sequence 00-15).

** The rate is the highest rate between AHRS or IRS. The other system’s rate for this label may be found on that system’s output listing (AHRS or IRS).

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BUS DESCRIPTION FOR LA-GPBUS-1 ARINC LS 429 BUS TO L-ADC, L-RTU, R-RTU
BUS DESCRIPTION FOR RA-GPBUS-1 ARINC LS 429 BUS TO R-ADC, R-RTU, L-RTU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
013 2.0 TCAS Word 1
016 2.0 TCAS Word 2
030 20.0**** VHF Comm Frequency (Echo)
031 5.0 Beacon Code (Echo)
032 5.0 ADF Frequency (Echo)
034 5.0 VOR/ILS Frequency (Echo)
035 30.0 DME Frequency (Echo)
036 5.0 MLS Frequency (Echo)
037 3.3 HF Comm Frequency (Wd 1 Echo)
037 3.3 HF Comm Frequency (Wd 2 Echo)
037 3.3 HF Comm Frequency (Wd 3 Echo)
037 3.3 HF Comm Frequency (Wd 4 Echo)
037 3.3 HF Comm Frequency (Wd 5 Echo)
037 3.3 HF Comm Frequency (Wd 6 Echo)
047 **** VHF Comm Frequency (8.33 KHz) (Echo)
064 (350) 5.0 TDR-94D Diagnostics
103 (103) 10.0 Reference Airspeed (From IOC)
104 (104) 10.0 Reference Vertical Speed (From IOC)
106 (106) 10.0 Reference Mach (IOC Output)
133 (233 1.3 Flight Ident Word #1 (Echo)
134 (234) 1.3 Flight Ident Word #2 (Echo)
135 (235) 1.3 Flight Ident Word #3 (Echo)
136 (236) 1.3 Flight Ident Word #4 (Echo)
153 5.0 MLS Selected Azimuth
154 5.0 MLS Maximum Selectable Glidepath
155 5.0 MLS Selected Glidepath
157 5.0 MLS Minimum Selectable Glidepath
163 4.0 PFD Mode Select Wd 1 (PFD Output)
175 5.0 MLS Selected Back Azimuth
203 19.0 Altitude (29.92) (from ADC)
250 (270) 10.0 FCC Mode Wd 1 (Air Data Modes)
253 (271) 10.0 FCC Mode Wd 2
270 (272) 5.0 FMC Mode Wd 1 (From FMC)
272 20.0 DCU Discrete Wd 1
273 10.0 FCC Mode Wd 4
300 *** VHF Tune Wd (8.33 KHz) (From FMC)
301 *** VHF Comm Tune Wd (From FMC)
302 *** Nav Rcvr Tune Wd (From FMC)
303 *** DME Tune Wd (From FMC)
304 *** ADF Frequency (From FMC)
305 30.0*** Beacon Code (From FMC)
324 (306) 4.0 Displayed Pitch
331 52.0** Longitudinal Acceleration (Body)
343 (233) 5.0 Flight Ident Work #1
344 (234) 5.0 Flight Ident Work #2
345 (235) 5.0 Flight Ident Work #3
346 (236) 5.0 Flight Ident Work #4
360 * Central Strapping Wd 00
360 * Central Strapping Wd 02
360 * Central Strapping Wd 03
360 * Central Strapping Wd 04
360 * Central Strapping Wd 05
360 * Central Strapping Wd 06
360 * Central Strapping Wd 08
360 * Central Strapping Wd 07
360 * Central Strapping Wd 10
360 * Central Strapping Wd 09
360 * Central Strapping Wd 11
360 * Central Strapping Wd 12
360 * Central Strapping Wd 13
360 * Central Strapping Wd 14
360 * Central Strapping Wd 15
360 4.2* Central Strapping Wd 01
364 50.0** Inertial Vertical Acceleration
373 1.0 Flight Number Wd 1
374 1.0 Flight Number Wd 2

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 theory of operation 523-0776289

BUS DESCRIPTION FOR LA-GPBUS-1 ARINC LS 429 BUS TO L-ADC, L-RTU, R-RTU
BUS DESCRIPTION FOR RA-GPBUS-1 ARINC LS 429 BUS TO R-ADC, R-RTU, L-RTU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
375 1.0 Flight Number Wd 3

* Central strapping words are identified by the unique sub-address field, bits 25 through 28. The update rate for all 16 words totals 3.8 (words are sent in
sequence 00-15).

** The rate is the highest rate between AHRS or IRS. The other system’s rate for this label may be found on that system’s output listing (AHRS or IRS).

*** The VOR/LOC, DME, COM, ADF, TDR, and all other frequency tuning words consist of a burst of frequency tuning words. The burst is transmitted
when the station is first tuned and not at a periodic rate. Maximum total is 30 words: 20 words manual tuning and 10 words auto-tuning.

**** Word rate is variable and is as low as 2 per second from each radio. Central strapping defines which IOC outputs will include Third Comm (optional) Echo words, distin-
guished by SDI. The VHF Comm will only echo back label 030 or 047.

BUS DESCRIPTION FOR LB-GPBUS-2 AND RB-GPBUS-2 ARINC LS 429 BUS TO L-RTU, R-RTU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
013 2.0 TCAS Word 1
016 2.0 TCAS Word 2
030 20.0*** VHF Comm Frequency (Echo)
031 5.0 Beacon Code (Echo)
032 5.0 ADF Frequency (Echo)
034 5.0 VOR/ILS Frequency (Echo)
035 30.0 DME Frequency (Echo)
036 5.0 MLS Frequency (Echo)
037 3.3 HF Comm Frequency (Wd 1 Echo)
037 3.3 HF Comm Frequency (Wd 2 Echo)
037 3.3 HF Comm Frequency (Wd 3 Echo)
037 3.3 HF Comm Frequency (Wd 4 Echo)
037 3.3 HF Comm Frequency (Wd 5 Echo)
037 3.3 HF Comm Frequency (Wd 6 Echo)
047 *** VHF Comm Frequency (8.33 KHz) (Echo)
064 (350) 5.0 TDR-94D Diagnostics
133 (233) 1.3 Flight Ident Work #1 (Echo)
134 (234) 1.3 Flight Ident Work #2 (Echo)
135 (235) 1.3 Flight Ident Work #3 (Echo)
136 (236) 1.3 Flight Ident Work #4 (Echo)
153 5.0 MLS Selected Azimuth
154 5.0 MLS Maximum Selectable Glidepath
155 5.0 MLS Selected Glidepath
157 5.0 MLS Minimum Selectable Glidepath
175 5.0 MLS Selected Back Azimuth
203 19.0 Altitude (29.92) (from ADC)
270 (272) 5.0 FMC Mode Wd 1 (From FMC)
272 20.0 DCU Discrete Wd 1
300 ** VHF Tune Wd (8.33 KHz) (From FMC)
301 ** VHF Comm Tune Wd (From FMC)
302 ** Nav Rcvr Tune Wd (From FMC)
303 ** DME Tune Wd (From FMC)
304 ** ADF Frequency (From FMC)
305 30.0** Beacon Code (From FMC)
343 (233) 5.0 Flight Ident Word #1
344 (234) 5.0 Flight Ident Word #2
345 (235) 5.0 Flight Ident Word #3
346 (236) 5.0 Flight Ident Word #4
360 * Central Strapping Wd 00
360 * Central Strapping Wd 02
360 * Central Strapping Wd 03
360 * Central Strapping Wd 04
360 * Central Strapping Wd 05
360 * Central Strapping Wd 06
360 * Central Strapping Wd 08
360 * Central Strapping Wd 07
360 * Central Strapping Wd 10
360 * Central Strapping Wd 09
360 * Central Strapping Wd 11

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 theory of operation 523-0776289

BUS DESCRIPTION FOR LB-GPBUS-2 AND RB-GPBUS-2 ARINC LS 429 BUS TO L-RTU, R-RTU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
360 * Central Strapping Wd 12
360 * Central Strapping Wd 13
360 * Central Strapping Wd 14
360 * Central Strapping Wd 15
360 4.2* Central Strapping Wd 01
373 1.0 Flight Number Wd 1
374 1.0 Flight Number Wd 2
375 1.0 Flight Number wd 3

* Central strapping words are identified by the unique sub-address field, bits 25 through 28. The update rate for all 16 words totals 3.8 (words are sent in
sequence 00-15).

** The VOR/LOC, DME, COM, ADF, TDR, and all other frequency tuning words consist of a burst of frequency tuning words. The burst is transmitted
when the station is first tuned and not at a periodic rate. Maximum total is 30 words: 20 words manual tuning and 10 words auto-tuning.

*** Word rate is variable and is as low as 2 per second from each radio. Central strapping defines which IOC outputs will include Third Comm (optional) Echo words, distin-
guished by SDI. The VHF Comm will only echo back label 030 or 047.

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 theory of operation 523-0776289

BUS DESCRIPTION FOR LB-GPBUS-3 ARINC LS 429 BUS TO L-VHF, L-VIR, RTA, L-IRS, L-DME, L-ADF
BUS DESCRIPTION FOR RB-GPBUS-3 ARINC LS 429 BUS TO R-VHF, R-VIR, RTA, R-IRS, R-DME, R-ADF

OCTAL LABEL WORDS/SEC PARAMETER

RATE
030 10.0 VHF Comm Frequency (From FMC)
030 (301) ** VHF Tune Wd (From FMC)
031 *** Beacon Code (From FMC)
031 (305) ** Beacon Code (From FMC)
032 *** ADF Frequency (From FMC)
032 (304) ** ADF Frequency (From FMC)
034 10.0 Nav Rcvr Tune Wd (From FMC)
034 (302) ** Nav Rcvr Tune Wd (From FMC)
035 *** DME Tune Wd (From FMC)
035 (303) 30.0** DME Tune Wd (From FMC)
041 5.0 Set Latitude (from FMC)
041 4.0 Set Latitude (ED)
042 5.0 Set Longitude (from FMC)
042 4.0 Set Longitude (ED)
043 4.0 Set Heading (Magnetic) (from FMC)
043 4.0 Set Heading (Magnetic) (ED)
047 VHF Comm Frequency (8.33 KHz) (From FMC)
047 (300) ** VHF Tune Wd (8.33 KHz) (From FMC)
124 (240) 2.0 Horz Integrity Threshold (GPS)
127 1.0 Selected Landing Altitude (from FMC)
143 2.0 GPS Destination Longitude (from FMC)
144 2.0 GPS Destination Latitude (from FMC)
146 (140) 2.0 GPS Satellite Deselect Wd 1 (from FMC)
150 5.0 GMT (FMS)
150 4.0 GMT (ED)
152 2.0 GPS Destination ETA (from FMC)
167 2.0 GPS Alternate Waypoint ETA (from FMC)
170 2.0 GPS Satellite Deselect Wd 2 (from FMC)
171 (141) 2.0 Vert Integrity Threshold (From FMC)
203 19.0 Altitude (29.92) (from ADC)
204 19.0 Baro-Corrected Altitude
210 9.5 True Airspeed
213 2.4 Static Air Temperature
214 2.0 GPS Alternate Waypoint Latitude (from FMC)
216 2.0 GPS Alternate Waypoint Longitude (from FMC)
233 5.0 Flight Ident Word #1
234 5.0 Flight Ident Word #2
235 5.0 Flight Ident Word #3
236 5.0 Flight Ident Word #4
260 1.0 Date (FMS)
260 4.0 Date (ED)
270 4.0 WX Control Wd 1
271 4.0 WX Control Wd 2
304 (365) 1.0 Destination Airport ID Wd 1
305 (366) 1.0 Destination Airport ID Wd 2
310 5.0 Present Position Latitude (FMC)
311 5.0 Present Position Longitude (FMC)
312 5.0 Ground Speed (FMC)
315 2.0 Windspeed (FMC)
316 2.0 Wind Direction, True (FMC)
320 (305) 4.0 Displayed Heading
321 10.0 Drift Angle
324 52.0**** Pitch Angle
325 52.0**** Roll Angle
350 5.0 IOC-4000 Diagnostics
351 2.0 Distance to Destination
352 2.0 Time to Destination
360 * Central Strapping Wd 00
360 * Central Strapping Wd 02 thru 15
360 4.2* Central Strapping Wd 01
372 2.0 Wind Direction, Magnetic (from EFIS)
* Central strapping words are identified by the unique sub-address field, bits 25 through 28. The update rate for all 16 words totals 3.8 (words are sent in
sequence 00-15).
** The VOR/LOC, DME, COM, ADF, TDR, and all other frequency tuning words consist of a burst of frequency tuning words. The burst is transmitted
when the station is first tuned and not at a periodic rate. Maximum total is 30 words: 20 words manual tuning and 10 words auto-tuning.
*** Reserved but not currently sent by FMS.

**** The rate is the highest rate between AHRS or IRS. The other system’s rate for this label may be found on that system’s output listing (AHRS or IRS).

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BUS DESCRIPTION FOR LA-GPBUS-5 AND RA-GPBUS-5 ARINC LS 429 BUS TO L-DCU, R-DCU, C-DCU, GPWS
BUS DESCRIPTION FOR LB-GPBUS-5 AND RB-GPBUS-5 ARINC LS 429 BUS TO L-DCU, R-DCU, C-DCU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
016 2.0 TCAS Word 2
031 5.0 Beacon Code (Echo)
034 5.0 VOR/ILS Frequency (Echo)
046 (350) 5.0 MDC-400X Diagnostics
047 (350) IOC PTR TEST WD PORT #2
062 (350) 2.4 ADC-850 Diagnostics Wd No 1
071 (350) 10.0 FCC-400X Diagnostic Wd #1 (From IOC)
075 1.0 Gross Weight
076 1.0 Altitude (GPS)
100 8.0 Selected Course
101 1.0 HDOP (GPS)
102 1.0 VDOP (GPS)
103 1.0 Track Angle, True (GPS)
104 9.5 Reference Vertical Speed (from ADC)
105 (103) 9.5 Reference Airspeed (from ADC)
106 10.0 Reference Mach (FCC to IOC)
107 (101) 8.0 Selected Heading
110 1.0 Present Position Latitude (GPS)
111 1.0 Present Position Longitude (GPS)
112 1.0 Ground Speed (GPS)
113 (102) 1.0 Preselect Altitude
116 16.0 Lateral Deviation (EFIS)
117 16.0 Vertical Deviation (EFIS)
120 1.0 Present Position Latitude, Fine (GPS)
121 1.0 Present Position Longitude, Fine (GPS)
122 (102) 10.0 Reference Altitude (FCC to IOC)
130 1.0 Horizontal Integrity Limit Autonomous (GPS)
136 1.0 Vertical Figure of Merit (GPS)
147 1.0 Magnetic Variation
151 (150) 1.0 UTC (GPS)
154 5.0* Aircraft Number Code (MDC)
155 16.0 MFD Mode Wd (from EFIS)
160 (154) 16.0 MFD Discrete Control Wd 1 (from EFIS)
163 4.0 PFD Mode Select Wd 1 (PFD Output)
164 25.0 Radio Height
165 1.0 Vertical Velocity (GPS)
170 8.0 Selected MDA (from PFD)
173 20.0 LOC Deviation
174 20.0 GLS Deviation
202 1.0 DME Distance (CH 1 from PFD)
203 19.0 Altitude (29.92) (from ADC)
205 9.5 Computed Mach
206 19.0 Computed Airspeed (Vc)
211 2.4 Total Air Temperature
212 4.0 Vertical Speed (Uncomplemented) (from PFD)
214 4.0 PFD Discrete Wd 1
216 4.0 PFD Discrete Wd 2
217 5.0 Reference Altitude (from FMC)
221 19.0 AOA (Body)
222 20.0 VOR Bearing
234 9.5 Baro-Correction (mb)
235 9.5 Baro-Correction (Hg)
246 (273) 1.0 GPS Sensor Status
247 1.0 Horizontal Figure of Merit (GPS)
255 (270) 2.4 ADC Discrete Wd No 1
256 (271) 2.4 ADC Discrete Wd No 2
261 (260) 1.0 Date (GPS)
263 9.5 Secondary Bugs
267 2.0 Vertical Resolution Advisory
270 10.0 FCC Mode Wd 1 (Air Data Modes)
271 10.0 FCC Mode Wd 2
272 10.0 FCC Mode Wd 3
273 10.0 FCC Mode Wd 4
274 10.0 FCC Mode Wd 5
275 2.0 EICAS Display Word
277 5.0 FMC Mode Wd 3
305 (305) 3.3 Filtered Pitch Mistrim (From IOC)
306 (306) 3.3 Filtered Roll Mistrim (From IOC)
310 5.0 Present Position Latitude (FMC)

Revised 1 February 2000 4-73

 theory of operation 523-0776289

BUS DESCRIPTION FOR LA-GPBUS-5 AND RA-GPBUS-5 ARINC LS 429 BUS TO L-DCU, R-DCU, C-DCU, GPWS
BUS DESCRIPTION FOR LB-GPBUS-5 AND RB-GPBUS-5 ARINC LS 429 BUS TO L-DCU, R-DCU, C-DCU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
311 5.0 Present Position Longitude (FMC)
312 5.0 Ground Speed (FMC)
313 10.0 Track Angle, True (FMC)
315 2.0 Windspeed (from EFIS)
321 10.0 Drift Angle
330 0.5 Left Engine Fan RPM N1
331 0.5 Left Engine ITT
332 0.5 Left Engine Turbine RPM N2
333 0.5 Right Engine Fan RPM N1
334 0.5 Right Engine ITT
335 0.5 Right Engine Turbine RPM N2
341 N1 Reference
342 (341) 1.0 N1 Reference (from FMC)
350 5.0 IOC-4000 Diagnostics
360 Central Strapping Wd 00
360 Central Strapping Wd 02
360 Central Strapping Wd 03
360 Central Strapping Wd 04
360 Central Strapping Wd 05
360 Central Strapping Wd 06
360 Central Strapping Wd 08
360 Central Strapping Wd 07
360 Central Strapping Wd 10
360 Central Strapping Wd 09
360 Central Strapping Wd 11
360 Central Strapping Wd 12
360 Central Strapping Wd 13
360 Central Strapping Wd 14
360 Central Strapping Wd 15
360 Central Strapping Wd 01
370 8.0 Selected Decision Height (from EFIS)
372 2.0 Wind Direction, Magnetic (from EFIS)
373 2.0** Flight Number Wd 1
374 2.0** Flight Number Wd 2
375 2.0** Flight Number Wd 3

* Burst of 2 to 10 seconds duration.

** Rate from FMS is a continuous 1.0 wds/sec. Rate is 2.0 wds/sec during 4 second burst from EICAS display.

Revised 1 February 2000 4-74

 theory of operation 523-0776289

BUS DESCRIPTION FOR MDC-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
150 5.0 GMT (MDC)
154 5.0 Aircraft Number Code (MDC) **
260 1.0 Date (MDC)
270 10.0 MDC Discrete Wd 1
350 5.0 MDC-400X Diagnostics
351 1.0* DBU-400X Diagnostic Wd 1 (from MDC)

* This data is converted from RS-422 to ARINC 429 by MDC.

** Burst of 2 to 10 seconds duration

BUS DESCRIPTION FOR MDC-2 ARINC HS 429 BUS TO L-MFD, R-MFD

OCTAL LABEL WORDS/SEC PARAMETER

RATE
300 MDC Remote Text
XXX* ASCII Characters

* Label assigned per the word group being transmitted.

Revised 1 February 2000 4-75

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Revised 1 February 2000 4-77

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

Revised 1 February 2000 4-78

 theory of operation 523-0776289

4.3.2 EFIS (Electronic Flight Instrument System)

4.3.2.1 Overview

The EFIS contains four large color displays and two display control panels. Refer to Figure 4-3. Each LRU
is described below.

PFD Number 1 Primary Flight Display (EFD-4076; pilot side)

MFD Number 1 Multifunction Display (EFD-4076; pilot side)
DCP-4000 Number 1 Display Control Panel (pilot side)
PFD Number 2 Primary Flight Display (EFD-4076; copilot side)
MFD Number 2 Multifunction Display (EFD-4076; copilot side)
DCP-4000 Number 2 Display Control Panel (copilot side)

The number 1 PFD displays attitude, lateral navigation/compass, flight control, and primary air data (alti-
tude/airspeed/vertical speed) functions for the pilot. The PFD receives data bus inputs from the four in-
put/output concentrators (IAPS), TCAS transmitter/receiver (RSS), both attitude heading computers (AHS),
and both air data computers (ADS). The PFD provides a data bus output to the IAPS and number 1 DCP.

The number 1 MFD displays lateral navigation/compass, radar, TCAS, flight management (map/summary),
and diagnostic information for the pilot. The MFD also provides a reversion backup for the left side PFD or
the EICAS if that display fails. The MFD receives the same data bus inputs that are applied to the left side
PFD. It also receives input buses from the weather radar assembly, EICAS control panel, EICAS data con-
centrator units, maintenance diagnostic computer, and flight management computer (inside the IAPS). The
MFD provides a data bus output to the IAPS and number 1 DCP.

The number 1 DCP-4000 is used by the pilot to control the left side PFD and MFD displays. This panel se-
lects display formats and left side lateral navigation parameters/sources. The DCP receives data bus inputs
from left side PFD, MFD, and weather radar panel. The DCP switch data and WXP data is output to the on-
side and cross-side PFDs and MFDs.

The left side display reversion switch allows the pilot to select a PFD or EICAS backup display on the num-
ber 1 MFD. Remote reversion switches allow the pilot or copilot to select the number 1 or 2 side AHRS,
DCP, and AIR DATA source inputs. The remote maintenance switch selects the maintenance display on
MFD 1 or MFD 2.

The number 2 PFD displays attitude, lateral navigation/compass, flight control, and primary air data (alti-
tude/airspeed/vertical speed) functions for the copilot. The PFD receives data bus inputs from the four in-
put/output concentrators (IAPS), the TCAS transmitter/receiver (RSS), both attitude heading computers
(AHS), and both air data computers (ADS). The PFD provides a data bus output to the IAPS and number 2
DCP.

The number 2 MFD displays lateral navigation/compass, radar, TCAS, flight management (map/summary),
and diagnostic information for the copilot. The MFD also provides a reversion backup for the right side PFD
or the EICAS if that display fails. The MFD receives the same data bus inputs that are applied to the right
side PFD. It also receives input buses from the weather radar assembly, EICAS control panel, EICAS data
concentrator units, maintenance diagnostic computer, and flight management computers (inside the IAPS).
The MFD provides a data bus output to the IAPS and number 2 DCP.

The number 2 DCP-4000 is used by the copilot to control the right side PFD and MFD displays. This panel
selects display formats and right side lateral navigation parameters/sources. The DCP receives data bus in-
puts from right side PFD, MFD, and weather radar panel. The DCP switch data and WXP data is output to
the onside and cross-side PFDs and MFDs.

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

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4.3.2.2 System Schematic

The number 1 PFD is an EFD-4076 Electronic Flight Display that is configured by mount strapping to func-
tion as a PFD. The PFD displays the following primary flight information: attitude, heading, navigation,
and air data. Refer to Figure 4-3-1, sheet 1.

The left side PFD receives redundant noncritical flight data from each of the four input/output concentrators
in the IAPS. These four ARINC 429 high-speed buses are applied to each large display. The LA-IOC-1 and
LB-IOC-1 buses are from the left side of the IAPS. The RA-IOC-1 and RB-IOC-1 buses are from the right
side of the IAPS. Each pair of buses is input through a receiver and multiplexed to the receive port of a
UART. This data is read from the UARTs on the I/O data bus. The I/O data bus also brings microprocessor
generated output data to the left side UART. The UART reads this data, applies serial output to an ARINC
429 lo-speed transmitter, and applies wraparound transmit data through the right side UART back to the
processor. The transmitted L-PFD-1 data bus is applied to the 1A and 1B concentrators in the IAPS and to
the number 1 DCP.

The PFD receives ARINC 429 high-speed data bus inputs from both attitude heading computers and the
TCAS transmitter/receiver. These three buses are also applied to the left side MFD. The L-AHC-2, R-AHC-
3, and TA/RA-1 buses are input through a receiver and multiplexed to the receive port of a UART. Data is
read from the UART through the I/O data bus.

The PFD receives ARINC 429 low-speed data bus inputs from both air data computers and both display con-
trol panels. The L-ADC-3, R-ADC-2, L-DCP-1, and R-DCP-2 buses are input through a receiver to an
ARINC multiplexer. Data is read through a multiplexer unloader onto the I/O data bus. The L-ADC-3 and
R-ADC-2 buses are also applied to the left side MFD.

Several discrete inputs are applied to the PFD and read by the microprocessor through the I/O data bus.
These discretes include three configuration inputs, four reversion switch inputs, wind shear inputs, and dis-
play strap inputs. All discrete inputs are diode isolated and tied to a pullup resistor. The discretes are ap-
plied to a pair of multiplexers. Each multiplexer output is applied to a buffer circuit that is read by the mi-
croprocessor through the I/O data bus.

The three configuration inputs define the EFD-4076 function (PFD/MFD/ED) to internal software. For the
number 1 PFD configuration, inputs 1, 2, and 3 are hard wired to ground. The EFD OFF input is tied to the
pilot display reversion switch. This switch opens the EFD OFF input in the NORM position and grounds the
EFD OFF input in the PFD position. Normally the EFD OFF input is open and the PFD displays PFD data.
In the PFD position, the PFD blanks and the MFD displays the PFD data. The display reversion switch is
used if the PFD fails.

The three reversion switch inputs select cross-side attitude heading input, cross-side air data input, and
cross-side DCP control. The AHRS reversion switch applies a ground to the PFD (and to the left side MFD)
when set to the 2 position. At this position, the PFD displays attitude heading data from the right side
AHC. Normally, this input is open and the PFD displays attitude heading data from the left side (onside)
AHC. The AIR DATA reversion switch applies a ground to the PFD (and to the left side MFD) when set to
the 2 position. At this position, the PFD displays air data from the right side ADC. Normally, this input is
open and the PFD displays air data from the left side (onside) ADC. The DCP reversion switch applies a
ground to the PFD (and to the left side MFD) when set to the 2 position. At this position, the right side DCP
controls the PFD (and MFD). Normally, this input is open and the left side (onside) DCP controls the PFD.

The ground proximity warning system applies discrete inputs to the PFD and MFD. The PFD displays an
amber wind shear message if the WINDSHEAR CAUTION discrete is grounded and a red wind shear mes-
sage if the WINDSHEAR WARN discrete is grounded. The WINDSHEAR MONITOR input is valid when
the discrete is grounded.

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The PFD provides a discrete output to the TCAS transmitter/receiver. A ground on the TCAS VALID line
indicates that the number 1 PFD (or MFD) TCAS display is valid.

The I/O data bus interfaces with the 16-bit I/O microprocessor data bus through a transceiver. The I/O data
bus carries IAPS input, attitude heading input, air data input, DCP input, TCAS input, and discrete data
input to the microprocessor. The I/O data bus also carries output data from the I/O microprocessor to a
UART for transmission on the L-PFD-1 data bus.

The PFD contains an I/O microprocessor and a display microprocessor. The I/O processor controls external
data flow as described above. The display processor controls the crt display functions of the unit. Both proc-
essors apply an address output through a latch onto the system address bus. Both processors also read and
write data through a dedicated transceiver to/from the system data bus. These system buses allow the two
processors to communicate with each other and with the MEM (memory) module. The MEM module con-
tains program data which configures the EFD-4076 for proper operation in the Canadair Regional Jet air-
plane.

The 16-bit display microprocessor data bus interfaces with the 8-bit display data bus through a second
transceiver. This is not the same transceiver described in the previous paragraph. The display data bus
carries weather radar data (not used in the PFD), display memory data, intensity data, and various monitor
data to the microprocessor. The display data bus also carries weather radar control data (not used in the
PFD), raster data, stroke data, brightness data, and various control data from the microprocessor to crt re-
lated circuits within the unit.

The EFD-4076 contains a weather radar input circuit. No input is applied to this circuit in the PFD, but it
will be briefly described for completeness. The circuit contains an ARINC 453 receiver that applies input
data to the WXR input chip. This chip decodes a WXR video output for use by the raster draw circuit and a
data output for use by the display microprocessor. A dedicated transceiver allows the processor to apply con-
trol to the WXR input chip and to read WXR information onto the display data bus.

Display memory provides required executable routines. This block represents the control algorithms that
regulate EFD-4076 unit operation. The MEM memory module contains algorithms that regulate PFD opera-
tion in the Canadair Regional Jet airplane.

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

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 theory of operation 523-0776289

Refer to Figure 4-3-1, sheet 2. The number 1 +28-V dc aircraft supply powers the left side PFD. A central
cooling fan supplies the EFD cooling air in the Regional Jet installation. A zener diode regulates the power
input, which is applied through an emi filter to the low-voltage power supply. The low-voltage power supply
generates the internally required voltage levels, provides a temperature monitor output, and applies a +32-V
dc output to both the high-voltage power supply and the video power supply.

The high-voltage power supply generates the anode (18-kV dc) and focus (4.6- to 6.2-kV dc) outputs to the
crt. The high-voltage supply also provides a HV ON monitor output that is buffered onto the display data
bus. A static focus input and an on/off input are also applied to the high-voltage supply. The static focus in-
put from the display data bus is used to determine the proper focus voltage output applied to the crt. The
control on/off input from the regulator blanker circuit turns off the supply if monitored conditions become
excessive.

The video power supply generates the screen (400-V dc) and filament (6.2-V ac/dc) outputs to the crt. The
video supply also provides a B+ monitor output to the video monitor and to the regulator blanker circuit.
The B+ voltage is used as a reference level by the video monitor. The regulator blanker provides a blanking
output to shut off the high-voltage supply if the B+ monitor or the screen voltage exceeds preset limits.

The display data bus provides microprocessor generated information to the raster circuit, the stroke circuit,
a control decoder, a static focus decoder, a brightness decoder, and a deflection control circuit. The display
data bus also gathers selected intensity, high-voltage supply monitor (HV ON) status, video monitor status,
and deflection monitor status information for use by the microprocessor.

The raster circuit provides the video drive to illuminate large portions of the screen (such as the sky back-
ground). The raster data is read through a FIFO (first in, first out) memory circuit. The buffered FIFO out-
put is applied to a raster input generator. This generator develops video and position outputs and also con-
trols the raster memory. The raster video output is multiplexed with the WXR video (not used by the PFD)
and applied to the raster data processor. The raster position output (X/Y) is multiplexed with the position
output (X/Y) from the stroke circuit and applied to the raster memory. The input generator controls raster
memory so that both raster and stroke X/Y position data outputs are properly stored and then input to the
raster data processor. The raster data processor provides processed video output to the video control circuit.

The stroke circuit generates the video drive to illuminate small precise images on the screen (such as the al-
phanumerics and symbols). The stroke data is read through a FIFO (first in, first out) memory circuit. The
buffered FIFO output is applied to a stroke state machine, a character latch, an angle integrator, and the
video control circuit. The stroke state machine generates retrace and raster/stroke video mode control. The
character latch decodes character data and applies it to a map PROM. The character (with mapped location)
is then applied to a sequence counter and PROM. The screen position is counted out and applied to an angle
integrator. FIFO memory strobes the angle integrator to apply display angle data to the sine/cosine PROMs.

The sine/cosine PROMs convert the angle input into a sine X output and a cosine Y output. The sine X out-
put is then integrated to produce the X (horizontal) position value. A strobe from the FIFO memory controls
the integrator. The X POS value is applied to the raster address multiplexer (described in a previous para-
graph), the video control circuit, and the X-position latch. The cosine Y output from the sine/cosine PROMs
is processed similarly. FIFO strobes a vertical integrator to produce the Y POS value. This value is applied
to the raster address multiplexer (previously described), the video control circuit, and the Y-position latch.
The X/Y screen position is latched, digital to analog converted, and then adjusted for proper gain, track, off-
set, and linearity. Deflection power amplifiers convert the resultant horizontal and vertical screen position
voltages to current outputs. The amplified current outputs are applied to the yoke of the crt assembly,
which deflects the electron beams to the proper X and Y coordinates on the screen. A deflection monitor
senses the deflection power amplifier current. If the amplifier current or the low voltage supply temperature
becomes excessive, an alert is provided to the microprocessor through the display data bus. The deflection

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control circuit applies a ground to the PFD FAULT discrete if a fault is detected. The discrete is applied to
the pilot display reversion switch. In the NORM position, a fault causes the MFD to show the PFD display.

The video control circuit receives raster video, stroke video, and X/Y screen deflection data inputs. The video
control circuit output is used to derive the crt cathode drive signals. The stroke state machine provides
on/off logic used to load raster/stroke video. The control circuit output is applied to the color PROMs. These
PROMs apply red, green, and blue data outputs to correspond with the control input. This color data is digi-
tal to analog converted and applied to the video amplifier. The amplified red, green, and blue video is ap-
plied to the cathodes of the crt and to a video monitor. The video monitor compares the three color videos to
the B+ reference from the video power supply. If video becomes excessive, an on/off control output is gener-
ated to disable the color PROMs, and a monitor output is generated and buffered onto the display data bus
to report this condition to the microprocessor.

A convergence and purity set circuit provides fine adjustments for the electron beam deflections. This circuit
provides outer beam, inner beam, and purity outputs to the crt assembly.

A control decoder circuit reads the display data bus and applies control logic to various circuits in the PFD.
This circuit also decodes a video enable from the data bus and applies it to the video amplifier. This VID
ENBL line allows the microprocessor to control amplifier bias.

The front panel BRT knob functions with the +28-V dc lighting bus input to control the crt display intensity.
The BRT knob applies a variable 0- to 9.5-V dc input to a multiplexer. The +28-V dc lighting bus is also ap-
plied to this multiplexer. The multiplexer output is analog to digital converted and loaded onto the display
data bus. The display microprocessor then reads this intensity select data from the bus and applies corre-
sponding control data output onto the bus. This data is latched from the bus, digital to analog converted,
and then applied as the brightness control to the color digital to analog converters.

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

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 theory of operation 523-0776289

The number 1 MFD is an EFD-4076 Electronic Flight Display that is configured by mount strapping to func-
tion as a MFD. The number 1 MFD displays NAV, radar, TCAS, map, FMS data, page data, and diagnostic
data. Refer to Figure 4-3-1, sheet 3.

The left side MFD receives redundant noncritical flight data from each input/output concentrator in the
IAPS. The LA-IOC-1 and LB-IOC-1 buses are from the left side of the IAPS. The RA-IOC-1 and RB-IOC-1
buses are from the right side of the IAPS. Each pair of buses is input through a receiver and multiplexed to
the receive port of a UART. This data is read from the UARTs on the I/O data bus. The I/O data bus also
brings microprocessor generated output data to the left side UART. The UART reads this data, applies se-
rial output to an ARINC 429 low-speed transmitter, and applies wraparound transmit data through the
right side UART back to the processor. The transmitted L-MFD-1 data bus is applied to the 1A and 1B con-
centrators in the IAPS and to the number 1 DCP.

The MFD receives ARINC 429 high-speed data bus inputs from the maintenance diagnostic computer, the
TCAS transmitter/receiver, both attitude heading computers, the left and right side flight management
computers, and the EICAS data concentrator units. The L-MDC-1 and TA/RA-1 buses are input through a
receiver and multiplexed to the receive port of a UART. Data is read from the UART through the I/O data
bus. The MDC data bus is also applied to the right side MFD. The L-AHC-2, R-AHC-3, L-FMC-2, L-FMC-6,
L-DCU-2, R-DCU-2, and C-DCU-2 buses are input through a receiver and multiplexed to the receive port of
a UART. Data is read from the UART through the I/O data bus. The DCU data buses are also applied to
the right side MFD.

The MFD receives ARINC 429 low-speed data bus inputs from the EICAS control panel, both air data com-
puters, and both display control panels. The ECP-1, L-ADC-3, R-ADC-2, L-DCP-1, and R-DCP-2 buses are
input through a receiver to an ARINC multiplexer. Data is read through a multiplexer unloader onto the
I/O data bus.

The MFD receives an ARINC 453 data bus input from the RTA radar assembly. The WXT-1 bus is received
through a special input chip and read through a transceiver onto the display data bus. The WXT-1 data bus
is also applied to the right side MFD.

Several discrete inputs are applied to the MFD and read by the microprocessor through the I/O data bus.
These discretes include three configuration inputs, four reversion switch inputs, wind shear inputs, EICAS
control panel inputs, and display strap inputs. All discrete inputs are diode isolated and tied to a pullup re-
sistor. The discretes are applied to a pair of multiplexers. Each multiplexer output is applied to a buffer cir-
cuit that is read by the microprocessor through the I/O data bus.

The three configuration inputs define the unit function (MFD/PFD/ED) to internal software. For the num-
ber 1 MFD configuration, input 3 is hard wired to ground and inputs 1 and 2 are tied to the pilot display re-
version switch. Normally, input 1 is open, input 2 is grounded, and the MFD displays MFD data. In the
PFD setup, inputs 1 and 2 are grounded, the PFD blanks, and the MFD displays the PFD data. This setup
is used if the PFD fails. In the EICAS setup, input 1 is grounded, input 2 is open, and the MFD displays the
EICAS data. This setup is used if the EICAS display fails.

The three reversion switch inputs select cross-side attitude heading input, cross-side air data input, and
cross-side DCP control. The AHRS reversion switch applies a ground to the MFD when set to the 2 position.
At this position, the MFD displays attitude heading data from the right side AHC. Normally, this input is
open and the MFD displays attitude heading data from the left side (onside) AHC. The AIR DATA reversion
switch applies a ground to the MFD when set to the 2 position. At this position, the MFD displays air data
from the right side ADC. Normally, this input is open and the MFD displays air data from the left side (on-
side) ADC. The DCP reversion switch applies a ground to the MFD when set to the 2 position. At this posi-
tion, the right side DCP controls the MFD. Normally, this input is open and the left side (onside) DCP con-
trols the MFD.

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The ground proximity warning system applies discrete inputs to the PFD and MFD. The PFD displays an
amber wind shear message if the WINDSHEAR CAUTION discrete is grounded and a red wind shear mes-
sage if the WINDSHEAR WARN discrete is grounded. The WINDSHEAR MONITOR input is valid when
the discrete is grounded.

The EICAS control panel applies discrete inputs to the MFD. Each PRI, STAT, CAS, and STEP button ap-
plies an open to its discrete line when pushed.

The discrete inputs are used when EICAS is displayed on the MFD and the ECP-1 bus is not active.

The MFD receives display fault inputs from the left side ED, right side ED, and right side MFD. The display
fault discrete logic is used to select the appropriate reversionary display on the MFD. The MFD provides
backup for the EICAS displays.

The PFD provides a discrete output to the TCAS transmitter/receiver. A ground on the TCAS VALID line
indicates that the number 1 MFD (or PFD) TCAS display is valid.

Internal MFD operation is identical to that described on a previous page for the PFD.

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

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 theory of operation 523-0776289

Refer to Figure 4-3-1, sheet 4.

The number 1 +28-V dc aircraft supply powers the left side MFD. The deflection control circuit applies a
ground to the MFD FAULT discrete if a fault is detected. The discrete is applied to the pilot display rever-
sion switch. In the EICAS position, the MFD status is applied to the right side MFD and to both EICAS dis-
plays. Internal operation is identical to that described on a previous page for the PFD.

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Figure 4-3-1 (Sheet 5 of 10). EFIS System Schematic (PFD 2)

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 theory of operation 523-0776289

The number 2 PFD is an EFD-4076 Electronic Flight Display that is configured by mount strapping to func-
tion as a PFD. The PFD displays the following primary flight information: attitude, heading, navigation,
and air data. Refer to Figure 4-3-1, sheet 5.

The right side PFD receives redundant noncritical flight data from each input/output concentrator in the
IAPS. The LA-IOC-1 and LB-IOC-1 buses are from the left side of the IAPS. The RA-IOC-1 and RB-IOC-1
buses are from the right side of the IAPS. Each pair of buses is input through a receiver and multiplexed to
the receive port of a UART. This data is read from the UARTs on the I/O data bus. The I/O data bus also
brings microprocessor generated output data to the left side UART. The UART reads this data, applies se-
rial output to an ARINC 429 low-speed transmitter, and applies wraparound transmit data through the
right side UART back to the processor. The transmitted R-PFD-1 data bus is applied to the 2A and 2B con-
centrators in the IAPS and to the number 2 DCP.

The PFD receives ARINC 429 high-speed data bus inputs from both attitude heading computers and the
TCAS transmitter/receiver. These three buses are also applied to the right side MFD. Note that these are
not the same buses that are applied to the left side displays. The L-AHC-3, R-AHC-2, and TA/RA-2 buses
are input through a receiver and multiplexed to the receive port of a UART. Data is read from the UART
through the I/O data bus.

The PFD receives ARINC 429 low-speed data bus inputs from both air data computers and both display con-
trol panels. These four buses are also applied to the right side MFD. Note that these are not the same buses
that are applied to the left side displays. The L-ADC-2, R-ADC-3, L-DCP-2, and R-DCP-1 buses are input
through a receiver to an ARINC multiplexer. Data is read through a multiplexer unloader onto the I/O data
bus.

Several discrete inputs are applied to the PFD and read by the microprocessor through the I/O data bus.
These discretes include three configuration inputs and four reversion switch inputs. All discrete inputs are
diode isolated and tied to a pullup resistor. The discretes are applied to a pair of multiplexers. Each multi-
plexer output is applied to a buffer circuit that is read by the microprocessor through the I/O data bus.

The three configuration inputs define the EFD-4076 function (PFD/MFD/ED) to internal software. For the
number 2 PFD configuration, inputs 1, 2, and 3 are open. The EFD OFF input is tied to the copilot display
reversion switch. Normally, EFD OFF input is open and the PFD displays PFD data. In the PFD setup, the
PFD blanks and the right side MFD displays the PFD data. This setup is used if the PFD fails.

The three reversion switch inputs select cross-side attitude heading input, cross-side air data input, and
cross-side DCP control. The AHRS reversion switch applies a ground to the PFD (and to the right side MFD)
when set to the 1 position. At this position, the PFD displays attitude heading data from the left side AHC.
Normally, this input is open and the PFD displays attitude heading data from the right side (onside) AHC.
The AIR DATA reversion switch applies a ground to the PFD (and to the right side MFD) when set to the 1
position. At this position, the PFD displays air data from the left side ADC. Normally, this input is open
and the PFD displays air data from the right side (onside) ADC. The DCP reversion switch applies a ground
to the PFD (and to the right side MFD) when set to the 1 position. At this position, the left side DCP con-
trols the PFD. Normally, this input is open and the right side (onside) DCP controls the PFD.

The ground proximity warning system applies discrete inputs to the PFD and MFD. The PFD displays an
amber wind shear message if the WINDSHEAR CAUTION discrete is grounded and a red wind shear mes-
sage if the WINDSHEAR WARN discrete is grounded. The WINDSHEAR MONITOR input is valid when
the discrete is grounded.

The PFD provides a discrete output to the TCAS transmitter/receiver. A ground on the TCAS VALID line
indicates that the number 2 PFD (or MFD) TCAS display is valid.

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Figure 4-3-1 (Sheet 6 of 10). EFIS System Schematic (PFD 2)

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 theory of operation 523-0776289

Refer to Figure 4-3-1, sheet 6.

The number 2 +28-V dc aircraft supply powers the right side PFD. The deflection control circuit applies a
ground to the PFD FAULT discrete if a fault is detected. The discrete is applied to the copilot display rever-
sion switch. In the NORM position, a fault causes the MFD to show the PFD display. Internal PFD opera-
tion is described on a previous page.

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Figure 4-3-1 (Sheet 7 of 10). EFIS System Schematic (MFD 2)

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 theory of operation 523-0776289

The number 2 MFD is an EFD-4076 Electronic Flight Display that is configured by mount strapping to func-
tion as a MFD. The number 2 MFD displays NAV, radar, TCAS, map, FMS data, page data, and diagnostic
data. Refer to Figure 4-3-1, sheet 7.

The right side MFD receives redundant noncritical flight data from each input/output concentrator in the
IAPS. The LA-IOC-1 and LB-IOC-1 buses are from the left side of the IAPS. The RA-IOC-1 and RB-IOC-1
buses are from the right side of the IAPS. Each pair of buses is input through a receiver and multiplexed to
the receive port of a UART. This data is read from the UARTs on the I/O data bus. The I/O data bus also
brings microprocessor generated output data to the left side UART. The UART reads this data, applies se-
rial output to an ARINC 429 low-speed transmitter, and applies wraparound transmit data through the
right side UART back to the processor. The transmitted R-MFD-1 data bus is applied to the 2A and 2B con-
centrators in the IAPS and to the number 2 DCP.

The MFD receives ARINC 429 high-speed data bus inputs from both attitude heading computers, the TCAS
transmitter/receiver, the left and right side flight management computers, the maintenance diagnostic com-
puter, and the EICAS data concentrator units. The L-AHC-3, R-AHC-2, TA/RA-2, R-FMC-2, R-FMC-6, L-
MDC-1, L-DCU-2, R-DCU-2, and C-DCU-2 buses are input through a receiver and multiplexed to the receive
port of a UART. Data is read from the UART through the I/O data bus.

The MFD receives ARINC 429 low-speed data bus inputs from both air data computers, both display control
panels, and the EICAS control panel. The L-ADC-2, R-ADC-3, R-DCP-1, L-DCP-2, and ECP-2 buses are in-
put through a receiver to an ARINC multiplexer. Data is read through a multiplexer unloader onto the I/O
data bus.

The MFD receives an ARINC 453 data bus input from the RTA radar assembly. The WXT-1 bus is received
through a special input chip and read through a transceiver onto the display data bus. The ARINC 453 bus
is progressively daisy chained from the RTA to the number 1 MFD and then to the number 2 MFD. The
number 2 MFD has a jumper installed from P1-15A to P1-15C. A resistor loads the bus at the end of the
daisy chain.

Several discrete inputs are applied to the MFD and read by the microprocessor through the I/O data bus.
These discretes include three configuration inputs, three reversion switch inputs, wind shear inputs, EICAS
control panel inputs, and display strap inputs. All discrete inputs are diode isolated and tied to a pullup re-
sistor. The discretes are applied to a pair of multiplexers. Each multiplexer output is applied to a buffer cir-
cuit that is read by the microprocessor through the I/O data bus.

The three configuration inputs define the unit function (MFD/PFD/ED) to internal software. For the num-
ber 2 MFD configuration, input 3 is open and inputs 1 and 2 are tied to the copilot display reversion switch.
Normally, input 1 is grounded, input 2 is open, and the MFD displays MFD data. In the PFD setup, inputs 1
and 2 are open, the PFD blanks, and the MFD displays the PFD data. This setup is used if the PFD fails. In
the EICAS setup, input 1 is open, input 2 is grounded, and the MFD displays the EICAS data. This setup is
used if the EICAS display fails.

The three reversion switch inputs select cross-side attitude heading input, cross-side air data input, and
cross-side DCP control. The AHRS reversion switch applies a ground to the MFD when set to the 1 position.
At this position, the MFD displays attitude heading data from the left side AHC. Normally, this input is
open and the MFD displays attitude heading data from the right side (onside) AHC. The AIR DATA rever-
sion switch applies a ground to the MFD when set to the 1 position. At this position, the MFD displays air
data from the left side ADC. Normally, this input is open and the MFD displays air data from the right side
(onside) ADC. The DCP reversion switch applies a ground to the MFD when set to the 1 position. At this
position, the left side DCP controls the MFD. Normally, this input is open and the right side (onside) DCP
controls the MFD.

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The ground proximity warning system applies discrete inputs to the PFD and MFD. The PFD displays an
amber wind shear message if the WINDSHEAR CAUTION discrete is grounded and a red wind shear mes-
sage if the WINDSHEAR WARN discrete is grounded. The WINDSHEAR MONITOR input is valid when
the discrete is grounded.

The EICAS control panel applies discrete inputs to the MFD. Each PRI, STAT, CAS, and STEP button each
applies an open to its discrete line when pushed. The discrete inputs are used when EICAS is displayed on
the MFD and the ECP-1 bus is not active.

The MFD receives display fault inputs from the left side ED, right side ED, and the right side MFD. The
display fault discrete logic is used to select the appropriate reversionary display on the MFD. The MFD pro-
vides backup for the EICAS displays.

The PFD provides a discrete output to the TCAS transmitter/receiver. A ground on the TCAS VALID line
indicates that the number 1 MFD (or PFD) TCAS display is valid.

Internal MFD operation is described on a previous page.

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Figure 4-3-1 (Sheet 8 of 10). EFIS System Schematic (MFD 2)

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Refer to Figure 4-3-1, sheet 8.

The number 2 +28-V dc aircraft supply powers the right side MFD. The deflection control circuit applies a
ground to the MFD FAULT discrete if a fault is detected. The discrete is applied to the copilot display rever-
sion switch. In the EICAS position, the MFD status is applied to the left side MFD and to both EICAS dis-
plays. Internal operation is described on a previous page.

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

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Refer to Figure 4-3-1, sheet 9. The number 1 DCP-4000 Display Control Panel provides pilot input to the in-
strument display system. Each DCP panel selects bearing pointers, MFD format, range, radar overlay,
TCAS, and navigation data displays. Each DCP supplies control panel switch position and remote switch
position information to both PFDs and both MFDs.

The number 1 +28-V dc aircraft supply powers the left side DCP. The input power is filtered and applied to
a power supply circuit. The power supply generates the internally required voltage levels.

The left side DCP receives data from the onside PFD, MFD, and WXP. These three inputs are ARINC 429
low-speed buses. Each of the L-PFD-1, L-MFD-1, and L-WXP-1 buses is input through a receiver and multi-
plexed. The multiplexer output is applied through a bus transceiver onto the I/O data bus. The I/O data bus
also brings microprocessor generated output data to the UART. The UART reads this data and applies se-
rial output to a pair of ARINC 429 low-speed transmitters. The transmitted L-DCP-1 data bus is applied to
the left side PFD and MFD, and the L-DCP-2 data bus is applied to the right side PFD and MFD.

Several discrete inputs are applied to the DCP and read by the microprocessor through the I/O data bus.
These discretes include switch inputs from the ARP-4000 Air Data Reference Panel and FCP-4002 Flight
Control Panel, display strap inputs, and pilot display reversion switch input. All discrete inputs are diode
isolated and tied to a pullup resistor. The discretes are applied to a bus buffer circuit that is read by the mi-
croprocessor through the I/O data bus.

The air data reference panel inputs the following discretes: decision height/minimum descent altitude on/off,
DH/MDA select, and the DH/MDA setting. The 2-wire DH/MDA set knob input is from a rotary 3-state logic
generator. The processor reads the input to determine knob direction and speed.

The flight control panel inputs the following discretes: heading select, heading sync, course select, and
course direct to. The 2-wire heading select knob and course select knob inputs are from rotary 3-state logic
generators. The processor reads the inputs to determine knob direction and speed.

The side 1 strap is grounded to indicate that the DCP is number 1. The maintenance diagnostic discrete is
tied to the remote maintenance switch. Normally, the MAINT DIAG input is open. In the MFD 1 position
the input is grounded and DCP is used to control the MFD maintenance menu display.

The front panel bearing pointer, weather radar, TCAS traffic, and cross-side NAV select switches are applied
through a bus buffer to the microprocessor. The processor reads the switch inputs through the I/O data bus.
The front panel format, range, and NAV source select knobs are connected to rotary 3-state logic generators.
The logic generator outputs are applied to a bus buffer. The processor reads the knob inputs through the I/O
data bus.

The microprocessor scans internal and external discrete switch inputs. The processor controls internal data
transfer using an 8-bit bidirectional D0-D7 data bus. An ADDR bus applies address control to RAM/ROM
program memory and to other internal circuits. The microprocessor processes the data and applies format-
ted data to the UART.

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

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Refer to Figure 4-3-1, sheet 10. The number 2 +28-V dc aircraft supply powers the right side DCP. This
control panel provides formatted right side copilot input data on the R-DCP-1 and R-DCP-2 buses to both
PFDs and both MFDs. Internal operation is described on a previous page.

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BUS DESCRIPTION FOR L-DCP-1 AND R-DCP-2 ARINC LS 429 BUS TO L-PFD, L-MFD
BUS DESCRIPTION FOR L-DCP-2 AND R-DCP-1 ARINC LS 429 BUS TO R-PFD, R-MFD

OCTAL LABEL WORDS/SEC PARAMETER

RATE
100 20.0 Selected Course
101 20.0 Selected Heading
154 20.0 MFD Discrete Control WD1 (from DCP)
155 20.0 MFD Mode Wd
163 5.0 PFD Mode Select (DCP Output)
164 10.0 Selected MDA (DCP Output)
172 10.0 EFIS Source Select (DCP Output)
270 20.0 WX Control Wd 1
271 20.0 WX Control Wd 2
352 1.0 DCP-400X Diagnostics
370 10.0 Selected Decision Height (from DCP)

BUS DESCRIPTION FOR L-MFD-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC, L-DCP
BUS DESCRIPTION FOR R-MFD-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC, R-DCP

OCTAL LABEL WORDS/SEC PARAMETER

RATE
154 16.0 MFD Discrete Control Wd1 (from EFIS)
155 16.0 MFD Mode Wd (from EFIS)
171 (271) 4.0 WX Control Wd 2 (x-side)
270 4.0 WX Control Wd 1
271 4.0 WX Control Wd 2
350 1.0 EFD-407X Diagnostics Wd 1
351 1.0 EFD-407X Diagnostics Wd 2
354 1.0* WXT-8XX Diagnostics Wd 1
355 1.0* WXT-8XX Diagnostics Wd 2
371 1.0 Display Capable Wd 01

* Sent only when data is present on weather radar input.

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BUS DESCRIPTION FOR L-PFD-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC, L-DCP
BUS DESCRIPTION FOR R-PFD-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC, R-DCP

OCTAL LABEL WORDS/SEC PARAMETER

RATE
013 2.0 TCAS Word 1
015 2.0 TCAS Altitude Select Limits
016 2.0 TCAS Word 2
054 (350) 1.0 TTR-920 Diagnostics (from EFIS)
100 8.0 Selected Course
101 8.0 Selected Heading
110 4.0 Course Sync
111 4.0 Heading Sync
116 16.0 Lateral Deviation (EFIS)
117 16.0 Vertical Deviation (EFIS)
121 8.0 Roll Command
122 8.0 Pitch Command
163 4.0 PFD Mode Select Wd 1 (PFD Output)
164 4.0 Displayed Radio Height
165 4.0 Displayed Computed Airspeed (Vc)
166 4.0 Displayed Baro-Corrected Altitude
170 (164) 8.0 Selected MDA (from PFD)
172 4.0 PFD Mode Select Wd 2 (PFD Output)
177 4.0 PFD Source Select Wd 3 (PFD Output)
202 1.0 DME Distance (CH 1 from PFD)
212 4.0 Vertical Speed (Uncomplemented) (from PFD)
214 4.0 PFD Discrete Wd 1
216 4.0 PFD Discrete Wd 2
222 16.0 VOR Bearing (from EFIS)
251 16.0 Distance To Go (EFIS to FCC)
264 8.0 Displayed FD Pitch Outputs
272 8.0 FMC Mode Wd 1
301 16.0 Course Datum
302 16.0 Heading Error
303 4.0 Displayed GLS Deviation
304 4.0 Displayed LOC Deviation
305 4.0 Displayed Heading
306 4.0 Displayed Pitch
307 4.0 Displayed Roll
315 2.0 Windspeed (from EFIS)
350 1.0 EFD-407X Diagnostics Wd 1
351 1.0 EFD-407X Diagnostics Wd 2
352 1.0 DCP-400X Diagnostics
360 * Central Strapping Wd 00
360 * Central Strapping Wd 02
360 * Central Strapping Wd 03
360 * Central Strapping Wd 04
360 * Central Strapping Wd 05
360 * Central Strapping Wd 06
360 * Central Strapping Wd 08
360 * Central Strapping Wd 07
360 * Central Strapping Wd 10
360 * Central Strapping Wd 09
360 * Central Strapping Wd 11
360 * Central Strapping Wd 12
360 * Central Strapping Wd 13
360 * Central Strapping Wd 14
360 * Central Strapping Wd 15
360 4.2* Central Strapping Wd 01
370 8.0 Selected Decision Height (from EFIS)
372 2.0 Wind Direction, Magnetic (from EFIS)

* Central Strapping words are identified by the unique sub-address field, bits 25 through 28. The update rate for all sixteen words totals 3.8 (words are sent in sequence 00-15.)

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Figure 4-4. EICAS (Engine Indication and Crew Alerting System) Overview

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4.3.3 EICAS (Engine Indicatio n and Crew Alerting System)

4.3.3.1 Overview

The EICAS contains two large color displays, the EICAS control panel, two or three EICAS data concentra-
tor units, and the lamp driver unit. Refer to Figure 4-4. Each LRU is described below.

Primary EICAS Display ED-1 (EFD-4076)

Secondary EICAS Display ED-2 (EFD-4076)
ECP-4000 EICAS Control Panel
DCU-4000 Number 1 EICAS Data Concentrator Unit (pilot side)
DCU-4000 Number 2 EICAS Data Concentrator Unit (copilot side)
DCU-4000 Number 3 EICAS Data Concentrator Unit (optional)
LDU-4000 Lamp Driver Unit
RDC-4002 Remote Data Concentrator

The primary EICAS (ED-1) displays the primary engine indication instruments and crew alerting messages.
The primary display is a fixed format of engine, oil, fuel, and gear data. The left side ED receives data bus
inputs from the EICAS data concentrator units and EICAS control panel. The left side ED provides a data
bus output to the IAPS data concentrators.

The secondary EICAS (ED-2) is used to display various data pages and as a backup to the primary display.
The data pages are selected using the ECP-4000. The right side ED receives data bus inputs from the EI-
CAS data concentrator units and EICAS control panel. The right side ED provides a data bus output to the
IAPS concentrators.

A remote EICAS reversion switch allows the pilot or copilot to select the number 1 or 2 side EICAS display.
Selecting number 1 or 2 blanks the other tube and allows data pages to be selected on the remaining tube
using the ECP panel.
The ECP-4000 is used to select the EICAS data page displays. The panel pushbuttons select data pages.
The ECP applies this information on data buses to both EICAS displays and both MFDs.
The number 1 DCU-4000 collects and formats aircraft data for display on the EICAS system. The DCU per-
forms the flight data acquisition functions for the flight data recorder. The crew alerting logic is processed
in the DCU. The DCU receives high- and low-speed ARINC 429 buses, analog inputs, and discrete inputs
from the engines and other aircraft systems. The data inputs are concentrated and processed for transmis-
sion on ARINC 429 buses. The DCU outputs engine data to the displays; maintenance, diagnostic, and air-
craft data to the IAPS data concentrators; annunciator lamp data to the LDU; aircraft system data to the
flight data recorder; and data link management unit.

The number 2 DCU-4000 collects and formats aircraft data for display on the EICAS system. The DCU per-
forms the flight data acquisition functions for the flight data recorder. The crew alerting logic is processed
in the DCU. The DCU receives high- and low-speed ARINC 429 buses, analog inputs, and discrete inputs
from the engines and other aircraft systems. The data inputs are concentrated and processed for transmis-
sion on ARINC 429 buses. The DCU outputs engine data to the displays; maintenance, diagnostic, and air-
craft data to the IAPS data concentrators; annunciator lamp data to the LDU; aircraft system data to the
flight data recorder; and data link management unit.

The optional number 3 DCU-4000 performs the same functions as described above.

The LDU-4000 is a dual-channel lamp driver unit capable of driving up to 120 annunciator lamps. Channel
1 and 2 receive digital buses from all the DCUs. The buses contain lamp activation words from the DCUs.
Channel 1 and 2 are identical and the outputs from each side are tied together (OR logic). If one channel
lamp sink fails, the other channel lamp sink will provide the annunciator function. The LDU monitors the
lamp sinks to verify correct function and outputs the lamp sink states on a digital bus to the DCUs.

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Figure 4-4-1 (Sheet 1 of 44). EICAS System Schematic (ED 1)

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The number 1 EICAS display (ED) is an EFD-4076 Electronic Flight Display that is configured by mount
strapping to function as an ED. The number 1 ED displays the primary engine instruments, crew alerting
system messages, landing gear, flaps, and fuel data. Refer to Figure 4-4-1, sheet 1.

The I/O data bus brings microprocessor generated output data to the left side UART. The UART reads this
data, applies serial output to an ARINC 429 low-speed transmitter, and applies wraparound transmit data
through the right side UART back to the processor. The transmitted PRI EICAS data bus is applied to the
1A and 1B concentrators in the IAPS.

The left side ED receives ARINC 429 high-speed data bus inputs from the EICAS data concentrator units.
The L-DCU-2, R-DCU-2, and C-DCU-2 buses are input through a receiver and multiplexed to the receive
port of a UART. Data is read from the UART through the I/O data bus. These data buses are also applied to
the right side ED.

The ED receives ARINC 429 low-speed data bus inputs from the left side DCU, right side DCU, and EICAS
control panel. The L-DCU-3, R-DCU-3, and ECP-1 buses are input through a receiver to an ARINC multi-
plexer. Data is read through a multiplexer unloader onto the I/O data bus.

Several discrete inputs are applied to the ED and read by the microprocessor through the I/O data bus.
These discretes include three configuration inputs, two reversion switch inputs, the display fault inputs, and
the EICAS control panel inputs. All discrete inputs are diode isolated and tied to a pullup resistor. The dis-
cretes are applied to a pair of multiplexers. Each multiplexer output is applied to a buffer circuit that is
read by the microprocessor through the I/O data bus.

The three configuration inputs define the unit function (ED/PFD/MFD) to internal software. For the pri-
mary ED configuration, input 3 is hard wired to ground and inputs 1 and 2 are open.

The EICAS reversion switch inputs select which ED shows the primary display. This switch is used when
one of the EICAS display tubes fails. In the NORM position the EFD OFF and SEC EICAS OFF inputs are
open. In the EICAS 1 position the SEC EICAS OFF discrete is grounded. This tells ED1 that it is in a sin-
gle tube configuration and enables data pages to be selected using the ECP control panel. In the EICAS 2
position the EFD OFF discrete is grounded. The ED1 display is blanked and ED2 shows the primary EICAS
display.

The left side ED receives display fault inputs from the right side ED, left side MFD, and right side MFD.
The display fault discrete logic is used to select the appropriate reversionary display through the pilot and
copilot display reversion switches.

The EICAS control panel applies discrete inputs to the primary ED. The discrete inputs provide a backup to
the ECP-1 data bus. The inputs are used if the ECP fails or loses power. Each PRI, STAT, CAS, and STEP
button applies an open to its discrete line when pushed. The EICAS control panel discretes are applied to
both EDs and both MFDs.

Internal ED operation is identical to that described on a previous page for the PFD.

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Figure 4-4-1 (Sheet 2 of 44). EICAS System Schematic (ED 1)

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Refer to Figure 4-4-1, sheet 2.

The number 1 +28-V dc aircraft supply powers the left side ED. The deflection control circuit applies a
ground to the L-ED DISP FAULT discrete if a fault is detected. The discrete is applied to the pilot display
reversion switch, right side ED, and copilot display reversion switch. Internal ED operation is identical to
that described on a previous page for the PFD.

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Figure 4-4-1 (Sheet 3 of 44). EICAS System Schematic (ED 2)

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The number 2 EICAS display (ED) is an EFD-4076 Electronic Flight Display that is configured by mount
strapping to function as an ED. The number 2 ED displays the data pages that are selected using the ECP.
Refer to Figure 4-4-1, sheet 3.

The I/O data bus brings microprocessor generated output data to the left side UART. The UART reads this
data, applies serial output to an ARINC 429 low-speed transmitter, and applies wraparound transmit data
through the right side UART back to the processor. The transmitted SEC EICAS data bus is applied to the
2A and 2B concentrators in the IAPS.

The right side ED receives ARINC 429 high-speed data bus inputs from the EICAS data concentrator units.
The L-DCU-2, R-DCU-2, and C-DCU-2 buses are input through a receiver and multiplexed to the receive
port of a UART. Data is read from the UART through the I/O data bus. These data buses are also applied to
the left side ED.

The right side ED receives ARINC 429 low-speed data bus inputs from the left side DCU, right side DCU,
and EICAS control panel. The L-DCU-3, R-DCU-3, and ECP-2 buses are input through a receiver to an
ARINC multiplexer. Data is read through a multiplexer unloader onto the I/O data bus.

Several discrete inputs are applied to the ED and read by the microprocessor through the I/O data bus.
These discretes include three configuration inputs, two reversion switch inputs, the display fault inputs, and
the EICAS control panel inputs. All discrete inputs are diode isolated and tied to a pullup resistor. The dis-
cretes are applied to a pair of multiplexers. Each multiplexer output is applied to a buffer circuit that is
read by the microprocessor through the I/O data bus.

The three configuration inputs define the unit function (ED/PFD/MFD) to internal software. For the secon-
dary ED configuration, inputs 1 and 2 are hard wired to ground and input 3 is open.

The EICAS reversion switch inputs select which ED shows the primary display. This switch is used when
one of the EICAS display tubes fails. In the NORM position the EFD OFF and SEC EICAS OFF inputs are
open. In the EICAS 1 position the EFD OFF discrete is grounded. The right side ED display is blanked and
left side ED shows the primary EICAS display. In the EICAS 2 position the PRI EICAS OFF discrete is
grounded. This tells the right side ED it is in a single tube configuration and enables the primary page and
data pages to be selected using the ECP control panel.

The right side ED receives display fault inputs from the left side ED, left side MFD, and right side MFD.
The display fault discrete logic is used to select the appropriate reversionary display through the pilot and
copilot display reversion switches.

The EICAS control panel applies discrete inputs to the right side ED. The discrete inputs provide a backup
to the ECP-2 data bus. The inputs are used if the ECP fails or loses power. Each PRI, STAT, CAS, and
STEP button applies an open to its discrete line when pushed. The EICAS control panel discretes are ap-
plied to both EDs and both MFDs.

Internal ED operation is identical to that described on a previous page for the PFD.

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Figure 4-4-1 (Sheet 4 of 44). EICAS System Schematic (ED 2)

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Refer to Figure 4-4-1, sheet 4.

The number 2 +28-V dc aircraft supply powers the right side ED. The deflection control circuit applies a
ground to the R-ED DISP FAULT discrete if a fault is detected. The discrete is applied to the left side ED,
left side MFD, and right side MFD. Internal ED operation is identical to that described on a previous page
for the PFD.

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Figure 4-4-1 (Sheet 5 of 44). EICAS System Schematic (ECP)

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Refer to Figure 4-4-1, sheet 5. The ECP-4000 EICAS Control Panel provides operator input to the EICAS
display system. The ECP panel selects data pages on the secondary EICAS display. The ECP supplies con-
trol panel switch information to both EDs and both MFDs.

The number 1 +28-V dc aircraft supply powers the left side ECP. The input power is filtered and applied to
a power supply circuit. The power supply generates the internally required voltage levels. The power sup-
ply outputs a reset to the fault timer if the voltage is low.

The microprocessor scans the discrete switch inputs. Pushing a front panel button opens the ground connec-
tion for that buffer input. The pullup resistor sets a momentary high bit on the bus buffer. The microproc-
essor reads the switch inputs through the data bus.

The processor controls internal data transfer using an 8-bit bidirectional AD0-AD7 data bus. An ADDR bus
applies address control to a PROM and to other internal circuits. A fault timer monitors the processor op-
erations. If the processor takes too long to execute a routine, the timer counts down to zero and resets the
processor. This prevents the processor from getting hung up in an endless loop. The microprocessor proc-
esses the switch data and applies formatted data to the ARINC transmitters.

The microprocessor applies serial output to a pair of ARINC 429 low-speed transmitters. The transmitted
ECP-1 data bus is applied to the primary EICAS display and number 1 MFD, and the ECP-2 data bus is ap-
plied to the secondary EICAS display and number 2 MFD.

The ECP outputs four discrete lines to both EDs and both MFDs. These discretes include switch outputs
from the PRI (primary), STAT (status), CAS (crew alerting system), and STEP switches. The discretes pro-
vide backup EICAS display control in the event of an ECP power failure.

Note the blank front panel switch is disabled and can not be pushed.

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Figure 4-4-1 (Sheet 6 of 44). EICAS System Schematic (DCU 1)

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Refer to Figure 4-4-1, sheet 6. The number 1 DCU-4000 is a data concentrator unit which receives analog,
discrete, and bus information from the engines and aircraft systems. This data is processed, put onto
ARINC buses, and sent to the EICAS displays, flight data recorder, and lamp driver unit. Analog aural
warning signals are also generated by the DCU.

The DCU is a dual-channel unit. Channel A concentrates aircraft data and onside engine data. Channel B
concentrates cross-side engine data, generates crew alerting system (CAS) annunciations, aural warnings,
flight data acquisition, and controls the lamp driver unit. A cross-channel bus provides processed channel A
data to the CAS, aural warning, and flight data acquisition functions in channel B.

Channel A of the DCU consists of a power supply, microprocessor, ARINC bus transmitter, ac/dc analog re-
ceivers, and discrete input receivers. The number 1 +28-V dc aircraft supply provides channel A operating
power. The number 1 +28-V dc aircraft battery provides backup operating power to the DCU. The +28-volt
inputs are filtered and applied to a power supply that generates the required internal supply levels.

A microprocessor controls channel A operation. The processor uses a 16-bit AD0-AD15 data bus to read the
analog and discrete inputs. This bus also applies processor generated output data to a UART. When the
UART is enabled to transmit, processed data is applied from the UART transmit port to an ARINC 429 low-
speed transmitter. The L-DCU-3 data bus output is applied to the primary and secondary EICAS displays.
The data bus carries engine number 1 data. A second UART transmits processed data to channel B in
ARINC 429 format.

The address latch provides address outputs to RAM and ROM. Address bus is also applied through a bus
transceiver to the engine gate array (sheet 9). The address latch provides internal device enable and control.
The RAM provides addressable memory and the ROM provides program memory. A reset timer resets the
processor if execution time becomes excessive or if an internal monitored power level becomes too low.

The APU GEN AC LOAD, GEN 1 AC LOAD, and GEN 2 AC LOAD inputs are applied through ac analog re-
ceivers to the analog multiplexer. The multiplexed signal is applied through an analog to digital converter
(sheet 7) to a latch. The processor reads the latch over the data bus. A second address latch provides ad-
dress control to the analog multiplexers and is also applied to the analog multiplexers shown on sheet 7.

The ADG, APU GEN, GEN 1, GEN 2, and EXT AC VOLTAGE/FREQ and AC PWR REF are applied to ac
analog receivers. The voltage/frequency inputs are applied through ac analog receivers to ac converters.
The ac converters output a voltage to the analog multiplexer and a frequency signal to the counter/register.
The processor reads the frequency stored in the register. The multiplexed ac voltage signal is applied
through an analog-to-digital converter (sheet 7) to a latch. The processor reads the latch over the data bus.

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Figure 4-4-1 (Sheet 7 of 44). EICAS System Schematic (DCU 1)

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Refer to Figure 4-4-1, sheet 7. This sheet shows analog inputs to the number 1 DCU-4000. The DCU re-
ceives and digitizes analog signals and filters the signal as required. The filtered and digitized data is inter-
nally available for CAS processing and is transmitted on ARINC 429 buses.

The temperature sensor inputs are applied to a receiver circuit. The receiver circuit supplies the excitation
voltage to the temperature sensor and compares it with the returned signal to determine the temperature.
The signal high, excitation, and reference are applied to analog multiplexers.

The analog inputs are applied through analog receivers to the analog multiplexers. The multiplexers are
controlled by the address latch (sheet 6). The analog multiplexer outputs are applied through a second ana-
log multiplexer to the analog to digital converter. The analog signal is digitized and applied to a latch. The
processor reads the latch over the data bus.

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Figure 4-4-1 (Sheet 8 of 44). EICAS System Schematic (DCU 1)

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Refer to Figure 4-4-1, sheet 8. This sheet shows analog inputs to the number 1 DCU-4000. The DCU re-
ceives and digitizes analog signals and filters the signal inputs as required. The channel A microprocessor
processes the inputs and transfers the data to channel B for CAS processing and transmission on ARINC
429 buses.

The DCU provides analog-to-analog conversion outputs of the right side aileron position, left side elevator
position, and rudder position for use by the autopilot. These outputs are derived from the RVDT (rotary
voltage differential transducer) inputs of the same name. The DCU outputs the required RVDT excitation
voltage. Note that the RVDTs are dual channel. DCU number 1 provides excitation to one channel of all
RVDTs and DCU number 2 provides excitation to the other channel of all RVDTs. The position inputs (such
as LH ELEVATOR POSITION) are applied to a signal conditioner. The signal conditioner compares the po-
sition A and position B inputs from a rotary voltage differential transducer. The signal conditioner outputs
a position signal to an amplifier and the analog multiplexer. The amplifier drives the LH ELEVATOR PO-
SITION output to the number 1 FCC.

The HYDRAULIC QUANTITY SYS inputs are applied to receiver circuits. The receiver circuits supply the
excitation voltage to the hydraulic quantity sensors and compares it with the returned signal to determine
the quantity of hydraulic fluid. The signal high, excitation, and reference are applied to analog multiplexers.

The other analog inputs are applied through analog receivers to analog multiplexers. The analog multiplex-
ers are controlled by the address latch (sheet 6). The analog multiplexer outputs are applied through a sec-
ond analog multiplexer to the analog to digital converter (sheet 7). The analog signal is digitized and ap-
plied to a latch. The processor reads the latch data over the data bus.

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Figure 4-4-1 (Sheet 9 of 44). EICAS System Schematic (DCU 1)

Revised 1 February 2000 4-130

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Refer to Figure 4-4-1, sheet 9. This sheet shows onside engine analog inputs to the number 1 DCU-4000.
The DCU receives and digitizes analog signals and filters the signal inputs as required. The channel A mi-
croprocessor processes the inputs and transfers the data to channel B for CAS processing and transmission
on ARINC 429 buses.

The onside ENGINE ITT, ENGINE OIL PRESSURE, ENGINE VIBRATION N1, and ENGINE VIBRATION
N2 inputs are applied through analog receivers to analog multiplexers. The analog multiplexers are con-
trolled by the address latch. The analog multiplexer outputs are applied to the analog to digital converter.
The analog signal is digitized and applied to the AD bus. The channel A processor reads the data over the
data bus.

Note that the ENGINE ITT input is from a chromel/alumel thermocouple. The chromel/alumel connection is
maintained up to the analog receiver in the DCU.

The onside FUEL FEED TEMP and ENGINE OIL PRESSURE inputs are applied to receiver circuits. The
receiver circuit supplies the excitation voltage to the temperature sensor and compares it with the returned
signal to determine the temperature. The receiver circuit applies the signal high, excitation, and reference
to analog multiplexers.

The ENGINE FAN RPM N1, ENGINE TURBINE RPM N2, ENGINE FUEL FLOW 1 and 2, and ENGINE
FUEL FLOW REF inputs are applied through ac analog receivers to a gate array. The gate array is con-
trolled by the address bus (sheet 6). The gate array converts the analog signal to digital data and applies it
to the AD bus. The channel A processor reads the data over the data bus.

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Figure 4-4-1 (Sheet 10 of 44). EICAS System Schematic (DCU 1)

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Refer to Figure 4-4-1, sheet 10. This sheet shows discrete inputs to the number 1 DCU-4000. The DCU re-
ceives 272 discrete inputs from various aircraft systems. The channel A microprocessor processes the inputs
and transfers the data to channel B for CAS processing and transmission on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The LH
ACU HI PRESS and RH ACU HI PRESS discretes have GND/+28 V logic states. The RAM AIR VENT SOV
OPEN discrete has +28 V/OPEN logic states. All other discrete inputs are GND/OPEN logic, diode isolated,
and tied to a pullup resistor. The discretes are applied to multiplexers. Each multiplexer output is applied
to a buffer circuit that is read by the microprocessor through the I/O data bus. The discrete multiplexers are
controlled by an 8-bit address latch.

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Figure 4-4-1 (Sheet 11 of 44). EICAS System Schematic (DCU 1)

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Refer to Figure 4-4-1, sheet 11. This sheet shows discrete inputs to the number 1 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The APU
BAT AVAILABLE, DC ESS BUS POWERED, DC SERVICE BUS POWERED, UTIL BUS 1 POWERED,
UTIL BUS 2 POWERED, EMERG BUS POWERED, MAIN BAT AVAILABLE, MAIN DC BUS 2 POW-
ERED, BAT BUS POWERED, and MAIN DC BUS 1 POWERED discretes have +28 V/OPEN logic states.
All other discrete inputs are GND/OPEN logic, diode isolated, and tied to a pullup resistor. The discretes are
applied to multiplexers. Each multiplexer output is applied to a buffer circuit that is read by the microproc-
essor through the I/O data bus. The discrete multiplexers are controlled by an 8-bit address latch.

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Figure 4-4-1 (Sheet 12 of 44). EICAS System Schematic (DCU 1)

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Refer to Figure 4-4-1, sheet 12. This sheet shows discrete inputs to the number 1 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The
LANDING GEAR OVERHEAT, TOILET SMOKE DETECTED (CAUTION), TOILET SMOKE DETECTED
(WARNING), CARGO BAY SMOKE DETECTED, and STICK PUSHER POWER discretes have +28
V/OPEN logic states. All other discrete inputs are GND/OPEN logic, diode isolated, and tied to a pullup re-
sistor. The discretes are applied to multiplexers. Each multiplexer output is applied to a buffer circuit that
is read by the microprocessor through the I/O data bus. The discrete multiplexers are controlled by an 8-bit
address latch.

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Figure 4-4-1 (Sheet 13 of 44). EICAS System Schematic (DCU 1)

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Refer to Figure 4-4-1, sheet 13. This sheet shows discrete inputs to the number 1 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The LH
HYD FIREWALL SOV CLOSED, RH HYD FIREWALL SOV CLOSED, RH WING LEADING EDGE HEAT
and LH WING LEADING EDGE HEAT discretes have +28 V/OPEN logic states. The C-DCU AURAL DIS-
ABLE, L-DCU AURAL DISABLE, and R-DCU AURAL DISABLE discretes have OPEN/+28 V logic states.
All other discrete inputs are GND/OPEN, diode isolated, and tied to a pullup resistor. The discretes are ap-
plied to multiplexers. Each multiplexer output is applied to a buffer circuit that is read by the microproces-
sor through the I/O data bus. The discrete multiplexers are controlled by an 8-bit address latch.

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Figure 4-4-1 (Sheet 14 of 44). EICAS System Schematic (DCU 1)

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Refer to Figure 4-4-1, sheet 14. This sheet shows discrete inputs to the number 1 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The BLD
LEAK DET UNIT TEST, LOOP A SELECTED, LOOP B SELECTED, and FDR VALID discretes have +28
V/OPEN logic states. The 10TH ST ISOL SOV OPEN, LH 10TH ST SOV CLOSED, and RH 10TH ST SOV
CLOSED have gnd/+15 V dc logic states. All other discrete inputs are GND/OPEN logic, diode isolated, and
tied to a pullup resistor. The discretes are applied to multiplexers. Each multiplexer output is applied to a
buffer circuit that is read by the microprocessor through the I/O data bus. The discrete multiplexers are
controlled by an 8-bit address latch.

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Figure 4-4-1 (Sheet 15 of 44). EICAS System Schematic (DCU 1)

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Refer to Figure 4-4-1, sheet 15. Channel B concentrates cross-side engine data, generates crew alerting sys-
tem (CAS) annunciations, aural warnings, flight data acquisition, and controls the lamp driver unit. Chan-
nel B also contains serial I/O, discrete I/O, and cross-side engine analog interfaces. A cross-channel bus pro-
vides processed channel A data to the channel B crew alerting system, aural warning, and flight data
acquisition functions.

Channel B of the DCU consists of a power supply, microprocessor, ARINC serial I/O, discrete I/O, and cross-
side engine analog inputs. The number 1 +28-V dc aircraft supply provides channel B operating power. The
number 1 +28-V dc aircraft battery provides backup operating power to the DCU. The +28-volt inputs are
filtered and applied to a power supply that generates the required internal supply levels.

A 16-bit microprocessor controls DCU channel B operation. The processor uses the AD0-AD15 data bus to
read the serial digital, analog, and discrete inputs. This bus also applies processor generated output data to
the UARTs (sheet 16). When the UART is enabled to transmit, processed data is applied from the UART
transmit port to an ARINC 429 low-speed transmitter.

An address latch decodes I/O device control, and the bus transceivers provide 2-way communication between
the processor and the I/O data bus. The address latch provides address outputs to RAM and ROM. Address
bus is also applied through bus transceivers to the engine gate array (sheet 17) and the ARINC unloaders.
The address latch provides internal device enable and control. The RAM provides addressable memory and
the ROM provides program memory. A reset timer resets the processor if execution time becomes excessive
or an internal monitored power level becomes too low.

The DCU receives eight ARINC 429 low-speed data bus inputs from various systems (aircraft data inter-
face). The CABIN PRESSURE 1, CPAM, HSTCU, LH SPOILER, LH FUEL, BRAKE TEMP MON, STEER
BY WIRE, and LH DOORS/LNDG GEAR buses are input through receivers and multiplexed to the ARINC
unloader. Data is read from the ARINC unloader onto the data bus.

The DCU receives an ARINC 429 low-speed data bus input from the lamp driver unit. The LDU-1 bus is in-
put through a receiver and multiplexed to the ARINC unloader. Data is read from the ARINC unloader onto
the data bus.

The DCU receives data from each of the four input/output concentrators in the IAPS. These four ARINC 429
low-speed buses are applied to each DCU. The LA-GP BUS-5 and LB-GP BUS-5 buses are from the left side
of the IAPS. The RA-GP BUS-5 and RB-GP BUS-5 buses are from the right side of the IAPS. Each pair of
buses is input through a receiver and multiplexed to the ARINC unloader. This data is read from the un-
loader onto the AD data bus.

The DCU receives ARINC 429 low-speed data bus inputs from the SPC (stall protection computer) and
GPWS (ground proximity warning system). The SPC-1, SPC-2, and GPWS-1 buses are input through a re-
ceiver and multiplexed to the ARINC unloader. Data is read from the ARINC unloader onto the data bus.

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Figure 4-4-1 (Sheet 16 of 44). EICAS System Schematic (DCU 1)

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Refer to Figure 4-4-1, sheet 16. This sheet shows channel B flight data acquisition, discrete I/O, aural
warning, and serial I/O functions.

The channel B microprocessor applies processed flight data through a bus transceiver to a parallel-to-serial
converter. The 16-bit parallel data input is converted to a serial output and applied to an ARINC transmit-
ter. The DCU outputs the L-DCU-4 bus through a relay to the flight data recorder. The L-DCU-4 bus is in
ARINC 717 format. The DCU also receives an ARINC 717 bus from the flight data recorder. The DFDR bus
is applied through an ARINC receiver to a serial register. The microprocessor reads parallel data from the
register over the PD bus.

The channel B microprocessor controls the discrete outputs through a shift register. A ground or open is ap-
plied to the discrete lines. The FDAU VALID output is applied to FDR relay 1. The discrete is grounded
when valid and energizes FDR relay 1. This connects the number 1 DCU flight data output to the flight
data recorder. If FDAU VALID is lost, the flight data recorder input switches to the number 2 DCU. The
MASTER CAUTION and MASTER WARN discretes are applied to annunciator lights on the pilot and copi-
lot sides. Pushing the MASTER CAUTION or MASTER WARN buttons applies a reset ground discrete to
the DCUs.

The aural warning function is controlled by a microcontroller in channel B. The DCU provide aural warn-
ings along with the visual crew alerts. The aural alerts consist of ten dedicated alert tones, two attention
tones (chime), and 59 specific voice messages. The microcontroller applies digital voice messages to a speech
synthesizer. The speech synthesizer outputs an audio signal through the multiplexer to the audio amplifier.
The microcontroller applies the digital alert and attention tones to the USARTs. The USARTs serial output
is converted to an audio signal in the CSVD MODEM. The audio signal is applied through the multiplexer
to the audio amplifier.

The DCU receives TCAS audio from the TCAS transmitter/receiver. The TCAS audio is input through a re-
ceiver to a multiplexer. The multiplexer output is applied through a second multiplexer to an audio ampli-
fier. The amplifier applies a 600-ohm impedance audio signal to the aircraft audio system.

The DCU receives six ARINC 429 low-speed data bus inputs from various systems (aircraft data interface).
The CABIN PRESSURE 2, RH SPOILER, RH FUEL, APU, RH DOORS/LNDG GEAR, and CLOCK-1 buses
are input through receivers and multiplexed to the ARINC unloader. Data is read from the ARINC unloader
onto the data bus.

The DCU receives ARINC 429 hi-speed data bus inputs from both attitude heading computers. The two
buses are also applied to the number 2 and 3 DCUs. The L-AHC-3 and R-AHC-3 buses are each input
through a receiver to the receive port of a UART. Data is read from the UARTs through the data bus to the
ARINC unloader. The data bus also brings microprocessor generated output data to the UARTs. The
UARTs read this data and apply serial outputs to the ARINC 429 high-speed transmitters. The transmitted
L-DCU-5 data bus is applied to the number 2 and 3 DCUs. The transmitted L-DCU-7 data bus is applied to
the left side IAPS concentrators and the data link management unit.

The DCU receives ARINC 429 high-speed data bus inputs from both the number 2 and 3 DCUs. The R-
DCU-5 and C-DCU-5 buses are each input through a receiver to the receive port of a UART. Data is read
from the UARTs through the data bus to the ARINC unloader. The data bus also brings microprocessor
generated output data to the UARTs. The UARTs read this data and apply serial outputs to the ARINC 429
high-speed transmitters. The transmitted L-DCU-2 data bus is applied to both EICAS and both MFD dis-
plays. The transmitted L-DCU-6 data bus is applied to the lamp driver unit.

Revised 1 February 2000 4-145

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Figure 4-4-1 (Sheet 17 of 44). EICAS System Schematic (DCU 1)

Revised 1 February 2000 4-146

 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 17. This sheet shows cross-side engine analog inputs to the number 1 DCU-
4000. The DCU receives and digitizes analog signals and filters the signal inputs as required. The channel
B microprocessor processes the inputs and transmits the data on ARINC 429 buses.

The cross-side ENGINE ITT, ENGINE OIL PRESSURE, ENGINE VIBRATION N1, and ENGINE VIBRA-
TION N2 inputs are applied through analog receivers to analog multiplexers. The analog multiplexers are
controlled by the address latch. The analog multiplexer outputs are applied to the analog-to-digital con-
verter. The analog signal is digitized and applied to the AD bus. The channel B processor reads the data
over the data bus.

Note that the ENGINE ITT input is from a chromel/alumel thermocouple. The chromel/alumel connection is
maintained up to the analog receiver in the DCU.

The cross-side FUEL FEED TEMP and ENGINE OIL TEMP inputs are applied to receiver circuits. The re-
ceiver circuits supply the excitation voltage to the temperature sensor and compares it with the returned
signal to determine the temperature. The receiver circuit applies the signal high, excitation, and reference
to analog multiplexers.

The cross-side ENGINE FAN RPM N1, ENGINE TURBINE RPM N2, ENGINE FUEL FLOW 1 and 2, and
ENGINE FUEL FLOW REF inputs are applied through ac analog receivers to a gate array. The gate array
is controlled by the address bus (sheet 6). The gate array converts the analog signal to digital data and ap-
plies it to the AD bus. The channel B processor reads the data over the data bus.

Revised 1 February 2000 4-147

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Figure 4-4-1 (Sheet 18 of 44). EICAS System Schematic (DCU 2)

Revised 1 February 2000 4-148

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Refer to Figure 4-4-1, sheet 18. The number 2 DCU-4000 Data Concentrator Unit receives analog, discrete,
and bus information from the engines and aircraft systems. This data is processed, put onto ARINC buses,
and sent to the EICAS displays, flight data recorder, and lamp driver unit. Analog aural warning signals
are also generated by the DCU.

The DCU is a dual-channel unit. Channel A concentrates aircraft data and onside engine data. Channel B
concentrates cross-side engine data, generates crew alerting system (CAS) annunciations, aural warnings,
flight data acquisition, and controls the lamp driver unit. The cross-channel bus provides processed channel
A data to the CAS, aural warning, and flight data acquisition functions in channel B.

Channel A of the DCU consists of a power supply, microprocessor, ARINC bus transmitter, ac/dc analog re-
ceivers, and discrete input receivers. The number 2 +28-V dc aircraft supply provides channel A operating
power. The number 2 +28-V dc aircraft battery provides backup operating power to the DCU. The +28-volt
inputs are filtered and applied to a power supply that generates the required internal supply levels.

A microprocessor controls channel A operation. The processor uses a 16-bit AD0-AD15 data bus to read the
analog and discrete inputs. This bus also applies processor generated output data to a UART. When the
UART is enabled to transmit, processed data is applied from the UART transmit port to an ARINC 429 low-
speed transmitter. The R-DCU-3 data bus output is applied to the primary and secondary EICAS displays.
The data bus carries number 2 engine data. A second UART transmits processed data to channel B in
ARINC 429 format.

The address latch provides address outputs to RAM and ROM. Address bus is also applied through a bus
transceiver to the engine gate array (sheet 21). The address latch provides internal device enable and con-
trol. The RAM provides addressable memory and the ROM provides program memory. A reset timer resets
the processor if execution time becomes excessive or if an internal monitored power level becomes too low.

The APU GEN AC LOAD, GEN 1 AC LOAD, and GEN 2 AC LOAD inputs are applied through ac analog re-
ceivers to the analog multiplexer. The multiplexed signal is applied through an analog-to-digital converter
(sheet 19) to a latch. The processor reads the latch over the data bus. A second address latch provides ad-
dress control to the analog multiplexers and is also applied to the analog multiplexers shown on sheet 19.

The ADG, APU GEN, GEN1, GEN2, and EXT AC VOLTAGE/FREQ and AC PWR REF are applied to ac
analog receivers. The voltage/frequency inputs are applied through ac analog receivers to ac converters.
The ac converters output a voltage to the analog multiplexer and a frequency signal to the counter/register.
The processor reads the frequency stored in the register. The multiplexed ac voltage signal is applied
through an analog-to-digital converter (sheet 19) to a latch. The processor reads the latch over the data bus.

Revised 1 February 2000 4-149

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Figure 4-4-1 (Sheet 19 of 44). EICAS System Schematic (DCU 2)

Revised 1 February 2000 4-150

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Refer to Figure 4-4-1, sheet 19. This sheet shows analog inputs to the number 2 DCU-4000. The DCU re-
ceives and digitizes analog signals and filters the signal inputs as required. The filtered and digitized data
is internally available for CAS processing and is transmitted on ARINC 429 buses.

The temperature sensor inputs are applied to receiver circuits. The receiver circuits supply the excitation
voltage to the temperature sensor and compares it with the returned signal to determine the temperature.
The signal high, excitation, and reference are applied to analog multiplexers.

The analog inputs are applied through analog receivers to the analog multiplexers. The multiplexers are
controlled by the address latch (sheet 18). The analog multiplexer outputs are applied through a second
analog multiplexer to the analog-to-digital converter. The analog signal is digitized and applied to a latch.
The processor reads the latch over the data bus.

Revised 1 February 2000 4-151

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Figure 4-4-1 (Sheet 20 of 44). EICAS System Schematic (DCU 2)

Revised 1 February 2000 4-152

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Refer to Figure 4-4-1, sheet 20. This sheet shows analog inputs to the number 2 DCU-4000. The DCU re-
ceives and digitizes analog signals and filters the signal inputs as required. The channel A microprocessor
processes the inputs and transfers the data to channel B for CAS processing and transmission on ARINC
429 buses.

The DCU provides analog-to-analog conversion outputs of the right side aileron position, left side elevator
position, and rudder position for use by the autopilot. These outputs are derived from the RVDT (rotary
voltage differential transducer) inputs of the same name. The DCU outputs the required RVDT excitation
voltage. Note that the RVDTs are dual channel. DCU number 1 provides excitation to one channel of all
RVDTs and DCU number 2 provides excitation to the other channel of all RVDTs. The position inputs (such
as LH ELEVATOR POSITION) are applied to a signal conditioner. The signal conditioner compares the po-
sition A and position B inputs from a rotary voltage differential transducer. The signal conditioner outputs
a position signal to an amplifier and the analog multiplexer. The amplifier drives the LH ELEVATOR PO-
SITION output to the number 2 FCC.

The HYDRAULIC QUANTITY SYS inputs are applied to receiver circuits. The receiver circuits supply the
excitation voltage to the hydraulic quantity sensors and compares it with the returned signal to determine
the quantity of hydraulic fluid. The receiver circuit applies the signal high, excitation, and reference to
analog multiplexers.

The other analog inputs are applied through analog receivers to analog multiplexers. The analog multiplex-
ers are controlled by the address latch (sheet 18). The analog multiplexer outputs are applied through a sec-
ond analog multiplexer to the analog-to-digital converter (sheet 19). The analog signal is digitized and ap-
plied to a latch. The processor reads the latch data over the data bus.

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Figure 4-4-1 (Sheet 21 of 44). EICAS System Schematic (DCU 2)

Revised 1 February 2000 4-154

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Refer to Figure 4-4-1, sheet 21. This sheet shows onside engine analog inputs to the number 2 DCU-4000.
The DCU receives and digitizes analog signals and filters the signal inputs as required. The channel A mi-
croprocessor processes the inputs and transfers the data to channel B for CAS processing and transmission
on ARINC 429 buses.

The onside ENGINE ITT, ENGINE OIL PRESSURE, ENGINE VIBRATION N1, and ENGINE VIBRATION
N2 inputs are applied through analog receivers to analog multiplexers. The analog multiplexers are con-
trolled by the address latch. The analog multiplexer outputs are applied to the analog-to-digital converter.
The analog signal is digitized and applied to the AD bus. The channel A processor reads the data over the
data bus.

Note that the ENGINE ITT input is from a chromel/alumel thermocouple. The chromel/alumel connection is
maintained up to the analog receiver in the DCU.

The onside FUEL FEED TEMP and ENGINE OIL TEMP inputs are applied to receiver circuits. The re-
ceiver circuits supply the excitation voltage to the temperature sensors and compares it with the returned
signal to determine the temperature. The receiver circuit applies the signal high, excitation, and reference
to analog multiplexers.

The ENGINE FAN RPM N1, ENGINE TURBINE RPM N2, ENGINE FUEL FLOW 1 and 2, and ENGINE
FUEL FLOW REF inputs are applied through ac analog receivers to a gate array. The gate array is con-
trolled by the address bus (sheet 18). The gate array converts the analog signal to digital data and applies it
to the AD bus. The channel A processor reads the data over the data bus.

Revised 1 February 2000 4-155

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Figure 4-4-1 (Sheet 22 of 44). EICAS System Schematic (DCU 2)

Revised 1 February 2000 4-156

 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 22. This sheet shows discrete inputs to the number 2 DCU-4000. The DCU re-
ceives 272 discrete inputs from various aircraft systems. The channel A microprocessor processes the inputs
and transfers the data to channel B for CAS processing and transmission on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The LH
ACU HI PRESS and RH ACU HI PRESS discretes have GND/+28 V logic states. The RAM AIR VENT SOV
OPEN discrete has +28 V/OPEN logic states. All other discrete inputs are GND/OPEN logic, diode isolated,
and tied to a pullup resistor. The discretes are applied to multiplexers. Each multiplexer output is applied
to a buffer circuit that is read by the microprocessor through the I/O data bus. The discrete multiplexers are
controlled by an 8-bit address latch.

Revised 1 February 2000 4-157

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Figure 4-4-1 (Sheet 23 of 44). EICAS System Schematic (DCU 2)

Revised 1 February 2000 4-158

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Refer to Figure 4-4-1, sheet 23. This sheet shows discrete inputs to the number 2 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The APU
BAT AVAILABLE, DC ESS BUS POWERED, DC SERVICE BUS POWERED, UTIL BUS 1 POWERED,
UTIL BUS 2 POWERED, EMERG BUS POWERED, MAIN BAT AVAILABLE, MAIN DC BUS 2 POW-
ERED, BAT BUS POWERED, and MAIN DC BUS 1 POWERED discretes have +28 V/OPEN logic states.
All other discrete inputs are GND/OPEN logic, diode isolated, and tied to a pullup resistor. The discretes are
applied to multiplexers. Each multiplexer output is applied to a buffer circuit that is read by the microproc-
essor through the I/O data bus. The discrete multiplexers are controlled by an 8-bit address latch.

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Figure 4-4-1 (Sheet 24 of 44). EICAS System Schematic (DCU 2)

Revised 1 February 2000 4-160

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Refer to Figure 4-4-1, sheet 24. This sheet shows discrete inputs to the number 2 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The
LANDING GEAR OVERHEAT, TOILET SMOKE DETECTED (CAUTION), TOILET SMOKE DETECTED
(WARNING), CARGO BAY SMOKE DETECTED, and STICK PUSHER POWER discretes have +28
V/OPEN logic states. All other discrete inputs are GND/OPEN logic, diode isolated, and tied to a pullup re-
sistor. The discretes are applied to multiplexers. Each multiplexer output is applied to a buffer circuit that
is read by the microprocessor through the I/O data bus. The discrete multiplexers are controlled by an 8-bit
address latch.

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Figure 4-4-1 (Sheet 25 of 44). EICAS System Schematic (DCU 2)

Revised 1 February 2000 4-162

 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 25. This sheet shows discrete inputs to the number 2 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The LH
HYD FIREWALL SOV CLOSED, RH HYD FIREWALL SOV CLOSED, RH WING LEADING EDGE HEAT
and LH WING LEADING EDGE HEAT discretes have +28 V/OPEN logic states. The C-DCU AURAL DIS-
ABLE, L-DCU AURAL DISABLE, and R-DCU AURAL DISABLE discretes have OPEN/+28 V logic states.
All other discrete inputs are GND/OPEN, diode isolated, and tied to a pullup resistor. The discretes are ap-
plied to multiplexers. Each multiplexer output is applied to a buffer circuit that is read by the microproces-
sor through the I/O data bus. The discrete multiplexers are controlled by an 8-bit address latch.

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Figure 4-4-1 (Sheet 26 of 44). EICAS System Schematic (DCU 2)

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Refer to Figure 4-4-1, sheet 26. This sheet shows discrete inputs to the number 2 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The BLD
LEAK DET UNIT TEST, LOOP A SELECTED, LOOP B SELECTED, and FDR VALID discretes have +28
V/OPEN logic states. The 10TH ST ISOL SOV OPEN, LH 10TH ST SOV CLOSED, and RH 10TH ST SOV
CLOSED have gnd/+15 V dc logic states. All other discrete inputs are GND/OPEN logic, diode isolated, and
tied to a pullup resistor. The discretes are applied to multiplexers. Each multiplexer output is applied to a
buffer circuit that is read by the microprocessor through the I/O data bus. The discrete multiplexers are
controlled by an 8-bit address latch.

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Figure 4-4-1 (Sheet 27 of 44). EICAS System Schematic (DCU 2)

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Refer to Figure 4-4-1, sheet 27. Channel B concentrates cross-side engine data, generates crew alerting sys-
tem (CAS) annunciations, aural warnings, flight data acquisition, and controls the lamp driver unit. Chan-
nel B also contains serial I/O, discrete I/O, and cross-side engine analog interfaces. A cross-channel bus pro-
vides processed channel A data to the channel B crew alerting system, aural warning, and flight data
acquisition functions.

Channel B of the DCU consists of a power supply, microprocessor, ARINC serial I/O, discrete I/O, and cross-
side engine analog inputs. The number 2 +28-V dc aircraft supply provides channel B operating power. The
number 2 +28-V dc aircraft battery provides backup operating power to the DCU. The +28-volt inputs are
filtered and applied to a power supply that generates the required internal supply levels.

A 16-bit microprocessor controls DCU channel B operation. The processor uses the AD0-AD15 data bus to
read the serial digital, analog, and discrete inputs. This bus also applies processor generated output data to
the UARTs (sheet 28). When the UART is enabled to transmit, processed data is applied from the UART
transmit port to an ARINC 429 low-speed transmitter.

An address latch decodes I/O device control, and the bus transceivers provide 2-way communication between
the processor and the I/O data bus. The address latch provides address outputs to RAM and ROM. Address
bus is also applied through bus transceivers to the engine gate array (sheet 29) and the ARINC unloaders.
The address latch provides internal device enable and control. The RAM provides addressable memory and
the ROM provides program memory. A reset timer resets the processor if execution time becomes excessive
or if an internal monitored power level becomes too low.

The DCU receives eight ARINC 429 low-speed data bus inputs from various systems (aircraft data inter-
face). The CABIN PRESSURE 1, CPAM, HSTCU, LH SPOILER, LH FUEL, BRAKE TEMP MON, STEER
BY WIRE, and LH DOORS/LNDG GEAR buses are input through receivers and multiplexed to the ARINC
unloader. Data is read from the ARINC unloader onto the data bus.

The DCU receives an ARINC 429 low-speed data bus input from the lamp driver unit. The LDU-2 bus is in-
put through a receiver and multiplexed to the ARINC unloader. Data is read from the ARINC unloader onto
the data bus.

The DCU receives data from each of the four input/output concentrators in the IAPS. These four ARINC 429
low-speed buses are applied to each DCU. The LA-GP BUS-5 and LB-GP BUS-5 buses are from the left side
of the IAPS. The RA-GP BUS-5 and RB-GP BUS-5 buses are from the right side of the IAPS. Each pair of
buses is input through a receiver and multiplexed to the ARINC unloader. This data is read from the un-
loader onto the AD data bus.

The DCU receives ARINC 429 low-speed data bus inputs from the SPC (stall protection computer) and
GPWS (ground proximity warning system). The SPC-1, SPC-2, and GPWS-1 buses are input through a re-
ceiver and multiplexed to the ARINC unloader. Data is read from the ARINC unloader onto the data bus.

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Figure 4-4-1 (Sheet 28 of 44). EICAS System Schematic (DCU 2)

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Refer to Figure 4-4-1, sheet 28. This sheet shows channel B flight data acquisition, discrete I/O, aural
warning, and serial I/O functions.

The channel B microprocessor applies processed flight data through a bus transceiver to a parallel-to-serial
converter. The 16-bit parallel data input is converted to a serial output and applied to an ARINC transmit-
ter. The DCU outputs the R-DCU-4 bus through a relay to the flight data recorder. The R-DCU-4 bus is in
ARINC 717 format. The DCU also receives an ARINC 717 bus from the flight data recorder. The DFDR bus
is applied through an ARINC receiver to a serial register. The microprocessor reads parallel data from the
register over the PD bus.

The channel B microprocessor controls the discrete outputs through a shift register. A ground or open is ap-
plied to the discrete lines. The FDAU VALID output is applied to FDR relay 2. The discrete is grounded
when valid. FDR relay 2 is energized when the number 1 DCU FDAU is invalid. This connects the number
2 DCU flight data output to the flight data recorder. The MASTER CAUTION and MASTER WARN dis-
cretes are applied to annunciator lights on the pilot and copilot sides. Pushing the MASTER CAUTION or
MASTER WARN button applies a reset ground discrete to the DCUs.

The aural warning function is controlled by a microcontroller in channel B. The DCU provides aural warn-
ings along with the visual crew alerts. The aural alerts consist of 10 dedicated alert tones, two attention
tones (chime), and 59 specific voice messages. The microcontroller applies digital voice messages to a speech
synthesizer. The speech synthesizer outputs an audio signal through the multiplexer to the audio amplifier.
The microcontroller applies the digital alert and attention tones to the USARTs. The USART serial output
is converted to an audio signal in the CSVD MODEM. The audio signal is applied through the multiplexer
to the audio amplifier.

The DCU receives TCAS audio from the TCAS transmitter/receiver. The TCAS audio is input through a re-
ceiver to a multiplexer. The multiplexer output is applied through a second multiplexer to an audio ampli-
fier. The amplifier applies a 600-ohm impedance audio signal to the aircraft audio system.

The DCU receives six ARINC 429 low-speed data bus inputs from various systems (aircraft data interface).
The CABIN PRESSURE 2, RH SPOILER, RH FUEL, APU, RH DOORS/LNDG GEAR, and CLOCK-1 buses
are input through receivers and multiplexed to the ARINC unloader. Data is read from the ARINC unloader
onto the data bus.

The DCU receives ARINC 429 high-speed data bus inputs from both attitude heading computers. The two
buses are also applied to the number 1 and 3 DCUs. The L-AHC-3 and R-AHC-3 buses are each input
through a receiver to the receive port of a UART. Data is read from the UARTs through the data bus to the
ARINC unloader. The data bus also brings microprocessor generated output data to the UARTs. The
UARTs read this data and apply serial outputs to the ARINC 429 high-speed transmitters. The transmitted
R-DCU-5 data bus is applied to the number 1 DCU, number 3 DCU, and the data link management unit.
The transmitted R-DCU-7 data bus is applied to the right side IAPS concentrators.

The DCU receives ARINC 429 high-speed data bus inputs from both the number 1 and 3 DCUs. The L-
DCU-5 and C-DCU-5 buses are each input through a receiver to the receive port of a UART. Data is read
from the UARTs through the data bus to the ARINC unloader. The data bus also brings microprocessor
generated output data to the UARTs. The UARTs read this data and apply serial outputs to the ARINC 429
high-speed transmitters. The transmitted R-DCU-2 data bus is applied to both EICAS displays and both
MFD displays. The transmitted R-DCU-6 data bus is applied to the lamp driver unit.

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Figure 4-4-1 (Sheet 29 of 44). EICAS System Schematic (DCU 2)

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 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 29. This sheet shows cross-side engine analog inputs to the number 2 DCU-
4000. The DCU receives and digitizes analog signals and filters the signal inputs as required. The channel
B microprocessor processes the inputs and transmits the data on ARINC 429 buses.

The cross-side ENGINE ITT, ENGINE OIL PRESSURE, ENGINE VIBRATION N1, and ENGINE VIBRA-
TION N2 inputs are applied through analog receivers to analog multiplexers. The analog multiplexers are
controlled by the address latch. The analog multiplexer outputs are applied to the analog-to-digital con-
verter. The analog signal is digitized and applied to the AD bus. The channel B processor reads the data
over the data bus.

Note that the ENGINE ITT input is from a chromel/alumel thermocouple. The chromel/alumel connection is
maintained up to the analog receiver in the DCU.

The cross-side FUEL FEED TEMP and ENGINE OIL TEMP inputs are applied to receiver circuits. The re-
ceiver circuits supply the excitation voltage to the temperature sensors and compares it with the returned
signal to determine the temperature. The receiver circuit applies the signal high, excitation, and reference
to analog multiplexers.

The cross-side ENGINE FAN RPM N1, ENGINE TURBINE RPM N2, ENGINE FUEL FLOW 1 and 2, and
ENGINE FUEL FLOW REF inputs are applied through ac analog receivers to a gate array. The gate array
is controlled by the address bus (sheet 18). The gate array converts the analog signal to digital data and ap-
plies it to the AD bus. The channel B processor reads the data over the data bus.

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Figure 4-4-1 (Sheet 30 of 44). EICAS System Schematic (DCU 3)

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Refer to Figure 4-4-1, sheet 30. The number 3 DCU-4000 is a data concentrator unit which receives analog,
discrete, and bus information from the engines and aircraft systems. This data is processed, put onto
ARINC buses, and sent to the EICAS displays and lamp driver unit. Analog aural warning signals are also
generated by the DCU.

The DCU is a dual-channel unit. Channel A concentrates aircraft data and onside engine data. Channel B
concentrates cross-side engine data, generates crew alerting system (CAS) annunciations, aural warnings,
flight data acquisition, and controls the lamp driver unit. The cross-channel bus provides processed channel
A data to the CAS, aural warning, and flight data acquisition functions in channel B.

Channel A of the DCU consists of a power supply, microprocessor, ARINC bus transmitter, ac/dc analog re-
ceivers, and discrete input receivers. The number 2 +28-V dc aircraft supply provides channel A operating
power. The number 2 +28-V dc aircraft battery provides backup operating power to the DCU. The +28-volt
inputs are filtered and applied to a power supply that generates the required internal supply levels.

A microprocessor controls channel A operation. The processor uses a 16-bit AD0-AD15 data bus to read the
analog and discrete inputs. This bus also applies processor generated output data to a UART. When the
UART is enabled to transmit, processed data is applied from the UART transmit port to an ARINC 429 low-
speed transmitter. The C-DCU-3 data bus output is not used. A second UART transmits processed data to
channel B in ARINC 429 format.

The address latch provides address outputs to RAM and ROM. Address bus is also applied through a bus
transceiver to the engine gate array (sheet 33). The address latch provides internal device enable and con-
trol. The RAM provides addressable memory and the ROM provides program memory. A reset timer resets
the processor if execution time becomes excessive or an internal monitored power level becomes too low.

The APU GEN AC LOAD, GEN 1 AC LOAD, and GEN 2 AC LOAD inputs are applied through ac analog re-
ceivers to the analog multiplexer. The multiplexed signal is applied through an analog-to-digital converter
(sheet 31) to a latch. The processor reads the latch over the data bus. A second address latch provides ad-
dress control to the analog multiplexers and is also applied to the analog multiplexers shown on sheet 31.

The ADG, APU GEN, GEN 1, GEN 2, and EXT AC VOLTAGE/FREQ and AC PWR REF are applied to an ac
analog receivers. The voltage/frequency inputs are applied through ac analog receivers to ac converters.
The ac converters output a voltage to the analog multiplexer and a frequency signal to the counter/register.
The processor reads the frequency stored in the register. The multiplexed ac voltage signal is applied
through an analog-to-digital converter (sheet 31) to a latch. The processor reads the latch over the data bus.

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Figure 4-4-1 (Sheet 31 of 44). EICAS System Schematic (DCU 3)

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 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 31. This sheet shows analog inputs to the number 3 DCU-4000. The DCU re-
ceives and digitizes analog signals and filters the signal inputs as required. The filtered and digitized data
is internally available for CAS processing and is transmitted on ARINC 429 buses.

The temperature sensor inputs are applied to receiver circuits. The receiver circuits supply the excitation
voltage to the temperature sensors and compares it with the returned signal to determine the temperature.
The receiver circuits apply the signal high, excitation, and reference to analog multiplexers.

The analog inputs are applied through analog receivers to the analog multiplexers. The multiplexers are
controlled by the address latch (sheet 30). The analog multiplexer outputs are applied through a second
analog multiplexer to the analog-to-digital converter. The analog signal is digitized and applied to a latch.
The processor reads the latch over the data bus.

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Figure 4-4-1 (Sheet 32 of 44). EICAS System Schematic (DCU 3)

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 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 32. This sheet shows analog inputs to the number 3 DCU-4000. The DCU re-
ceives and digitizes analog signals and filters the signal inputs as required. The channel A microprocessor
processes the inputs and transfers the data to channel B for CAS processing and transmission on ARINC
429 buses.

The DCU analog-to-analog conversion inputs and outputs of the aileron position, elevator position, and rud-
der position are not connected for the number 3 DCU. These outputs are derived from the RVDT (rotary
voltage differential transducer) inputs of the same name. The inputs are applied to a signal conditioner.
The signal conditioner compares the position A and position B inputs from a rotary voltage differential
transducer. The signal conditioner outputs a position signal to an amplifier and the analog multiplexer.
The amplifier outputs are not used for number 3 DCU.

The HYDRAULIC QUANTITY SYS inputs are applied to receiver circuits. The receiver circuits supply the
excitation voltage to the hydraulic quantity sensor and compares it with the returned signal to determine
the quantity of hydraulic fluid. The receiver circuits apply the signal high, excitation, and reference to ana-
log multiplexers.

The other analog inputs are applied through analog receivers to analog multiplexers. The analog multiplex-
ers are controlled by the address latch (sheet 30). The analog multiplexer outputs are applied through a sec-
ond analog multiplexer to the analog-to-digital converter (sheet 31). The analog signal is digitized and ap-
plied to a latch. The processor reads the latch data over the data bus.

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Figure 4-4-1 (Sheet 33 of 44). EICAS System Schematic (DCU 3)

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 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 33. This sheet shows onside engine analog inputs to the number 3 DCU-4000.
The DCU receives and digitizes analog signals and filters the signal inputs as required. The channel A mi-
croprocessor processes the inputs and transfers the data to channel B for CAS processing and transmission
on ARINC 429 buses.

The onside ENGINE ITT, ENGINE OIL PRESSURE, ENGINE VIBRATION N1, and ENGINE VIBRATION
N2 inputs are applied through analog receivers to analog multiplexers. The analog multiplexers are con-
trolled by the address latch. The analog multiplexer outputs are applied to the analog-to-digital converter.
The analog signal is digitized and applied to the AD bus. The channel A processor reads the data over the
data bus.

Note that the ENGINE ITT input is from a chromel/alumel thermocouple. The chromel/alumel connection is
maintained up to the analog receiver in the DCU.

The onside FUEL FEED TEMP and ENGINE OIL TEMP inputs are applied to receiver circuits. The re-
ceiver circuits supply the excitation voltage to the temperature sensors and compares it with the returned
signal to determine the temperature. The receiver circuits apply the signal high, excitation, and reference to
analog multiplexers.

The ENGINE FAN RPM N1, ENGINE TURBINE RPM N2, ENGINE FUEL FLOW 1 and 2, and ENGINE
FUEL FLOW REF inputs are applied through ac analog receivers to a gate array. The gate array is con-
trolled by the address bus (sheet 30). The gate array converts the analog signal to digital data and applies it
to the AD bus. The channel A processor reads the data over the data bus.

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Figure 4-4-1 (Sheet 34 of 44). EICAS System Schematic (DCU 3)

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 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 34. This sheet shows discrete inputs to the number 3 DCU-4000. The DCU re-
ceives 272 discrete inputs from various aircraft systems. The channel A microprocessor processes the inputs
and transfers the data to channel B for CAS processing and transmission on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The LH
ACU HI PRESS and RH ACU HI PRESS discretes have GND/+28 V logic states. The RAM AIR VENT SOV
OPEN discrete has +28 V/OPEN logic states. All other discrete inputs are GND/OPEN logic, diode isolated,
and tied to a pullup resistor. The discretes are applied to multiplexers. Each multiplexer output is applied
to a buffer circuit that is read by the microprocessor through the I/O data bus. The discrete multiplexers are
controlled by an 8-bit address latch.

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Figure 4-4-1 (Sheet 35 of 44). EICAS System Schematic (DCU 3)

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 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 35. This sheet shows discrete inputs to the number 3 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The APU
BAT AVAILABLE, DC ESS BUS POWERED, DC SERVICE BUS POWERED, UTIL BUS 1 POWERED,
UTIL BUS 2 POWERED, EMERG BUS POWERED, MAIN BAT AVAILABLE, MAIN DC BUS 2 POW-
ERED, BAT BUS POWERED, and MAIN DC BUS 1 POWERED discretes have +28 V/OPEN logic states.
All other discrete inputs are GND/OPEN logic, diode isolated, and tied to a pullup resistor. The discretes are
applied to multiplexers. Each multiplexer output is applied to a buffer circuit that is read by the microproc-
essor through the I/O data bus. The discrete multiplexers are controlled by an 8-bit address latch.

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Figure 4-4-1 (Sheet 36 of 44). EICAS System Schematic (DCU 3)

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 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 36. This sheet shows discrete inputs to the number 3 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The
LANDING GEAR OVERHEAT, TOILET SMOKE DETECTED (CAUTION), TOILET SMOKE DETECTED
(WARNING), CARGO BAY SMOKE DETECTED, and STICK PUSHER POWER discretes have +28
V/OPEN logic states. All other discrete inputs are GND/OPEN logic, diode isolated, and tied to a pullup re-
sistor. The discretes are applied to multiplexers. Each multiplexer output is applied to a buffer circuit that
is read by the microprocessor through the I/O data bus. The discrete multiplexers are controlled by an 8-bit
address latch.

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Figure 4-4-1 (Sheet 37 of 44). EICAS System Schematic (DCU 3)

Revised 1 February 2000 4-186

 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 37. This sheet shows discrete inputs to the number 3 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The LH
HYD FIREWALL SOV CLOSED, RH HYD FIREWALL SOV CLOSED, RH WING LEADING EDGE HEAT
and LH WING LEADING EDGE HEAT discretes have +28 V/OPEN logic states. The C-DCU AURAL DIS-
ABLE, L-DCU AURAL DISABLE, and R-DCU AURAL DISABLE discretes have OPEN/+28 V logic states.
All other discrete inputs are GND/OPEN, diode isolated, and tied to a pullup resistor. The discretes are ap-
plied to multiplexers. Each multiplexer output is applied to a buffer circuit that is read by the microproces-
sor through the I/O data bus. The discrete multiplexers are controlled by an 8-bit address latch.

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Figure 4-4-1 (Sheet 38 of 44). EICAS System Schematic (DCU 3)

Revised 1 February 2000 4-188

 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 38. This sheet shows discrete inputs to the number 3 DCU-4000. The channel A
microprocessor processes the inputs and transfers the data to channel B for CAS processing and transmis-
sion on ARINC 429 buses.

Discrete inputs are applied to the DCU and read by the microprocessor through the AD data bus. The BLD
LEAK DET UNIT TEST, LOOP A SELECTED, LOOP B SELECTED, and FDR VALID discretes have +28
V/OPEN logic states. The 10TH ST ISOL SOV OPEN, LH 10TH ST SOV CLOSED, and RH 10TH ST SOV
CLOSED have gnd/+15 V dc logic states. All other discrete inputs are GND/OPEN logic, diode isolated, and
tied to a pullup resistor. The discretes are applied to multiplexers. Each multiplexer output is applied to a
buffer circuit that is read by the microprocessor through the I/O data bus. The discrete multiplexers are
controlled by an 8-bit address latch.

Revised 1 February 2000 4-189

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Figure 4-4-1 (Sheet 39 of 44). EICAS System Schematic (DCU 3)

Revised 1 February 2000 4-190

 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 39. Channel B concentrates cross-side engine data, generates crew alerting sys-
tem (CAS) annunciations, aural warnings, flight data acquisition, and controls the lamp driver unit. Chan-
nel B also contains serial I/O, discrete I/O, and cross-side engine analog interfaces. A cross-channel bus pro-
vides processed channel A data to the channel B crew alerting system, aural warning, and flight data
acquisition functions.

Channel B of the DCU consists of a power supply, microprocessor, ARINC serial I/O, discrete I/O, and cross-
side engine analog inputs. The number 2 +28-V dc aircraft supply provides channel B operating power. The
number 2 +28-V dc aircraft battery provides backup operating power to the DCU. The +28-volt inputs are
filtered and applied to a power supply that generates the required internal supply levels.

A 16-bit microprocessor controls DCU channel B operation. The processor uses the AD0-AD15 data bus to
read the serial digital, analog, and discrete inputs. This bus also applies processor generated output data to
the UARTs (sheet 40). When the UART is enabled to transmit, processed data is applied from the UART
transmit port to an ARINC 429 low-speed transmitter.

An address latch decodes I/O device control, and the bus transceivers provide 2-way communication between
the processor and the I/O data bus. The address latch provides address outputs to RAM and ROM. Address
bus is also applied through bus transceivers to the engine gate array (sheet 41) and the ARINC unloaders.
The address latch provides internal device enable and control. The RAM provides addressable memory and
the ROM provides program memory. A reset timer resets the processor if execution time becomes excessive
or if an internal monitored power level becomes too low.

The DCU receives eight ARINC 429 low-speed data bus inputs from various systems (aircraft data inter-
face). The CABIN PRESSURE 1, CPAM, HSTCU, LH SPOILER, LH FUEL, BRAKE TEMP MON, STEER
BY WIRE, and LH DOORS/LNDG GEAR buses are input through receivers and multiplexed to the ARINC
unloader. Data is read from the ARINC unloader onto the data bus.

The DCU receives data from each of the four input/output concentrators in the IAPS. These four ARINC 429
low-speed buses are applied to each DCU. The LA-GP BUS-5 and LB-GP BUS-5 buses are from the left side
of the IAPS. The RA-GP BUS-5 and RB-GP BUS-5 buses are from the right side of the IAPS. Each pair of
buses is input through a receiver and multiplexed to the ARINC unloader. This data is read from the un-
loader onto the AD data bus.

The DCU receives ARINC 429 low-speed data bus inputs from the SPC (stall protection computer) and
GPWS (ground proximity warning system). The SPC-1, SPC-2, and GPWS-1 buses are input through a re-
ceiver and multiplexed to the ARINC unloader. Data is read from the ARINC unloader onto the data bus.

Revised 1 February 2000 4-191

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Figure 4-4-1 (Sheet 40 of 44). EICAS System Schematic (DCU 3)

Revised 1 February 2000 4-192

 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 40. This sheet shows channel B flight data acquisition, discrete I/O, aural
warning, and serial I/O functions.

The channel B microprocessor applies processed flight data through a bus transceiver to a parallel-to-serial
converter. The 16-bit parallel data input is converted to a serial output and applied to an ARINC transmit-
ter. The C-DCU-4 bus output is wrapped around to the DFDR input for DCU number 3. The C-DCU-4 bus
is in ARINC 717 format. The microprocessor reads parallel data from the register over the PD bus.

The channel B microprocessor controls the discrete outputs through a shift register. A ground or open is ap-
plied to the discrete lines. The FDAU VALID output is not used for DCU number 3. The MASTER CAU-
TION and MASTER WARN discretes are applied to annunciator lights on the pilot and copilot sides. Push-
ing the MASTER CAUTION or MASTER WARN button applies a reset ground discrete to the DCUs.

The aural warning function is controlled by a microcontroller in channel B. The DCU provides aural warn-
ings along with the visual crew alerts. The aural alerts consist of 10 dedicated alert tones, 2 attention tones
(chime), and 59 specific voice messages. The microcontroller applies digital voice messages to a speech syn-
thesizer. The speech synthesizer outputs an audio signal through the multiplexer to the audio amplifier.
The microcontroller applies the digital alert and attention tones to the USARTs. The USARTs serial output
is converted to an audio signal in the CSVD modem. The audio signal is applied through the multiplexer to
the audio amplifier.

The DCU receives TCAS audio from the TCAS transmitter/receiver. The TCAS audio is input through a re-
ceiver to a multiplexer. The multiplexer output is applied through a second multiplexer to an audio ampli-
fier. The amplifier applies a 600-ohm impedance audio signal to the aircraft audio system.

The DCU receives six ARINC 429 low-speed data bus inputs from various systems (aircraft data interface).
The CABIN PRESSURE 2, RH SPOILER, RH FUEL, APU, RH DOORS/LNDG GEAR, and CLOCK-1 buses
are input through receivers and multiplexed to the ARINC unloader. Data is read from the ARINC unloader
onto the data bus.

The DCU receives ARINC 429 high-speed data bus inputs from both attitude heading computers. The two
buses are also applied to the number 1 and 2 DCUs. The L-AHC-3 and R-AHC-3 buses are each input
through a receiver to the receive port of a UART. Data is read from the UARTs through the data bus to the
ARINC unloader. The data bus also brings microprocessor generated output data to the UARTs. The
UARTs read this data and apply serial outputs to the ARINC 429 high-speed transmitters. The transmitted
C-DCU-5 data bus is applied to the number 1 and 2 DCUs. The transmitted C-DCU-7 data bus is not con-
nected.

The DCU receives ARINC 429 high-speed data bus inputs from both the number 1 and 2 DCUs. The L-
DCU-5 and R-DCU-5 buses are each input through a receiver to the receive port of a UART. Data is read
from the UARTs through the data bus to the ARINC unloader. The data bus also brings microprocessor
generated output data to the UARTs. The UARTs read this data and apply serial outputs to the ARINC 429
high-speed transmitters. The transmitted C-DCU-2 data bus is applied to both EICAS displays and both
MFD displays. The transmitted C-DCU-6 data bus is applied to the lamp driver unit.

Revised 1 February 2000 4-193

 theory of operation 523-0776289

Figure 4-4-1 (Sheet 41 of 44). EICAS System Schematic (DCU 3)

Revised 1 February 2000 4-194

 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 41. This sheet shows cross-side engine analog inputs to the number 3 DCU-
4000. The DCU receives and digitizes analog signals and filters the signal inputs as required. The channel
B microprocessor processes the inputs and transmits the data on ARINC 429 buses.

The cross-side ENGINE ITT, ENGINE OIL PRESSURE, ENGINE VIBRATION N1, and ENGINE VIBRA-
TION N2 inputs are applied through analog receivers to analog multiplexers. The analog multiplexers are
controlled by the address latch. The analog multiplexer outputs are applied to the analog-to-digital con-
verter. The analog signal is digitized and applied to the AD bus. The channel B processor reads the data
over the data bus.

Note that the ENGINE ITT input is from a chromel/alumel thermocouple. The chromel/alumel connection is
maintained up to the analog receiver in the DCU.

The cross-side FUEL FEED TEMP and ENGINE OIL TEMP inputs are applied to receiver circuits. The re-
ceiver circuits supply the excitation voltage to the temperature sensors and compares it with the returned
signal to determine the temperature. The receiver circuit applies the signal high, excitation, and reference
to analog multiplexers.

The cross-side ENGINE FAN RPM N1, ENGINE TURBINE RPM N2, ENGINE FUEL FLOW 1 and 2, and
ENGINE FUEL FLOW REF inputs are applied through ac analog receivers to a gate array. The gate array
is controlled by the address bus (sheet 39). The gate array converts the analog signal to digital data and ap-
plies it to the AD bus. The channel B processor reads the data over the data bus.

Revised 1 February 2000 4-195

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Figure 4-4-1 (Sheet 42 of 44). EICAS System Schematic (LDU)

Revised 1 February 2000 4-196

 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 42. LDU-4000 Lamp Driver Unit consists of two identical, independent channels
that provide control of discrete annunciators in the cockpit. Information is received via buses from the
DCUs and processed by the LDU to control grounding of the annunciator lamps. Refer to table 4-13.

The number 1 +28-V dc aircraft supply powers LDU channel 1. The input power is filtered and applied to a
power supply circuit. The power supply generates the internally required voltage levels. The lamp power
supply applies a LAMP PWR VOLTS discrete to the LDU power monitor. This discrete verifies that +28-V
dc is applied to the annunciator lamps. The ANNUN TEST discrete is applied to the microprocessor to test
the annunciator lamps. A ground on this line lights all of the lamps.

The LDU receives lamp driver data from each of the DCUs. The L-DCU-6, C-DCU-6, and R-DCU-6 buses
are input to both channels in the DCU. Each bus is input through a receiver and multiplexed to the receive
port of a UART. The lamp data is read from the UARTs on the data bus.

The processor controls internal data transfer using an 8-bit bidirectional D0-D7 data bus. The processor ap-
plies an address output through a latch onto the address bus. The address bus applies address control to
RAM/ROM program memory and to other internal circuits.

When the processor receives a valid label, the lamp data is applied to a latch. The latch circuit enables the
corresponding FET and grounds the lamp sink. The lamp sink remains grounded as long as valid lamp data
is received. The lamp sink state is sensed through a multiplexer to a buffer. The microprocessor reads the
buffer to verify that the command to the latch and the lamp sink state are the same.

The microprocessor processes the lamp data and applies formatted data to the UART. The UART reads this
data and applies serial output to an ARINC 429 lo-speed transmitter. The transmitted LDU-1 data bus is
applied to DCU number 1.

Revised 1 February 2000 4-197

 theory of operation 523-0776289

Figure 4-4-1 (Sheet 43 of 44). EICAS System Schematic (LDU)

Revised 1 February 2000 4-198

 theory of operation 523-0776289

Refer to Figure 4-4-1, sheet 43. LDU-4000 Lamp Driver Unit channel 2 is described below. Information is
received via buses from the DCUs and processed by the LDU to control grounding of the annunciator lamps.
Refer to table 4-13.

The number 2 +28-V dc aircraft supply powers LDU channel 2. The input power is filtered and applied to a
power supply circuit. The power supply generates the internally required voltage levels. The ANNUN
TEST discrete is applied to the microprocessor to test the annunciator lamps. A ground on this line lights all
of the lamps.

The LDU receives lamp driver data from each of the DCUs. The L-DCU-6, C-DCU-6, and R-DCU-6 buses
are input to both channels in the DCU. Each bus is input through a receiver and multiplexed to the receive
port of a UART. The lamp data is read from the UARTs on the data bus.

The processor controls internal data transfer using an 8-bit bidirectional D0-D7 data bus. The processor ap-
plies an address output through a latch onto the address bus. The address bus applies address control to
RAM/ROM program memory and to other internal circuits.

When the processor receives a valid label, the lamp data is applied to a latch. The latch circuit enables the
corresponding FET and grounds the lamp sink. The lamp sink remains grounded as long as valid lamp data
is received. The lamp sink state is sensed through a multiplexer to a buffer. The microprocessor reads the
buffer to verify that the command to the latch and the lamp sink state are the same.

The microprocessor processes the lamp data and applies formatted data to the UART. The UART reads this
data and applies serial output to an ARINC 429 low-speed transmitter. The transmitted LDU-2 data bus is
applied to DCU number 2.

Table 4-13. LDU-4000 Lamp Driver Unit Lamp Sink Functions.

LDU PIN LAMP SINK DESCRIPTION SYSTEM

NUMBER NUMBER

J1-2 1 L ACU HIGH TEMPERATURE/PRESSURE Air conditioning

J1-3 2 L ACU OFF Air conditioning
J1-4 3 CABIN A/C TEMP MANUAL Air conditioning
J1-5 4 IDG 1 FAIL AC power
J1-6 5 IDG 1 DISCONNECT AC power
J1-7 6 AC 1 AUTOTRANSFER FAIL AC elect load dist
J1-9 7 AC 1 AUTOTRANSFER OFF AC elect load dist
J1-10 8 DC TIE 1 CLOSED DC power & dist
J1-11 9
J1-12 10 L FUEL PUMP FAIL Fuel
J1-13 11 L CROSSFLOW SOV FAIL Fuel
J1-14 12 L FUEL PUMP ON Fuel
J1-16 13 L CROSSFLOW VALVE OPEN Fuel
J1-17 14 HYDRAULIC EDP 1A (RESERVED) Hydraulic power
J1-18 15 HYDRAULIC SOV 1 CLOSED (RESERVED) Hydraulic power
J1-19 16 HYDRAULIC 1 HIGH TEMP (RESERVED) Hydraulic power
J1-20 17 HYDRAULIC PUMP 1B LP (RESERVED) Hydraulic power
J1-21 18 L 14TH STAGE DUCT FAIL 14th stage bleed air

Revised 1 February 2000 4-199

 theory of operation 523-0776289

Table 4-13. LDU-4000 Lamp Driver Unit Lamp Sink Functions.

LDU PIN LAMP SINK DESCRIPTION SYSTEM

NUMBER NUMBER

J1-23 19 L 14TH STAGE SOV CLOSED 14th stage bleed air

J1-24 20 PILOT ROLL COMMAND Spoilers
J1-25 21
J1-26 22
J1-27 23
J1-28 24 L 10TH STAGE DUCT FAIL 10th stage bleed air
J1-29 25 IGNITION A ON Engine ignition
J1-30 26
J1-31 27
J1-32 28
J1-33 29 L THRUST REVERSER UNLOCKED Thrust reversers
J1-34 30
J1-35 31
J1-36 32 L ENGINE START Engine start
J1-37 33 L 10TH STAGE SOV CLOSED 10th stage bleed air
J1-38 34
J1-39 35 GLD MAN ARM Spoilers
J1-40 36
J1-41 37
J1-42 38 GRAVITY CROSSFLOW FAIL Fuel
J1-43 39
J1-44 40
J1-45 41 AUTO PRESSURIZATION FAIL Cabin pressure
J1-46 42 EMERGENCY DEPRESSURIZATION Cabin pressure
J1-47 43 CABIN PRESSURE MANUAL Cabin pressure
J1-48 44 AC ESS ALTN AC emergency power
J1-49 45 DC ESS TIE CLOSED DC power & dist
J1-50 46 CROSSFLOW/APU PUMP FAIL Fuel distribution
J1-51 47 HYDRAULIC PUMP 3A FAIL (RESERVED) Hydraulic power
J1-52 48 HYDRAULIC PUMP 3B FAIL (RESERVED) Hydraulic power
J1-53 49 HYDRAULIC 3 HIGH TEMP (RESERVED) Hydraulic power
J1-54 50 14TH STAGE ISOL VALVE OPEN 14th stage bleed air
J1-55 51 SEAT BELTS SIGN ON (RESERVED) Ordnance signs
J1-56 52 NO SMOKING SIGN ON (RESERVED) Ordnance signs
J1-57 53 PASSENGER OXYGEN ON PAX services
J1-58 54 APU START APU control
J1-59 55 CONT IGNITION ON Engine ignition
J1-60 56 MACH TRIM INOP Stab trim

Revised 1 February 2000 4-200

 theory of operation 523-0776289

Table 4-13. LDU-4000 Lamp Driver Unit Lamp Sink Functions.

LDU PIN LAMP SINK DESCRIPTION SYSTEM

NUMBER NUMBER

J1-61 57 APU AVAILABLE APU control

J1-62 58 APU SOV FAIL OR OPEN APU control
J1-63 59 MANUAL CROSSFLOW Fuel distribution
J1-64 60 GRAVITY CROSSFLOW OPEN Fuel distribution
J2-2 61 R ACU HIGH TEMPERATURE/PRESSURE Air conditioning
J2-3 62 R ACU OFF Air conditioning
J2-4 63 COCKPIT A/C TEMP MANUAL Air conditioning
J2-5 64 IDG 2 FAIL AC power
J2-6 65 IDG 2 DISCONNECT AC power
J2-7 66 AC 2 AUTOTRANSFER FAIL AC elect load dist
J2-9 67 AC 2 AUTOTRANSFER OFF AC elect load dist
J2-10 68 DC TIE 2 CLOSED DC power & dist
J2-11 69
J2-12 70 R FUEL PUMP FAIL Fuel
J2-13 71 R CROSSFLOW SOV FAIL Fuel
J2-14 72 R FUEL PUMP ON Fuel
J2-16 73 R CROSSFLOW VALVE OPEN Fuel
J2-17 74 HYDRAULIC EDP 2A (RESERVED) Hydraulic power
J2-18 75 HYDRAULIC SOV 2 CLOSED (RESERVED) Hydraulic power
J2-19 76 HYDRAULIC 2 HIGH TEMP (RESERVED) Hydraulic power
J2-20 77 HYDRAULIC PUMP 2B LP (RESERVED) Hydraulic power
J2-21 78 R 14TH STAGE DUCT FAIL 14th stage bleed air
J2-23 79 R 14TH STAGE SOV CLOSED 14th stage bleed air
J2-24 80 COPILOT ROLL COMMAND Spoilers
J2-25 81
J2-26 82
J2-27 83
J2-28 84 R 10TH STAGE DUCT FAIL 10th stage bleed air
J2-29 85 IGNITION B ON Engine ignition
J2-30 86
J2-31 87
J2-32 88
J2-33 89 R THRUST REVERSER UNLOCKED Thrust reversers
J2-34 90
J2-35 91
J2-36 92 R ENGINE START Engine start
J2-37 93 R 10TH STAGE SOV CLOSED 10th stage bleed air
J2-38 94

Revised 1 February 2000 4-201

 theory of operation 523-0776289

Table 4-13. LDU-4000 Lamp Driver Unit Lamp Sink Functions.

LDU PIN LAMP SINK DESCRIPTION SYSTEM

NUMBER NUMBER

J2-39 95 GLD MAN DISARM Spoilers

J2-40 96
J2-41 97
J2-42 98
J2-43 99
J2-44 100
J2-45 101 ANTI-ICE DUCT Anti-ice
J2-46 102
J2-47 103 10TH STAGE ISOL VALVE OPEN 10th stage bleed air
J2-48 104 APU LCV FAIL APU control
J2-49 105 APU LCV OPEN APU control
J2-50 106 WING OVERHEAT Anti-ice
J2-51 107
J2-52 108
J2-53 109 RAM AIR VALVE OPEN Cabin pressure
J2-54 110
J2-55 111
J2-56 112 ICE Ice detection
J2-57 113 EMERGENCY LIGHTS OFF Emergency lights
J2-58 114
J2-59 115 APU F/W SOV OPEN APU control
J2-60 116
J2-61 117 HORN MUTED PSEU
J2-62 118 SPOILERON ROLL Spoilers
J2-63 119 GLD UNSAFE Spoilers
J2-64 120 GLD NOT ARMED Spoilers

Revised 1 February 2000 4-202

 theory of operation 523-0776289

BUS DESCRIPTION FOR L-DCU-2, R-DCU-2, AND C-DCU-2 ARINC HS 429 BUS TO L-MFD, L-ED, R-MFD, R-ED
BUS DESCRIPTION FOR L-DCU-5 ARINC HS 429 BUS TO R-DCU, C-DCU
BUS DESCRIPTION FOR R-DCU-5 ARINC HS 429 BUS TO L-DCU, C-DCU
BUS DESCRIPTION FOR C-DCU-5 ARINC HS 429 BUS TO L-DCU, R-DCU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
001 5.0 Warning Discrete Wd 1
002 5.0 Warning Discrete Wd 2
003 5.0 Warning Discrete Wd 3
005 5.0 Caution Discrete Wd 01
006 5.0 Caution Discrete Wd 02
007 5.0 Caution Discrete Wd 03
010 5.0 Caution Discrete Wd 04
011 5.0 Caution Discrete Wd 05
012 5.0 Caution Discrete Wd 06
013 5.0 Caution Discrete Wd 07
014 5.0 Caution Discrete Wd 08
015 5.0 Caution Discrete Wd 09
016 5.0 Caution Discrete Wd 10
017 5.0 Caution Discrete Wd 11
020 5.0 Caution Discrete Wd 12
022 5.0 Status Discrete Wd 1
023 5.0 Status Discrete Wd 2
024 5.0 Status Discrete Wd 3
025 5.0 Status Discrete Wd 4
026 5.0 Status Discrete Wd 5
027 5.0 Status Discrete Wd 6
030 5.0 Status Discrete Wd 7
031 5.0 Advisory Discrete Wd 1
032 5.0 Advisory Discrete Wd 2
033 5.0 Warning Discrete Wd 1, Crosstalk
034 5.0 Warning Discrete Wd 2, Crosstalk
035 5.0 Warning Discrete Wd 3, Crosstalk
037 5.0 Caution Discrete Wd 01, Crosstalk
040 5.0 N (APU Percent RPM)
041 (270) 5.0 PSEU Sensor Discrete Data 1
042 (145) 10.0 SECU Discrete Data 8
043 (146) 10.0 SECU Discrete Data 9
044 (147) 10.0 SECU Discrete Data 10
045 5.0 Caution Discrete Wd 06, Crosstalk
046 5.0 Caution Discrete Wd 07, Crosstalk
047 5.0 Caution Discrete Wd 08, Crosstalk
050 5.0 ELT Signal
051 5.0 ADG Voltage
052 5.0 TRU 1 Load
053 5.0 TRU 2 Load
054 5.0 TRU 1 Voltage
055 5.0 TRU 2 Voltage
056 5.0 ESS TRU 1 Voltage
057 5.0 ESS TRU 2 Voltage
060 5.0 ESS TRU 1 Load
061 5.0 ESS TRU 2 Load
062 5.0 LH IDG Disconnect
063 5.0 RH IDG Disconnect
065 5.0 ADG Frequency
066 5.0 Generator 1 Frequency
067 5.0 Generator 2 Frequency
070 5.0 AC Utility Bus 1 Voltage
071 5.0 AC Utility Bus 2 Voltage
072 5.0 Generator 1 Voltage
073 5.0 Generator 2 Voltage
074 5.0 APU Generator Voltage
077 5.0 APU Battery Load
101 (341) N1 Reference**
102 5.0 Gnd Service TRU Load
103 5.0 INT Emergency Lights Power Supply
104 5.0 Main Battery Voltage
105 5.0 APU Battery Voltage
106 10.0 IDG Oil Temperature
107 5.0 Main Battery Load
111 5.0 APU Generator Frequency
114 2.0 Left Inboard Brake Temperature
115 2.0 Left Outboard Brake Temperature

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BUS DESCRIPTION FOR L-DCU-2, R-DCU-2, AND C-DCU-2 ARINC HS 429 BUS TO L-MFD, L-ED, R-MFD, R-ED
BUS DESCRIPTION FOR L-DCU-5 ARINC HS 429 BUS TO R-DCU, C-DCU
BUS DESCRIPTION FOR R-DCU-5 ARINC HS 429 BUS TO L-DCU, C-DCU
BUS DESCRIPTION FOR C-DCU-5 ARINC HS 429 BUS TO L-DCU, R-DCU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
116 2.0 Right Inboard Brake Temperature
117 2.0 Right Outboard Brake Temperature
120 5.0 External AC Voltage
121 5.0 External AC Frequency
122 5.0 Caution Discrete Wd 12, Crosstalk
123 5.0 Caution Discrete Wd 09, Crosstalk
124 5.0 Caution Discrete Wd 10, Crosstalk
125 5.0 Caution Discrete Wd 11, Crosstalk
126 5.0 Caution Discrete Wd 02, Crosstalk
127 5.0 Caution Discrete Wd 03, Crosstalk
130 5.0 Caution Discrete Wd 04, Crosstalk
131 5.0 Caution Discrete Wd 05, Crosstalk
132 5.0 Advisory Discrete Wd 3
133 20.0 Status Discrete Wd 8
135 20.0 Engine N1 Vibration
136 20.0 Engine N2 Vibration
137 10.0 Flap Position NON-STD
140 5.0 Generator 1 Load
141 5.0 Generator 2 Load
144 5.0 APU Generator Load
145 5.0 Service TRU Voltage
147 10.0 Landing Field Altitude
150 5.0 GMT (Clock)
151 10.0 ECS Supply Pressure
153 10.0 Tenth Stage Bleed Air Pressure
155 5.0 Aural Discrete Wd 3, Crosstalk
156 5.0 Aural Discrete Wd 1, Crosstalk
157 5.0 Aural Discrete Wd 2, Crosstalk
160 (223) 10.0 SPC_A Beta Compensated AOA
161 (223) 10.0 SPC_B Beta Compensated AOA
162 5.0 Crew Oxygen Pressure
164 10.0 Radio Height (from DCU)
167 5.0 Status, Crosstalk
170 10.0 Brake Oil Pressure
172 5.0 Hydraulic Pressure System 1
174 5.0 Hydraulic Pressure System 2
175 5.0 APU EGT (T5)
176 5.0 APU Inlet Door Position
177 5.0 Hydraulic Pressure System 3
200 5.0 Cockpit Duct Temperature
202 5.0 Average Cabin Air Temperature
203 10.0 Cabin Altitude (CPAM)
204 5.0 Cabin Duct Temperature
205 5.0 Hydraulic Quantity System 1
206 5.0 Hydraulic Quantity System 2
207 5.0 Hydraulic Quantity System 3
210 (206) 20.0 Computed Airspeed (Vc)
212 10.0 Cabin Altitude Rate (CPAM)
214 (203) 20.0 Altitude (29.92)
231 5.0 Aircraft Discrete Wd 14
233 5.0 Aircraft Discrete Wd 15
234 5.0 Aircraft Discrete Wd 16
235 5.0 Aircraft Discrete Wd 17
236 5.0 Aircraft Discrete Wd 18
237 10.0 Engine Discrete Wd 01
240 10.0 DCU Aircraft Status 1
241 10.0 DCU Engine Status 1
242 10.0 DCU Aircraft Status 2
243 10.0 Differential Pressure (CPAM)
247 2.0 Total Fuel Quantity
250 5.0 Aircraft Discrete Wd 1
251 5.0 Aircraft Discrete Wd 2
252 5.0 Aircraft Discrete Wd 3
253 5.0 Aircraft Discrete Wd 4
254 5.0 Aircraft Discrete Wd 5
255 5.0 Aircraft Discrete Wd 6
256 5.0 Aircraft Discrete Wd 7

Revised 1 February 2000 4-204

 theory of operation 523-0776289

BUS DESCRIPTION FOR L-DCU-2, R-DCU-2, AND C-DCU-2 ARINC HS 429 BUS TO L-MFD, L-ED, R-MFD, R-ED
BUS DESCRIPTION FOR L-DCU-5 ARINC HS 429 BUS TO R-DCU, C-DCU
BUS DESCRIPTION FOR R-DCU-5 ARINC HS 429 BUS TO L-DCU, C-DCU
BUS DESCRIPTION FOR C-DCU-5 ARINC HS 429 BUS TO L-DCU, R-DCU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
257 2.0 Fuel Quantity Left Wing
260 2.0 Fuel Quantity Center Tank
261 2.0 Fuel Quantity Right Wing
262 5.0 Aircraft Discrete Wd 8
263 5.0 Aircraft Discrete Wd 9
264 5.0 Aircraft Discrete Wd 10
265 5.0 Aircraft Discrete Wd 11
266 5.0 Aircraft Discrete Wd 12
267 5.0 Aircraft Discrete Wd 13
270 10.0 SECU Discrete Word 1
271 (277) 5.0 FMC Mode Wd 3
272 5.0 PSEU Sensor Discrete Data 3
273 (270) 2.0 AHRS Discretes
273 (270) 2.0 IRS Discretes
275 (350) 5.0 APU Status Word
276 2.0 FQGS Operational Discrete Data 1
277 2.0 FQGS Operational Discrete Data 2
300 (260) 1.0 Date (Clock)
300 5.0 Pilot Rudder Control Force Left
301 5.0 Pilot Rudder Control Force Right
301 10.0 LH Spoileron Position
302 5.0 Pilot Elevator Control Force
302 10.0 LH Flight Spoiler Position
303 5.0 Pilot Aileron Control Force
303 10.0 RH Flight Spoiler Position
304 5.0 Copilot Rudder Control Force Left
304 10.0 RH Spoileron Position
305 5.0 Copilot Rudder Control Force Right
305 5.0 Hydraulic Temperature System 1
306 5.0 Copilot Elevator Control Force
306 5.0 Hydraulic Temperature System 2
307 5.0 Copilot Aileron Control Force
307 5.0 Hydraulic Temperature System 3
310 20.0 Aileron Position
311 10.0 Aileron Trim Actuator Position
312 10.0 Rudder Position
313 10.0 Rudder Trim Actuator Position
314 20.0 Elevator Position
315 10.0 Horiz. Stab. Actuator Pos. (from DCU)
316 10.0 Engine Oil Temperature
317 10.0 Engine Oil Pressure
320 2.0 Bulk Fuel Temperature
321 4.0 Fuel Feed Temperature
322 10.0 Fuel Used
323 10.0 Stab Trim
324 10.0 Inbd Brake Pressure
325 10.0 Outbd Brake Pressure
326 10.0 Pitch Control Position
330 5.0 Pedals Yaw Control Position
333 (270) 10.0 CPAM Status
334 (203) 10.0 Cabin Altitude (CPC)
335 (212) 10.0 Cabin Altitude Rate (CPC)
336 (243) 10.0 Differential Pressure (CPC)
337 (270) 10.0 CPCS Status
342 1.0 N1 Reference (from FMC)
343 20.0 Fuel Sensor Drum Period
344 20.0 Engine Turbine RPM N2
345 20.0 Engine ITT
346 20.0 Engine Fan RPM N1
347 20.0 Engine Fuel Flow
350 1.0 DCU Diagnostic Word 1
350 5.0 Control Force Sensor Force
351 5.0 APU Maintenance Word 1
355 * ARINC Wrap Test
366 5.0 DCU Monitor Word
371 4.0 DCU CRC Word Application Code
372 4.0 DCU CRC Word Boot Code

Revised 1 February 2000 4-205

 theory of operation 523-0776289

BUS DESCRIPTION FOR L-DCU-2, R-DCU-2, AND C-DCU-2 ARINC HS 429 BUS TO L-MFD, L-ED, R-MFD, R-ED
BUS DESCRIPTION FOR L-DCU-5 ARINC HS 429 BUS TO R-DCU, C-DCU
BUS DESCRIPTION FOR R-DCU-5 ARINC HS 429 BUS TO L-DCU, C-DCU
BUS DESCRIPTION FOR C-DCU-5 ARINC HS 429 BUS TO L-DCU, R-DCU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
373 2.0 Flight Number Wd 1
374 2.0 Flight Number Wd 2
375 2.0 Flight Number Wd 3

* Label 355 is reserved on this bus. The DCU uses label 355 for ARINC I/O wraparound testing at power-up.
**Transmitted for 4 seconds periodically. Rate is 1.0 nominal. 2.0 in reversionary operation.

BUS DESCRIPTION FOR L-DCU-3 AND R-DCU-3 ARINC LS 429 BUS TO L-ED, R-ED
OCTAL LABEL WORDS/SEC PARAMETER
RATE
135 10.0 Engine N1 Vibration (DCU-3 only)
136 10.0 Engine N2 Vibration (DCU-3 only)
316 5.0 Engine Oil Temperature (DCU-3 only)
317 5.0 Engine Oil Pressure (DCU-3 only)
321 2.0 Fuel Feed Temperature (DCU-3 only)
344 10.0 Engine Turbine RPM N2 (DCU-3 only)
345 10.0 Engine ITT (DCU-3 only)
346 10.0 Engine Fan RPM N1 (DCU-3 only)
347 10.0 Engine Fuel Flow (DCU-3 only)

BUS DESCRIPTION FOR L-DCU-6, R-DCU-6, AND C-DCU-6 ARINC LS 429 BUS TO LDU
OCTAL LABEL WORDS/SEC PARAMETER
RATE
270 5.0 LDU Lamp Activation Word 1
271 5.0 LDU Lamp Activation Word 2
272 5.0 LDU Lamp Activation Word 3
273 5.0 LDU Lamp Activation Word 4
274 5.0 LDU Lamp Activation Word 5
275 5.0 LDU Lamp Activation Word 6
276 5.0 LDU Lamp Activation Word 7
277 5.0 LDU Lamp Activation Word 8

Revised 1 February 2000 4-206

 theory of operation 523-0776289

BUS DESCRIPTION FOR L-DCU-7 ARINC LS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR R-DCU-7 ARINC LS 429 BUS TO RA-IOC, RB-IOC
BUS DESCRIPTION FOR C-DCU-7 ARINC LS 429 BUS TO LA-IOC, RA-IOC, LB-IOC, RB-IOC
OCTAL LABEL WORDS/SEC PARAMETER
RATE
003 (273) 1.0 PSEU Sensor Discrete Data 4 (PSEU-2)
004 (270) 2.0 HSTCU Discrete Data 1 [Monit 1]
005 (271) 2.0 HSTCU Discrete Data 2 [Monit 2]
006 (272) 2.0 HSTCU Discrete Data 3 [Mix Monit]
007 (273) 2.0 HSTCU Discrete Data 4 [Int Monit]
010 (277) 2.0 FQGS Operational Discrete Data 2
011 2.0 Flaps Overspeed
020 Engine Exceedance Block Wd (Initial)
020 Engine Trend Block #1 Wd (Initial)
020 Life Cycle Data Block Wd (Initial)
020 Engine Trend Block #2 Wd (Initial)
021 Engine Exceedance Block Wd 2 (Date)
021 Engine Exceedance Block Wd 3 (Time)
021 Engine Exceedance Block Wd 4 (ID, Thresh)
021 Engine Exceedance Block Wd 5 (Peak)
021 Engine Trend Block #1 Wd 2 (Date)
021 Engine Trend Block #1 Wd 3 (Time)
021 Engine Trend Block #1 Wd 4 thru N-1
021 Engine Trend Block #2 Wd 2 thru N-1
021 Life Cycle Data, LH THRUST REVERSER (A)
021 Life Cycle Data, RH THRUST REVERSER (B)
021 Life Cycle Data, LH Eng Incr (C)
021 Life Cycle Data, RH Eng Incr (D)
021 Life Cycle Data, AIRFRAME CYCLES (E)
021 Life Cycle Data, LH ENG CYCLES (F)
021 Life Cycle Data, RH ENG CYCLES (G)
021 Life Cycle Data, LH MTOP CYCLES (H)
021 Life Cycle Data Block Increment
021 Engine Trend Block #2 Wd 2 thru N-1
022 Engine Exceedance Block Wd 6 (Duration)
022 Engine Trend Block #1 Wd N
022 Engine Trend Block #2 Wd N
022 Life Cycle Data, FH MTOP CYCLES (I)
024 (350) 1.0 BTMS Status Word
025 (270) 1.0 CPAM Status
026 (270) 1.0 CPCS Status
027 (276) 2.0 FQGS Operational Discrete Data 1
051 5.0 EGPWS Terrain Displayed Status Wd
057 (271) 2.0 SECU Discrete Word 2
113 (014) 5.0 RDC Bit Word 1
114 (015) 5.0 RDC Bit Word 2
115 5.0 RDC Signal Diagnostics
121 Flight Leg Incrementation
137 10.0 Flap Position NON-STD
141 (350) 1.0 APU Status Word
142 (351) 1.0 APU Maintenance Word 1
143 (352) 1.0 APU Maintenance Word 2
144 (350) 1.0 GPWS Fault Diagnostics Wd 1
145 (351) 1.0 GPWS Fault Diagnostics Wd 2
146 (350) 2.0 HSTCU Diagnostic Data Word
147 (350) 1.0 LDU Bite Word
150 5.0 GMT (MSTR)
151 (273) 1.0 PSEU Sensor Discrete Data 4 (PSEU-1)
154 1.0 Aircraft Number Code (DCU)
201 (272) 2.0 SECU Discrete Word 3
223 (273) 2.0 SECU Discrete Word 4
242 1.0 DCU Aircraft Status 2
247 1.0 Total Fuel Quantity
260 1.0 Date (MSTR)
272 10.0 DCU Discrete Wd 1
274 2.0 SECU Discrete Word 5
276 2.0 SECU Discrete Word 7
301 10.0 LH Spoileron Position
302 10.0 LH Flight Spoiler Position
303 10.0 RH Flight Spoiler Position
304 10.0 RH Spoileron Position
310 20.0 Aileron Position
312 10.0 Rudder Position
314 20.0 Elevator Position
323 10.0 Stab Trim

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BUS DESCRIPTION FOR L-DCU-7 ARINC LS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR R-DCU-7 ARINC LS 429 BUS TO RA-IOC, RB-IOC
BUS DESCRIPTION FOR C-DCU-7 ARINC LS 429 BUS TO LA-IOC, RA-IOC, LB-IOC, RB-IOC
OCTAL LABEL WORDS/SEC PARAMETER
RATE
327 (350) 1.0 Control Force Sensor Status
334 (274) 10.0 EGPWS Alert Discrete 2
340 (350) 2.0 SECU Diagnostic Data Wd 1
341 (351) 2.0 SECU Diagnostic Data Wd 2
342 (352) 2.0 SECU Diagnostic Data Wd 3
343 (353) 2.0 SECU Diagnostic Data Wd 4
344 20.0 Engine Turbine RPM N2
346 20.0 Engine Fan RPM N1
347 20.0 Engine Fuel Flow
350 1.0 DCU Diagnostic Word 1
351 1.0 DCU Diagnostic Word 2
352 1.0 DCU Diagnostic Word 3
355 1.0 EGPWS Fault Diagnostics Wd 3
362 (350) 5.0 Steer By Wire Diagnostic Word
376 4.0 CPCI Dash Number
377 2.0 DCU Software Version Date

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BUS DESCRIPTION FOR L-DCU-7 ARINC LS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR R-DCU-7 ARINC LS 429 BUS TO RA-IOC, RB-IOC
BUS DESCRIPTION FOR C-DCU-7 ARINC LS 429 BUS TO LA-IOC, RA-IOC, LB-IOC, RB-IOC
OCTAL LABEL WORDS/SEC PARAMETER
RATE

BUS DESCRIPTION FOR ECP-1 ARINC LS 429 BUS TO L-ED, L-MFD

BUS DESCRIPTION FOR ECP-2 ARINC LS 429 BUS TO R-ED, R-MFD

OCTAL LABEL WORDS/SEC PARAMETER

RATE
270 10.0 EICAS Mode Wd 1 (from ECP)
271 10.0 EICAS Mode Wd 2 (from ECP)
377 1.0 ECP Diagnostics

BUS DESCRIPTION FOR L-ED-1 (PRI EICAS) ARINC LS 429 BUS TO LA-IOC, LB-IOC
BUS DESCRIPTION FOR R-ED-1 (SEC EICAS) ARINC LS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
011 (377) 1.0 ECP Diagnostics (From EFD)
041 4.0 Set Latitude (ED)
042 4.0 Set Longitude (ED)
043 4.0 Set Heading (Magnetic) (ED)
150 4.0 GMT (ED)
260 4.0 Date (ED)
275 1.0 EICAS Display Word
330 0.5 Left Engine Fan RPM N1
331 0.5 Left Engine ITT
332 0.5 Left Engine Turbine RPM N2
333 0.5 Right Engine Fan RPM N1
334 0.5 Right Engine ITT
335 0.5 Right Engine Turbine RPM N2
341 1.0 N1 Reference
342 2.0 N1 Reference (wraparound)
350 1.0 EFD-407X Diagnostics Wd 1
351 1.0 EFD-407X Diagnostics Wd 2
373 1.0 Flight Number Wd 1
374 1.0 Flight Number Wd 2
375 1.0 Flight Number Wd 3

BUS DESCRIPTION FOR LDU-1 ARINC LS 429 BUS TO L-DCU

BUS DESCRIPTION FOR LDU-2 ARINC LS 429 BUS TO R-DCU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
300 1.0 LDU Lamp Driver Test Word 1
301 1.0 LDU Lamp Driver Test Word 2
302 1.0 LDU Lamp Driver Test Word 3
303 1.0 LDU Lamp Driver Test Word 4
304 1.0 LDU Lamp Driver Test Word 5
305 1.0 LDU Lamp Driver Test Word 6
306 1.0 LDU Lamp Driver Test Word 7
307 1.0 LDU Lamp Driver Test Word 8
350 1.0 LDU Bite Word

BUS DESCRIPTION FOR RDC-1 ARINC LS 429 BUS TO L-DCU

BUS DESCRIPTION FOR RDC-2 ARINC LS 429 BUS TO R-DCU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
004 5.0 RDC Discrete Word 1
014 5.0 RDC Bit Word 1
015 5.0 RDC Bit Word 2
016 5.0 RDC Main S/W Version

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BUS DESCRIPTION FOR RDC-1 ARINC LS 429 BUS TO L-DCU

BUS DESCRIPTION FOR RDC-2 ARINC LS 429 BUS TO R-DCU

OCTAL LABEL WORDS/SEC PARAMETER

RATE
017 5.0 RDC Data S/W Version
025 5.0 Left Inbd Brake Pressure
027 5.0 Left Outbd Brake Pressure
035 5.0 Right Inbd Brake Pressure
037 5.0 Right Outbd Brake Pressure
104 5.0 Pilot Pitch Control Position
112 5.0 Copilot Pitch Control Position
113 5.0 Pedals Yaw Control Position
121 5.0 Left Inbd Brake Pedal Application (Analog)
122 5.0 Left Outbd Brake Pedal Application (Analog)
123 5.0 Right Inbd Brake Pedal Application (Analog)
124 5.0 Right Outbd Brake Pedal Application (Analog)
126 5.0 0 Degree Flap Lever Position (Analog)
127 5.0 8 Degree Flap Lever Position (Analog)
130 5.0 20 Degree Flap Lever Position (Analog)
131 5.0 30 Degree Flap Lever Position (Analog)
132 5.0 45 Degree Flap Lever Position (Analog)
137 5.0 Pitch Disconnect (Analog)

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Figure 4-4-1 (Sheet 44 of 44). EICAS System Schematic (RDC)

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Refer to Figure 4-4-1, sheet 44. The RDC-4002 is a single channel Remote Data Concentrator (RDC) unit
which receives analog and discrete information from aircraft systems. This data is processed and transmit-
ted via a single ARINC 429 bus to the DCUs.

At each power-up, the RDC determines the SDI bits to put on the RDC labels by checking the SDI strap in-
puts. The SDI parity is verified at power-up and is not referred to again until the next power-up. If an in-
valid parity is detected, the RDC will cease all data transmission with the exception of diagnostic labels and
the SDI strap fault diagnostic bit will be set.

The LEFT INBOARD, LEFT OUTBOARD, RIGHT INBOARD, and RIGHT OUTBOARD BRAKE PEDAL
APPLICATION, PITCH DISCONNECT, and FLAP LEVER POSITION inputs are applied through lightning
protection and filtering circuits to the MUX. The signals are then combined, amplified, and sent to the ana-
log/digital converter. The digital signals are processed by the field programmable gate array and sent to the
transmitter. The gate array is controlled by a built in controller. The transmitter sent the data to the DCUs
on an ARINC 429 bus.

The LEFT INBOARD, LEFT OUTBOARD, RIGHT INBOARD, and RIGHT OUTBOARD BRAKE PRES-
SURE inputs are applied through lightning protection and filtering circuits to an instrumentation amplifier.
The amplifier signals are passed through the MUX to another amplifier. Then the signals are converted by
the ADC and passed to the field programmable gate array. After processing the signals are transmitted on
an ARIC 429 bus to the DCUs.

The RVDT (rotary voltage differential transducer) inputs from the PILOT AND COPILOT PITCH CON-
TROL POSITION and the PEDALS YAW CONTROL POSITION are processed through the MUX to the am-
plifier. The amplified signals are converted by the ADC and sent through the field programmable gate array
to be transmitter on the ARINC 429 bus to the DCUs.

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Figure 4-5. ADS (Air Data System) Overview

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4.3.4 ADS (Air Data System)

4.3.4.1 Overview

The ADS contains two air data computers and two air data reference panels. The ADS is a dual system; the
number 1 (pilot side) system is identical to the number 2 (copilot side) system. Refer to Figure 4-5. Each
LRU is described below.

ADC-850A Number 1 Air Data Computer

ARP-4000 Number 1 Air Data Reference Panel
ADC-850A Number 2 Air Data Computer
ARP-4000 Number 2 Air Data Reference Panel

The number 1 ADC-850A is an instrument grade air data sensor/processor. Pitot and static pneumatic in-
puts and a temperature sensor input provide raw air data information to the computer. The ADC also re-
ceives operator/display select input (from the ARP), reference inputs (from the IAPS), and cross-side air data
(from the number 2 ADC). The ADC outputs processed air data to the large displays (EFIS), the left side
IAPS data concentrators, an attitude heading computer (AHS), the stall protection computer, the head-up
guidance computer, and the cross-side air data computer. The ADC also outputs altitude alert and over-
speed warn discretes to the DCU and IAS trips to the flap electronic control unit.

The number 1 ARP-4000 is an air data reference panel that provides operator input to the air data system.
The ARP front panel contains airspeed reference select, DH/MDA set, barometric pressure correction, and
the radio altimeter test switch. The ARP receives discrete inputs from the FCP and remote FL180 disable
switch. The ARP outputs a data bus to the left side ADC.

A remote AIR DATA reversion switch applies a discrete input to the EFIS system. When this switch is set to
NORM, the PFD and MFD units use or display onside air data input. When this switch is set to 1, these
units use or display air data input from the number 1 ADC. When this switch is set to 2, these units use or
display air data input from the number 2 ADC. Air data outputs to the AHCs, IAPS data concentrators, and
cross-side ADC are not switched.

The number 2 ADC-850A is an instrument grade air data sensor/processor. Pitot and static pneumatic in-
puts and a temperature sensor input provide raw air data information to the computer. The ADC also re-
ceives operator/display select input (from the ARP), reference inputs (from the IAPS), and cross-side air data
(from the number 1 ADC). The ADC outputs processed air data to the large displays (EFIS), the right side
IAPS data concentrators, an attitude heading computer (AHS), the stall protection computer, the head-up
guidance computer, the data link management unit, the ground proximity warning system, and the cross-
side air data computer. The ADC also outputs altitude alert and overspeed warn discretes to the DCU and
IAS trips to the flap electronic control unit.

The number 2 ARP-4000 is an air data reference panel that provides operator input to the air data system.
The ARP front panel contains airspeed reference select, DH/MDA set, barometric pressure correction, and
the radio altimeter test switch. The ARP receives discrete inputs from the FCP and remote FL180 disable
switch. The ARP outputs a data bus to the right side ADC.

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Figure 4-5-1 (Sheet 1 of 5). ADS System Schematic (ADC 1)

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 theory of operation 523-0776289

4.3.4.2 System Schematic

Refer to Figure 4-5-1, sheet 1. This sheet shows the air data configuration module, the front assembly
pneumatic sensors, and the ARINC 429 I/O interfaces of the left side ADC-850. The next sheet shows the
two microprocessors (absolute and differential) controlling these functions.

This sheet shows the following ADC absolute circuits: the ACM interface, the ARINC 429 low-speed inter-
faces, and the absolute air data sensor circuit. This sheet also shows the following ADC differential circuits:
the ACM interface and the differential air data sensor circuit. Note that other absolute and differential cir-
cuits are shown on sheet 2.

The ACM module contains an absolute PROM and a differential PROM. These PROMs contain aircraft
type/binary codes, temperature probe coefficients, maximum VMO/MMO, and various other aircraft peculiar
configuration data. The absolute PROM is addressed by the absolute microprocessor through a decoder cir-
cuit. Absolute PROM data is read directly onto the absolute data bus. The differential PROM is addressed
by the differential microprocessor through a similar decoder circuit. Differential PROM data is read directly
onto the differential data bus.

The ADC handles all ARINC 429 interfaces using a single ARINC UART. This UART is accessed by the ab-
solute microprocessor through a transceiver circuit. The LA GP BUS 1 data bus input from the IAPS sup-
plies FCS selected air data reference values. This ARINC input and a sampling of the UART output are
multiplexed to the receive port of the UART. This data is then read by the microprocessor through the ab-
solute data bus. When the UART is enabled to transmit, microprocessor generated data is applied to the
UART and then serially transmitted to three ARINC drivers.

The L-ADC-1 output bus is applied to IAPS concentrators, head-up guidance computer, and the stall com-
puter. This bus provides air data parameters for use by other systems. The L-ADC-2 output bus is applied
to the onside attitude heading computer and cross-side large displays. This bus provides TAS data to the
AHRS and secondary air data to the right side displays. The L-ADC-3 output bus is applied to the onside
large displays. This bus provides primary air data display information.

The front assembly of the ADC contains the absolute (Ps) and differential (Qc) air data sensors and sup-
porting circuitry. Two absolute sensors form an altitude sensor. Each of these absolute sensors receives air
from the onside static port.

A single differential sensor contains two independent sensors that together form an airspeed sensor. One-
half of the differential sensor receives air from the onside static port, and the other half receives air from the
onside pitot port. The supporting circuitry for both the absolute and differential sensors is identical.

The two absolute sensors operate together to detect and load an altitude air data input onto the absolute
data bus. Each sensor receives bias (bridge voltage/chop) from a control circuit. The sensor contains loops
that return pressure (P) and temperature (T) signals to the controller. These signals are received and proc-
essed to apply variable duty cycle pulse-width outputs to a multiplexer at an 80-Hz rate.

An 80-Hz multiplexer provides calibration logic to both absolute sensors. A latch decodes calibration control
data from the absolute data bus. This data is applied to the 80-Hz multiplexer, which functions as a calibra-
tion timer for both sensors. This circuit ensures that either sensor 1 or 2 (never both) is in calibration mode.
Every 15 seconds, one sensor is put into calibration mode. During this calibration period, the other sensor
applies valid pressure and temperature outputs. Then, the previously active sensor is put into calibration
mode and the other one (previously being calibrated) becomes active. This ensures that the active sensor is
always properly calibrated.

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 theory of operation 523-0776289

The multiplexer circuit receives the pressure and temperature pulse-width signals from both absolute sen-
sors. Latch logic enables the multiplexer to apply this data to a counter network. This counter network
formats the data for use by the microprocessor and ensures the integrity of the sensor data. The multiplexed
data is sequenced through this network in a way that recognizes the active (not calibration) signals; the
counter output is then applied onto the absolute data bus.

The differential sensor circuit is nearly identical to that described above. The two halves of the differential
sensor operate like individual absolute sensors. Inputs from the static and pitot ports are used to provide
the airspeed sensor function. This circuit is controlled by, and provides data to, the differential microproces-
sor using the differential data bus.

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

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 theory of operation 523-0776289

Refer to Figure 4-5-1, sheet 2.

The number 1 +28-V dc aircraft supply powers the left side ADC. A separate pin provides +28-V dc standby
power. The input power is filtered, varistor protected, and applied to a pulse-width modulator power supply.
The pulse-width modulator generates internally required voltage levels and the power levels required by the
sensors.

The absolute microprocessor (A3) is an interrupt-driven system. Foreground task execution is regularly ini-
tiated by a 50-ms NVI interrupt. These normal routines execute until a vectored interrupt requests a micro-
processor action. These vectored interrupts occur whenever a designated task requires microprocessor at-
tention (ie, the ARINC transmit buffer becomes empty).

The absolute microprocessor operates a 16-bit bidirectional data bus. An address latch functions with a de-
coder circuit to generate the required address and chip enables from this microprocessor bus. A data trans-
ceiver provides 2-way data flow between the microprocessor bus and the absolute data bus. The absolute
data bus gathers the following information for use by the processor: sensor PROM data, nonvolatile RAM
data, altitude offset data, test mode data, discrete strap data, identification data, and FIFO data. Note that
this bus also gathers ARINC I/O data, ADM data, and altitude sensor data as described previously for sheet
1 of the system schematic. The absolute data bus provides microprocessor generated FIFO control, FIFO
data, and annunciator control output information.

An addressable sensor data PROM provides sensor related parameters required by the processor. Nonvola-
tile RAM memory retains key data parameters between flights (power-down). A dipswitch (S501) sets an al-
titude offset to compensate for variations in sensor hardware. The front panel TEST button applies a dis-
crete ground when requesting self-test mode. Rear connector straps provide source ident (open for the left
side ADC) and configuration select discrete data. These discretes are buffered onto the data bus. A dip-
switch (S201) sets a LRU identification code required by the processor. The FIFO circuit brings temperature
sensor data, RS-422 related data, and airspeed sensor data to the A3 microprocessor.

The absolute processor applies FIFO control through a decoder to read differential data and write the above
described absolute data into the FIFO for use by the A7 processor. Both processors share data with each
other. The absolute microprocessor also applies annunciator control through a decoder circuit. The decoder
applies a voltage to turn on a transistor switch that lights the applicable FAULT or VALID annunciator.
These annunciators light after the TEST button is pushed to show the self-test result.

The differential microprocessor (A7) is also an interrupt-driven system. A 50-ms NVI interrupt and various
vectored interrupts function as previously described for the A3 processor.

The differential microprocessor operates a 16-bit bidirectional data bus. An address latch functions with a
decoder circuit to generate the required address and chip enables from this microprocessor bus. A data
transceiver provides 2-way data flow between the microprocessor bus and the differential data bus. The dif-
ferential data bus gathers the following information for use by the processor: sensor PROM data, nonvolatile
RAM data, ARP input data, cross-side ADC input data, temperature sensor data, and FIFO data. Note that
this bus also gathers ADM and airspeed sensor data as described previously for sheet 1 of the system sche-
matic. The differential data bus provides microprocessor generated FIFO control, FIFO data, and ADC
crosstalk output information.

An addressable sensor data PROM provides sensor related parameters required by the processor. Nonvola-
tile RAM memory retains key data parameters (baro set and pressure altitude) between flights. The RS-422
L-ARP-1 data bus provides operator input to the system. This L-ARP-1 data is received and applied through
an ACIA onto the differential data bus. The R-ADC-4 RS-422 data bus provides crosstalk input from the
right side ADC. This data bus is received and applied through a different ACIA onto the differential data

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 theory of operation 523-0776289

bus. This ACIA also reads microprocessor generated output data and applies a serial output to a RS-422
driver. This driver applies the L-ADC-4 crosstalk output to the right side ADC.

An external temperature sensor provides a variable 500-ohm impedance level input to the ADC. The specific
sensor impedance varies with temperature. This impedance level is sensed, converted to a frequency, and
loaded onto the differential data bus by a 16-bit counter.

The FIFO circuit brings discrete data, ARINC 429 related data, and altitude sensor data to the A7 micro-
processor. This processor generates FIFO control through a decoder to read data and also to write data into
the FIFO for use by the A3 processor.

The differential processor uses a decoder/driver to switch the relay trips. The processor toggles each of the
three IAS trip relays at a programmed airspeed to ground a discrete line to the Canadair flap electronic con-
trol unit. The processor toggles the aural altitude alert relay at the selected altitude to switch an altitude
alert ground to the EICAS data concentrator. The processor toggles the aural overspeed warn relay at the
programmed airspeed to switch an overspeed warn ground to the EICAS data concentrator.

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Figure 4-5-1 (Sheet 3 of 5). ADS System Schematic (ARP 1/2)

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Refer to Figure 4-5-1, sheet 3. The ARP-4000 Air Data Reference Panel is a control panel that provides pilot
input to the air data system. Each ARP-4000 contains airspeed reference select/set, DH/MDA select/set,
barometric pressure correction, HPA/IN Hg select, and radio altimeter test controls. Each ARP supplies con-
trol panel switch position and remote switch position information to the onside ADC. The number 1 ARP-
4000 is described below.

The number 1 +28-V dc aircraft supply powers the left side ARP. The input power is varistor protected and
applied to a power supply circuit. The power supply generates the internally required voltage levels.

A microprocessor reads internal and external discrete switch inputs and formats this information for trans-
mission to the left side air data computer. The following ARP front panel knobs and switches are internally
scanned by the processor: VSPDS select button, TGT/VSPDS select knob, speed reference set knob, speed
reference on/off switch, HPA/IN (hecto pascals/inches of Hg) button, barometric pressure correction knob,
and standard barometric pressure switch.

The ARP receives discrete switch inputs from the FCP-4002 Flight Control Panel and remote switches. The
FCP supplies the following inputs: autopilot speed bug set from a rotary 3-state logic generator, ias/Mach
select switch, preselected altitude set from a rotary 3-state logic generator, and altitude alert cancel switch.
Remote FL180 and OVSPD TEST switches are also wired to the ARP and read by the processor. The op-
tional FL180 switch enables or disables the flight level 180 alert indication. The OVSPD TEST switch
causes the aural overspeed warn relay to close.

The microprocessor applies formatted data to a RS-422 driver. The driver applies this left side operator in-
put data on the L-ARP-1 bus to the left side ADC.

The DH/MDA select knob, DH/MDA set knob, and DH/MDA on/off switch provide discrete switch outputs to
the DCP-4000 Display Control Panel. The DH/MDA select knob is a 2-position switch that selects decision
height or minimum descent altitude. The DH/MDA set knob is a rotary 3-state logic generator. The
DH/MDA on/off switch applies a discrete ground to change the on/off logic. The RA TEST button provides a
discrete switch output to the RAC-870 Radio Altitude Converter.

The number 2 +28-V dc aircraft supply powers the right side ARP. This control panel provides formatted
right side operator input data on the R-ARP-1 bus to the right side ADC. Internal operation is the same as
described above.

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

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 theory of operation 523-0776289

Refer to Figure 4-5-1, sheet 4. This sheet shows the air data configuration module, the front assembly
pneumatic sensors, and the ARINC 429 I/O interfaces of the right side ADC-850A. The next sheet shows the
two microprocessors (absolute and differential) controlling these functions.

This sheet shows the following ADC absolute circuits: the ACM interface, the ARINC 429 low-speed inter-
faces, and the absolute air data sensor circuit. This sheet also shows the following ADC differential circuits:
the ACM interface and the differential air data sensor circuit. Note that other absolute and differential cir-
cuits are shown on sheet 5.

The ADC handles all ARINC 429 interfaces using a single ARINC UART. This UART is accessed by the ab-
solute microprocessor through a transceiver circuit. The RA GP BUS 1 data bus input from the IAPS sup-
plies FCS selected air data reference values. This ARINC input and a sampling of the UART output are
multiplexed to the receive port of the UART. This data is then read by the microprocessor through the ab-
solute data bus. When the UART is enabled to transmit, microprocessor generated data is applied to the
UART and then serially transmitted to three ARINC drivers.

The R-ADC-1 output bus is applied to IAPS data concentrators, data link management unit, head-up guid-
ance computer, and the stall protection computer. This bus provides air data parameters for use by other
systems. The R-ADC-2 output bus is applied to the onside attitude heading computer, ground proximity
warning system, and cross-side large displays. This bus provides TAS data to the AHRS and secondary air
data to the left side displays. The R-ADC-3 output bus is applied to the onside large displays. This bus pro-
vides primary air data display information.

Internal ADC operation is described on a previous page.

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

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 theory of operation 523-0776289

Refer to Figure 4-5-1, sheet 5.

The number 2 +28-V dc aircraft supply powers the right side ADC-850A. Internal ADC operation is de-
scribed on a previous page.

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BUS DESCRIPTION FOR L-ADC-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC, L-TDR, R-TDR, HGS, SPC CH1
BUS DESCRIPTION FOR L-ADC-2 ARINC LS 429 BUS TO L-AHC, R-PFD, R-MFD, L-IRS, R-IRS
BUS DESCRIPTION FOR L-ADC-3 ARINC LS 429 BUS TO L-PFD, L-MFD
BUS DESCRIPTION FOR R-ADC-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC, L-TDR, R-TDR, HGS, ACARS, SPC CH2
BUS DESCRIPTION FOR R-ADC-2 ARINC LS 429 BUS TO R-AHC, L-PFD, L-MFD, GPWS, L-IRS, R-IRS
BUS DESCRIPTION FOR R-ADC-3 ARINC LS 429 BUS TO R-PFD, R-MFD

OCTAL LABEL WORDS/SEC PARAMETER

RATE
102 19.0 Preselect Altitude
103 9.5 Reference Airspeed (From ADC)
104 9.5 Reference Vertical Speed (From ADC)
106 9.5 Reference Mach (ADC Output)
124 19.0 IAS Trend Vector
203 19.0 Altitude (29.92) (from ADC)
204 19.0 Baro-Corrected Altitude
205 9.5 Computed Mach
206 19.0 Computed Airspeed (Vc)
207 9.5 Max Allowable Vc (Vmo)
210 9.5 True Airspeed
211 2.4 Total Air Temperature
212 19.0 Vertical Speed (Uncomplemented)
213 2.4 Static Air Temperature
215 2.4 Max Allowable Computed Mach (Mmo)
216 2.4 ISA-XX
225 19.0 Complemented Vertical Speed (To Display)
230 2.4 True Airspeed
231 2.4 Total Air Temperature
233 2.4 Static Air Temperature
234 9.5 Baro-Correction (mb)
235 9.5 Baro-Correction (Hg)
236 19.0 Filtered Computed Airspeed (Vc)(to Disp)
245 2.4 Aircraft Constants
263 9.5 Secondary Bugs
264 2.4 Secondary Ranges
270 2.4 ADC Discrete Wd No 1
271 2.4 ADC Discrete Wd No 2
350 2.4 ADC-850 Diagnostics Wd No 1
351 2.4 ADC-850 Diagnostics Wd No 2

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Figure 4-6. AHS (Attitude Heading System) Overview

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4.3.5 AHS (Attitude Heading S ystem)

4.3.5.1 AHS Overview

The AHS system provides attitude gyro, directional gyro (compass), and accelerometer functions. The AHS
contains two remote mounted attitude heading computers, two remote compensation units, and two flux de-
tector units. The AHS is a dual system; the number 1 (pilot side) system is identical to the number two (co-
pilot side) system. Refer to Figure 4-6. Each LRU is described below:

AHC-85E Number 1 Attitude Heading Computer

RCP-65 Number 1 Remote Compensation Unit
FDU-70 Number 1 Flux Detector Unit
AHC-85E Number 2 Attitude Heading Computer
RCP-65 Number 2 Remote Compensation Unit
FDU-70 Number 2 Flux Detector Unit

The number 1 AHC-85E provides pitch, roll, and stabilized magnetic heading data for display and for use by
the flight control and TCAS systems. The left side AHC also supplies this data to the (non-Collins) SPC
unit. The AHC also generates 3-axis body rate and linear acceleration outputs for use by the flight control
system. A battery provides backup power to sustain the AHC through short power outages.

The AHC receives digital true airspeed (TAS) from the selected air data system, magnetic flux sensor input
from the onside FDU-70, compass compensation from the onside RCP-65, DG/MAG (fast slave) and SLEW
logic from remote switches, and STRUT switch logic. This input data and internal piezoelectric sensor data
are processed by the AHC. The computer applies data bus outputs to the left side IAPS concentrators, left
side flight control computer, large displays, EICAS data concentrators, TCAS transceiver, and SPC.

The number 1 RCP-65 is a remote mounted compensation panel. The RCP contains potentiometers that are
adjusted to electrically compensate for hard iron errors and flux detector misalignment.

The number 1 FDU-70 senses the horizontal component of the earths magnetic field. The FDU provides flux
sense outputs to the number 1 AHC-85E that are used to compute the aircraft magnetic heading angle.

The copilot (number 2) AHS system operates in the same way as the number 1 system described above. The
number 2 AHC applies data bus outputs to the right side IAPS concentrators, the right side flight control
computer, the PFD/MFD displays, the EICAS data concentrators, GPWS, and the SPC.

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Figure 4-6-1 (Sheet 1 of 4). AHS System Schematic (AHC/FDU/RCP 1)

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4.3.5.2 System Schematic

Refer to Figure 4-6-1, sheet 1. This sheet shows the number 1 FDU-70; the number 1 RCP-65; and the
heading, compensation, initialization, and ARINC 429 I/O interface circuits of the number 1 AHC-85E. The
next sheet shows the microprocessor controlling these AHC functions.

The FDU is a 2-axis sensor that measures the horizontal component of the earths magnetic field and gener-
ates outputs that are used to detect the sine and cosine of the aircraft magnetic heading angle. The FDU
consists of two orthogonally positioned coils, each suspended in the horizontal plane. Each coil contains a
primary (excitation) and secondary (sensing) winding. The primary winding of each coil is excited by a 400-
Hz signal generated in the AHC. These SIN EXC and COS EXC excitation signals are 400-Hz triangle
waves. The FDU secondary coil windings return SIN SIG and COS SIG signals to the AHC. The duty cycle
of these FDU output signals is maintained at 50% by adjusting the dc current flow through each coil to can-
cel the effect of the earths magnetic field. A flux detector electronics circuit and two summing circuits con-
trol this loop. The two dc current values are proportional to the sine and cosine of the aircraft magnetic
heading angle. Corresponding DC SIN HDG and DC COS HDG voltages are applied through a heading mul-
tiplexer and a/d converter to the microprocessor.

The FDU interface is controlled by the AHC heading circuit. This circuit provides control to the FDU and
converts the sine/cosine signals from the FDU into heading information for the microprocessor. This circuit
contains the 400-Hz triangle wave generator that applies excitation to the coils in the FDU. The sensed
sine/cosine signals are received from the FDU through a multiplexer that is controlled by the flux detector
electronics circuit. This circuit processes the FDU outputs into analog dc voltages. The resultant dc sine
and cosine heading voltages are applied through the heading multiplexer onto the microprocessor data bus.

The RCP is a plug-in module that provides the AHC compensation function. Compensation cancels hard
iron errors (single cycle compensation) and flux detector misalignment (index compensation). The AHC pro-
vides ±5-V dc excitation to all three potentiometers in the compensation panel. The RCP setup mode switch
is interlocked with the front cover. Removing the RCP front cover selects setup mode. This mode slows
down the multiplexing so that dc compensation voltages can be read on a voltmeter. In setup mode, the po-
tentiometers are adjusted (according to an alignment procedure) to provide specific dc voltage bias corre-
sponding to the sine, cosine, and index compensations for that installation. Sine compensation cancels
north/south hard iron error. Cosine compensation cancels east/west hard iron error. Index compensation
cancels FDU misalignment (heading) error. After these three potentiometers have been properly adjusted,
the RCP front cover is replaced and the setup mode switch is open.

The RCP interface is controlled by the compensation circuit. This circuit contains a buffer and a multi-
plexer. The RCP provides a setup mode discrete and the sine/cosine/index compensation voltages to this cir-
cuit. The setup mode logic discrete is applied through a buffer onto the microprocessor data bus. The three
compensation voltages are applied through a compensation multiplexer and analog-to-digital converter to
the microprocessor.

The ARINC 429 I/O interface consists of an air data receiver circuit and three high-speed transmitter cir-
cuits. An ARINC UART controls this interface. The microprocessor data bus brings air data input from the
UART to the processor during receive mode and carries AHC output data from the processor to the UART
during transmit mode. The processor generates UART control to select receive or transmit mode.

Normally, the number 1 air data computer applies a L-ADC-2 ARINC 429 low-speed data bus to a receiver
circuit in the AHC. This air data bus contains true airspeed (TAS) information that is used to compensate
for false alignment errors that can occur during maneuvers. This TAS data is applied to the receive port of
the UART and read by the processor on the data bus.

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Microprocessor generated output data is applied to the UART. This data contains processed pitch/roll atti-
tude, heading, body rate, and linear acceleration parameters. When the UART is enabled to transmit, this
output data is applied to three ARINC 429 high-speed drivers. The L-AHC-1 data bus is applied to both of
the left side IAPS concentrators and the left side FCC. The L-AHC-2 output bus is applied to the onside
PFD and MFD displays. The L-AHC-3 output bus is applied to the cross-side PFD and MFD displays, the
EICAS data concentrators, the TCAS transceiver, the stall protection computer (SPC), and the ground
proximity warning system (GPWS).

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Figure 4-6-1 (Sheet 2 of 4). AHS System Schematic (AHC 1)

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Refer to Figure 4-6-1, sheet 2. This sheet shows the other half of the number 1 AHC-85E computer. This
portion of the AHC contains the power supply, microprocessor, inertial sensors, and discrete I/O interface.

The number 1 +28-V dc aircraft supply powers the left side AHC. A separate set of pins provides +28-V dc
battery backup power. The power supply circuits use switching and linear regulators to generate internally
required voltage levels.

The battery backup circuit will switch on and power the AHC for up to 11 minutes if the primary +28-V dc
input power level drops below a preset limit. An internal battery powers RAM memory to retain key pa-
rameters during a power loss. Note that the AHC will not initialize on battery power alone.

The power supply also contains a power monitor circuit. This circuit causes the data bus outputs to indicate
“invalid” data if any of the various power supply outputs exceed preset limits.

The microprocessor controls AHC operation through a 16-bit bidirectional data bus. This data bus gathers
the following information for use by the processor: nonvolatile RAM data, EPROM memory data, air data
valid logic, sensor attitude data, and discrete data. Note that this bus also gathers heading, compensation,
and ADS data as described previously for sheet 1 of the system schematic. This data bus also provides mi-
croprocessor generated initialize logic and ARINC output information as described for sheet 1. A timing con-
trol circuit allows the microprocessor to apply chip select enables to various devices in the AHC.

The nonvolatile RAM retains key AHS parameters during a power loss. EPROM memory contains executa-
ble routines and control algorithms required by the processor to perform the AHC function. The digital air
data valid input is a strap that selects (normal) digital ADC operation. Sensor attitude data provides pitch
rate, roll rate, yaw rate, and 3-axis acceleration information to the processor. The discrete data input pro-
vides selectable options and configuration information to the processor.

Attitude data is sensed by two identical inertial sensors. Each inertial sensor contains combinational
rate/acceleration sensors (bimorphs) to provide 2-channel redundancy for monitoring purposes. Each sensor
assembly receives independent wheel power and motor drive excitation for individual integrity. Sensor op-
eration is based on the use of piezoelectric accelerometers. Each sensor contains four miniature piezoelectric
elements mounted on a spinning structure. A synchronous motor ensures a constant spin speed. Two rate-
sensing elements are mounted orthogonal to the spin axis, and two acceleration sensing elements are
mounted along the spin axis of the sensor assembly. Each sensor element is a cantilevered piezoelectric
“bender” that generates a voltage proportional to the bending moment caused by acceleration force on the
mass of the element. An alignment circuit maintains sensor calibration. The resultant rate and acceleration
voltages are FM converted and applied to gyro I/O cards. These cards demodulate and scale the dual rate
and acceleration signals. The sensor 1 and 2 signals are applied through an attitude multiplexer and ana-
log-to-digital converter to the processor.

Discrete I/O data is read through a latch by the processor. This discrete data consists of strut switch logic,
parity logic, box orientation logic, and source identification logic. Each of these inputs is tied to a pullup re-
sistor at the latch input. FAST SLAVE, SLEW RT, and SLEW LT switch logic inputs are also applied to this
latch circuit.

The strut switch logic input is applied from the left side strut switch. This aircraft discrete is a logic ground
when the aircraft is on the ground and an open when the aircraft is airborne. The parity logic straps are
wired to ground in this aircraft. The box orientation logic straps are open, since the AHC is mounted with
its front facing to the right; these straps define sensor axes to the processor. The source ident straps are
wired as shown for the number 1 AHC.

A remote mounted DG/MAG (fast slave) switch applies +28-V dc to cause the AHC to fast slave to the FDU
heading. The remote mounted SLEW LT and SLEW RT switches apply a momentary +28-V dc to cause the

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AHC heading computations to slew toward the selected direction. These switch inputs are applied directly
to the latch input (no pullup resistor).

The AHC also provides extensive in-line monitoring to detect failures affecting attitude or heading data.
These monitors include sensor rate comparison, sensor acceleration comparison, ROM (checksum) monitor,
RAM (bit pattern) monitor, bias compensation (initialization) monitor, watchdog timer (processor cycle time),
power supply (output levels) monitor, wheel speed (sensor spin tolerance) monitor, and a flux detector
(sine/cosine relationship) monitor. These monitors cause the microprocessor to flag the data outputs as “in-
valid” if an internal failure is detected.

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Figure 4-6-1 (Sheet 3 of 4). AHS System Schematic (AHC/FDU/RCP 2)

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Refer to Figure 4-6-1, sheet 3. This sheet shows the number 2 FDU-70; the number 2 RCP-65; and the
heading, compensation, initialization, and ARINC 429 I/O interface circuits of the number 2 AHC-85E. The
next sheet shows the microprocessor controlling these AHC functions.

Internal FDU, RCP, and AHC operation is described on a previous page.

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Figure 4-6-1 (Sheet 4 of 4). AHS System Schematic (AHC 2)

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Refer to Figure 4-6-1, sheet 4. This sheet shows the other half of the number 2 AHC-85E computer. This
portion of the AHC contains the power supply, microprocessor, inertial sensors, and discrete I/O interface.

Internal AHC operation is described on a previous page.

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Figure 4-6A. IRS (Inertial Reference System) Overview

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4.3.5.3 IRS Overview

The optional IRS (Inertial Reference System) provides attitude pitch/roll/yaw, true and magnetic heading
data, 3-axis body rate and acceleration, inertial present position latitude/longitude, flight path data, ground
speed, and wind data. The IRS system contains two remote mounted inertial reference units (IRU) and a
dual mode select unit (MSU). Refer to Figure 4-6A for an overview of the IRS system. Each LRU is de-
scribed below.

IRU Number 1 Inertial Reference Unit

IRU Number 2 Inertial Reference Unit
MSU Mode Select Unit

The number 1 IRU (non-Collins) inertial reference unit provides pitch, roll, and stabilized magnetic heading
data for display and for use by the flight control, weather radar, and TCAS systems. The left side IRU also
supplies this data to (non-Collins) stall protection computer (SPC) and head-up guidance system (HGS). The
IRU also generates 3-axis body rate and acceleration outputs for use by the flight control system and flight
management system. A battery provides backup power to sustain the IRU through short power outages.

The IRU receives digital air data from the selected air data system. The IRU computer applies data bus
outputs to the left side IAPS data concentrators, left side flight control computer, EFIS displays, EICAS data
concentrators, TCAS transceiver, and (non-Collins) stall protection computer (SPC) units.

The copilot (number 2) IRU (non-Collins) inertial reference unit operates in the same way as the number 1
system described above. The number 2 IRU applies data bus outputs to the right side IAPS data concentra-
tors, the right side flight control computer, the PFD/MFD displays, and the EICAS data concentrator units.
The right side IRU also supplies this data to (non-Collins) ground proximity warning system (GPWS), head-
up guidance system (HGS), and stall protection computer (SPC) units.

The MSU (non-Collins) mode select unit provides mode control of the IRU. The MSU is a dual unit which
provides control of a dual IRU installation. There are no annunciators or displays on the front panel.

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Figure 4-6A-1 (Sheet 1 of 3). IRS System Schematic (IRU 1)

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 theory of operation 523-0776289

4.3.5.4 IRS System Schematic

Refer to Figure 4-6A-1, sheet 1. This sheet shows the power, discrete inputs, and ARINC 429 I/O interfaces
of the number 1 inertial reference unit (IRU).

The number 1 115-V ac 400-Hz aircraft supply powers the left side IRU. A separate set of pins provides +28-
V dc battery backup power. The battery backup circuit will switch on and power the IRU for up to 11 min-
utes if the primary 115-V ac input power level drops below a preset limit. 115-V ac power is also applied to
the IRU cooling fan.

Discrete I/O data consists of mode select, air data select, mount position, and side ident logic. The MODE
SELECT M1/M2 logic inputs P1B-1F/2F turn the IRU OFF/on and select NAV or ATT mode of operation.
The ADC transfer switch applies a MANUAL ADC SELECT discrete to P1B-13J. When this discrete is
open, the IRU selects the number 1 ADC port P1B-4K/5K, a ground on this discrete selects the number 2
ADC port P1B-10J/11J. The MOUNT POSITION logic straps P1B-2A/3A are both grounded to program
common P1B-1A, since the IRU is mounted with its rear plug facing to the left; these straps define sensor
axes to the IRU processor. The SIDE IDENT straps are wired P1B-5A open and P1B-6A grounded to SIDE
IDENT COMMON P1B-7A for the number 1 IRU.

The ARINC 429 I/O interface consists of two air data receive ports, two IAPS data concentrator receive
ports, and three IRU transmitter ports. The number 1 air data computer applies a L-ADC-2 ARINC 429
low-speed data bus to IRU receive port P1B-10J/11J. The number 2 air data computer applies a R-ADC-2
ARINC 429 low-speed data bus to IRU receive port P1B-4K/5K. The air data computers provide altitude and
true airspeed data for the IRU. The ADC XFER switch applies a MANUAL ADC SELECT discrete that se-
lects the active ADC port. The number 1B IOC applies a LB-GP BUS 2 ARINC 429 low-speed data bus to
IRU receive port P1B-8A/9A. The number 2B IOC applies a RB-GP BUS 2 ARINC 429 low-speed data bus to
IRU receive port P1B-13A/14A. The GP BUS 2 provides set latitude, set longitude, set magnetic heading,
UTC time, and date inputs from the flight management computers.

The IRU contains inertial instruments (laser gyros and accelerometers), two microprocessors, memory, a
power supply, and the circuitry required to interface the IRU to other aircraft avionics systems. The IRU
provides attitude pitch/roll/yaw, true and magnetic heading data, 3-axis body rate and acceleration, inertial
present position latitude/longitude, flight path data, ground speed, and wind data. The IRU outputs this
data on three ARINC 429 high-speed data buses. The L-IRS-1 data bus is applied to both of the left side
IAPS data concentrators and the left side FCC. The L-IRS-2 output bus is applied to the number 1 PFD and
MFD displays. The L-IRS-3 output bus is applied to the number 2 PFD and MFD displays, the EICAS data
concentrator units, the TCAS transceiver, and the stall protection computer (SPC). The L-IRS-4 output bus
is applied to the head-up guidance computer (HGC).

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Figure 4-6A-1 (Sheet 2 of 3). IRS System Schematic (IRU 2)

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Refer to Figure 4-6A-1, sheet 2. This sheet shows the power, discrete inputs, and ARINC 429 I/O interfaces
of the number 2 inertial reference unit (IRU).

The number 2 115-V ac 400-Hz aircraft supply powers the right side IRU. A separate set of pins provides
+28-V dc battery backup power. The battery backup circuit will switch on and power the IRU for up to 11
minutes if the primary 115-V ac input power level drops below a preset limit. 115-V ac power is also applied
to the IRU cooling fan.

Discrete I/O data consists of mode select, air data select, mount position, and side ident logic. The MODE
SELECT M1/M2 logic inputs P1B-1F/2F turn the IRU OFF/on and select NAV or ATT mode of operation.
The ADC transfer switch applies a MANUAL ADC SELECT discrete to P1B-13J. When this discrete is
open, the IRU selects the number 2 ADC port P1B-4K/5K, a ground on this discrete selects the number 1
ADC port P1B-10J/11J. The MOUNT POSITION logic straps P1B-2A is open and P1B-3A is grounded to
program common P1B-1A, since the IRU is mounted with its rear plug facing to the right; these straps de-
fine sensor axes to the IRU processor. The SIDE IDENT straps are wired P1B-5A grounded to SIDE IDENT
COMMON P1B-7A and P1B-6A open for the number 2 IRU.

The ARINC 429 I/O interface consists of two air data receive ports, two IAPS data concentrator receive
ports, and three IRU transmitter ports. The number 1 air data computer applies a L-ADC-2 ARINC 429
low-speed data bus to IRU receive port P1B-10J/11J. The number 2 air data computer applies a R-ADC-2
ARINC 429 low-speed data bus to IRU receive port P1B-4K/5K. The air data computers provide altitude and
true airspeed data for the IRU. The ADC XFER switch applies a MANUAL ADC SELECT discrete that se-
lects the active ADC port. The number 1B IOC applies a LB-GP BUS 2 ARINC 429 low-speed data bus to
IRU receive port P1B-13A/14A. The number 2B IOC applies a RB-GP BUS 2 ARINC 429 low-speed data bus
to IRU receive port P1B-8A/9A. The GP BUS 2 provides set latitude, set longitude, set magnetic heading,
UTC time, and date inputs from the flight management computers.

The IRU contains inertial instruments (laser gyros and accelerometers), two microprocessors, memory, a
power supply, and the circuitry required to interface the IRU to other aircraft avionics systems. The IRU
provides attitude pitch/roll/yaw, true and magnetic heading data, 3-axis body rate and acceleration, inertial
present position latitude/longitude, flight path data, ground speed, and wind data. The IRU outputs this
data on three ARINC 429 high-speed data buses. The R-IRS-1 data bus is applied to both of the right side
IAPS data concentrators and the right side FCC. The R-IRS-2 output bus is applied to the number 2 PFD
and MFD displays. The R-IRS-3 output bus is applied to the number 1 PFD and MFD displays, the EICAS
data concentrator units, the ground proximity warning system (GPWS), and the stall protection computer
(SPC). The R-IRS-4 output bus is applied to the head-up guidance computer.

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Figure 4-6A-1 (Sheet 3 of 3). IRS System Schematic (MSU)

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Refer to Figure 4-6A-1, sheet 3. This sheet shows the MSU dual mode select unit. The MSU provides the
necessary switches to control the mode of operation. The MSU does not have any displays or annunciators.
All IRS system annunciators are displayed on the FMS CDU.

The front panel mode select switches have three positions: OFF, NAV, and ATT. Power is applied to the IRU
when the mode select switch is in the NAV or ATT position.

When the mode select switch is turned to the OFF position, The OFF position turns the IRU off under com-
puter control within ten seconds. The turn-off delay allows the computer to store calibration and mainte-
nance data in nonvolatile memory.

When the mode select switch is turned to the NAV position, the inertial reference portion of the IRU begins
a short alignment procedure (7 minutes) which allows the inertial reference instruments to settle-in and
come up to normal operating status. At the end of the alignment procedure, the system automatically se-
quences to the standard navigation mode.

In the event of an inertial reference failure, the system may be placed in attitude mode by turning the mode
select switch to the ATT position. In attitude reference mode all navigational capability is lost and the IRU
outputs only attitude data.

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BUS DESCRIPTION FOR L-AHC-1 ARINC HS 429 BUS TO LA-IOC, LB-IOC, L-FCC
BUS DESCRIPTION FOR L-AHC-2 ARINC HS 429 BUS TO L-PFD, L-MFD
BUS DESCRIPTION FOR L-AHC-3 ARINC HS 429 BUS TO R-PFD, R-MFD, L-DCU, R-DCU, C-DCU, SPC CH1, TTR
BUS DESCRIPTION FOR R-AHC-1 ARINC HS 429 BUS TO RA-IOC, RB-IOC, R-FCC
BUS DESCRIPTION FOR R-AHC-2 ARINC HS 429 BUS TO R-PFD, R-MFD
BUS DESCRIPTION FOR R-AHC-3 ARINC HS 429 BUS TO L-PFD, L-MFD, L-DCU, R-DCU, C-DCU, SPC CH2, GPWS

OCTAL LABEL WORDS/SEC PARAMETER

RATE
270 5.2 AHRS Discrete Data
302 5.2 Compass Slaving
320 52.0 Magnetic Heading
324 52.0 Pitch Angle
325 52.0 Roll Angle
326 52.0 Pitch Rate (Body)
327 52.0 Roll Rate (Body)
330 52.0 Yaw Rate (Body)
331 52.0 Longitudinal Acceleration (Body)
332 52.0 Lateral Acceleration (Body)
333 52.0 Normal Acceleration (Body)
350 5.2 AHC-85E Diagnostics Wd No 1
351 5.2 AHC-85E Diagnostics Wd No 2
364 5.2 Inertial Vertical Acceleration
375 5.2 Along Heading Acceleration
376 5.2 Cross Heading Acceleration

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BUS DESCRIPTION FOR L-IRS-1 ARINC HS 429 BUS TO LA-IOC, LB-IOC, L-FCC
BUS DESCRIPTION FOR L-IRS-2 ARINC HS 429 BUS TO L-PFD, L-MFD
BUS DESCRIPTION FOR L-IRS-3 ARINC HS 429 BUS TO R-PFD, R-MFD, L-DCU, R-DCU, C-DCU, SPC CH1, TTR
BUS DESCRIPTION FOR L-IRS-4 ARINC HS 429 BUS TO HGS
BUS DESCRIPTION FOR R-IRS-1 ARINC HS 429 BUS TO RA-IOC, RB-IOC, R-FCC
BUS DESCRIPTION FOR R-IRS-2 ARINC HS 429 BUS TO R-PFD, R-MFD
BUS DESCRIPTION FOR R-IRS-3 ARINC HS 429 BUS TO L-PFD, L-MFD, L-DCU, R-DCU, C-DCU, SPC CH2, GPWS
BUS DESCRIPTION FOR R-IRS-4 ARINC HS 429 BUS TO HGS

OCTAL LABEL WORDS/SEC PARAMETER

RATE
002 1.0 Time to Nav (IRS Non Standard)
270 2.0 IRS Discretes
275 2.0 LTN-101 IRS Discrete Wd #2
276 2.0 LTN-101 IRS Discrete Wd #3
310 5.0 Present Position Latitude (IRS)
311 5.0 Present Position Longitude (IRS)
312 25.0 Ground Speed (IRS)
313 25.0 Track Angle, True (IRS)
314 25.0 True Heading (IRS)
315 10.0 Windspeed (IRS)
316 10.0 Wind Angle (IRS)
317 25.0 Track Angle, Magnetic (IRS)
320 25.0 Magnetic Heading
322 25.0 Flight Path Angle (IRS)
323 50.0 Flight Path Acceleration (IRS)
324 50.0 Pitch Angle
325 50.0 Roll Angle
326 50.0 Pitch Rate (Body)
327 50.0 Roll Rate (Body)
330 50.0 Yaw Rate (Body)
331 50.0 Longitudinal Acceleration (Body)
332 50.0 Lateral Acceleration (Body)
333 50.0 Normal Acceleration (Body)
336 50.0 Inertial Pitch Rate (IRS)
337 50.0 Inertial Roll Rate (IRS)
350 2.0 IRS Wd (Non-standard)
351 2.0 IRS Wd (Non-standard)
353 2.0 IRS Wd (Non-standard)
355 2.0 IRS Wd (Non-standard)
362 50.0 Along Track Acceleration (IRS)
363 50.0 Cross Track Acceleration (IRS)
364 50.0 Inertial Vertical Acceleration
365 25.0 Inertial Vertical Velocity
366 10.0 N-S Velocity (IRS)
367 10.0 E-W Velocity (IRS)
530.0 ADDITIONAL WORDS (WORST KNOWN CASE)

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Figure 4-7. FCS (Flight Control System) Overview

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4.3.6 FCS (Flight Control Syst em)

4.3.6.1 Overview

The FCS system provides 2-axis autopilot, dual yaw dampers, dual flight directors, and automatic elevator
trim control. The FCS contains two flight control computers, a flight control panel, two primary servos, and
two linear actuators. The FCS is a dual system; the number 1 (pilot side) system is identical to the number
2 (copilot side) system. The flight control panel provides control inputs to both systems. The two systems
operate together to drive the servos and linear actuators. Refer to Figure 4-7. Each LRU is described below.

FCP-4002 Flight Control Panel

FCC-4000 Number 1 Flight Control Computer
FCC-4000 Number 2 Flight Control Computer
SVO-85A Aileron Servo
SVO-85B Elevator Servo
SVL-4000 Number 1 Rudder Actuator
SVL-4000 Number 2 Rudder Actuator

The number 1 FCC-4000 is in the IAPS card cage. Computation circuits receive flight director mode select
data, manual pitch command, and autopilot engage logic from the flight control panel; attitude and heading
data from the left side AHC; discrete mode data from cockpit switches; concentrator data from the IOCs;
analog control surface position from the left side DCU; and crosstalk data from the right side FCC. The FCC
applies processed serial output through the IOCs to the left side PFD. Flight director command and autopi-
lot mode/status indications are applied through the IOCs to the left side PFD. The FCC supplies discrete
monitor interlock logic to the FCP and crosstalk data to the right side FCC.

The FCC-4000 also contains servo-amplifier circuits. These circuits apply motor drive to one side of each
SVO-85( ) and process rate feedback from each servo. The FCC also applies yaw damper drive to the number
1 linear actuator and processes position feedback. A pitch trim circuit applies arm and command logic to the
Canadair supplied HSTCU pitch trim system and processes pitch trim rate feedback. A discrete output
controls the aircraft pitch trim fail annunciator.

The number 2 FCC-4000 operates as described above for the number 1 computer, except that it functions
with right side LRUs.

The pilot and copilot use the FCP-4002 to input autopilot commands and flight director modes. The AP ENG
button applies engage request logic to both FCC computers; if conditions are appropriate to engage, both
computers respond with proper interlock logic that allows the FCP to engage the servos. The pitch knob ap-
plies attitude commands to both computers. TURB and AP XFR buttons apply mode request logic to both
FCCs; button annunciators are lit by the FCCs. Pilot/copilot aircraft switches and logic from the trim sys-
tem apply disengage discretes to the FCP.

The FCP is used by the pilot to select left side flight director modes. When a pushbutton is pushed, a FD
mode request is applied to the left side FCC. If conditions are appropriate, the mode selects and an ac-
knowledge is returned to light an annunciator next to that button. CRS and HDG select knobs apply out-
puts to both DCP-4000 Display Control Panels. The autopilot SPEED bug knob and preselected altitude
knob apply outputs to both ARP-4000 Air Data Reference Panels.

The SVO-85B elevator servo physically positions aircraft control surfaces in the pitch axis. Differential mo-
tor drive is applied from each FCC. A rate feedback analog is applied to computation circuits in both com-
puters. The FCP applies clutch (engage) power.

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The SVO-85A aileron servo physically positions aircraft control surfaces in the roll axis. Operation is as de-
scribed above.

The Canadair supplied yaw damper panel provides two yaw damper engage buttons and a yaw damper dis-
connect button.

The number 1 SVL-4000 rudder actuator physically positions aircraft control surfaces in the yaw axis. Yaw
damper engage is supplied by the yaw damper panel. A yaw damper drive signal is applied from the onside
FCC. A position feedback analog is applied to computation circuits in the FCC.

The number 2 SVL-4000 operates as described above for the number 1 actuator, except that it functions with
the right side FCC.

The FCCs provide arm and command logic to the pitch trim system. The horizontal stabilizer trim control
unit (HSTCU) is not supplied by Collins. The pitch trim arm and command outputs cause the trim system to
automatically run and null the aerodynamic forces that the primary servo is required to hold. As pitch trim
runs, rate feedback is generated and applied to monitor circuits in both computers. A disengage output is
applied to the FCP if a trim failure is detected.

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Figure 4-7-1 (Sheet 1 of 7). FCS System Schematic (FCP)

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4.3.6.2 System Schematic

Refer to Figure 4-7-1, sheet 1. This sheet shows the FCP-4002 Flight Control Panel and the GO AROUND,
AP DISC, and SYNC switches.

The FCP contains the lateral and vertical mode select switches, VS/pitch wheel, autopilot switches, FD
switches, and various control knobs. Each knob has a push switch in the center. Round indicator lights are
located to the left and right of each mode select switch. The left side indicator lights are driven by the pilot’s
FCC, and the right side indicator lights are driven by the copilot’s FCC.

The FCS-A and FCS-B +28-V dc power inputs are filtered and varistor protected. FCS-A power is used for
the SW +28-V dc A output and applied through interlocking relays to provide elevator clutch power. FCS-B
power is used for the SW +28-V dc B output and applied through interlocking relays to provide aileron clutch
power.

The SW +28-V dc A is applied to the remote GO AROUND and AP DISC switches on both sides and the
SYNC switch on the pilot side. The GO AROUND switch is normally open. When GO AROUND is selected
on either side, a +28-V dc GO AROUND A discrete is applied to the number 1 FCC and the FCP channel A
voter circuit. The AP DISC switch is normally closed. When AP DISC is selected on either side, an open AP
DISC A discrete is applied to the number 1 FCC and the FCP channel A voter circuit. The SYNC switch is
normally open. When SYNC is selected on the pilot side, a +28-V dc SYNC A discrete is applied to the num-
ber 1 FCC.

The channel A voter circuit consists of four amplifiers, an AND gate, relay K3, and a buffer. The amplifiers
receive inputs from the AP DISC A (+28-V dc) switch, GO AROUND A (open) switch, horizontal stabilizer
control unit MAN TRIM DISENGAGE A (open), and stall computer AUX DISENGAGE A (open). The ampli-
fier outputs are applied to the AND gate and a buffer. If all the inputs are valid, the AND gate outputs a
logic 1 and the transistor conducts. Relay K3 is powered by a +28-V dc AP MONITOR A discrete from the
FCC monitor circuit. When the transistor conducts, relay K3 is energized and the channel A interlock con-
tacts close. The buffer applies switch, disengage, and AP MON FDBK A data onto the left side input data
bus to the UART.

The channel B voter circuit operates as described above for channel A, except that it functions with the
number 2 FCC and controls interlock relay K1.

When the interlock relays are closed, relay K4 voltage sink is biased on, and the autopilot is ready to be en-
gaged. The following conditions must all occur for the autopilot to remain engaged:

P1-M = +28-V dc FCS-A Number 1 aircraft power present

P2-M = +28-V dc FCS-B Number 2 aircraft power present
P1-a = +28-V dc Valid AP MON A logic from left side FCC
P2-a = +28-V dc Valid AP MON B logic from right side FCC

K1: P2-AA = +28-V dc Neither AP DISC switch pushed (both B sections)

P2-GG = open Neither GO AROUND switch pushed (both B sections)
P2-BB = open Valid MAN TRIM DISENGAGE B logic from Canadair HSTCU trim system
P2-FF = open Valid AUX DISENGAGE B logic from Canadair SPC stall computer (+28 V pullup)

K3: P1-AA = +28-V dc Neither AP DISC switch pushed (both A sections)

P1-GG = open Neither GO AROUND switch pushed (both A sections)
P1-BB = open Valid MAN TRIM DISENGAGE A logic from Canadair HSTCU trim system
P1-FF = open Valid AUX DISENGAGE A logic from Canadair SPC stall computer (+28 V pullup)

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Pushing the momentary contact AP ENG button applies +28 V to relay K4. The relay closes, applying FCS-
A +28-V dc to the elevator servo clutch, lights the left side AP engage annunciator, and energizes relay K2.
Relay K2 closes and applies FCS-B +28-V dc to hold relay K4 closed, aileron servo clutch power, and lights
the right side AP engage annunciator. AP CLUTCH FDBK A and AP CLUTCH FDBK B are applied
through the buffers/UARTS to the number 1 and 2 FCCs. Elevator clutch power is output to the elevator
servo and the HSTCU (Canadair supplied). Aileron clutch power is output to the aileron servo.

The FCP receives a RS-422 serial digital bus from the number 1 FCC. The FCC 1 TO FCP bus is applied
through a receiver to the UART. The UART controls the I/O functions in the FCP. A control circuit provides
required chip enables and UART timing. The UART receives 8-bit parallel left side input data from the
front panel pushbutton latches, VS/pitch wheel direction decoder/counter, and voter circuit buffer. The
UART processes the received RS-422 data and outputs 8-bit parallel data to a latch decoder. The latch de-
coder enables the lamp drivers to light the appropriate left side annunciator lights. Grounding the ANNUN
TEST line enables the annunciation test circuit and lights all of the panel annunciator lights. The UART
transmits a RS-422 bus to the number 1 FCC. The FCP TO FCC 1 bus contains data from the front panel
pushbuttons, VS/pitch wheel direction decoder/counter, AP monitor feedback A, AP clutch feedback A, disen-
gage inputs, and remote switch data.

The channel B UART I/O circuit operates as described above for channel A, except that it functions with the
number 2 FCC.

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Figure 4-7-1 (Sheet 2 of 7). FCS System Schematic (FCP)

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Refer to Figure 4-7-1, sheet 2. This sheet shows the FCP-4002 Flight Control Panel.

Mode select discrete logic from the FCP pushbuttons is input through a latch circuit to the UART. When a
FCP button is pushed, a ground logic 0 is applied to the corresponding latch input. This pushbutton activity
is latched, read by the UART, and transmitted on the FCP TO FCC 1/2 buses to both FCCs.

The FCC processes this mode request data and returns acknowledge information on the FCC 1/2 TO FCP
data buses. This data bus is applied through a RS-422 line receiver to the receive port of the UART. A par-
allel decoder then applies appropriate logic to an annunciator driver circuit. This circuit applies a discrete
ground to light the annunciator lamp beside the selected FCP pushbutton.

The pitch knob is a wheel assembly that is tied mechanically to a rotary switch. The pitch wheel is turned to
command an attitude change in the pitch axis. The amount of pitch command is proportional to the amount
of knob displacement. A direction decoder/counter reads the switch movement and outputs the data to the
UART.

The CRS1 knob is used to select the pilot’s course. The CRS1 knob is connected to a rotary 3-state logic gen-
erator. The logic generator output is read by the number 1 DCP to determine the direction and speed of the
knob. Pushing the DIRECT TO switch on the CRS1 knob applies a ground to the number 1 DCP. The DI-
RECT TO switch causes the course arrow to turn until station deviation is zero. The CRS2 knob operates in
the same manner, except that it is connected to the number 2 DCP.

The HDG knob is connected to dual 3-state logic generators and the PUSH SYNC switch has dual switches.
The outputs from the HDG knob are applied to the number 1 and 2 DCPs. The logic generator output is
read by the DCP to determine the direction and speed of the knob. Pushing the SYNC switch on the HDG
knob applies a ground to the DCP. The SYNC switch causes the heading bug to position under the lubber
line.

The SPEED knob and IAS/MACH switch operates as described above for the HDG knob, except that it func-
tions with the number 1 and 2 ARPs.

The ALT knob and PUSH CANCEL switch operates as described above for the HDG knob, except that it
functions with the number 1 and 2 ARPs.

The IAPS power supply 1A supplies isolated +5-V dc power to the channel A side of the FCP. The IAPS
power supply 2A supplies isolated +5-V dc power to the channel B side of the FCP.

FCP pushbutton annunciator lights are dimmed by the 28-V dc aircraft lighting bus. A dim control circuit
provides voltage input to the 28-volt driver. This 28-volt driver provides a 300-Hz, variable duty cycle dim
signal to the panel annunciators. The duty cycle is proportional to the amount of dim control input. The
FCP panel lights are directly dimmed by the 5-V aircraft lighting bus.

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Figure 4-7-1 (Sheet 3 of 7). FCS System Schematic (FCC 1)

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Refer to Figure 4-7-1, sheet 3. This sheet shows the I/O processor circuits of the number 1 FCC-4000 Flight
Control Computer. Sheet 4 shows the servo amplifier and the main processor circuits. Sheet 7 shows addi-
tional monitors and the pitch trim circuits.

Note that the FCC is inside the IAPS card cage. IAPS LHP pin numbers are shown on this figure whenever
a function can be accessed on an external connector. All other connections are internal to the IAPS.

The 8-bit I/O processor controls the RS-422, ARINC 429, analog, and discrete data interfaces. This processor
also reads configuration PROM data, computes pitch trim relay/annunciator control, and generates servo
cutout and the 65 AP/YD monitor logic discretes. The I/O processor shares information with the main proc-
essor through addressable DMA RAM and fast data link circuits.

The I/O processor reset pin is controlled by power valid logic from the 1A PWR module; the processor auto-
matically reinitializes if the FCC input power (+28-/+5-/±12-V dc from the 1A PWR module) varies from pre-
set tolerances.

RS-422 input and output data is handled by a dual ACIA. The FCP channel A supplies FCP mode request
data on the FCP TO FCC 1 data bus input. This input is applied through a receiver to the number 1 ACIA
receive port. The right side FCC supplies cross-side data on the R-FCC-3 data bus input. This input is ap-
plied through a receiver to the number 2 ACIA receive port. The RS-422 received data is read from the I/O
data bus by the processor.

When the ACIA transmit mode is enabled, microprocessor generated data is read from the I/O data bus and
formatted for serial transmission. The ACIA applies FCP mode acknowledge output data from its number 1
transmit port. This serial output is applied through a transmitter as the FCC1 TO FCP data bus output to
channel A in the FCP. The ACIA applies serial cross-side output data from its number 2 transmit port. This
output is applied through a transmitter as the L-FCC-3 data bus output to the right side FCC.

ARINC 429 high-speed data is received from the AHS system and both left side IOC data concentrators. The
L-AHC-1 bus supplies aircraft attitude and heading information to the microprocessor through a re-
ceiver/label remapper (decoder) circuit. The LA-IOC-3 bus supplies ADS and FMS parameters from the 1A
IAPS concentrator. The LB-IOC-3 bus supplies redundant data from the other left side IAPS concentrator.
A multiplexer is switched by the processor to select an IOC bus and load the concentrator data onto the I/O
data bus. The processor alternately selects between the two IOC buses approximately every 10 seconds.

The FCC generates an ARINC 429 high-speed data bus output to both of the left side IOC data concentra-
tors. Computed output data is read from the I/O data bus, converted to serial format, and applied through a
transmitter to the IOCs. This L-FCC-1 output bus contains flight director mode and steering information
(mapped to the PFD).

Analog and discrete input data is multiplexed to the I/O processor. This data consists of FCS configuration
strap data from the number 1 CSU (in IAPS) and input from several external (non-IAPS) inputs. The strap-
ping data is read by the I/O processor through a dedicated multiplexer. The external inputs consist of 2-wire
analog signals and discrete logic lines. These inputs are level converted and read by the processor through a
multiplexer network.

The following input data is read through the multiplexer network:

• AP DISC A logic from the A sections of aircraft switches. When either AP DISC switch is pushed, +28-V
dc is removed and the autopilot disconnects.
• AP ENGAGE A logic from the FCP. When AP ENG button is pushed, +28-V dc is applied to FCC 1.
• GO AROUND A logic from the A sections of both aircraft switches. When either switch is pushed, +28-V
dc is applied to select go-around mode.

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• SYNC A logic from the pilot aircraft switch. When this switch is pushed, +28-V dc is applied to change
mode references to current flight values.
• AP MON and YD MON (interlock) logic (sheet 7) to the FCP (sheet 1) and yaw damper panel (sheet 3).
This logic disengages the autopilot if internal monitors detect a failure.
• TRIM FB logic from the pitch trim driver circuit (sheet 7). This input allows the processor to monitor
the trim arm and trim command outputs.
• SVO MON FB logic from the servo monitor circuit (sheet 7). This monitor becomes invalid if a failure is
detected by the servo-amplifier circuits, the I/O processor, or the main processor.
• SVO CMD A analog from the digital-to-analog converter (sheet 4). This input allows the processor to
monitor the three left side (channel A) computed servo-command signals.
• SVO ERROR A analog from the summing amplifiers (sheet 4). This input allows the processor to moni-
tor the two left side channel servo-correction signals.
• SVO MOTOR B analog from the cross-side servo amplifiers (sheet 4). This input allows the processor to
monitor the two servo-drive signals from the other FCC.
• YD ENG LEVER UP A logic from the yaw damper panel. When the number 1 YD is engaged, +28-V dc
is applied to request yaw damper engage.
• YD ENG LEVER UP B logic from the yaw damper panel. When the number 2 YD is engaged, +28-V dc
is applied to request yaw damper engage.
• PITCH TRIM RATE analog from the (non-Collins) pitch trim system (sheet 7). This input allows the
processor to monitor the trim servo-motor speed and direction of rotation.

The Canadair supplied yaw damper panel consists of a number 1 yaw damper engage button, a number 2
yaw damper engage button, and a yaw damper disconnect button. The YD engage buttons may be pushed by
the operator to engage just the yaw damper and not the autopilot. At least one yaw damper must be en-
gaged before the autopilot can be engaged. The following conditions must all occur for the number 1 yaw
damper to remain engaged: number 1 +28-V dc aircraft power present, valid YD MON A logic (+28-V dc)
from left side FCC, and SW +28-V dc A from the FCP channel A.

The number 1 FCC applies YD MON A +28-V dc to the YD 1 engage button in the yaw damper panel.
Pushing the YD 1 engage button energizes relay K1 and toggles three sets of contacts. The first set of con-
tacts applies power to hold the relay closed when the engage button is released. The second set of contacts
applies number 1 +28-V dc aircraft power to the number 1 yaw damper (YD 1 ENGAGE). The third set of
contacts applies the SW +28-V dc A to output a valid YD ENG LEVER UP A to both FCCs. Pushing the YD
disconnect button removes the relay power and disengages both yaw dampers.

The number 2 yaw damper operates in the same way except that the following conditions must all occur for
the number 2 yaw damper to remain engaged: number 2 +28-V dc aircraft power present, valid YD MON B
logic (+28-V dc) from right side FCC, and SW +28-V dc B from FCP channel B.

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Figure 4-7-1 (Sheet 4 of 7). FCS System Schematic (FCC 1)

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Refer to Figure 4-7-1, sheet 4. This sheet shows the main processor and servo-amplifier circuits of the num-
ber 1 FCC-4000 flight control computer, two SVO-85( ) Primary Servos, and number 1 SVL-4000 Linear Ac-
tuator.

The 16-bit main processor performs the FCC computation functions and generates the channel A elevator,
aileron, and rudder servo commands. This processor also reads configuration PROM data, computes pitch
trim control, and generates the 86 AP/YD monitor logic discretes. The main processor shares information
with the I/O processor through addressable DMA RAM and fast data link circuits.

Computed servo commands are applied through a digital-to-analog converter to the three servo-amplifier
circuits. Command is removed by the I/O processor during cutout conditions. The enabled aileron or eleva-
tor servo amplifier processes this command and applies drive to one of the servo-motor terminals. The B
channel of the servo amplifier (FCC number 2) operates in the same way, but it generates a servo-motor
command that is equal in value but opposite in polarity to the channel A command. The voltage differential
at the two motor terminals is what ultimately causes the motor to run.

The analog elevator servo command is applied to an inverting input of the summing amplifier. The SVO
RATE A analog feedback from the rate generator in the elevator servo is applied to a noninverting input of
the summing amplifier. This SVO RATE A analog is integrated to derive a servo-position reference, which is
applied to an inverting input of the summing amplifier. The result of this summing operation represents the
channel A servo-error correction required to properly position the elevator servo. When the servo moves the
aircraft elevators to the angular position specified by the computed servo command, the summing amplifier
zeros and the servo nulls. The SVO ERROR A voltage is applied to the servo monitor and midvalue voter
circuits in both FCCs.

The midvalue voter circuit compares the SVO ERROR A voltage, the SVO ERROR B voltage (from the other
FCC), and ground. The voter passes the middle voltage level to the torque limiter. The voter is a safety de-
vice that prevents faults from causing servo rotation.

The torque limiter functions with the torque rate limiter to generate and apply programmed torque com-
mand voltage to the power amplifier. The torque limiter limits the peak command voltage; the torque rate
limiter integrates the voltage input to cause it to build at a precisely controlled rate. The resulting pro-
grammed torque command voltage is power amplified and applied as the SVO MOTOR A voltage to pin P1-B
of the elevator servo. The SVO MOTOR A voltage also is applied to the servo monitor and cross-channel
FCC.

The power amplifier converts the torque command voltage input to a current output to drive the servo motor.
When no input is applied to the amplifier, the output is biased at approximately +14-V dc (half of the +28-V
dc bus voltage). Since both motor terminals are at +14-V dc, there is no motor current. When a nonzero
torque command voltage is applied, the power amplifier converts this voltage to a specific servo-motor drive
current. Because the B channel servo command is of the opposite polarity, one power amplifier sources cur-
rent and the other sinks current. The resulting current flow causes the motor to run in the corresponding
direction until the servo-rate feedback equals the computed servo command (plus position) and the amplifier
nulls.

The SVO-85B elevator servo and SMT servo mount function as a precise drive mechanism to control the dis-
placement of the aircraft primary elevator control surfaces. The SVO consists of a permanent magnet dc
motor, a dual rate generator, an electromechanical engage clutch, and a precision multistage gear train. The
servo mount consists of an override safety slip clutch and a capstan that connects the servo to the aircraft
control surface.

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Servo-motor drive is applied from both channels of the servo amplifier as previously described. Channel A
motor drive is provided by the left side FCC, and channel B motor drive is provided by the right side FCC.
The voltage differential across the motor leads causes current to flow, which turns the servo motor.

When the motor runs, the dual rate generator also runs a corresponding amount. This generator provides
two individual feedback outputs to the FCC servo-amplifier circuits. The SVO RATE A output is applied to a
summing amplifier in the left side FCC; the SVO RATE B output is applied to a summing amplifier in the
right side FCC.

When the autopilot is engaged, +28-V dc engage clutch power is applied from the FCP to energize the SVO
clutch coil. When this coil is energized, the clutch couples the motor torque through the precision gear train
to turn the capstan. The capstan mechanically moves the linkage connected to the aircraft control surface.

The aileron servo-amplifier circuits are identical to those described for the elevator amplifier. The main mi-
croprocessor generates aileron servo commands and applies them to the summing amplifier. This circuit ap-
plies channel A motor drive to the aileron servo.

The aileron SVO-85A servo and its associated SMT mount control the displacement of the aircraft primary
aileron control surfaces.

The rudder (yaw damper) SVL-4000 actuator controls the displacement of the aircraft primary rudder con-
trol surfaces. Computed servo command is applied through a digital-to-analog converter to the rudder servo-
error circuit. Command is removed by the I/O processor during cutout conditions. The enabled rudder
servo-error circuit processes this command and applies a YD DRIVE signal to the rudder actuator.

The analog rudder servo command is applied through the cutout switch to an inverting input of the sum-
ming amplifier. The analog YD POSITION A feedback from the SVL position transducer is applied to the
position amplifier (inverter). The amplifier applies the position signal to the cutout position amplifier and to
the inverting input of the summing amplifier. The result of this summing operation represents the channel
A servo-error correction required to properly position the rudder linear actuator. When the actuator moves
the aircraft rudder to the angular position specified by the computed servo command, the summing amplifier
zeros and the servo nulls.

If a fault is detected in the rudder computations the I/O processor toggles the rudder servo cutout switch.
The cutout position amplifier inverts and amplifies the position signal by a small amount. This CUTOUT
SVO CMD is applied through the cutout switch to the summing amplifier. The CUTOUT SVO CMD signal
is slightly greater than the position signal and causes the rudder to slowly move to the center position.

The SVL-4000 linear actuator functions as a precise drive mechanism to control the displacement of the air-
craft rudder control surfaces. The SVL consists of a permanent magnet dc motor, a position transducer, a
precision gear train, and a brake.

YD DRIVE A is applied from the servo-error amplifier as previously described. When the yaw damper is en-
gaged, +28 V dc YD 1 ENGAGE from the yaw damper panel releases the brake. The actuator ram extends
when the YD DRIVE A voltage is more negative than the YD DRIVE A reference. When the actuator ram is
extended, the position transducer output (YD POSITION A) is more positive than the YD POSITION A ref-
erence. The position transducer provides feedback to the FCC servo-error circuit. The YD POSITION A
output is applied to a position amplifier in the left side FCC.

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Figure 4-7-1 (Sheet 5 of 7). FCS System Schematic (FCC 2)

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Refer to Figure 4-7-1, sheet 5. This sheet shows the I/O processor circuits of the number 2 FCC-4000 Flight
Control Computer. Sheet 6 shows the servo amplifier and the main processor circuits. Sheet 7 shows addi-
tional monitors and the pitch trim circuits.

Note that the FCC is inside the IAPS card cage. IAPS LHP pin numbers are shown on this figure whenever
a function can be accessed on an external connector. All other connections are internal to the IAPS.

Internal FCC operation is described on a previous page.

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Figure 4-7-1 (Sheet 6 of 7). FCS System Schematic (FCC 2)

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Refer to Figure 4-7-1, sheet 6. This sheet shows the main processor, the servo-amplifier circuits of the num-
ber 2 FCC-4000 Flight Control Computer, and the number 2 SVL-4000 Linear Actuator.

Internal FCC operation is described on a previous page.

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Figure 4-7-1 (Sheet 7 of 7). FCS System Schematic (FCCs)

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Refer to Figure 4-7-1, sheet 7. This sheet shows both FCC-4000 servo-monitor, interlock monitor, and pitch
trim circuits.

Each FCC contains a servo-monitor circuit that checks the validity of various functions in the servo-
amplifier circuits. The elevator SVO ERROR A and SVO ERROR B voltages are compared to check that
they are approximately equal to each other and of opposite polarity. The elevator SVO MOTOR A and SVO
MOTOR B voltages are added together and compared with the elevator servo power level; this comparison
checks that the two motor voltages vary from the null level (+14-V dc) by an equal and opposite amount (ie,
+15-V dc and +13-V dc). If the error check and the torque (motor) check are both within acceptable toler-
ances, the elevator SVO MON FB logic is valid. This discrete is read by the I/O processor through a multi-
plexer (sheet 3/5). An identical monitor check is performed on the aileron servo voltages.

The FCC interlock monitor circuit performs combinational logic checks to generate the interlock discretes
that enable the APP engage relays. These monitors consist of the three SVO MON FB servo monitors (de-
scribed above) and four internal processor monitors. The elevator SVO MON FB, aileron SVO MON FB, 65
AP MON (I/O processor autopilot monitor), and 86 AP MON (main processor autopilot monitor) conditions
must all be valid to apply a valid +28-V dc AP MON INTLK output to the AP engage circuit in the flight con-
trol panel. The rudder SVO MON, 65 YD MON (I/O processor yaw damper monitor), and 86 YD MON (main
processor yaw damper monitor) conditions must all be valid to apply a valid +28-V dc YD MON INTLK out-
put to the YD engage circuit in the yaw damper panel. These interlocks are also read by the I/O processor
through a multiplexer (sheet 3/5).

Both FCCs function together to apply pitch trim control to the (non-Collins) pitch trim system. Each FCC
contains two decoding latches, a trim relay, trim arm circuits, and trim command circuits.

The left side FCC generates channel A pitch trim control. A latch circuit decodes trim fail logic and trim re-
lay enable logic from the D0-D7 I/O processor bus. If the processor detects a failure, trim fail logic switches
a transistor to apply a ground output (L/P2-42) to the pitch trim fail annunciator. Decoded trim relay enable
logic energizes the trim relay. When energized, this relay passes number 1 +28-V dc trim power to the
arm/command circuits.

A second latch in the left side FCC decodes trim arm enable and trim command enable logic from the D0-
D15 main processor bus. The decoded trim arm enable activates the trim arm circuits. Number 1 trim
power from the energized trim relay is applied as the TRIM ARM UP A output to the HSTCU trim system.
The decoded trim command enable activates the trim command circuits. Number 1 trim power from the en-
ergized trim relay is chopped at a 1-Hz rate. The resulting variable duty cycle (+28-V dc/open pulses) TRIM
CMD DN A output is applied through the right side FCC trim relay to the trim system. The arm and com-
mand trim outputs are monitored by the I/O processor through a multiplexer (sheet 3/5).

The right side FCC provides the channel B pitch trim control. This circuit generates the copilot pitch trim
fail annunciation, TRIM ARM DN B output, and TRIM CMD UP B output. Operation is as described above
for the channel A circuits.

The pitch trim system contains a rate generator that returns pitch trim servo feedback to both FCCs. This
PITCH TRIM RATE analog signal is applied to the I/O processor circuit in both FCCs.

The trim system also applies two discrete disengage outputs directly to the FCP. The MAN TRIM DISEN-
GAGE A output applies a disengage +28-V dc to the FCP when manual trim is applied. The MAN TRIM
DISENGAGE B output applies a disengage +28-V dc to the FCP when manual trim is applied.

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BUS DESCRIPTION FOR L-FCC-1 ARINC HS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR R-FCC-1 ARINC HS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
000 * FCC Null Data
102 10.0 Reference Altitude (FCC to IOC)
103 10.0 Reference Airspeed (FCC to IOC)
104 10.0 Reference Vertical Speed (FCC To IOC)
106 10.0 Reference Mach (FCC to IOC)
140 10.0 FD Roll Outputs (FCC to IOC)
141 10.0 FD Pitch Outputs (FCC to IOC)
200 30.0 FCC Certification Data No. 1 (From FCC)
201 30.0 FCC Certification Data No. 2 (From FCC)
202 30.0 FCC Certification Data No. 3 (From FCC)
203 30.0 FCC Certification Data No. 4 (From FCC)
204 30.0 FCC Certification Data No. 5 (From FCC)
205 30.0 FCC Certification Data No. 6 (From FCC)
206 30.0 FCC Certification Data No. 7 (From FCC)
207 30.0 FCC Certification Data No. 8 (From FCC)
210 30.0 FCC Certification Data No. 9 (From FCC)
211 30.0 FCC Certification Data No. 10 (From FCC)
212 30.0 FCC Certification Data No. 11 (From FCC)
213 30.0 FCC Certification Data No. 12 (From FCC)
214 30.0 FCC Certification Data No. 13 (From FCC)
215 30.0 FCC Certification Data No. 14 (From FCC)
216 30.0 FCC Certification Data No. 15 (From FCC)
217 30.0 FCC Certification Data No. 16 (From FCC)
220 30.0 FCC Certification Data No. 17 (From FCC)
221 30.0 FCC Certification Data No. 18 (From FCC)
222 30.0 FCC Certification Data No. 19 (From FCC)
223 30.0 FCC Certification Data No. 20 (From FCC)
224 30.0 FCC Certification Data No. 21 (From FCC)
225 30.0 FCC Certification Data No. 22 (From FCC)
226 30.0 FCC Certification Data No. 23 (From FCC)
227 30.0 FCC Certification Data No. 24 (From FCC)
230 30.0 FCC Certification Data No. 25 (From FCC)
231 30.0 FCC Certification Data No. 26 (From FCC)
232 30.0 FCC Certification Data No. 27 (From FCC)
233 30.0 FCC Certification Data No. 28 (From FCC)
234 30.0 FCC Certification Data No. 29 (From FCC)
235 30.0 FCC Certification Data No. 30 (From FCC)
236 30.0 FCC Certification Data No. 31 (From FCC)
237 30.0 FCC Certification Data No. 32 (From FCC)
270 10.0 FCC Mode Wd 1 (Air Data Modes)
271 10.0 FCC Mode Wd 2
272 10.0 FCC Mode Wd 3
273 10.0 FCC Mode Wd 4
274 10.0 FCC Mode Wd 5
305 3.3 Filtered Pitch Mistrim (From FCC)
306 3.3 Filtered Roll Mistrim (From FCC)
307 3.3 Filtered Yaw Mistrim (From FCC)
310 30.0 Roll Servo Command (From FCC)
312 30.0 Yaw Servo Command (From FCC)
314 30.0 Pitch Servo Command (From FCC)
350 10.0* FCC-400X Diagnostic Wd #1
351 10.0* FCC Diagnostic Wd #2 (Boost Code)
351 * FCC Diagnostic Wd #2 (Repair Code)
351 * FCC Diagnostic Wd #2 (YD Engage Code)
351 * FCC Diagnostic Wd #2 (YD Disengage Code)
351 * FCC Diagnostic Wd #2 (AP Engage Code)
351 * FCC Diagnostic Wd #2 (AP Disengage Code)
356 690.0 FCC Remote Text, Private Data
357 FCC Remote Text, Public Data

* The FCC Diagnostic Wd #1 contents code indicates the FCC Diagnostic Wd #2 that is being transmitted (if any). When a code needs to be transmitted,
the diagnostic word is repeatedly sent for 8.1 seconds to ensure reception by the MDC. If no code needs transmission, FCC null data is sent instead. If mul-
tiple codes need transmission, one will be sent for 8.1 seconds, then the next for 8.1 seconds, and so on, until all the required codes have been sent.

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Figure 4-8. FMS (Flight Management System) Overview

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4.3.7 FMS (Flight Managemen t System)

4.3.7.1 Overview

The FMS system provides cockpit management and flight management functions. Cockpit management
functions include NAV sensor control, (secondary) radio tuning, and MFD control menus. Flight manage-
ment functions include lateral flight plan point-to-point navigation (using multiple NAV sensors), vertical
navigation (VNAV), flight parameter computations, and lateral/vertical steering command outputs to the
flight control system.

The dual FMS system contains a data base unit, two control display units, and two flight management com-
puters. Refer to Figure 4-8 for an overview of the FMS system. Each unit is described below:

DBU-4000 Data Base Unit or

DBU-4001 Data Base Unit (portable)
CDU-4100 Number 1 Control Display Unit
CDU-4100 Number 2 Control Display Unit
FMC-4100/4200 Number 1 Flight Management Computer
FMC-4100/4200 Number 2 Flight Management Computer

The DBU-4000 is a panel mounted data loader with a 3-1/2-inch disk drive that is used with the FMS system
and the IAPS maintenance diagnostic computer. The FMS system uses the DBU to load data base updates
from a diskette into the FMS computers. The IAPS maintenance diagnostic computer uses the DBU to up-
load maintenance tables from a diskette or download maintenance data files to a diskette. The DBU-4001 is
mounted in a portable carrying case and connects to the system through a pendant cable.

The number 1 CDU-4100 provides primary control selections for the pilot side flight management computer.
The CDU also selects radio frequencies and transponder codes (tune data is mapped to the RTUs). Dedi-
cated keys select a variety of flight plan functions and system index, message, radio tuning, and MFD con-
trol pages.

The number 1 FMC-4100 (or FMC-4200) is a pilot side integrated flight management computer. The FMC
receives onside CDU control words on the L-CDU-1 bus, and returns processed page data to the CDU on the
L-FMC-3 bus. Cross-side data is exchanged with the number 2 FMC computer on the L-FMC-4 and R-FMC-
4 buses. All four IAPS data concentrators supply information to the FMC on the IOC-4 buses. These IOC
buses provide a redundant set of left and right side parameters that are required by the FMS system. The
FMC applies navigation and tune data on the L-FMC-1 bus to the onside pair of IAPS data concentrators.
The FMC applies geographic map and selected page data on the L-FMC-2 bus to the number 1 MFD and on
the L-FMC-6 bus to the number 2 MFD. The FMC requests data loader service on the L-FMC-5 bus to the
DBU. The FMC receives DBU diskette data on the DBU-1 bus.

The number 2 CDU-4100 and number 2 FMC-4100 (or FMC-4200) units provide a second FMS system for
the copilot. This independent FMS system operates identically to the number 1 system described above.
Only the FMC-4100 is referenced in the theory and diagrams in this section. The operation of the FMC-4200
is identical to the FMC-4100.

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Figure 4-8-1 (Sheet 1 of 5). FMS System Schematic (DBU)

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4.3.7.2 System Schematic

Refer to Figure 4-8-1, sheet 1. This sheet shows the DBU-4000/4001 Data Base Unit. The DBU contains a
3-1/2-inch high density disk drive that is used to upload data base information into the FMS. The DBU is
also used to upload maintenance tables to the MDC and download maintenance data from the MDC onto a
diskette.

The DBU contains eight full-duplex RS-422 serial interfaces, a power supply, microprocessor, and disk drive
assembly. In the Canadair Regional Jet installation, only three serial interfaces are used.

The number 1 FMC applies read file requests on the L-FMC-5 bus to the DBU. This data is applied through
a protection circuit and receiver to a 1-of-8 select multiplexer. The multiplexer selects the L-FMC-5 input
and applies this data through a UART to the processor. The DBU also receives the R-FMC-5 bus from the
right FMC and the L-MDC-3 bus from the maintenance diagnostic computer. The other five inputs are not
used.

During a disk read operation, the processor applies the (read) file data to the UART and enables the UART
to transmit this data to a 1-of-8 select multiplexer. The multiplexer selects this input and applies it through
the RS-422 transmitter and protection circuit. The DBU-1 bus is applied to the number 1 FMC. The DBU-2
bus is applied to the number 2 FMC. The DBU-3 bus is applied to the maintenance diagnostic computer.
The other five outputs are not used.

The number 1 +28 V dc aircraft power is applied through a protection circuit to an internal power supply.
The power supply generates the required voltages and provides discrete monitor/valid outputs. The power
supply provides a regulated +5 V dc voltage for general use and a separate +5 V dc VDRV voltage to power
the disk drive. The +5 V dc output lights a POWER indicator whenever voltage is present. The VDRV PWR
output is enabled during disk operations. The PWR WARN discrete alerts the processor to an undervoltage
condition; the processor inhibits disk drive operation while the voltage is unstable. The PWR VALID dis-
crete provides a +5 V dc valid input to the monitor circuit. A temperature monitor alerts the processor to an
under-temp condition; the processor inhibits disk drive operation if the temperature is below 0°C.

A microprocessor controls internal operation using a bidirectional address/data bus. The processor uses this
AD0-AD7 bus to transfer I/O data with the UART, memory data with PROM/RAM, and disk data with the
disk drive assembly. A latch decodes device control logic and address to internal memory. A transceiver
provides interface with the disk controller. The processor also generates a REFRESH clock to the monitors
and a DRV PWR ENABL discrete to the power supply.

The heartbeat and power monitor resets the processor and lights the FAIL indicator if a problem is detected.
The monitor receives a REFRESH clock from the processor and PWR VALID logic from the power supply.
The monitor resets the processor if program execution time becomes excessive, the internal self test fails, or
if +5 V dc power is invalid. If a hardware failure is detected, the monitor lights the FAIL indicator; the indi-
cator turns off if the failure clears. The FAIL indicator flashes if a PROM checksum error is detected.

A disk controller operates the disk drive assembly. The disk controller handles the protocol and data trans-
fer functions required to operate the disk drive and communicate with the processor. The disk drive assem-
bly accepts high density and double density 3-1/2-inch diskettes. This unit contains a standard “drive in-
use” indicator and a disk eject button.

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Figure 4-8-1 (Sheet 2 of 5). FMS System Schematic (CDU 1)

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Refer to Figure 4-8-1, sheet 2. This sheet shows the number 1 CDU-4100 Control Display Unit. This CDU
controls the pilot side FMS.
The number 1 +28 V dc aircraft supply powers the left CDU. The CDU low-voltage power supply generates
internally required voltage levels, powers the video power supply, and provides drive to the high-voltage
regulator. The video power supply generates additional voltage levels required by the video circuits, as well
as the screen (300 V dc) and filament (heat) outputs to the crt.
The high-voltage regulator provides drive to the high-voltage power supply. A feedback (V sense) line pro-
vides a monitor return used to regulate the amount of drive. The high-voltage supply outputs are the anode
(15-kV dc) and focus (2.7- to 4.3-kV dc) levels supplied to the crt. A deflection and video monitor circuit pro-
vides a shutdown control, which disables the high-voltage supply (through the regulator). This blanks the
display to protect the crt phosphor if the deflection or video signals do not satisfy activity criteria.
A single microprocessor uses a bidirectional 16-bit address/data bus to control CDU operation. The proces-
sor communicates with the onside FMC computer, controls the crt display, and reads input data from the
keyboard assembly. The processor reads the L-FMC-3 input bus and applies the L-CDU-1 output bus
through an ARINC receiver/transmitter multiplexer circuit. The L-FMC-3 input bus brings page display
data from the FMC. The L-CDU-1 output bus supplies CDU keyboard control data to the FMC. The micro-
processor uses an address latch to access RAM and program PROM memory. A FIFO memory circuit pro-
vides display information to the character generator. An encoder circuit provides CDU keyboard data to the
processor.
The processor also reads the ACARS GEN #1 OUTPUT bus and applies the ACARS GEN #1A INPUT bus
through an ARINC receiver/transmitter multiplexer circuit. The ACARS GEN #1 OUTPUT bus brings page
display data from the ACARS data link management unit (DLM). The ACARS GEN #1A INPUT bus sup-
plies CDU keyboard control data to the DLM.
The character generator is a stroke draw circuit that provides the video and deflection drive to generate im-
ages on the screen. A FIFO (first in first out) memory circuit provides data buffering between the micro-
processor (AD0-AD15) and the stroke draw (CHAR) circuits. Character attribute and character address in-
formation is transferred through the FIFO.
The character attribute information is applied to a video generator that converts this information into red,
green, and blue video color outputs. These color outputs are applied to the three cathode drivers in the video
amplifier. A video delay is added to sync the cathode drive with the yoke deflection signals.
The character address information is applied to a character sequence counter. This circuit counts out the
addresses of the strokes that define the selected character. The character PROM “looks up” the stroke data
associated with each address. The stroke length is applied to the data inputs of the draw time counter. This
counter converts the data to a real time interval. The stroke slope is applied to two strobed digital-to-analog
converters. When strobed (enabled) by the draw time counter, each converter produces a current that is an
analog of the deflection change needed for that particular stroke and (horizontal or vertical) axis. The de-
flection change currents are integrated to form the HORIZ and VERT position voltages. These voltages are
then adjusted for proper offset, gain, and linearity. The POS knob signal is added to the vertical analog de-
flection voltage (POS adjusts CDU display/line key relative positioning). The resultant horizontal and verti-
cal screen position voltages are converted to current outputs by the deflection power amplifiers. These cur-
rent outputs are applied to the yoke of the crt assembly and deflect the electron beam to the proper X and Y
coordinates on the screen.
The front panel BRT knob input and the +28 V dc lighting bus input are applied to an intensity control cir-
cuit. This circuit provides analog screen intensity bias to the video amplifiers.
The keyboard and line key assembly is monitored by a keyboard encoder. This encoder applies binary drive
signals to the keyboard/line keys, and monitors discrete sense returns from these keys. When keyboard or
line key action is detected, the encoder stops the key scan cycle and alerts the processor. The encoder re-
sumes the key scan cycle after the keycode is read and the pushed key is released.

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Figure 4-8-1 (Sheet 3 of 5). FMS System Schematic (CDU 2)

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Refer to Figure 4-8-1, sheet 3. This sheet shows the number 2 CDU-4100 Control Display Unit. This CDU
controls the copilot FMS system.

Internal CDU operation is described on a previous page.

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Figure 4-8-1 (Sheet 4 of 5). FMS System Schematic (FMC 1)

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Refer to Figure 4-8-1, sheet 4. This sheet shows the number 1 FMC-4100/4200 Flight Management Com-
puter.

Note that the FMC is inside the IAPS card cage. IAPS LHP pin numbers are shown on this figure whenever
a function can be accessed on an external connector; other connections are internal to the IAPS.

A 16-bit microprocessor controls FMC I/O operation using a bidirectional multiplexed address/data bus that
interfaces with an address latch and transceiver circuit. The latch/transceiver circuit provides communica-
tion with the local address and data buses.

The address latch decodes address bus data from the multiplexed address/data bus. The transceiver pro-
vides 2-way data transfer between the 16-bit local data bus and the multiplexed bus. This data bus gathers
program data from local RAM and PROM memory, configuration data from a latch, received data from the
five UARTs, and NAV processor data (from the dual-port RAM). The data bus also supplies processed data
to the local RAM, the five UARTs, and the dual-port RAM.

Local memory consists of PROM and RAM memory. The PROM contains executable routines required to
perform the I/O function. The RAM provides temporary data storage.

An input latch reads FMS configuration strapping from the number 1 CSU. These discrete strap inputs con-
figure the FMS computer for operation in the Canadair Regional Jet aircraft.

A dual RS-422 UART allows the FMC to communicate with the DBU and the cross-side FMC. One section of
the UART controls the disk drive interface. The transmit port of this section of the UART applies a read
diskette request on the L-FMC-5 data bus to the DBU. The DBU-1 data bus is input through the UART re-
ceive port; this bus brings the data base information to the FMC. The other section of this UART controls
crosstalk with the cross-side FMC. The R-FMC-4 data bus is input through a UART receive port; this bus
brings right side data that is required to synchronize the FMS display. The transmit port of this UART sec-
tion applies left side data on the L-FMC-4 data bus to the cross-side FMC.

Four UARTs provide ARINC 429 high-speed communication with the CDU, IAPS input/output concentra-
tors, and MFD displays. The L-CDU-1 data bus is input through the CDU UART receive port; this bus
brings CDU keyboard data to the FMC. The transmit port of the CDU UART applies the L-FMC-3 data bus
back to the CDU; this bus provides page data for display on the CDU.

The LA-IOC-4 and the LB-IOC-4 data buses are applied through receivers and alternately switched to the
receive port of the IOC UART. These two buses provide redundant left side IAPS data to the FMC. Bus
switching occurs approximately at 10-second intervals, allowing the processor to monitor (switch to) the
backup bus. The transmit port of the IOC UART applies a L-FMC-1 data bus output to the 1A and 1B con-
centrators in the IAPS.

The RA-IOC-4 and the RB-IOC-4 data buses are applied through receivers, and are alternately switched to
the receive port of the MFD UART. These two buses provide redundant right side IAPS data to the FMC.
The transmit port of the MFD UART applies a L-FMC-2 data bus output to the number 1 MFD. This is a
dedicated bus that supplies geographic map and selected page data directly to the MFD.

The transmit port of the cross-side MFD UART applies a L-FMC-6 data bus output to the number 2 MFD.
This is a dedicated bus that supplies geographic map and selected page data directly to the MFD. The re-
ceive port of this UART is not used.

A 32-bit navigation processor accesses the system data base memory and generates the MFD page data and
FMS navigator outputs. This processor controls the navigation circuits using separate address and data
buses that interface with an address buffer and data transceiver circuit. The buffers and transceivers pro-

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vide communication with the buffered address (AB2-AB25) and data (DB0-DB31) buses. The processor di-
rectly reads two discrete inputs. The PWR SHUTDOWN WARN input from the 1B PWR module becomes a
ground level to warn the navigation processor that the PWR module is preparing to shut down. A PWR
VALID discrete from the 1B PWR module resets the processor if any power output varies from preset limits.

Data transceivers provide 2-way data transfer between the 32-bit data bus and the buffered data bus. This
data bus gathers program data from RAM and ROM memory, received data from the I/O processor (via dual-
port RAM), time/date from the clock chip, and navaid data from the data base memory. The data bus sup-
plies processed output data through the dual-port RAM interface to the I/O processor. The dual-port RAM
may be accessed by both the I/O processor and the navigation processor.

Navigation processor memory consists of ROM and RAM memory. The ROM contains executable routines
required to perform the navigator function. Nonvolatile RAM stores selected navigation, flight plan, and ra-
dio tune values. Volatile RAM provides temporary data storage. Note that an on-board battery provides
voltage backup for the nonvolatile RAM and the clock chip.

The system data base memory is loaded from 3.5 inch diskettes using the data base unit (DBU). The data
base memory stores waypoint information on VORs, DMEs, en route intersections, nondirectional beacons,
and airports (including airport reference points, airport runway thresholds and airport terminal waypoints).
In addition to waypoint data, the data base contains the desired airways, SIDs, STARs, and holding pat-
terns.

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Figure 4-8-1 (Sheet 5 of 5). FMS System Schematic (FMC 2)

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Refer to Figure 4-8-1, sheet 5. This sheet shows the number 2 FMC-4100/4200 Flight Management Com-
puter.

Note that the FMC is inside the IAPS card cage. IAPS LHP pin numbers are shown on this figure whenever
a function can be accessed on an external connector; other connections are internal to the IAPS.

Internal FMC operation is described on a previous page.

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BUS DESCRIPTION FOR L-FMC-1 ARINC HS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR R-FMC-1 ARINC HS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
014 5.0 FMS Message Line 1 Wd 1
015 5.0 FMS Message Line 1 Wd 2
016 5.0 FMS Message Line 1 Wd 3
017 5.0 FMS Message Line 1 Wd 4
020 5.0 FMS Message Line 2 Wd 1
021 5.0 FMS Message Line 2 Wd 2
022 5.0 FMS Message Line 2 Wd 3
023 5.0 FMS Message Line 2 Wd 4
024 10.0 FMS V-Speed Reference
030 10.0 VHF Comm Frequency (From FMC)
031 ** Beacon Code (From FMC)
032 ** ADF Frequency (From FMC)
034 10.0 Nav Rcvr Tune Wd (From FMC)
035 ** DME Tune Wd (From FMC)
041 5.0 Set Latitude (from FMC)
042 5.0 Set Longitude (from FMC)
043 4.0 Set Heading (Magnetic) (from FMC)
045 2.0 Lateral Waypoint 1 ID Wd 3
047 VHF Comm Frequency (8.33 KHz) (From FMC)
052 2.0 Lateral Waypoint 1 ID Wd 1
054 2.0 Lateral Waypoint 1 ID Wd 2
075 1.0 Gross Weight
107 5.0 Selected Cruise Altitude (From FMC)
110 10.0 Course Sync (from FMC)
114 10.0 Desired Track (True)
115 10.0 Waypoint Bearing (True)
116 10.0 Cross Track Distance (FMS)
117 10.0 Vertical Deviation (FMS)
120 5.0 Range To Target Altitude
121 5.0 Roll Command
122 5.0 Pitch Command
123 10.0 FMC Flight Test Wd 2
124 2.0 FMC Flight Test Wd 3
125 5.0 FMC Flight Test Wd 4
126 2.0 FMC Flight Test Wd 5
127 1.0 Selected Landing Altitude (From FMC)
140 2.0 GPS Satellite Deselect Wd 1 (From FMC)
141 2.0 Vert Integrity Threshold (From FMC)
143 2.0 GPS Destination Longitude (From FMC)
144 2.0 GPS Destination Latitude (From FMC)
147 1.0 Magnetic Variation
150 5.0 GMT (FMS)
152 2.0 GPS Destination ETA (From FMC)
161 2.0 Distance To Vertical Waypoint
167 2.0 GPS Alternate Waypoint ETA (From FMC)
170 2.0 GPS Satellite Deselect Wd 2 (From FMC)
172 10.0 EFIS Source Select (From FMC)
214 2.0 GPS Alternate Waypoint Latitude (From FMC)
216 2.0 GPS Alternate Waypoint Longitude(From FMC)
217 5.0 Reference Altitude (From FMC)
226 2.0 Vertical Speed Required (From FMC)
227 2.0 Initial Vertical Speed
233 5.0 Flight Ident Wd #1
234 5.0 Flight Ident Wd #2
235 5.0 Flight Ident Wd #3
236 5.0 Flight Ident Wd #4
240 2.0 Horz Integrity Threshold (GPS)
241 2.0 ETA (At TO Waypoint)
251 2.0 Distance To Waypoint (FMC to EFIS)
252 2.0 Time To Waypoint (FMS Output)
260 1.0 Date (FMS)
261 10.0 FMC Discrete Wd 1 (to Left EFIS)
266 10.0 FMC Discrete Wd 1 (to Right EFIS)
272 5.0 FMC Mode Wd 1
276 5.0 FMC Mode Wd 2
277 5.0 FMC Mode Wd 3
300 * VHF Tune Wd (8.33 KHz) (From FMC)
301 * VHF Comm Tune Wd (From FMC)
302 * Nav Rcvr Tune Wd (From FMC)

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BUS DESCRIPTION FOR L-FMC-1 ARINC HS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR R-FMC-1 ARINC HS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
303 * DME Tune Wd (From FMC)
304 * ADF Frequency (From FMC)
305 30.0* Beacon Code (From FMC)
310 5.0 Present Position Latitude (FMC)
311 5.0 Present Position Longitude (FMC)
312 5.0 Ground Speed (FMC)
313 10.0 Track Angle, True (FMC)
314 10.0 True Heading (FMS)
315 2.0 Windspeed (FMC)
316 2.0 Wind Direction, True (FMC)
321 10.0 Drift Angle
326 10.0 Lateral Deviation Scale Factor
327 10.0 Vertical Deviation Scale Factor
331 1.0 Active Nav Src 1 WPT ID Wd 1 (from FMC)
332 1.0 Active Nav Src 1 WPT ID Wd2 (from FMC)
333 1.0 Dist to Active Nav Src 1 WPT (from FMC)
334 1.0 Active Nav Src 2 WPT ID Wd 1 (from FMC)
335 1.0 Active Nav Src 2 WPT ID Wd 2 (from FMC)
336 1.0 Dist to Active Nav Src 2 WPT (from FMC)
341 1.0 N1 Reference
350 5.0 FMC-4XXX Diagnostics
351 2.0 Distance to Destination
352 2.0 Time to Destination
354 1.0 CDU-4100 Diagnostics (from FMC)
365 1.0 Destination Airport ID Wd 1
366 1.0 Destination Airport ID Wd 2
371 1.0 Specific Equipment Identification (FMC)
373 1.0 Flight Number Wd 1
374 1.0 Flight Number Wd 2
375 1.0 Flight Number Wd 3

* The VOR/LOC, DME, COM, ADF, TDR, and all other frequency tuning words consist of a burst of 20 frequency tuning words. The burst is transmitted
once when the station is first tuned and is not transmitted at a periodic rate. Maximum total is 30 words: 20 words manual tuning and 10 words auto-
tuning.

** Reserved but not currently sent by FMS.

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BUS DESCRIPTION FOR L-FMC-2 AND R-FMC-6 ARINC HS 429 BUS TO L-MFD
BUS DESCRIPTION FOR L-FMC-6 AND R-FMC-2 ARINC HS 429 BUS TO R-MFD

OCTAL LABEL WORDS/SEC PARAMETER

RATE
000 Fill-in Word
004 Altitude Profile Point and ID
014 Map Range Discrete Word
020 Offset Path Vectors
030 Tuned VOR #1 and ID
031 Tuned VOR #2 and ID
034 Left Holding Pattern
035 Left Dashed Holding Pattern
040 Inactive Flight Plan Vectors
054 Extended Runway and ID
070 TO Waypoint and ID
074 TO Extended Runway
100 Active Flight Plan Vectors
104 Conditional Waypoint and ID
130 Tuned DME/TACAN #1 and ID
131 Tuned DME/TACAN #2 and ID
134 Left Procedure Turn
135 Left Dashed Procedure Turn
140 Tuned Station or SRP Radial Vectors
147 Map Center Magnetic Variation
150 Tuned VORTAC #1 and ID
151 Tuned VORTAC #2 and ID
152 Marker Beacon
154 NDB
160 Vector Identifiers
164 Map Reference Point Longitude
170 Origin/Dest Airport and ID
204 Selected Reference Point
210 Closest Airports
224 Text, Nav Status Line
230 DME/TACAN and ID
231 DME and ID
232 Tuned DME #1 and ID
233 Tuned DME #2 and ID
234 Right Procedure Turn
235 Right Dashed Procedure Turn
244 Selected Reference Point Distance and ID
250 VORTAC and ID
254 Airport Runway and ID
264 Map Reference Point Latitude
270 Airport and ID
300 Modified Flight Plan Vectors
300 FMC Remote Text
301 Background Start of Transmission
302 Background End of Transmission
303 Dynamic Start of Transmission
304 VOR/DME and ID
305 Tuned VOR/DME #1 and ID
306 Tuned VOR/DME #2 and ID
307 Active Conditional Waypoint and ID
310 LRN Position and ID
324 Text, Data Window
330 Flight Plan Waypoint and ID
350 VOR and ID
354 Right Holding Pattern
355 Right Dashed Holding Pattern
360 Map Arrow Head
364 Map Mode Discrete Word
370 Geographic Reference Point and ID
* ASCII Characters
* Map Data Runway Heading
* Map Data Runway Length
* Map Data Latitude
* Map Data Longitude
* Map Data Conic, Course Change Angle
* Map Data Conic, Inbound Course
* Map Data Conic, Radius
* SRP Distance
* Text Rotation Angle
* Label assigned per the word group being tansmitted.

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Figure 4-9. RSS (Radio Sensor System) Overview

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4.3.8 RSS (Radio Sensor Syste m)

4.3.8.1 Overview

The RSS system contains the radios and controls used for voice communication, TCAS II/mode-S communi-
cation, VOR/ILS navigation, distance measurement, ADF navigation, radio altitude measurement, MLS
navigation, global positioning system, and data link communications.

The RSS system has two universal radio tune units, two or three VHF COMM transceivers, two VHF NAV
receivers, two DME transceivers, two ADF receivers, two mode-S transponders, and a TCAS II transceiver.
The RSS also contains one dual-ADF antenna, one or two radio altimeter transceivers, one or two radio alti-
tude converters, a TCAS antenna, dual MLS receivers, two optional GPS receivers, one or two HF COMM
transceivers, a CTL COMM/NAV tune unit, a DLC data link control, and a DLM data link management
unit. Refer to Figure 4-9. Each LRU is described below.

RTU-4000 Number 1 Radio Tune Unit

RTU-4000 Number 2 Radio Tune Unit
CTL-23 Number 1 COMM/NAV Tuning Unit
CTL-23C Number 1 COMM/NAV Tuning Unit
VHF-422A Number 1 VHF COMM Transceiver
VHF-422A Number 2 VHF COMM Transceiver
VHF-422A Number 3 VHF COMM Transceiver
VHF-422C Number 1 VHF COMM Transceiver (with 8.33 kHz comm spacing)
VHF-422C Number 2 VHF COMM Transceiver (with 8.33 kHz comm spacing)
VHF-422C Number 3 VHF COMM Transceiver (with 8.33 kHz comm spacing)
VIR-432/433 Number 1 Navigation Receiver
VIR-432/433 Number 2 Navigation Receiver
DME-442 Number 1 DME Transceiver
DME-442 Number 2 DME Transceiver
ADF-462 Number 1 ADF Receiver
ADF-462 Number 2 ADF Receiver
ANT-462B Dual ADF Antenna
TDR-94D Number 1 Mode S Transponder
TDR-94D Number 2 Mode S Transponder
TTR-920 Number 1 TCAS II Transmitter Receiver
TRE-920 TCAS II Directional Antenna
ALT-55B Number 1 Radio Altimeter
ALT-55B Number 2 Radio Altimeter
RAC-870 Number 1 Radio Altitude Converter
RAC-870 Number 2 Radio Altitude Converter
MLS Number 1 Microwave Landing System
MLS Number 2 Microwave Landing System
GPS-4000 Number 1 Global Positioning System
GPS-4000 Number 2 Global Positioning System
GPS Antenna Number 1
GPS Antenna Number 2
HF-9031A Number 1 HF COMM Transceiver
HF-9031A Number 2 HF COMM Transceiver
HF-9041 Number 1 HF Antenna Coupler
HF-9041 Number 2 HF Antenna Coupler
DLC-800 Data Link Control
DLM-702B Data Link Management Unit

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The number 1 RTU-4000 is a universal control head used by the pilot to tune the left side radios. This single
LRU provides ARINC control words to all left and right side radios so that the RTU can tune radios on both
sides. If the cross-side RTU fails, the RTU reversion switch blanks the right side RTU and toggles a tune
port select pin on the right bank of radios. The right bank of radios receive tune data from the left RTU.

A remote FMS TUNE switch can disable the remote tune function and cause the RTUs to ignore tune inputs
from the FMS (CDU and autotune). Either remote IDENT switch (optional) keys the transponder (through
the RTU) to transmit an aircraft identification pulse (with the normal reply). A remote ATC switch selects
the active number 1 or 2 transponder. A remote AIR DATA switch selects the number 1 or 2 air data com-
puter inputs to the transponder.

The number 2 RTU-4000 is used by the copilot to tune the right side radios. Operation and external
switching is the same as described above for the left side RTU. A pedestal RTU2 INHB reversion switch in-
hibits the right side RTU and toggles a tune port select discrete on the right side bank of radios. This switch
is used if the right side RTU fails, and causes the right side radios to respond to the left side RTU tune data.

The CTL-23 or CTL-23C (with 8.33 kHz comm spacing) is a backup control head used by the pilot to tune the
left side VHF and VIR radios. Turning the CTL mode switch to ON selects CTL CSDB tuning for the num-
ber 1 VHF and VIR. The CTL provides CSDB control words to the left side VHF and VIR radios. The radios
output digital buses that echo the COMM and NAV frequencies to the CTL.

The number 1 VHF-422A or VHF 422C (with 8.33 kHz comm spacing) is a multichannel VHF voice trans-
ceiver. The VHF-422A/422C is normally tuned by the left side RTU, but also may be tuned by the right side
RTU or burst tuned by the IAPS (if both RTUs fail). The VHF-422A/422C applies an audio output to the air-
craft audio system, and a digital bus output to IAPS data concentrators. The data output contains the COM
frequency, which is echoed back to the RTUs on a group bus. The CTL-23/23C provides backup tuning for
the number 1 VHF.

The number 2 VHF-422A or VHF 422C is a multichannel VHF voice transceiver. The VHF normally is
tuned by the right side RTU, but also may be tuned by the left side RTU. The VHF applies an audio output
to the aircraft audio system, and a digital bus output to the IAPS. This bus contains the VHF COM fre-
quency, which is echoed back to the RTUs on a general purpose bus.

The optional number 3 VHF-422A or VHF 422C is a multichannel vhf voice transceiver. The VHF normally
is tuned by the left side RTU, but also may be tuned by the right side RTU. The VHF applies an audio out-
put to the aircraft audio system, and a digital bus output to the IAPS. This bus contains the VHF COM fre-
quency, which is echoed back to the RTUs on a general purpose bus.

The number 1 VIR-432/433 is a VHF navigation receiver performing VOR/LOC, glideslope (GS), and marker
beacon (MB) functions. The VIR-432/433 is normally tuned by the left side RTU, but also may be tuned by
the right side RTU or burst tuned by the IAPS (if both RTUs fail). The CTL-23/23C provides backup CSDB
tuning for the VIR. The VIR-432/433 applies VOR/LOC and MB audio outputs to the aircraft audio system
and digital bus outputs to the IAPS, GPWS, and HGS systems. This digital output contains the NAV fre-
quency (which is echoed back to the RTUs) and processed NAV data (which is used by the FMS and dis-
played on the crt’s).

The number 2 VIR-432/433 VHF navigation receiver provides VOR/LOC, glideslope (GS), and marker beacon
(MB) functions. The VIR-432/433 is normally tuned by the right side RTU, but also may be tuned by the left
side RTU. The VIR applies VOR/LOC and MB audio outputs to the aircraft audio system, and a digital bus
output to the IAPS, GPWS, and HGS systems. This bus contains the NAV frequency (echoed back to the
RTUs) and processed NAV data (used by the IAPS computers and displayed on PFD/MFD).

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The number 1 DME-442 is a 3-channel distance measuring equipment. Channel one of the DME-442 is
manually tuned by the left side RTU, but it also may be tuned by the right side RTU. Channels two and
three are automatically tuned by the FMS and used for multisensor navigation. The DME-442 applies audio
output to the aircraft audio system and digital bus outputs to the IAPS, HGS, and MLS systems. This digi-
tal output contains the DME frequency (which is echoed back to the RTUs) and processed DME data (which
is used by the FMS and displayed on the crt’s).

The number 2 DME-442 is a 3-channel distance measuring equipment. Channel one of the DME is manu-
ally tuned by the left side RTU, but also may be tuned by the right side RTU. Channels two and three are
automatically tuned by the FMS and used for multisensor navigation. The DME applies audio output to the
aircraft audio system and a digital bus output to the IAPS. This bus contains the DME frequency (echoed
back to the RTUs) and processed DME data (used by the FMS and displayed on the PFD/MFD). A discrete
SUPPRESSION line provides transmit inhibit logic between all L-band units.

The number 1 ADF-462 is a low-frequency automatic direction finder. The ADF-462 normally is tuned by
the left side RTU, but it also may be tuned by the right side RTU. The ADF-462 applies an audio output to
the aircraft audio system and digital bus outputs to the IAPS system. This digital output contains the ADF
frequency (which is echoed back to the RTUs) and processed ADF bearing (which is displayed on the
PFD/MFD). The ANT-462B is a dual antenna that provides rf input to both ADF-462 receivers.

The number 2 ADF-462 is a low-frequency automatic direction finder. The ADF normally is tuned by the
right side RTU, but also may be tuned by the left side RTU. The ADF applies an audio output to the aircraft
audio system, and a digital bus output to the IAPS. This bus contains the ADF frequency (echoed back to
the RTUs) and processed ADF bearing (displayed on PFD/MFD).

The number 1 TDR-94D is a mode-A (ident), mode-C (altitude), and mode-S (select) diversity transponder.
The TDR response code is normally selected on either side RTU. The TDR automatically responds to all
valid ATC radar interrogations with a coded identification and/or reporting altitude reply. The TDR applies
a digital bus to the IAPS that contains the ATC code (echoed back to the RTUs).

The TDR-94D also provides aircraft specific mode-S transmissions and TCAS communication functions.
Each aircraft is assigned a unique mode-S identification code set by aircraft interconnect strapping. This
unique mode-S (select) code allows the tower to interrogate a specific aircraft. It also allows the air-to-air in-
terchange required for TCAS collision avoidance.

The number 2 TDR-94D is a mode-A (ident), mode-C (altitude), and mode-S (select) diversity transponder.
The TDR response code is normally selected on the right side RTU, but also may be selected on the left side
RTU. The TDR automatically responds to all valid ATC radar interrogations with a coded identification
and/or reporting altitude reply. Operation is the same as described above for the left side TDR. The TDR
applies a digital bus to the IAPS that contains the ATC code (echoed back to the RTUs).

The TTR-920 TCAS II Transmitter Receiver is an airborne surveillance system that interrogates nearby air-
craft and provides collision avoidance alerts. The TRE-920 directional antenna provides part of the TCAS
function. The TTR operates with the TDR-94D mode-S transponder to monitor transponder replies from
other aircraft. If the TTR determines that a nearby (transponder equipped) aircraft is a potential threat,
traffic/resolution advisories are displayed and an audio alert is generated. If the intruder aircraft is
equipped with TCAS, the TTR coordinates avoidance maneuvers with this aircraft using the mode-S trans-
ponders.

The TTR-920 receives altitude/vertical speed information from an air data computer (through the TDR), ra-
dio altitude information from the RAC, and heading information from the left side AHC. The TTR provides
data bus outputs to the transponder, HGS, and EFIS systems.

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The number 1 ALT-55B is a swept FM-CW altimeter that measures direct radio height for use by the FCCs
and for display on the PFDs. The ALT-55B transmits a reference signal, receives the reflected signal, and
compares the two signals to calculate the aircraft radio altitude. The dc altitude output is converted to
ARINC 429 format by the number 1 RAC-870 and applied to IAPS data concentrators, GPWS, HGS, and
TCAS systems. The ARP-4000 provides a TEST discrete, which is applied through the number 1 RAC-870 to
initiate self-test operation in the number 1 ALT-55B.

The number 2 ALT-55B operates the same as the number 1 ALT. The dc analog altitude output is applied to
the head-up guidance system (HGS) and the number 2 RAC-870. The RAC converts the dc analog signal to
ARINC 429 format and applies the output to the IAPS data concentrators, GPWS, and TCAS systems. The
ARP-4000 provides a TEST discrete, which is applied through the number 2 RAC-870 to initiate self-test op-
eration in the number 2 ALT-55B.

The optional number 1 MLS (microwave landing system) receiver provides the MLS azimuth and MLS
glidepath functions. The MLS receiver is not supplied by Collins. The number 1 MLS normally is tuned by
the left side RTU, but also may be tuned by the right side RTU. The MLS audio outputs are applied to the
aircraft audio system, and digital bus outputs are applied to the IAPS data concentrators and the GPWS
systems.

The optional number 2 MLS receiver provides the MLS azimuth and MLS glidepath functions. The MLS re-
ceiver is not supplied by Collins. The number 2 MLS normally is tuned by the right side RTU, but also may
be tuned by the left side RTU. The MLS audio outputs are applied to the aircraft audio system, and digital
bus outputs are applied to the IAPS data concentrators and the GPWS systems.

The optional number 1 GPS-4000 Global Positioning System processes the GPS signals received from the an-
tenna to provide various navigation data to the left side IAPS data concentrators. The number 1 GPS An-
tenna actively filters and amplifies the GPS signals for the number 1 GPS.

The optional number 2 GPS-4000 Global Positioning System processes the GPS signals received from the an-
tenna to provide various navigation data to the right side IAPS data concentrators. The number 2 GPS An-
tenna actively filters and amplifies the GPS signals for the number 2 GPS.

The optional number 1 HF transceiver is a multichannel HF voice transceiver. The left side RTU tunes the
HF transceiver. The HF transceiver applies an audio output to the aircraft audio system, and a digital bus
output to the IAPS. This bus contains the HF COMM frequency, which is echoed back to the RTU on a
group bus. The number 1 HF-9041 Antenna Coupler tunes the antenna impedance to the selected fre-
quency.

The optional number 2 HF transceiver is a multichannel HF voice transceiver. The right side RTU tunes the
HF transceiver. The HF transceiver applies an audio output to the aircraft audio system, and a digital bus
output to the IAPS. This bus contains the HF COMM frequency, which is echoed back to the RTU on a
group bus. The number 2 HF-9041 Antenna Coupler tunes the antenna impedance to the selected fre-
quency.

The optional DLC-800 Data Link Control is an interface between the pilot and the airborne data link sys-
tem. The DLC touch-sensitive liquid crystal display provides full alphanumeric touch data entry as well as
dedicated function or touch menu-select capabilities. Displays include system status annunciation, uplinked
messages, and management unit display pages. The optional DLM-702B Data Link Management Unit
serves as the airborne portion of the Aircraft Communications Addressing and Reporting System (ACARS).
The DLM receives ground-to-air messages using a vhf transceiver. The DLM controls the transmission of
air-to-ground messages through the vhf transceiver. The DLM encodes digital messages into audio signals
that can be processed through the communication system and decodes received audio signals into digital
data. The optional auxiliary VHF-422A/422C VHF COMM Transceiver provides the radio link between the
airplane and the ground station. The DLM tunes the auxiliary VHF transceiver.

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Figure 4-9-1 (Sheet 1 of 31). RSS System Schematic (RTU 1)

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4.3.8.2 System Schematic

Refer to Figure 4-9-1, sheet 1. This sheet shows the number 1 RTU-4000 Radio Tune Unit and the related
pilot side switches.

The number 1 RTU is a centralized controller that is used primarily by the pilot to tune the left side
COMM/NAV/pulse radios. This single LRU displays and selects the operating modes and frequencies (or
ATC reply code) that control the VHF, VIR, DME, TDR, and ADF radios. Tuning outputs are applied to both
left and right side radios so that the RTU is capable of tuning radios on both sides. If the RTU fails, the
RTU1 INHB reversion switch disables the RTU and applies a discrete ground to each left side radio. This
discrete causes the left side radios to accept tune data from the right side RTU.

The left side RTU receives redundant data from each of the four input/output concentrators in the IAPS.
These four ARINC 429 low-speed buses are applied to both RTUs. The LA-GP BUS 1 and LB-GP BUS 2
buses are from the left side of the IAPS. The RA-GP BUS 1 and RB-GP BUS 2 buses are from the right side
of the IAPS. Each pair of buses is input through an ARINC receiver to a serial bus multiplexer receiver and
unloaded to the I/O data bus. These GP buses from the IAPS data concentrators echo the radio tune fre-
quencies back to the RTU processor. These GP buses also provide CDU/FMS remote tune words to the RTU;
the RTU retunes the radio, if remote tune is enabled.

The left side RTU receives ARINC 429 low-speed data bus input from the cross-side RTU. The R-RTU-3 bus
is input through a receiver to the receive port of a UART. The cross-side data is read from the UART
through the I/O data bus. The I/O data bus also brings microprocessor generated output data to the UART.
The UART reads this data and applies serial output to three ARINC 429 low-speed transmitters. The L-
RTU-1 data bus applies tuning data to the right side VHF, VIR, DME, ADF, TDR, and MLS radios. The L-
RTU-2 data bus applies tuning data to the left side VHF, VIR, DME, ADF, TDR, and MLS radios. The L-
RTU-3 data bus applies cross-side data to the right side RTU.

Several discrete inputs are applied to the RTU and read by the microprocessor through the I/O data bus. All
discrete inputs are diode isolated and tied to a pullup resistor. The discretes are applied to a buffer circuit
that is read by the microprocessor through the I/O data bus.

The aircraft FMS TUNE toggle switch inhibits the system remote tune function; the RTU then ignores CDU
tune and NAV autotune words from the FMS (supplied on the GP buses). When this switch is set to IN-
HIBIT, ground is removed from remote tune enable (P1-49) of both RTUs. These inputs are read from a
buffer by the microprocessor.

The RTU1 INHB reversion switch inhibits the left side RTU and transfers tuning control for the left side ra-
dios to the right side RTU. At the NORM position, the left side RTU is enabled and controls the left side ra-
dios, and the right side RTU is enabled and controls the right side radios.

Push the RTU1 INHB button once to select RTU 1 inhibit. Switch section S1A applies a ground to the
XRTU DISABLED MSG and R-RTU TAKE CMD lines. The XRTU DISABLED MSG ground tells the right
side RTU the left side RTU is disabled. The R-RTU TAKE CMD ground toggles the left side radios to accept
right side tune data. Switch section S1B applies a L-RTU DISABLE CMD ground to shut off the left side
RTU. Switch section S1D grounds a lamp and lights the switch.

Push the RTU2 INHB button once to select RTU 2 inhibit. Switch section S2A applies a ground to the
XRTU DISABLED MSG and L-RTU TAKE CMD lines. The XRTU DISABLED MSG ground tells the left
side RTU the right side RTU is disabled. The L-RTU TAKE CMD ground toggles the right side radios to ac-
cept left side tune data. Switch section S2D applies a R-RTU DISABLE CMD ground to shut off the right
side RTU. Switch section S2B grounds a lamp and lights the switch.

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If both RTU1 INHB and RTU2 INHB switches are pushed, the BURST TUNE ENABLE line is grounded.
Switch sections S1C and S2C interlock to ground the line only if both RTUs fail. The BURST TUNE EN-
ABLE toggles the left and right side radios to accept burst tune data from the IAPS.

The remote ATC SEL switch selects either the left side or right side transponder to be active. When TDR
number 1 is selected, an open is applied to TDR STBY P1-74 and TDR SEL P1-32 of both RTUs. When TDR
STBY is selected, a ground is applied to P1-74 of both RTUs. When TDR number 2 is selected, a ground is
applied to P1-32 of both RTUs. These grounds are read from a buffer by the microprocessor.

The (optional) remote transponder IDENT switch initiates transmission of an ATC ident pulse. When this
button is pushed, a ground is applied to P1-27 of both RTUs. This ground is read from a buffer by the mi-
croprocessor and encoded onto the ATC tune word applied to the selected TDR.

Side strap pin P1-42 is monitored by the processor through the buffer. P1-42 is open for the number 1 RTU.

The CTL TUNING discrete indicates that the CTL has been selected to tune the number 1 VHF COMM and
VHF NAV radios. When the CTL mode switch is turned to ON, a ground is applied to P1-50 on both RTUs.

The remote AIR DATA switch selects either the left side or right side air data computer. When ADC number
1 is selected, a ground is applied to ADC 2 ALT DESELECT P1-63 of both RTUs. When ADC number 2 is
selected, a ground is applied to ADC 1 ALT DESELECT P1-79 of both RTUs. These grounds are read from a
buffer by the microprocessor.

The front panel RTU pushbuttons, tuning knob, and line key status are read by the microprocessor through
three input latches. The IDENT, DME-H, and 1/2 pushbuttons are read through one latch. The two rotary
tuning knobs are read through the second latch; these knobs are wafer switches used to change the tune fre-
quencies or ATC reply code. The eight RTU line keys are monitored through the third latch.

The optional MARKER SENSE switch applies a ground to P1-51 when high marker beacon sensitivity is se-
lected.

The I/O data bus interfaces with the 16-bit I/O microprocessor data bus. The I/O data bus carries left side
and right side IAPS inputs, cross-side RTU input, and discrete data inputs to the microprocessor. The I/O
data bus also carries output data from the I/O microprocessor to a UART for transmission on the L-RTU-1
and L-RTU-2 data buses.

The RTU contains an I/O microprocessor and a display microprocessor. The I/O processor controls external
data flow as described above. The display processor controls the crt display functions of the unit.

Both processors apply an address output through a latch onto the symgen address bus. Both processors also
read and write data through a dedicated transceiver to/from the symgen data bus. These buses allow the
two processors to communicate with each other.

The 16-bit display microprocessor data bus interfaces with the 8-bit display data bus through a transceiver.
The symgen data bus carries display memory data, various monitor data, and line key data to the display
microprocessor. The display data bus also carries raster data, stroke data, brightness data, and various con-
trol data from the microprocessor to crt related circuits within the unit.

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Figure 4-9-1 (Sheet 2 of 31). RSS System Schematic (RTU 1)

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Refer to Figure 4-9-1, sheet 2. This sheet shows the number 1 RTU-4000 Radio Tune Unit power supply and
video circuits.

The number 1 +28-V dc aircraft supply powers the left side RTU. The RTU contains an integral cooling fan
that runs whenever power is applied to the unit. The low-voltage power supply generates the internally re-
quired voltage levels and applies a +32-V dc output to both the high-voltage power supply and video power
supply.

The high-voltage power supply generates the anode (15-kV dc) and focus (2.7- to 4.3-kV dc) outputs to the
crt. The high-voltage supply also provides a feedback (HV sense) line to the low-voltage power supply to
regulate the amount of drive. The video power supply generates the screen (400-V dc) and filament (6.2-V
ac/dc) outputs to the crt. The high-voltage shutdown circuit monitors the video amplifier outputs and the
X/Y yoke returns. The shutdown circuit disables the high-voltage supply (blanks display) if power or phos-
phor protect limits are exceeded.

The symgen data bus provides microprocessor generated information to the FIFO memory circuits, a de-
code/demux circuit, a character generator, and a deflection control circuit.

The character generator is a stroke draw circuit that provides the video drive to illuminate images on the
screen. Character length and character offset angle display information is decoded from the symgen address
bus and applied to the FIFO circuits. FIFO memory provides data transfer between the microprocessor (D0-
D7) and the stroke draw circuits.

The stroke circuit generates the video drive to illuminate small precise images on the screen (such as the al-
phanumerics and symbols). The stroke data is read through a FIFO (first in, first out) memory circuit. The
buffered FIFO output is applied to a stroke state machine, a character latch, an angle integrator, and the
video control circuit. The stroke state machine generates retrace and stroke video mode control. The char-
acter latch decodes character data and applies it to a map PROM. The character (with mapped location) is
then applied to a sequence counter and PROM. The screen position is counted out and applied to an angle
integrator. FIFO memory strobes the angle integrator to apply display angle data to the sine/cosine PROMs.

The sine/cosine PROMs convert the angle input into a sine X output and a cosine Y output. The sine X out-
put is then applied to a 10-bit digital-to-analog converter to produce the X (horizontal) position value. The
cosine Y output from the sine/cosine PROMs is processed similarly. The X/Y screen position is then adjusted
for proper gain, track, offset, and linearity. Deflection power amplifiers convert the resultant horizontal and
vertical screen position voltages to current outputs. The amplified current outputs are applied to the yoke of
the crt assembly, which deflects the electron beams to the proper X and Y coordinates on the screen. A de-
flection monitor senses the deflection power amplifier current. If the amplifier current becomes excessive,
the high-voltage supply is disabled through the shutdown circuit.

The gate array video outputs are applied to the red, green, and blue video amplifiers. The amplified red,
green, and blue video is applied to the cathodes of the crt and to a video monitor. The video monitor com-
pares the three color videos to a reference from the video power supply. If video becomes excessive, the high-
voltage supply is shut down. Video amplifier bias is controlled by an intensity circuit, as described below.

The front panel BRT knob functions with the +28-V dc lighting bus input to control the crt display intensity.
This circuit provides analog screen intensity bias output to the video amplifiers.

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Figure 4-9-1 (Sheet 3 of 31). RSS System Schematic (RTU 2)

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Refer to Figure 4-9-1, sheet 3. This sheet shows the number 2 RTU-4000 Radio Tune Unit and related copi-
lot side switches.

The number 2 RTU is a centralized controller that is used primarily by the copilot to tune the right side
COMM/NAV/pulse radios. Internal RTU operation is described on a previous page.

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Figure 4-9-1 (Sheet 4 of 31). RSS System Schematic (RTU 2)

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Refer to Figure 4-9-1, sheet 4. This sheet shows the number 2 RTU-4000 Radio Tune Unit. Internal RTU
operation is described on a previous page.

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Figure 4-9-1 (Sheet 5 of 31). RSS System Schematic (CTL)

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Refer to Figure 4-9-1, sheet 5. This sheet shows the CTL-23 or CTL-23C COMM/NAV Tuning Unit. The
CTL-23C has the capablity of tuning 8.33 kHz spacing frequencies if coupled with a VHF-422C. The opera-
tion of the CTL-23C is the same as the CTL-23. The CTL is a backup control head used by the pilot to tune
the left side VHF COMM and VHF NAV radios. Turning the CTL mode switch to ON selects CTL CSDB
tuning for the number 1 VHF and VIR. The CTL provides CSDB control words to the left side VHF and VIR
radios. The VHF and VIR radios echo the COMM and NAV frequencies back to the CTL.

The CTL consists of a microprocessor, front panel knobs/switches, a data bus I/O circuit, and a gas discharge
display assembly. The microprocessor controls RTU operation using an 8-bit bidirectional AD0-AD7 data
bus that interfaces with the UART, input buffers, and an address latch. The address latch provides internal
device control.

Number 1 +28-V dc power is applied through a diode to the CTL power supply. The power supply generates
all internally required supply levels. The power supply feeds a monitor circuit. The power-on-clear (POC)
monitor is a comparator that resets the microprocessor whenever the +5-V dc level fluctuates below a refer-
ence level.

The microprocessor applies an enable to a system timing block. This counter network generates UART clock
inputs and clocks the heartbeat monitor. The heartbeat monitor resets the microprocessor if program execu-
tion takes too long to complete. The heartbeat monitor is regularly initialized by the UART; if the timer
counts down before a routine is finished, a reset is generated to prevent the processor from hanging up.

The data bus allows the processor to control the memory, input/output, and gas-discharge display functions.
This bus gathers stored control laws from program PROM, discrete input and knob/switch settings from a
buffer, and echo tune data from the UART. A ROM contains the CTL operating program that directs the mi-
croprocessor in performing these tasks.

Processed data is applied to the nonvolatile memory, a dimming digital-to-analog converter circuit, and the
UART. The microprocessor reads and writes frequency data to the nonvolatile memory through the two 8-
bit I/O ports. The processor controls the display brightness through one of the ports. The microprocessor
reads the display dim bus input using a successive approximation technique. The analog dim bus input is
applied to the noninverting input of a comparator. The processor applies a series of approximate dim refer-
ence levels on the I/O port bus to a digital-to-analog converter. The digital references are converted to a dc
ramp and applied to the inverting input of the comparator. When the approximated reference trips the com-
parator, the processor knows the desired dim setting.

The front panel mode knob, tuning knobs, COM/NAV select switch, and discrete inputs are read by the mi-
croprocessor through input buffers. The mode knob position is applied to the data bus through a buffer. The
two rotary tuning knobs are read through another buffer; these knobs are wafer switches used to change the
tune frequencies. The larger outer knob changes the frequency in 1 MHz increments. The smaller inner
knob changes the frequency in 50 kHz increments except for the COMM frequency, which changes by 25 kHz
when the direction of rotation changes.

The COM/NAV select switch, source ident discrete, and marker sense are monitored through a third buffer.
The COM/NAV toggle switch selects which display is selected by the frequency controller. In the up posi-
tion, the controller changes the COMM display. In the down position, the controller changes the NAV dis-
play. The aircraft MKR SENSE toggle switch selects HI or LO sensitivity operation of the (VIR) marker
beacon receivers. When high sensitivity is selected, a ground is applied to P1-d of the CTL. This ground is
read from a buffer by the microprocessor and encoded onto the VIR tune word applied to the VIR radio.

A UART controls the CSDB data bus I/O interface. The processor uses the UART to read two serial input
buses and to write transmit data onto two serial output buses. The CSDB input data buses are alternately
selected and input to the UART receive port. A select logic line from the UART selects one receiver at a time

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to input data to the UART. The CSDB-1 and CSDB-2 buses from the VHF COMM and VHF NAV echo the
radio tune frequencies back to the CTL processor.

The microprocessor transfers tuning data to the UART on the data bus. When the UART is enabled to
transmit, the processed tuning data is applied from the UART transmit port to two CSDB output amplifiers.
The CTL CSDB-1 bus is applied to the number 1 VHF COMM and the CTL CSDB-2 bus is applied to the
number 1 VHF NAV.

The data bus allows the processor to control the gas discharge display functions. This data bus is applied to
the cathode display drivers, the anode display drivers, and a decoding buffer circuit. The gas discharge dis-
play is configured in a matrix fashion, using 5 anodes (for the whole display) and 22 cathodes in the display.
Display segments are lit according to microprocessor generated anode and cathode strobe voltages.

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Figure 4-9-1 (Sheet 6 of 31). RSS System Schematic (VHF 1)

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Refer to Figure 4-9-1, sheet 6. The number 1 VHF-422A or VHF-422C is a multichannel COMM transceiver
that provides pilot side 2-way AM voice communications. The VHF-422C has the capability to provide 8.33
kHz communication frequency spacing if coupled with an RTU, CTL, or FMC with 8.33-kHz spacing capa-
bility. The operation of the VHF-422C is the same as the VHF-422A. The VHF normally is tuned by the left
side RTU, but it also may be tuned by the right side RTU. If both RTUs fail, the VHF may be tuned by the
pilot CDU. The number 1 VHF COMM may also be tuned using the CTL-23/23C tuning unit. The VHF
audio output is applied to the aircraft audio system, and a digital bus output is applied to the IAPS.

The VHF consists of an ARINC I/O microprocessor, a main microprocessor, a superheterodyne receiver, a
broadband transmitter, and an audio amplifier. The number 1 +28-V dc aircraft supply provides operating
power. An internal power relay switches the +28-V dc voltage input to the power supply circuits; these cir-
cuits generate all internal supply levels.

The ARINC microprocessor selects and reads one of three tune data bus inputs, supplies tune data to the
main microprocessor, and formats the ARINC output data bus. Three ARINC 429 low-speed data buses are
received and input to a multiplexer. The R-RTU-1 bus brings tune data from the right side RTU, the L-
RTU-2 bus brings tune data from the left side RTU, and the LB-GP BUS 3 bus brings tune data from the
IAPS (CDU burst tune). The processor scans the BURST TUNE and R-RTU TAKE CMD (RX PORT A/B
ENABLE) discretes from the RTU 1 reversion switch and then applies RX PORT SELECT logic to the multi-
plexer. The multiplexer then supplies tune data from the selected input port to the processor.

Normally, port B is selected and the VHF is tuned by the left side RTU. When the RTU1 INHB reversion
switch is set to inhibit, a ground is applied to pin P1-14, which selects port A (right side RTU) tune data.
When the RTU2 INHB reversion switch is also set to inhibit, a ground (BURST TUNE ENABLE) is applied
to pin P1-7, which selects port C (IAPS) burst tune data. The ARINC microprocessor supplies tune data in
CSDB format to the main microprocessor. The ARINC microprocessor also scans the ARINC 429/CSDB dis-
crete from the CTL-23/23C. The CTL applies a ground to the discrete when CTL tuning is selected. The
main processor then receives CSDB tuning data from the CTL.

The main microprocessor controls the VHF receive and transmit functions. The processor reads selected
tune data, source ident, keyline logic, and monitor/control input information. The processor generates CSDB
data, squelch test logic, XFR tone, synthesizer data/clock/enable, XMT mode logic, and 106.7-kHz reference
outputs.

The selected tune input data is read in CSDB format and used to program the frequency synthesizer. The
source ident is read through a shift register; the ident strap (pin 28) is open for the number 1 VHF. Filtered
keyline logic from the PTT microphone button selects transmit mode. Transmitter temperature and trans-
mit power levels are digitized and monitored by the processor.

Processed CSDB output data is applied to the ARINC processor, where it is converted to ARINC-429 format
and transmitted on the L-VHF-1 bus to the IAPS. CSDB output data is also applied to a CSDB transmitter
and sent to the CTL. Squelch test logic and the transfer tone are applied to the squelch circuit and audio
amplifier respectively. Data, clock, and enable outputs are generated and applied as tune frequency pro-
gram input to the LSI frequency synthesizer. XMT mode logic is generated to select internal receive or
transmit operation. The 106.7-kHz output is a frequency reference for the modulator circuit.

In receive mode, a VHF communication signal is input from the antenna to the transmit/receive (tr) diode
switch. These two diodes are forward biased in the receive mode to isolate the antenna from the transmit-
ter. The input signal is processed through a preselector and applied to the dual conversion receiver. The
preselector contains four rf filters to attenuate undesired signal components.

A SIMULCOMM-2 input from the right side VHF also is applied to the preselector; a KEY-2 ground reduces
receiver sensitivity when the other VHF is transmitting.

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The main microprocessor reads the tune frequency from the ARINC processor and applies appropriate
data/clock/enable control to program the synthesizer. The synthesizer is a LSI device that generates fre-
quency dependent TUNE VOLTAGE and RCV 1ST INJ outputs during receive mode. The TUNE VOLTAGE
output is a dc level that is used to tune the center frequency of the preselector. The RCV 1ST INJ output is
a frequency injection signal that is related to the tune frequency.

The preselector output is input to the dual conversion receiver circuit; injection frequencies are provided by
the synthesizer and a local oscillator. The receiver provides IF signal output to the squelch circuit and
through a transistor detector to an audio compressor. The squelch circuit automatically operates a squelch
switch that either blocks or passes the received audio signal. The squelch circuit opens the squelch switch if
phase noise is excessive or if multiple carriers are received. The detected (received) audio is compressed to
reduce loudness variations and then passed through the squelch switch to the audio amplifier.

In transmit mode, the pilot’s microphone applies PTT push-to-talk logic and MIC AUDIO voice signal to the
VHF. The PTT logic ground initiates keyline control to the main microprocessor (and an audio relay) and
also applies a KEY-1 SIMULCOMM ground to the right side VHF. The pilot voice signal is applied through
an audio compressor (which maintains consistent depth of modulation) to the modulator input.

When the keyline control input becomes a ground level, the main microprocessor initiates transmit mode. If
the monitored transmitter temperature and internal power levels are within acceptable limits, the processor
applies logic high XMT MODE enable to the modulator. The modulator uses a 106.7-kHz reference fre-
quency to operate. The enabled modulator applies XMT MODE POWER and XMT SIGNAL outputs. The
XMT MODE POWER output applies enable power to the transmitter and reverse biases the two tr diodes to
isolate the antenna from the receiver. The XMT SIGNAL output to the transmitter is the AM modulated
voice signal.

The transmitter is a 4-stage, 16-watt amplifier. The transmitter is frequency tuned by the RF XMT INJ
output from the synthesizer. The synthesizer is programmed by the processor to apply tune frequency de-
pendent injection to the transmitter during transmit mode. The transmitter output is then low-pass filtered
and transformer coupled to the antenna. The transformer allows the processor to monitor forward and re-
verse transmit power and also applies sidetone audio to the audio amplifier.

The audio amplifier receives transfer tone, sidetone, and received audio inputs. The amplified audio output
is applied through a transformer to the aircraft audio system. Separate received, sidetone (transmit), and
combined (received and transmit) outputs are provided; an audio relay (controlled by keyline logic) selects ei-
ther received or sidetone audio output. The audio amplifier provides a selective calling output to the SEL-
CAL decoder.

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Figure 4-9-1 (Sheet 7 of 31). RSS System Schematic (VHF 2)

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Refer to Figure 4-9-1, sheet 7. This sheet shows the number 2 VHF-422A or VHF-422C VHF COMM Trans-
ceiver.

The number 2 VHF is a multichannel COMM transceiver that provides copilot side 2-way AM voice commu-
nications. The VHF normally is tuned by the right side RTU, but it also may be tuned by the left side RTU.
Internal VHF operation is described on a previous page.

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Figure 4-9-1 (Sheet 8 of 31). RSS System Schematic (VHF 3)

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Refer to Figure 4-9-1, sheet 8. This sheet shows the optional number 3 VHF-422A or VHF-422C VHF
COMM Transceiver.

The number 3 VHF is a multichannel COMM transceiver that provides 2-way AM voice communications.
The VHF normally is tuned by the left side RTU, but it also may be tuned by the right side RTU. When the
RTU1 INHB reversion switch is set to inhibit, a ground is applied to pin P1-14, which selects port A (right
side RTU) tune data. The burst tune function is not used with the number 3 VHF COMM. Internal VHF
operation is described on a previous page.

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Figure 4-9-1 (Sheet 9 of 31). RSS System Schematic (VIR 1)

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Refer to Figure 4-9-1, sheet 9. The number 1 VIR-432/433 contains VOR/LOC, glideslope (GS), and marker
beacon (MB) receivers and instrumentation circuits. The VIR-432/433 normally is tuned by the left side
RTU, but it also may be tuned by the right side RTU. If both RTUs fail, the VIR may be tuned by the pilot
CDU. The number 1 VHF NAV may also be tuned using the CTL-23/23C tuning unit. The VOR/LOC and
MB audio outputs are applied to the aircraft audio system, and digital bus outputs are applied to the IAPS
and GPWS systems.

The VIR consists of an ARINC microprocessor, an instrumentation microprocessor, a VOR/LOC receiver, a

glideslope receiver, a marker beacon receiver, and two audio amplifiers. Operating power is provided by the
number 1 +28-V dc aircraft supply; an internal power supply converts this voltage into required supply lev-
els.

The ARINC microprocessor selects and reads one of three tune data bus inputs, supplies tune data to the in-
strumentation microprocessor, and formats ARINC 429 output data. Three ARINC 429 low-speed data
buses are received and input to a multiplexer. The R-RTU-1 bus brings tune data from the right side RTU,
the L-RTU-2 bus brings tune data from the left side RTU, and the LB-GP BUS 3 bus brings tune data from
the IAPS (CDU burst tune). The processor reads latched BURST TUNE and RX PORT A/B ENBL discretes
from the left side RTU reversion switch and selects the active tune port. The multiplexer then supplies tune
data from the selected input port through a UART to the ARINC processor. Normally, port B is selected and
the VIR is tuned by the left side RTU. When the RTU1 INHB reversion switch is set to inhibit, a ground is
applied to pin P1-31, which selects port A (right side RTU) tune data. When the RTU2 INHB reversion
switch is also set to inhibit, a ground (BURST TUNE ENABLE) is applied to pin P1-8, which selects port C
(IAPS) burst tune data. The ARINC microprocessor supplies the selected tune data (in CSDB format) to the
instrumentation microprocessor. The ARINC microprocessor also scans the ARINC 429/CSDB discrete from
the CTL-23/23C. The CTL applies a ground to the discrete when CTL tuning is selected. The instrumenta-
tion processor then receives CSDB tuning data from the CTL.

The instrumentation microprocessor controls the receiver and data processor functions. This processor reads
selected tune (ARINC RCV) data, source ident, and decoded receive data parameters. The processor gener-
ates CSDB data, a TEST tone, and synthesizer data/clock/enable. The processor applies data to the CSDB
transmitter for output to the CTL.

The selected tune input data is read directly in CSDB format and used to program the VOR/LOC and GS
frequency synthesizers. The source ident is read onto the data bus through a latch; the ident strap (P1-14) is
open for the number 1 VIR. Decoded VOR (30-Hz REF and 30-Hz VAR), LOC, and GS signals are sampled
onto the data bus by the processor through an analog-to-digital converter. Decoded MB (marker beacon)
status is read onto the data bus by the processor through a latch.

Processed CSDB output data is applied to the ARINC processor. The ARINC processor applies this data to
the ARINC UART, where it is transmitted on the L-VIR-1 bus to the IAPS and the L-VIR-2 bus to the
ground proximity warning system and head-up guidance computer. These data bus outputs contain the
tuned VOR/LOC frequency, VOR bearing, LOC deviation, GS deviation, and MB status information. A 30-
Hz TEST tone output is generated by the processor when self-test mode is requested; this tone is monitored
through the analog-to-digital converter. Data, clock, and enable outputs are generated and applied as tune
frequency program inputs to both the VOR/LOC and GS LSI frequency synthesizers.

The VOR/LOC receiver is a dual conversion receiver that demodulates the VOR or LOC signal from the
108.00- to 117.95-MHz band and applies detected signal to the instrumentation processor and isolated audio
to the aircraft audio system.

The rf input signal from the VOR/LOC antenna is applied through a preselector to the dual conversion re-
ceiver. The 2-pole preselector provides rf selectivity and is continuously tuned by a dc TUNE VOLTAGE
from the synthesizer. The synthesizer is programmed by the instrumentation processor to apply dc TUNE

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VOLTAGE to the preselector and a variable first injection frequency to the receiver. These outputs are re-
lated directly to the tune frequency and channel the receiver to the desired station.

A crystal oscillator provides the second (fixed) injection frequency to the receiver. The resulting IF signal is
applied to a diode detector and an automatic frequency control (AFC) circuit. The AFC circuit functions only
in VOR (not ILS) mode. This circuit keeps the received signal in the center of the passband to compensate
for VOR station drift. An AFC TUNE output provides a dc error correction voltage to fine-tune the synthe-
sizer. A MUTE logic output opens the path of the detected signal if the AFC error becomes excessive. The
detected VOR or LOC signal is applied to a FM discriminator and through the NAV audio amplifier to the
aircraft audio system.

The FM discriminator processes the detected analog VOR/LOC signal into components expected by the mi-
croprocessor. In VOR mode, the FM discriminator derives 30-Hz reference and 30-Hz variable phase signals
from the detected VOR signal. These signals maintain a phase relationship used to calculate the VOR
bearing. In ILS mode, the FM discriminator derives a standard 90/150-Hz localizer signal from the detected
LOC signal. This signal represents left or right side deviation from the localizer beam. These LOC, 30-Hz
REF, and 30-Hz VAR signals are applied to a multiplexer and sampled through an analog-to-digital con-
verter onto the processor data bus.

The glideslope receiver is a dual conversion receiver that demodulates the GS signal from the 329.15- to
335.00-MHz band and applies the detected signal to the instrumentation processor. The GS frequency is
paired with the localizer frequency selected on the control unit.

The rf input signal from the GS antenna is applied through a 3-pole bandpass filter to the dual conversion
receiver. The GS synthesizer is programmed by the instrumentation processor to apply the variable first
injection frequency to the receiver. This frequency is related directly to tune frequency and channels the re-
ceiver to the desired station.

A crystal oscillator provides the second (fixed) injection frequency to the receiver. The resulting IF signal is
applied to a transistor detector. The detected 90/150-Hz GS signal is amplified, applied to a multiplexer,
and sampled through an analog-to-digital converter onto the processor data bus. This signal represents up
or down deviation from the glideslope beam.

The marker beacon receiver is a single-channel tuned rf receiver. The MB receiver amplifies and demodu-
lates the received 75-MHz signal and applies detected signal to the instrumentation processor and audio to
the aircraft audio system.

The 75-MHz input signal from the marker beacon antenna is applied through a crystal bandpass filter to a
2-stage rf amplifier. The crystal filter provides receiver selectivity. High or low sensitivity threshold is en-
abled according to decoded input tune data; sensitivity control is selected by the remote MKR switch. The
amplified signal is demodulated by a diode detector, amplified, and applied to a filter/amplifier network and
through the MB audio amplifier to the aircraft audio system.

The filter/amplifier network contains three tuned circuits. These circuits sense the 400-, 1300-, and 3000-Hz
tone components of the detected signal. Corresponding outer, middle, and inner marker beacon discrete
outputs are generated, applied to a latch, and output to the external marker beacon lights. These discretes
are read from the latch onto the processor data bus.

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Figure 4-9-1 (Sheet 10 of 30). RSS System Schematic (VIR 2)

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Refer to Figure 4-9-1, sheet 10. This sheet shows the number 2 VIR-432/433 VHF Navigation Receiver.

The number 2 VIR is a VHF navigation receiver that contains VOR/LOC, GS, and MB receivers. The VIR
normally is tuned by the right side RTU, but it also may be tuned by the left side RTU. Internal operation of
the VIR is described on a previous page.

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Figure 4-9-1 (Sheet 11 of 31). RSS System Schematic (DME 1)

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Refer to Figure 4-9-1, sheet 11. This sheet shows the number 1 DME-442 Distance Measuring Equipment.
The DME is a 3-channel transceiver that measures slant range (line of sight) distance from the aircraft to a
ground station, computes relative closure rate and time to station, and decodes the station identifier. Chan-
nel 1 of the DME-442 is manually tuned by the left side RTU, but it also may be tuned by the right side
RTU. Channels 2 and 3 are automatically tuned by the FMS and used for multisensor navigation. The
DME audio output is applied to the aircraft audio system, and digital bus outputs are applied to the IAPS
and MLS systems.

The DME consists of an ARINC UART, a microprocessor, a transmitter, a receiver, and an audio circuit.
Operating power is provided by the number 1 +28-V dc aircraft supply; an internal power supply converts
this voltage into required supply levels.

An ARINC UART controls the ARINC 429 low-speed I/O interface. Two ARINC 429 low-speed data buses
are received and input to a multiplexer. The R-RTU-1 bus brings tune data from the right side RTU, and
the L-RTU-2 bus brings tune data from the left side RTU. The microprocessor reads the RX PORT A/B
ENBL discrete from the left side RTU reversion switch and selects the active tune port. The multiplexer
then supplies TUNE DATA from the selected input port through the UART to the microprocessor. Nor-
mally, port B is selected and the DME is tuned by the left side RTU. When the RTU1 INHB reversion
switch is set to inhibit, a ground is applied to pin P1-42, which selects port A (right side RTU) tune data.
When the RTU2 INHB reversion switch is also set to inhibit, a ground (BURST TUNE ENABLE) is applied
to pin P1-50, which selects port C (IAPS) burst tune data.

The microprocessor controls the receiver, transmitter, and data processor functions. This processor reads
selected tune data, source ident, decoded receive data, and monitor parameters. The selected tune data in-
put is read through the ARINC UART and used to properly channel the transmitter and receiver. The
source ident strap input is buffered onto the data bus; the ident strap (P1-9) is open for the number 1 DME.
Received (reply) data is decoded and stored in CHANNEL RAM. Monitors from the power supply (PS MON),
the modulator (XMT MON), and the synthesizer (SMO MON) are read from a latch onto the data buffer bus.

Processed DME output data is applied from the microprocessor to the ARINC UART, where it is transmitted
on the L-DME-1 bus to the IAPS and the L-DME-2 bus to the MLS and head-up guidance system. These
data bus outputs contain the tuned DME frequency, distance to the station, time to go, and ground speed
calculations.

A timing circuit resets the microprocessor if program execution time becomes excessive; the reset ensures
that the processor is not hung up in an endless loop. A data transceiver provides interface between the AD0-
AD7 microprocessor data bus and the data buffer bus used for internal communication. A latch decodes ad-
dress to the CHANNEL RAM memory; this memory stores signal presence, AGC, and receiver tune data for
the one or two channels that are not currently being processed.

The transmitter circuit consists of a modulator, a digital synthesizer, and a power amplifier. After the proc-
essor determines that a DME ground station is in range, pairs of P1/P2 framing pulses are generated and
applied onto the data buffer bus. These pulses initiate the transmit mode. These framing pulses are de-
coded and applied to the XMT modulator. The modulator provides pulsed drive bias to the power amplifier.

The digital synthesizer originates the CW frequency used to drive the power amplifier. The processor pro-
grams the synthesizer with the tune frequency using data, clock, and enable lines decoded from the data
buffer bus. The synthesizer generates a dc control voltage to the vco. This dc level tunes the vco to apply the
proper CW interrogation frequency to the power amplifier. The vco also supplies VAR FREQ feedback to the
synthesizer that is compared with a fixed REF frequency to provide error correction.

The power amplifier chops the CW interrogation frequency using pulse drive bias from the modulator. The
resulting 1025- to 1150-MHz pulse pair output is amplified to a 300-watt level (at the antenna). This L-band

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interrogation output is transmitted through an isolating diplexer and low-pass filter to the DME antenna.
The diplexer is a PIN diode circuit that is forward biased in transmit mode; this isolates the antenna from
the receiver circuits.

A suppression circuit prevents possible damage to other L-band receivers on the aircraft when the DME is
transmitting. This circuit generates a blanking pulse suppression output when INT SUPRN data from the
processor is set (transmit mode). This momentarily inhibits the receiver in the right side DME, both TDRs,
and the TCAS TTR. These four units also generate a blanking pulse output when transmitting which tem-
porarily inhibits the DME receiver.

The receiver circuit consists of a preselector, a mixer, and a video detector. When the ground station trans-
mits a reply pulse pair, this 962- to 1213-MHz L-band signal is applied from the antenna through a low-pass
filter and isolating diplexer to the preselector. The diplexer PIN diode is reverse biased in receive mode to
isolate the antenna from the transmitter circuits.

The preselector is a 5-pole bandpass filter that tracks the received (reply) frequency using a dc tune voltage.
The processor applies dc tune control through a digital-to-analog converter and tune amplifier to the prese-
lector. This dc tune voltage (TRACK-TUNE VOLTS) channels the receiver to the selected station. When
test mode is selected, a discrete is decoded from the data buffer bus and applied to a noise generator; the re-
sulting signal is gated into the preselector input.

The filtered preselector output is applied to the mixer along with the LO INJ frequency from the transmit-
ter. The mixer produces a 63-MHz difference (transmit-receive) frequency. This IF is amplified and applied
to a video detector, a signal presence detector, and an AGC sample circuit.

The video detector applies the detected reply signal to a video processor. The video processor decodes the de-
tected video pulses and then performs a validity check. If the pulses are properly spaced and have correct
relative amplitudes, the video processor interrupts the microprocessor to indicate reception of a valid reply.
The microprocessor then begins DME computation routines.

The DME uses stored values from the signal presence detector, the AGC sample circuits, and the digital-to-
analog converter (receiver tune voltage) to cycle operation between three different channels. The microproc-
essor sequentially reads these three values through a storage multiplexer circuit and differential compara-
tor. These A/D COMP results are read onto the data buffer bus through a latch and stored in CHANNEL
RAM memory. After these results are stored, the processor begins operation at the next channel; the DME
cycles to the next station approximately every 37 ms. When called by the processor, the three stored values
then are read sequentially from memory, used to retune the receiver, and updated in the storage multiplexer
circuit.

The microprocessor determines if there is an audio IDENT in the reply signal. If an IDENT is detected, the
output is gated to an audio decoder. The Morse code station identifier is then decoded from the bus and ap-
plied through an amplifier to the aircraft audio system.

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Figure 4-9-1 (Sheet 12 of 31). RSS System Schematic (DME 2)

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Refer to Figure 4-9-1, sheet 12. This sheet shows the number 2 DME-442 Distance Measuring Equipment.

The DME is a 3-channel transceiver that measures slant range (line of sight) distance from the aircraft to a
ground station, computes relative closure rate and time to station, and decodes the station identifier. The
DME normally is tuned by the right side RTU, but it also may be tuned by the left side RTU. Internal op-
eration of the DME is described on a previous page.

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Figure 4-9-1 (Sheet 13 of 31). RSS System Schematic (ADF 1)

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Refer to Figure 4-9-1, sheet 13. This sheet shows the number 1 ADF-462 Automatic Direction Finder. The
ADF-462 is a low/medium-frequency radio receiver that computes bearing to the tuned station. The ADF is
normally tuned by the left side RTU but it also may be tuned by the right side RTU. The audio output is ap-
plied to the aircraft audio system, and digital bus outputs are applied to the IAPS and EFIS systems.

The ADF consists of an I/O microprocessor that controls the I/O interface, an instrumentation microproces-
sor that performs the ADF computations, a rf receiver, and an antenna switching circuit. Operating power
is provided by the number 1 +28-V dc aircraft supply; an internal power supply converts this voltage into re-
quired supply levels.

The I/O microprocessor manages an ARINC UART, a discrete input buffer, and control/decoder circuits. The
ARINC UART controls the ARINC 429 low-speed I/O interface. Three ARINC 429 low-speed data buses are
received and input to a multiplexer. The R-RTU-1 bus brings tune data from the right side RTU, the L-
RTU-2 bus brings tune data from the left side RTU, and the LB-GP BUS 3 bus brings tune data from the
IAPS (burst tune). The processor reads the BURST TUNE and RX PORT A/B ENABLE discrete from the
buffer and selects the active tune port. Normally, port B is selected and the ADF is tuned by the left side
RTU. When the RTU1 INHB reversion switch is set to inhibit, a ground is applied to pin P1-5, which selects
port A (right side RTU) tune data. When the RTU2 INHB reversion switch is also set to inhibit, a ground
(BURST TUNE ENABLE) is applied to pin P1-11, which selects port C (IAPS) burst tune data. The multi-
plexer then supplies TUNE DATA from the selected input port through the UART to the microprocessor.

The discrete input buffer circuit is used to load RX PORT A/B ENBL and BURST TUNE ENABLE (previ-
ously described), SOURCE IDENT strap (open for the number 1 ADF), ANTENNA LOCATION strap (top or
bottom mount), and QEC straps (quadrantal error correction) information onto one of the I/O processor data
buses.

Decoder circuits convert microprocessor generated data into controls applied to the receiver circuits. After
the processor reads the tune frequency from the selected input data bus, appropriate DATA/CLK/ENBL syn-
thesizer programming, MUTE logic, and BAND LOGIC control is generated. These decoded controls are de-
scribed in a later paragraph. A control circuit decodes individual chip selects.

The instrumentation microprocessor performs bearing calculations and controls the antenna interface. A
data transceiver circuit provides data exchange between the two microprocessors. Processed ADF bearing
data is applied through the transceivers to the I/O processor. Bearing (and tune frequency) information is
then applied from the I/O microprocessor to the ARINC UART, where it is transmitted on the L-ADF-1 bus
to the IAPS.

The ADF dual conversion receiver demodulates the rf input signal from the 190- to 1799-kHz band and ap-
plies detected signal to the instrumentation processor and processed audio to the aircraft audio system.

The rf input signal from the ANT-462B is applied through one of six bandpass filters to the receiver input.
The I/O processor reads the tune frequency input and then generates BAND LOGIC, which switches the ap-
propriate bandpass filter to the rf signal path.

The receiver is tuned by a LSI synthesizer. The synthesizer is programmed (DATA/CLK/ENBL) by the I/O
processor to apply the variable first injection frequency to the receiver. This frequency is related directly to
tune frequency and channels the receiver to the desired station. A crystal oscillator provides the second
(fixed) injection frequency to the receiver. The resulting 3.6-MHz IF signal is applied to a phase-locked loop
coherent detector.

The coherent detector is a frequency and phase detector that produces valid LOCK logic and AUDIO output
signals when phase locked to the input 3.6-MHz IF signal. The detector flags the processor (invalid LOCK
logic) and blocks the AUDIO if the receive signal becomes unusable (detector unlocks).

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The LOCK output is monitored through a multiplexer by the instrumentation processor. This output is a
+12-V dc level when the detector is phase locked to the input signal and a ground level when unlocked. The
AUDIO output is applied through a low-pass filter to the instrumentation processor and the audio circuits.
The instrumentation processor uses this detected audio to compute bearing to the station.

The detected audio from the coherent detector and a BFO audio signal are combined and applied through a
mute switch to the audio amplifier. The BFO audio is a 1-kHz tone that identifies keyed carrier CW sta-
tions; this tone is decoded by the instrumentation processor only when BFO mode is selected on the RTU
control. The mute switch is controlled by a MUTE pulse that is decoded from the I/O processor bus. This
pulse turns off the audio output during a frequency (channel) change. Normally, the mute switch is closed
and the audio signal is filtered, amplified, and applied to the aircraft audio system.

The antenna switching circuit applies modulation and operating power to active circuits in the ANT-462B
antenna. The ADF receiver uses a null system to determine the bearing of the station relative to the air-
craft. The instrumentation processor selects a bearing angle and operates the antenna switching circuit to
apply corresponding modulation signal outputs to balanced modulators located in the antenna. The antenna
circuits null when the selected bearing is correct. Refer to sheet 15.

A decoder circuit provides processor generated chip control and sync control. A sine table PROM applies a
synchronized digital sine wave to both the sine and cosine modulation digital-to-analog converters. The se-
lected bearing angle is decoded from the processor bus and converted into SIN BRG and COS BRG outputs
to the modulation digital-to-analog converters. The resulting sine (includes QEC) and cosine bearing modu-
lation signals are limited and applied to the antenna. Note that these are not constant amplitude signals.

The ADF receiver applies ANT B+ and LOOP B– power outputs to the antenna. The ANT B+ output is a fil-
tered +15-V dc level that is always supplied to the antenna, regardless of selected mode. The LOOP B– out-
put is a filtered –12-V dc level that is switched to the antenna only in ADF mode. In ANT mode, the LOOP
B– output is switched off to disable the loop antenna circuits; this results in a clearer audio signal when
bearing information is not required.

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Figure 4-9-1 (Sheet 14 of 31). RSS System Schematic (ADF 2)

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Refer to Figure 4-9-1, sheet 14. This sheet shows the number 2 ADF-462 Automatic Direction Finder.

The number 2 ADF is a low/medium-frequency radio receiver that provides computed bearing to the tuned
station and an audio output. The ADF normally is tuned by the right side RTU, but also may be tuned by
the left side RTU. Internal operation of the ADF is described on a previous page. Refer to sheet 15 for the
ANT-462B antenna.

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Figure 4-9-1 (Sheet 15 of 31). RSS System Schematic (ANT)

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Refer to Figure 4-9-1, sheet 15. This sheet shows the ANT-462B ADF Antenna. The ANT-462B is used
when two ADF receivers are installed. The ANT-462B senses rf signals in the 190- to 1799-kHz band and
provides a processed 50-ohm output signal to the ADF receivers. The following paragraphs describe the
ANT-462B.

The ANT-462B consists of a sense antenna, two loop antennas, and an output transformer. Each antenna
contains processing circuits that resolve induced voltages into the rf signal output used to measure the arri-
val direction of the received signal. Processing circuits in the ADF receiver convert these induced voltages
into bearing information.

The sense antenna is an omnidirectional antenna that provides signal reference in ADF mode and AM band
radio reception in ANT mode. The sense antenna consists of two independent sections; each section is indi-
vidually filtered and amplified. This technique provides double signal handling capability without inter-
modulation. The two amplified sense signals are then combined in a summing transformer, amplified, and
applied to the output transformer.

The two loop antennas induce a directional signal. The loop antennas are offset 90 degrees from each other
to provide a sine/cosine phase relationship. Each output is applied through a low-noise amplifier to a bal-
anced modulator. The balanced modulators mix the loop antenna signals with the sine and cosine modula-
tion signals from the receiver. These SIN MOD and COS MOD input signals are synchronized representa-
tions of a bearing selected by the instrumentation processor in the ADF receiver. The two modulator
outputs are then summed together; if the selected bearing is the actual bearing to the station, the sum of the
modulator outputs is zero (null). The amplified loop output is applied to the output transformer.

The output transformer combines the sense output from the rf amplifier and the combined loop output from
the loop amplifier into a 50-ohm rf output applied to the ADF receiver.

The ADF receiver applies ANT B+ and LOOP B– power inputs to the antenna. The ANT B+ input is a fil-
tered +15-V dc level. The LOOP B– input is a filtered –12-V dc level that is switched to the antenna only in
ADF mode. In ANT mode, the LOOP B– output is switched off to disable the loop antenna circuits.

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Figure 4-9-1 (Sheet 16 of 31). RSS System Schematic (TDR 1)

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Refer to Figure 4-9-1, sheet 16. The number 1 TDR-94D is a diversity (2-antenna) mode-A, mode-C, and
mode-S transponder. The TDR responds to valid ATCRBS radar interrogations with a coded identification
(mode-A) or reporting altitude (mode-C) reply. The response code is selected on the controlling RTU. The
TDR is normally controlled by the left side RTU, but it also may be controlled by the right side RTU. The
TDR also responds to selective mode-S interrogations. This select mode reply is unique for each aircraft and
is set by strapping in the aircraft interconnect. This mode allows the air traffic controller to identify each
aircraft by tail number and is used by TCAS for air-to-air communication with a cooperating aircraft. Digi-
tal bus outputs are applied to the IAPS and TCAS transmitter receiver.

The TDR-94D consists of a main microprocessor, serial and discrete I/O interfaces, a 1030-MHz receiver, an
interrogation processor, and a 1090-MHz transmitter. Operating power is derived from the number 2 +28-V
dc aircraft supply. This input is filtered and applied through an internal breaker to the low-voltage power
supply. This supply generates internally required low-level voltages and feeds the high-voltage power sup-
ply. A voltage monitor reports power supply integrity to the microprocessor.

The main microprocessor uses a 16-bit bidirectional data bus to control unit operation. An address latch and
a data transceiver provide the interface between the processor and internal circuits. This processor controls
all I/O data transfer, monitors key internal power levels, programs the frequency synthesizer, generates
high-voltage supply disable logic, and shares data with the dedicated video processor through a dual-port
RAM. The processor also directly monitors the temperature of the transmit modulator; if temperature be-
comes excessive, data is latched that toggles a discrete to inhibit the high-voltage power supply.

The I/O interface circuits consist of three input UARTs, two discrete input buffers, and two output UARTs.
The main microprocessor accesses each circuit using the bidirectional DB0-DB15 data bus.

Two ARINC 429 low-speed data buses are received and applied to the RTU multiplexer. The L-RTU-2 bus
brings control and altitude data from the left side RTU to receive port B. The R-RTU-1 bus brings control
and altitude data from the right side RTU to receive port A. The microprocessor reads the RTU PORT A/B
SELECT discrete (P2-57) and selects the active port. Normally, port B is selected and the TDR is tuned by
the left side RTU. When the RTU1 INHB reversion switch is set to inhibit, a ground is applied to pin P2-57,
which selects port A (right side RTU) tune data. When the RTU2 INHB reversion switch is also set to in-
hibit, a ground (BURST TUNE ENABLE) is applied to pin P2-59, which selects port C (IAPS) burst tune
data. The RTU multiplexer then supplies control data from the selected port (A or B) through an input
UART to the microprocessor.

The second UART is not used in the Canadair Regional Jet aircraft configuration. The ADC multiplexer can
supply air data from the selected port (A or B) through the input UART to the microprocessor.

The TCAS TTR-TX-1 data bus is applied through an ARINC 429 high-speed receiver to the third input
UART. This bus brings TCAS data words from the TTR transmitter receiver. Some words are destined for
the IAPS, and some words contain collision avoidance data for mode-S transmission. This TCAS input data
is read from the UART by the microprocessor.

The processor reads discrete inputs through two buffer circuits. The first buffer provides input port A/B se-
lect logic, strut switch logic, source identification logic, maximum airspeed logic, and input bus format select
logic. The input port A/B select discretes are described above. The strut switch input is ground when the
aircraft is on the ground. The source identification discrete is strapped P2-46 to P2-50 for the right side
TDR. The max airspeed and input bus format discretes are strapped as shown for the Canadair Regional Jet
airplane. The second buffer provides the mode-S aircraft identification code. This code is set by rear connec-
tor strapping (P1-33 through P1-56) and is unique for each aircraft.

Parallel TDR/TCAS output data is applied from the microprocessor to the output UARTs. One UART is en-
abled by the processor to decode and transmit serial data to the IAPS. This L-TDR-1 bus echoes transponder

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control/altitude data through the IAPS to the RTUs and supplies TCAS (also TDR) words through the IAPS
data concentrators to the FMS. The second UART is enabled by the processor to decode and transmit serial
data to the TTR. This L-TDR-XT bus supplies air data information to the TCAS transmitter receiver.

The TDR is interrogated by the 3-pulse side-lobe suppression (sls) method. The TDR-94D operates with two
antennas to provide TCAS air-to-air capability. The 1030-MHz interrogation input is received on either/both
L-band antennas, low-pass filtered, and applied through diversity and transmit/receive switches to the front-
end receiver. The diversity switch is not used in receive mode. The transmit/receive switch connects the an-
tennas to the receiver (not the transmitter) in receive mode.

The front-end receiver is a dual 1030-MHz bandpass filter (preselector) that rejects images and spurious re-
sponses. The two filtered rf inputs are then independently mixed with a 1090-MHz injection frequency from
the synthesizer. This local oscillator frequency is programmed by the microprocessor using latched data,
clock, and enable logic. The two resultant 60-MHz IF signals are amplified and applied to the DPSK (differ-
ential phase-shift keying) detector and the video processor.

The DPSK detector is a part of the receiver circuit that senses phase reversals present in mode-S interroga-
tions. The DPSK detector outputs are applied to the PAM (pulse amplitude modulation) decoder. The video
processor monitors the received signal strengths and generates video signals to the PAM decoder.

The PAM decoder and a dedicated video microprocessor function together as an interrogation processor.
This circuit processes the video inputs to determine if the received interrogation is a valid ATCRBS or mode-
S interrogation. If a response is required, the processor determines if the top or bottom antenna should be
used for the reply. The processor then enables the transmit mode and generates the proper response. Note
that TCAS generated collision avoidance transmit data is applied to the interrogation processor through the
dual port RAM.

When transmit mode is enabled by the interrogation processor, INT SUPRN logic activates the suppression
amplifier and XMT ENBL logic activates the transmit enable driver. During transmit mode, the suppres-
sion amplifier momentarily inhibits other L-band units (described in a later paragraph). During transmit
mode, the enable driver closes the transmit/receive switch. This isolates the receiver and connects the
transmitter to the selected antenna. The interrogation processor generates the ATCRBS or mode-S reply
output and top/bottom antenna select logic. This response is applied through a multiplexer to the rf trans-
mit modulator.

The 1090-MHz transmitter circuit consists of a rf modulator and a power amplifier. The rf modulator re-
ceives operating power from the high-voltage power supply. This power supply provides the voltage levels
required for L-band transmission. A current monitor disables both the rf modulator and high-voltage supply
if the current draw (power output) becomes excessive. The HV power monitor provides a high-power moni-
tor output through a buffer to the main microprocessor.

The reply output from the interrogation processor controls the modulator bias applied to the power ampli-
fier. The power amplifier is driven by a 1090-MHz CW signal generated by the synthesizer. The ON/OFF
BIAS from the modulator causes the power amplifier to generate a corresponding pulse train output at the
1090-MHz drive frequency. This rf reply output is a series of pulses, the number and spacing of which is de-
termined by the ATC code (plus a trailing IDENT pulse if selected) and the operating mode. The pulse
transmission is applied through the closed transmit/receive switch and radiated out the selected antenna.
The transmit signal is sampled by a forward power monitor, which provides a low-power monitor output
through a buffer to the processor.

The diversity transmit switch connects the top or bottom antenna to the power amplifier in transmit mode.
This switch is controlled by XMT ANT SEL logic from the modulator. The selected antenna is the one pro-
viding the strongest receive signal to the interrogation processor.

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A suppression amplifier generates a blanking pulse SUPRN output (P1-29) when the interrogation processor
selects transmit mode. This suppression pulse momentarily inhibits receivers in the DME and TTR units to
protect them from possible damage by high-energy transmissions. These three L-band units also generate a
blanking pulse output when preparing to transmit. This pulse input temporarily inhibits the TDR receiver
and receivers in the other L-band units.

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Figure 4-9-1 (Sheet 17 of 31). RSS System Schematic (TDR 2)

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Refer to Figure 4-9-1, sheet 17. This sheet shows the number 2 TDR-94D Mode-S Transponder.

The number 2 TDR is a mode-A, mode-C, and mode-S transponder. This transponder is active when the re-
mote ATC switch is set to TDR 2. When active, the TDR responds to valid ATC radar interrogations with a
coded identification, reporting altitude, or select reply. The ATC normally is controlled by the right side
RTU, but it also may be controlled by the left side RTU. Internal TDR operation is described on a previous
page.

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Figure 4-9-1 (Sheet 18 of 31). RSS System Schematic (TTR)

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Refer to Figure 4-9-1, sheet 18. This sheet shows the TRE-920 antenna and the receiver, transmitter, and
suppression circuits of the TTR-920. Sheet 19 shows the I/O circuits of the TTR.

The TTR-920 receiver transmitter and the TRE-920 directional antenna provide TCAS operation. The TTR
transmits mode-C and mode-S transponder interrogation signals and monitors all replies. Internal proc-
essing determines the range, bearing, and altitude of each replying (nearby) aircraft. This allows the TTR to
locate all transponder equipped aircraft within range. If an aircraft is on a conflicting path, the TTR gener-
ates traffic advisory (intruder alert), resolution advisory (recommended vertical escape maneuver), and/or
synthesized-voice audio outputs. If the intruder aircraft (also) has a mode-S transponder, the TTR uses the
TDR-94D to transmit collision avoidance data to that aircraft. This mode-S link allows the two TCAS sys-
tems to coordinate conflict resolution maneuvers between aircraft.

The TRE-920 TCAS II antenna is mounted on the top of the aircraft. This antenna is directional, which al-
lows the system to compute bearing to a target aircraft. The TRE contains four passive antenna elements
located at cardinal (90-degree) points inside the assembly. Each element is independent of the others and
connected to the TTR through a separate coaxial cable.

The TTR-920 TCAS II transmitter receiver contains a main CPU processor, a 4-section 1090-MHz receiver, a
video processor, and a solid-state 1030-MHz transmitter. Operating power is derived from the number 2
+28-V dc aircraft supply. This input is applied through an internal breaker and filter to the power supply.
This supply generates all internally required voltages.

The main CPU processor uses a 16-bit bidirectional data bus to control unit operation. An address latch and
a data transceiver provide the interface between the main processor and internal circuits. The address latch
provides access to the global RAM memory and the non-volatile EEPROM memory. Global RAM provides
top level rt data storage; EEPROM stores diagnostic error data. The data transceiver is used to transfer in-
formation between the various internal data buses and the processor D0-D15 data bus. Note that a second
transceiver and a dual port RAM also provide part of this data transfer function.

Antenna gain and cable delay discretes are strapped to provide custom programming for the Canadair Re-
gional Jet installation. The processor reads these strap inputs through a dedicated transceiver using the ED
BUS.

The TTR receives ATCRBS and mode-S transponder replies from the TRE top antenna and/or the L-band
bottom antenna. The bottom antenna is installed to detect aircraft that may be shadowed from the top an-
tenna by the airframe. The top or bottom antenna is connected to the receiver through an antenna select
switch, a beam steering network, and a transmit/receive switch. The video processor controls these three
circuits.

The video processor operates the antenna select switch to choose either the top or bottom antenna. In re-
ceive mode, the processor alternately monitors the top and bottom antenna inputs to listen for replies. When
the top antenna is selected, all four TRE antenna elements are connected through the beam steering net-
work and transmit/receive switch to the receiver. The video processor operates the beam steering network to
steer antenna reception sensitivity. This phasing network directs signal detection in 5.6-degree increments.
The video processor operates the transmit/receive switch to connect the antennas to the receiver (not the
transmitter) in receive mode.

The receiver contains four identical rf and IF sections. The four 1090-MHz rf input signals are bandpass fil-
tered, amplified, and applied to mixer circuits. Note that because of the physical orientation of the antenna
elements, the instantaneous amplitude of the received signal is different at each element (the frequency is
the same). In receive mode, a local oscillator provides a 1030-MHz injection frequency to each mixer. The
four resulting 60-MHz IF signals are applied to the video processor.

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The video processor combines the received signals to determine bearing information and decode pulse-data
responses. The processor also generates rf control to the antenna interface circuits as described above. The
VD bus provides a link to the main CPU processor and the sample RAM. A bearing circuit compares the
phase relationships of the received IF signals and provides a phase detector output to the bearing detector.
The bearing detector produces dc outputs that are proportional to the angle-of-arrival of the rf signal at the
antenna. These PA and PB analogs are converted to digital format and applied to the sample RAM.

The serial RX data outputs from the video processor are applied to mode-C and mode-S gate arrays and to
the sample RAM. The gate arrays process this video data to detect mode-C or mode-S pulses in the received
signal. The gate arrays apply the detected response information through a FIFO onto the internal ED bus.

The sample RAM stores simultaneous response and range counter data for the main processor. As valid re-
plies are received, the mode-C/mode-S data, the digital bearing, and the current value of a range counter are
stored in the RAM. The processor reads this data from the sample RAM and calculates the target aircraft
range, bearing, and mode-C altitude.

The processor uses the ED bus to operate the transmit encoder gate array. This gate array generates the
pulse-timing signals necessary to transmit interrogations, provides a range counter output to the sample
RAM, and generates internal suppression logic. The processor programs the gate array for mode-C or mode-
S operation and enables the gate array to begin the transmit operation. When enabled to transmit, an in-
ternal suppression pulse is applied to the suppression circuit; this circuit is described later. The mode-C or
mode-S interrogation transmit (pulse) data is applied through a buffer to the transmit modulator.

The transmitter contains a transmit modulator, power amplifier, and power splitter. In transmit mode, a
transmit/receive switch applies the 1030-MHz oscillator signal to the power amplifier (not the receiver).
This oscillator signal is the rf continuous wave (CW) transmit frequency. The transmit modulator applies
mode-C or mode-S high-voltage pulse drive to bias the power amplifier. This bias causes the power amplifier
to generate a corresponding pulse train output at the 1030-MHz transmit frequency. This 2000-watt rf reply
output is applied through a power splitter to the transmit/receive switch. The power splitter is a whis-
per/shout attenuator that controls the transmit power applied to the antennas.

In transmit mode, the video processor controls the transmit/receive switch to connect the antenna to the
transmitter (not the receiver). The four rf pulse-transmission outputs are applied through the trans-
mit/receive switch and beam steering network and then radiated out the selected antenna.

The beam steering network provides 4-channel antenna beam steering for the directional TRE antenna or
provides an omnidirectional radiation pattern for the bottom L-band antenna. This network generates and
controls the phase relationships of the four rf outputs from the transmitter. The processor uses the phasing
network to aim the rf transmit beam (in 5.6-degree increments) at a selected aircraft.

If the video processor selects the bottom antenna for transmission, the antenna select switch connects one
beam steering output to the L-band antenna. This antenna then transmits an omnidirectional radiation
pattern.

A suppression circuit generates a blanking pulse SUPRN output (LBP-12) when the processor selects trans-
mit mode. An INT SUPRN pulse from the transmit encoder gate array activates the suppression circuit.
The suppression circuit then inhibits the internal TTR receiver (using latched RCVR OFF data to the video
processor) and generates the EXT SUPRN pulse. This suppression pulse momentarily inhibits receivers in
the DME and TDR units to protect them from possible damage by high-energy transmissions. These three
L-band units also generate a blanking pulse output when preparing to transmit. This pulse input tempo-
rarily inhibits the TTR receiver and receivers in the other L-band units.

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Figure 4-9-1 (Sheet 19 of 31). RSS System Schematic (TTR)

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Refer to Figure 4-9-1, sheet 19. This sheet shows the I/O circuits of the TTR-920. Sheet 18 shows the re-
ceiver, transmitter, and suppression circuits.

The main CPU processor accesses the I/O circuits shown on this sheet using the parallel DB and DG data
buses. The processor is shown on sheet 7. These I/O circuits provide the ARINC 429 interface with external
units, read program discrete inputs, generate voice audio outputs, and operate the front panel test switch
and LED indicators.

The TTR reads three ARINC 429 input data buses. The L-TDR-XT and R-TDR-XT buses supply pressure al-
titude data. This air data information is applied to the transponder and then to the TTR. These serial buses
are input through receivers to a multiplexer and read through a UART onto the parallel DB bus. The L-
AHC-3 bus supplies heading data. This serial bus is input through a receiver and read through a UART
onto the parallel DB bus. The RAC-1 bus supplies radio altitude data to inhibit descend advisories below a
certain ceiling. This serial bus is input through a multiplexer and read through a UART onto the parallel
DG bus.

The TTR applies four ARINC 429 output data buses. Each data bus is applied from a UART to a transmit-
ter. The processor selectively enables each UART to decode parallel data from an internal bus and transmit
serial ARINC 429 data. The TTR-TX-1 and TTR-TX-2 buses provide collision avoidance maneuver data to
the transponders. The selected transponder transmits this data on a mode-S link to the cooperating aircraft.
The TCAS TTR-TA/RA-1 bus provides vertical resolution advisory data to the pilot MFD and PFD displays
and the head-up guidance computer. The TCAS TTR-TA/RA-2 bus provides vertical resolution advisory data
to the copilot MFD and PFD displays. The TCAS-TA/RA buses also provide vertical resolution advisory
data, intruder range/bearing/altitude data, and formatted TCAS display data to the MFDs.

The TTR reads strap discrete inputs. These discretes program aircraft performance capabilities to the main
processor and customize TCAS operation for the Canadair Regional Jet aircraft installation. Each discrete
is level converted by a pullup resistor circuit and read through a buffer onto an internal data bus. The air-
craft data interface discretes are L-STRUT SW (ground if the aircraft is on the ground), GEAR DN (ground if
the gear is down), and PERF LIMIT (open if aircraft climb rate is limited because of current altitude). The
strap discretes define PFD/MFD display status capability, advisory inhibit selections, aircraft altitude climb
limits, climb inhibit selections, audio gain, symbol display limits, and mode options.

The TTR uses a speech processor and a digital-to-analog converter to generate synthesized voice audio out-
puts. This TCAS audio provides dedicated voice messages to provide traffic alerts or vertical maneuver ad-
vice. The processor applies audio data to the speech processor on the DB bus. The speech processor digitally
synthesizes spoken words and applies an analog VOICE output to the feedback input of a digital-to-analog
converter. The DB bus supplies audio GAIN LEVEL programming to the data inputs of the converter. The
voice signal output from the converter is filtered and applied through 600- and 8-ohm audio amplifiers to the
aircraft audio system.

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The TTR front panel contains a TEST button and several LED indicators. If the main processor detects a
failure, the error data is stored in nonvolatile memory and also applied to a latch which lights the appropri-
ate indicator. When the TEST button is pushed, a discrete ground is buffered onto the DG bus to the main
processor. The processor begins the (8-second) self-test routine. Then, either the TTR PASS or TTR FAIL
indicator lights. If the TTR FAIL indicator lights, one or more of the other indicators may also light to show
the reason for the failure. These indicators are listed below.

INDICATOR MEANING

TTR PASS TTR has passed self-test

TTR FAIL TTR has failed self-tst

XPNDR TDR transponder or mode-S data link failure

UPPER ANT TRE (top) antenna failure

LOWER ANT L-band (bottom) antenna failure

RAD ALT Radio altitude data failure

HDNG Heading data failure

R/A RA indicator failure

T/A TA indicator failure

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Figure 4-9-1 (Sheet 20 of 31). RSS System Schematic (ALT 1)

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Refer to Figure 4-9-1, sheet 20. This sheet shows the number 1 ALT-55B Radio Altimeter. The ALT is a
FMCW transceiver that measures the aircraft radio altitude (up to 2500 feet) above the terrain during ap-
proach mode. The ALT transmits a reference signal on one antenna, receives the reflected signal on another
antenna, and then computes the aircraft altitude.

The ALT consists of a transmitter, a mixer, a receiver, and an altitude discriminator. Operating power is
provided by the number 1 +28-V dc aircraft supply; an internal power supply converts this voltage into re-
quired supply levels for the ALT and the RAC.

The transmitter generates a 4250- to 4350-MHz swept deviation output to the transmit antenna. The
transmitter consists of a modulation oscillator, a driver, a multiplier/filter, and a control voltage generator.

The modulation oscillator provides a 100-Hz at 0-degree modulation FM input signal to the driver circuit.
Rear connector straps select the 100-Hz (P1-35/38) modulation frequency and the 0-degree (P1-30/32)
modulation phase.

The driver is biased to generate a transmit output frequency that is centered at 4300-MHz; the DC MOD
CONTROL VOLTAGE causes the transmit frequency to sweep ±50-MHz. The driver output is a 100-Hz
square wave, the amplitude of which is determined by the DC MOD CONTROL VOLTAGE input. An inte-
grator converts this square wave to a 100-Hz triangle wave, which is then amplified and applied to the mul-
tiplier/filter circuit.

The multiplier frequency translates the triangular 100-Hz modulation input signal. The 100-Hz modulation
frequency causes an internal oscillator to produce a nominal output frequency; the dc reference level on the
modulation signal continuously tunes a varactor to adjust this nominal value. The multiplier output is then
applied to two filter circuits. A 4.3-GHz bandpass filter is tuned to the third harmonic of the oscillator and
applies the 4250- to 4350-MHz FMCW deviation signal through the mixer to the transmit antenna. An 8.6-
GHz bandpass filter is tuned to the sixth harmonic of the oscillator and applies an 8500- to 8700-MHz
FMCW signal to the delay line.

A control voltage generator forms the transmitter deviation correction loop. The delay line converts the
variable 8.6-GHz signal into an audio reference signal, the frequency of which is proportional to deviation
rate. This reference signal is applied to a filter/amplifier circuit. This circuit produces the 50-foot altitude
test signal and provides amplified input to the zero crossing detector. The zero crossing detector generates a
duty cycle output that is proportional to the input signal.

A frequency-to-voltage converter and a wobbulation generator provide dc control voltages to ensure correct
transmitter signal sweep. The duty cycle output of the zero crossing detector is averaged into a dc level that
is proportional to the frequency of the deviation output signal. A wobbulation generator provides a dc output
that prevents step changes in the DC MOD CONTROL VOLTAGE applied to the driver. The resulting +/–
dc control voltages vary the driver bias to maintain transmitter deviation at 4250- to 4350-MHz.

The 4250- to 4350-MHz input signal from the receive antenna is applied to a strip line mixer. The mixer op-
erates as follows to generate an IF sine-wave altitude signal to the receiver. The transmit signal sweeps
from 4250- to 4350-MHz. The receive signal is a delayed 4250- to 4350-MHz, depending on the altitude
above the terrain. Example: A transmitted 4300-MHz signal returns as a 4300-MHz receive signal, but
during the time required for the signal to travel to the terrain and back, the transmitter frequency has in-
creased. The difference between the transmit and receive frequencies at the mixer is an IF signal, the fre-
quency of which is proportional to altitude above terrain (40 Hz/foot).

The receiver consists of preamplifier, filter, and detector circuits. The preamplifier filters and gain shapes
the IF ALT input from the mixer. A discrete RADIO ALT TEST input from the RAC applies a ground to the
self-test signal gate when the RA TEST button is pushed on either ARP. When test mode is selected, a 50-

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foot altitude test signal is switched to the preamplifier instead of the ALT input from the mixer. This test
signal is an IF frequency corresponding to a 50-foot above terrain ALT input. The preselector output is ap-
plied to a filter/bandwidth control circuit.

The filter/bandwidth control circuit contains four selectable bandwidths. The DC ANALOG altitude signal
from the summing amplifier selects the optimum bandwidth filter to remove any hf noise from the IF alti-
tude signal. The filtered signal is then amplified and applied to a zero crossing detector and a signal pres-
ence detector.

The zero crossing detector detects each zero crossing of the sine-wave altitude input signal. The detector
supplies a square-wave output to the time domain filter at the same frequency as the input signal. The sig-
nal presence detector determines if signal strength is sufficient to provide a valid altitude measurement. If
adequate signal is present, an ENBL output is applied to activate the time domain filter. The time domain
filter processes the square-wave input signal to remove noise and provide signal stabilization. The time do-
main filter supplies a series of trigger pulses to the altitude discriminator at the same frequency as the input
signal.

The altitude discriminator performs a frequency-to-voltage signal conversion. The trigger pulse input from
the time domain filter is applied to course and fine discriminator circuits. These circuits incorporate aircraft
installation delay (AID) and provide a dc voltage output to a summing amplifier. The AID is selected by a
rear connector strap (P1-19/XX) to be (TBD at certification) feet. This provides a customized aircraft offset
to ensure accurate altitude indications when the aircraft is in a touchdown attitude. This AID compensation
is applied to an AID/self-test switch. The AID normally is switched to both discriminators, but it is removed
in self-test mode since the test function is internally generated and not related to aircraft characteristics.

The summing amplifier combines the discriminator outputs into the DC ANALOG altitude voltage. This
voltage is used to select optimum filtering in the bandwidth control circuit and is applied to an output driver.
The driver provides amplified ANALOG DC ALTITUDE signal to the RAC.

An FCS warn circuit controls a transistor switch to apply a discrete FCS WARN output (open = warn) to the
RAC. This circuit trips when the discriminators apply OFF SCALE logic or in TEST mode. OFF SCALE
logic is generated when the received signal is weak or the aircraft altitude is above 2500 feet.

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Figure 4-9-1 (Sheet 21 of 31). RSS System Schematic (ALT 2)

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Refer to Figure 4-9-1, sheet 21. This sheet shows the number 2 ALT-55B Radio Altimeter. The ALT is a
FMCW transceiver that measures the aircraft radio altitude (up to 2500 feet) above the terrain during ap-
proach mode. The ALT transmits a reference signal on one antenna, receives the reflected signal on another
antenna, and then computes the aircraft altitude. The number 2 ALT provides analog dc altitude signal to
the number 2 RAC and the head-up guidance computer (HGC).

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Figure 4-9-1 (Sheet 22 of 31). RSS System Schematic (RAC 1/2)

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Refer to Figure 4-9-1, sheet 22. This sheet shows the number 1 and 2 RAC-870 Radio Altitude Converters.
The RAC-870 converts analog radio altitude from the ALT-55B into ARINC 429 digital format.

The RAC consists of a microprocessor and an altitude digitizer circuit. Operating power is derived from the
number 1 +28-V dc aircraft supply and applied through the ALT for common reference. An internal power
supply generates additional required supply levels.

The microprocessor monitors SELF TEST and FCS WARN discretes, operates an altitude digitizer, and for-
mats the ARINC 429 output data bus. A heartbeat monitor resets the microprocessor if program execution
time becomes excessive; the reset ensures that the processor is not hung up in an endless loop.

Radio altitude self-test is initiated by a pushbutton on one of the ARPs. When either button is pushed, a
discrete ground level is applied to P1-40 of the RAC. This ground is read directly by the microprocessor and
also applied to a threshold set comparator. The ground (less than +2.5-V dc) causes the comparator to con-
duct, which applies a ground RAD ALT TEST output to the ALT. The ALT then initiates self-test; the
ANALOG DC ALTITUDE signal simulates an altitude of 50 feet, and the FCS WARN discrete toggles.

The FCS WARN discrete provides a monitor output from the ALT to the RAC microprocessor. This monitor
is normally a +28-V dc level but becomes an open circuit when self-test mode is selected, the received alti-
tude signal becomes weak, aircraft altitude is greater than 2500 feet, or the ALT loses power.

The microprocessor uses an altitude digitizer circuit to continuously read the ANALOG DC ALTITUDE sig-
nal from the ALT. A successive approximation technique is used to track the dc altitude signal. The 2-wire
input signal is applied through a receiver to provide a dc level to the noninverting input of the radio altitude
comparator. The microprocessor writes a digital altitude approximation to the digital-to-analog converter;
the digital-to-analog converter output is applied to the inverting input of the radio altitude comparator. The
result of this dc level comparison (NULL SENSE) is level and polarity monitored by the processor and used
to intelligently compute the next approximation. The comparator output nulls when the analog equivalent
of the approximated altitude equals the ALT altitude signal; this null informs the processor that the last al-
titude approximation was correct.

The number 1 RAC microprocessor applies a serial output through an ARINC 429 low-speed transmitter to
the IAPS, TCAS TTR, HGC, and GPWS. This L-RAC-1 data bus provides ALT radio altitude, FCS warn
status, and test status information to the IAPS data concentrators.

The number 2 RAC microprocessor applies a serial output through an ARINC 429 low-speed transmitter to
the IAPS. This R-RAC-1 data bus provides ALT radio altitude, FCS warn status, and test status informa-
tion to the IAPS data concentrators.

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Figure 4-9-1 (Sheet 23 of 31). RSS System Schematic (MLS 1/2)

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Refer to Figure 4-9-1, sheet 23. This sheet shows the number 1 and 2 MLS (microwave landing system) re-
ceivers. The MLS receiver units are not supplied by Collins; only I/O for these two units is described at this
time.

The number 1 MLS normally is tuned by the left side RTU, but it also may be tuned by the right side RTU.
The MLS audio outputs are applied to the aircraft audio system, and digital bus outputs are applied to the
IAPS and GPWS systems.

Operating power is provided by the number 1 115-V ac aircraft supply; an internal power supply converts
this voltage into required supply levels.

Three ARINC 429 low-speed data buses are input to the number 1 MLS receiver. The R-RTU-1 bus brings
tune data from the right side RTU, the L-RTU-2 bus brings tune data from the left side RTU, and the L-
DME-2 bus brings distance data from the DME.

Normally, the left side MLS is tuned by the left side RTU. The R-RTU TAKE CMD discrete from the RTU
reversion switch selects the active tune port. When the RTU1 INHB reversion switch is set to inhibit, a
ground is applied to pin P1C-4E, which selects right side RTU tune data. The landing gear configuration
switch selects the forward or tail antenna.

The MLS transmits low-speed ARINC 429 data on the L-MLS-1 bus to the IAPS data concentrators and the
L-MLS-2 bus to the ground proximity warning system.

The I/O for the number 2 MLS receiver is the same as described above.

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Figure 4-9-1 (Sheet 24 of 31). RSS System Schematic (HF 1)

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Refer to Figure 4-9-1, sheet 24. This sheet shows the optional number 1 HF-9031 HF Transmitter-Receiver
and HF-9041 Antenna Coupler.

The HF transceiver is a multichannel COM transceiver that provides 2-way AM voice communications. The
HF transceiver receives tune data on the L-RTU-2 bus from the left side RTU. The tuning input data is read
by the HF transceiver and used to program the frequency. Processed tuning data is applied to an ARINC-
429 low-speed transmitter and output on the L-HF-1 bus to the IAPS data concentrators. The HF applies an
audio output to the aircraft audio system.

The transceiver consists of a chassis and five major modules. The modules include an ARINC 429 interface,
control, power supply/audio, receiver/exciter, and power amplifier.

The ARINC 429 interface module receives control data from the L-RTU-2 bus, reformats the data, and ap-
plies it to the control module. The control module issues system commands over the fiber-optic bus to the
antenna coupler. Monitor data from the transceiver modules and from the rest of the system is sent by the
control module to the interface module. The interface module formats the data and applies it to the external
bus.

The control module contains a microprocessor system including ROM, RAM, nonvolatile memory, timers,
and parallel input/output (I/O) devices. The control module has access to control and status lines to/from all
other modules. On command from the ARINC 429 bus the control module configures the transceiver and the
system for the selected frequency and mode of operation.

The rf/if portion of the receiver-exciter module employs a dual-conversion frequency scheme to translate sig-
nals between the audio spectrum and the desired rf frequency. The frequency synthesizer portion of the re-
ceiver-exciter module provides all injection frequencies required for rf-to-audio and audio-to-rf frequency
translation. The microprocessor compensated frequency standard provides a stable time base reference for
the frequency synthesizer.

The power supply portion of the power supply/audio module converts the +28 V dc primary power input to
regulated voltages required by other transceiver modules.

The HF-9041 Antenna Coupler consists of three major modules: discriminator, rf tuner, and control. The
microprocessor in the control module is directed by software to configure the rf tuner for proper phasing and
minimum vswr in response to command signals from the transceiver and error signals from the discrimina-
tor. Tuning data from previously tuned frequencies is stored by the microprocessor memory and used to
minimize future tuning times when that frequency is used again.

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Figure 4-9-1 (Sheet 25 of 31). RSS System Schematic (HF 2)

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Refer to Figure 4-9-1, sheet 25. This sheet shows the optional number 2 HF-9031 HF Transmitter-Receiver
and HF-9041 Antenna Coupler.

The HF transceiver is a multichannel COM transceiver that provides 2-way AM voice communications. The
HF transceiver receives tune data on the R-RTU-2 bus from the right side RTU. The tuning input data is
read by the HF transceiver and used to program the frequency. Processed tuning data is applied to an
ARINC-429 low-speed transmitter and output on the R-HF-1 bus to the IAPS data concentrators. The HF
applies an audio output to the aircraft audio system.

The transceiver consists of a chassis and five major modules. The modules include an ARINC 429 interface,
control, power supply/audio, receiver/exciter, and power amplifier.

The ARINC 429 interface module receives control data from the R-RTU-2 bus, reformats the data, and ap-
plies it to the control module. The control module issues system commands over the fiber-optic bus to the
antenna coupler. Monitor data from the transceiver modules and from the rest of the system is sent by the
control module to the interface module. The interface module formats the data and applies it to the external
bus.

The control module contains a microprocessor system including ROM, RAM, nonvolatile memory, timers,
and parallel input/output (I/O) devices. The control module has access to control and status lines to/from all
other modules. On command from the ARINC 429 bus the control module configures the transceiver and the
system for the selected frequency and mode of operation.

The rf/if portion of the receiver-exciter module employs a dual-conversion frequency scheme to translate sig-
nals between the audio spectrum and the desired rf frequency. The frequency synthesizer portion of the re-
ceiver-exciter module provides all injection frequencies required for rf-to-audio and audio-to-rf frequency
translation. The microprocessor compensated frequency standard provides a stable time base reference for
the frequency synthesizer.

The power supply portion of the power supply/audio module converts the +28 V dc primary power input to
regulated voltages required by other transceiver modules.

The HF-9041 Antenna Coupler consists of three major modules: discriminator, rf tuner, and control. The
microprocessor in the control module is directed by software to configure the rf tuner for proper phasing and
minimum vswr in response to command signals from the transceiver and error signals from the discrimina-
tor. Tuning data from previously tuned frequencies is stored by the microprocessor memory and used to
minimize future tuning times when that frequency is used again.

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Figure 4-9-1 (Sheet 26 of 31). RSS System Schematic (AUX VHF)

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Refer to Figure 4-9-1, sheet 26. This sheet shows the optional auxiliary VHF-422A/422C COMM Trans-
ceiver. The auxiliary VHF-422A/422C is a multichannel COMM transceiver that provides 2-way AM com-
munications for the ACARS system. The data link management unit (DLM) normally tunes the VHF trans-
ceiver. The VHF audio output is applied to the data link management unit.

The VHF consists of an ARINC I/O microprocessor, a main microprocessor, a superheterodyne receiver, a
broadband transmitter, and an audio amplifier. The number 1 +28-V dc aircraft supply provides operating
power. An internal power relay switches the +28-V dc voltage input to the power supply circuits; these cir-
cuits generate all internal supply levels.

The ARINC microprocessor selects and reads one of three tune data bus inputs, supplies tune data to the
main microprocessor, and formats the ARINC output data bus (not used). The VHF contains three ARINC
429 low-speed data bus ports that are input to a multiplexer. The processor scans the BURST TUNE and
PORT B/A SEL discretes and then applies RX PORT SELECT logic to the multiplexer. The multiplexer then
supplies tune data from the selected input port to the processor.

The BURST TUNE and PORT B/A SEL discretes are strapped open to select port B and the VHF is tuned by
the data link management unit. The DSF (429 tuning) bus brings tune data from the DLM-702B. The
ARINC microprocessor supplies tune data in CSDB format to the main microprocessor.

The main microprocessor controls the VHF receive and transmit functions. The processor reads selected
tune data, source ident, keyline logic, and monitor/control input information. The processor generates CSDB
data, squelch test logic, XFR tone, synthesizer data/clock/enable, XMT mode logic, and 106.7-kHz reference
outputs.

The selected tune input data is read in CSDB format and used to program the frequency synthesizer. The
source ident is read through a shift register; the ident straps (pins 27/28) are open for the number 3 VHF.
Filtered keyline logic from the VHF DATA KEY selects transmit mode. Transmitter temperature and
transmit power levels are digitized and monitored by the processor.

Processed CSDB output data is applied to the ARINC processor, where it is converted to ARINC-429 format
and transmitted on the L-VHF-1 bus to the IAPS. Squelch test logic and the transfer tone are applied to the
squelch circuit and audio amplifier respectively. Data, clock, and enable outputs are generated and applied
as tune frequency program input to the LSI frequency synthesizer. XMT mode logic is generated to select
internal receive or transmit operation. The 106.7-kHz output is a frequency reference for the modulator cir-
cuit.

In receive mode, a VHF communication signal is input from the antenna to the transmit/receive (tr) diode
switch. These two diodes are forward biased in the receive mode to isolate the antenna from the transmit-
ter. The input signal is processed through a preselector and applied to the dual conversion receiver. The
preselector contains four rf filters to attenuate undesired signal components.

The main microprocessor reads the tune frequency from the ARINC processor and applies appropriate
data/clock/enable control to program the synthesizer. The synthesizer is an LSI device that generates fre-
quency dependent TUNE VOLTAGE and RCV 1ST INJ outputs during receive mode. The TUNE VOLTAGE
output is a dc level that is used to tune the center frequency of the preselector. The RCV 1ST INJ output is
a frequency injection signal that is related to the tune frequency.

The preselector output is input to the dual conversion receiver circuit; injection frequencies are provided by
the synthesizer and a local oscillator. The receiver provides IF signal output to the squelch circuit and
through a transistor detector to an audio compressor. The squelch circuit automatically operates a squelch
switch that either blocks or passes the received audio signal. The squelch circuit opens the squelch switch if

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phase noise is excessive or if multiple carriers are received. The detected (received) audio is compressed to
reduce loudness variations and then passed through the squelch switch to the audio amplifier.

In transmit mode, the data link management unit applies VHF DATA KEY logic and audio data signal to
the VHF. The VHF DATA KEY logic ground initiates keyline control to the main microprocessor and an
audio relay. The DLM audio data signal is applied through an audio compressor (which maintains consis-
tent depth of modulation) to the modulator input.

When the keyline control input becomes a ground level, the main microprocessor initiates transmit mode. If
the monitored transmitter temperature and internal power levels are within acceptable limits, the processor
applies logic high XMT MODE enable to the modulator. The modulator uses a 106.7-kHz reference fre-
quency to operate. The enabled modulator applies XMT MODE POWER and XMT SIGNAL outputs. The
XMT MODE POWER output applies enable power to the transmitter and reverse biases the two tr diodes to
isolate the antenna from the receiver. The XMT SIGNAL output to the transmitter is the AM modulated
voice signal.

The transmitter is a 4-stage, 16-watt amplifier. The transmitter is frequency tuned by the RF XMT INJ
output from the synthesizer. The synthesizer is programmed by the processor to apply tune frequency de-
pendent injection to the transmitter during transmit mode. The transmitter output is then low-pass filtered
and transformer coupled to the antenna. The transformer allows the processor to monitor forward and re-
verse transmit power and also applies sidetone audio to the audio amplifier.

The audio amplifier receives transfer tone, sidetone, and received audio inputs. The amplified audio output
is applied through a transformer to the aircraft audio system. Separate received, sidetone (transmit), and
combined (received and transmit) outputs are provided; an audio relay (controlled by keyline logic) selects ei-
ther received or sidetone audio output. The audio amplifier provides a selective calling output that is used to
send data to the DLM. The selective calling output provides an unsquelched low-power audio signal.

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Figure 4-9-1 (Sheet 27 of 31). RSS System Schematic (DLC)

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Refer to Figure 4-9-1, sheet 27. This sheet shows the optional DLC-800 Data Link Control. The DLC-800
Data Link Control is an interface between the pilot and the airborne data link system. The DLC touch-
sensitive liquid crystal display provides full alphanumeric touch data entry as well as dedicated function or
touch menu-select capabilities. Displays include system status annunciation, uplinked messages, and man-
agement unit display pages.

The 115 V 400 Hz left inverter bus powers the DLC. The power supply generates the internally required
voltage levels and the sequenced voltage required to operate the LCD. The DLC receives an ARINC 429 low-
speed data bus input from the data link management unit. The MU TO CU bus is input through a receiver
to the receive port of a UART. The data is read from the UART through the unit data bus. The unit data
bus also brings microprocessor generated output data to the UART. The UART reads this data and applies
serial output to an ARINC 429 low-speed transmitter. The CU TO MU bus applies control data to the DLM.
Two discrete inputs are applied to the DLC and read by the microprocessor through the unit data bus. The
discrete inputs are diode isolated and tied to a pullup resistor. The discretes are applied to a buffer circuit
that is read by the microprocessor through the I/O data bus.

The DLC is controlled by a 16-bit microprocessor on the CPU card A4. The unit operating program is con-
tained on two UVPROMs. The display memory card A5 has two sections of memory needed to receive data
from the unit bus and to supply data to the LCD drivers. The frame buffer memory receives data from the
CPU bus and delivers the stored data to the raster memory. The raster memory then delivers the data to
the shift registers that output to the LCD. Multiplexers control the address lines and buffers control the
data transfers.

The display timing controller card has the counters that provide the timing needed to drive the horizontal
and vertical scan rates. Logic connected to the counter outputs control the transistorized output circuits.
The touch-sensitive screen is provided by a infrared matrix of photodiodes and infrared LEDs. An X-Y grid
covers the display of the DLC. The grid is scanned using a series of latches and multiplexers. When the grid
is interrupted, as happens when the screen is touched, it is registered by the A7 circuitry. A dual port RAM
is used to couple the data from the touch matrix and the backlighting to the data bus. The backlight driver
card A8 provides the power needed to drive the fluorescent tube used to backlight the LCD when ambient
light is not enough. The front panel ambient light sensor and the +5 V lighting bus inputs are applied to an
analog multiplexer to control the brightness of the backlight. The multiplexer couples the inputs through an
a/d converter to the data bus.

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Figure 4-9-1 (Sheet 28 of 31). RSS System Schematic (DLM)

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Refer to Figure 4-9-1, sheet 28. This sheet shows the optional DLM-702B Data Link Management Unit. The
DLM controls the transmission of air-to-ground and reception of ground-to-air messages. The DLM encodes
digital messages into audio signals that can be processed through the vhf communication system and de-
codes received audio signals into digital data. The 115 V 400 Hz left inverter bus and the +28 V dc battery
bus power the DLM-702B. The power supply generates the internally required voltage levels required to op-
erate the DLM.

The management processor (master) controls the DLM through a microprocessor CPU and associated
EPROM and RAM memory devices. The management processor performs interslave communications and
system control functions with the I/O processors, modem processor, control processor, and the EXP proces-
sor. Discrete I/O ports are used to monitor the OOOI (OUT, OFF, ON, IN) event inputs and parallel-to-
serial ports shift in strapped registration mark and airline ID. The management processor communicates
with the DLC-800 through the control processor I/O ports.

Interface to ARINC 429 receivers and transmitters is controlled by a programmable peripheral interface,
429 UARTs, and a 429 MUX/MUX control. Each of these interface devices is locally controlled by a micro-
processor. Local memory is globally shared with the management processor. The I/O processors interface
with ARINC 429 aircraft peripheral devices. The R-DCU-5 bus is applied through an ARINC receiver and
UART to the I/O-1 microprocessor. The L-DCU-7 and PRINTER INPUT DATA buses are applied through an
ARINC receiver, 429 LSI multiplexer, and multiplexer control to the I/O-1 processor. The number 1 CDU
inputs the GEN #1A bus through a receiver and UART to the I/O-1 microprocessor. The I/O-1 processor out-
puts message data through a UART and ARINC transmitter on the GEN #1 OUTPUT bus to the number 1
CDU and the ACARS printer. The I/O-1 processor outputs radio tune data through a UART and ARINC
transmitter on the DSF (429 TUNING) bus to the AUX VHF Transceiver.

The L-DCU-7 bus is applied through an ARINC receiver and UART to the I/O-2 processor. The R-ADC-1 bus
is applied through an ARINC receiver, 429 LSI multiplexer, and multiplexer control to the I/O-2 processor.
The IOC 1B inputs the LB-GP5 bus through a UART to the I/O-2 processor. The number 2 CDU inputs the
GEN #2A bus through a receiver and UART to the I/O-2 processor. The I/O-2 processor outputs message
data through a UART and ARINC transmitter on the GEN #2 OUTPUT bus to the number 2 CDU.

Modem processor is a slave processor that locally controls the interface to the VHF transceiver. The modem
processor receives message data from the management processor to transmit and flags the management
processor when new message data from the VHF has been received. The VHF transceiver data is processed
by a MSK demodulator which converts 1200- and 2400-Hz tones into binary data. The binary data is then
corrected for bad bits and verified for proper BCS block check. The modem processor also checks for proper
aircraft address and channel busy and detects automatic voice to ACARS changeover tone. The modulator
generates MSK tone modulation for the VHF transceiver from binary data sent from the management proc-
essor The VHF transceivers keying and mode control are also performed by the modem processor.

Control processor is a slave processor that locally controls the interface to the data link control (DLC). DLC
display information is sent via the MU TO CU high-speed (100kBd/s) ARINC 429 bus. DLC keyed informa-
tion is received on the CU TO MU low-speed (12 kBd/s) ARINC 429 bus. EXP I/O processor contains a slave
microprocessor to locally control peripheral device inputs.

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Figure 4-9-1 (Sheet 29 of 31). RSS System Schematic (GPS 1)

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Refer to Figure 4-9-1, sheet 29. This sheet shows the number 1 GPS-4000. This sheet shows the power, dis-
crete inputs, and ARINC 429 I/O interfaces of the number 1 GPS. The +28-V dc bus 1 airplane supply pow-
ers the number 1 GPS.

Discrete I/O data consists of low-speed data bus speed select and SDI logic. The LS SELECT discrete selects
the output bus speed. A ground on P1-4C selects low-speed ARINC 429 bus output. The number 1 SDI
strap pin P1-5B is grounded for the number 1 GPS.

The ARINC 429 I/O interface consists of two IAPS data concentrator receive ports and one GPS transmitter
port. The number 1B IOC applies an LB-GP BUS 2 ARINC 429 low-speed data bus to GPS receive port P1-
2C/2D. The number 2B IOC applies an RB-GP BUS 2 ARINC 429 low-speed data bus to GPS receive port
P1-12C/12D.

The GPS contains receiver UARTS, I/O processor, and the GPS ENGINE. The +28-V dc power input is ap-
plied to the power supply which provides all required internal voltage levels. The active GPS antenna filters
and amplifies the received GPS satellite signals. The active GPS antenna is powered by +12 V dc on the an-
tenna coax cable. The antenna applies the received GPS signal to the GPS ENGINE. The GPS ENGINE
calculates the airplane position. The I/O processor outputs calculated position data through the UART on an
ARINC 429 low-speed data bus. The L-GPS-1 data bus is applied to both left-side IAPS data concentrators.

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Figure 4-9-1 (Sheet 30 of 31). RSS System Schematic (GPS 2)

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Refer to Figure 4-9-1, sheet 30. This sheet shows the number 2 GPS-4000. This sheet shows the power, dis-
crete inputs, and ARINC 429 I/O interfaces of the number 2 GPS. The +28-V dc bus 2 airplane supply pow-
ers the number 1 GPS.

Discrete I/O data consists of low-speed data bus speed select and SDI logic. The LS SELECT discrete selects
the output bus speed. A ground on P1-4C selects low-speed ARINC 429 bus output. The number 2 SDI
strap pin P1-5A is grounded for the number 2 GPS.

The ARINC 429 I/O interface consists of two IAPS data concentrator receive ports and one GPS transmitter
port. The number 1B IOC applies an LB-GP BUS 2 ARINC 429 low-speed data bus to GPS receive port P1-
12C/12D. The number 2B IOC applies an RB-GP BUS 2 ARINC 429 low-speed data bus to GPS receive port
P1-2C/2D.

The GPS contains receiver UARTS, I/O processor, and the GPS ENGINE. The +28-V dc power input is ap-
plied to the power supply which provides all required internal voltage levels. The active GPS antenna filters
and amplifies the received GPS satellite signals. The active GPS antenna is powered by +12 V dc on the an-
tenna coax cable. The antenna applies the received GPS signal to the GPS ENGINE. The GPS ENGINE
calculates the airplane position. The I/O processor outputs calculated position data through the UART on an
ARINC 429 low-speed data bus. The R-GPS-1 data bus is applied to both right-side IAPS data concentra-
tors.

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Figure 4-9-1 (Sheet 31 of 31). RSS System Schematic (CMU-900)

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Refer to Figure 4-9-1 , sheet 31. The CMU-900 employs a multiprocessor, master-slave, memory-mapped ar-
chitecture. This is explained from the system processor A6 perspective. The system processor A6 Intel i486
microprocessor is the master processor. It can access any memory-mapped devices in the ARINC 429 I/O A3,
PCMCIA A3A1, analog I/O A2, and expansion A5 slave cards as though they reside in the system processor
memory space. This is because these slave module devices are memory mapped into regions of the i486 ad-
dress space. The system processor can initate operations affecting the slave cards by referencing addresses
in these regions, which through the hardware interfaces will access memory that is mapped internal to the
slave processors. The primary communication scheme between the system processor and the analog card or
PCMCIA card is via shared memory; for the 429 card it is via dual port memory.

The system processor contains a real time clock, all MU nonvolatile memory, and a watchdog circuit that ini-
tiates cold start reset in the event of a time out. Memory read/write operations initiated by the system proc-
essor are carried out via the system bus and bus controller.

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BUS DESCRIPTION FOR L-ADF-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR R-ADF-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
032 5.0 ADF Frequency (Echo)
162 20.0 ADF Bearing
350 5.0 ADF-462 Diagnostics

BUS DESCRIPTION FOR L-DME-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR L-DME-2 ARINC LS 429 BUS TO HGS
BUS DESCRIPTION FOR R-DME-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
002 15.0 Time To Go (DME)
012 15.0 Ground Speed (DME)
035 30.0 DME Frequency (Echo)
202 30.0 DME Distance
300 30.0 DME Ident
350 15.0 DME-442 Diagnostics

BUS DESCRIPTION FOR HF-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
037 3.3 HF Comm Frequency (Wd 1 Echo)
037 3.3 HF Comm Frequency (Wd 2 Echo)
037 3.3 HF Comm Frequency (Wd 3 Echo)
037 3.3 HF Comm Frequency (Wd 4 Echo)
037 3.3 HF Comm Frequency (Wd 5 Echo)
037 3.3 HF Comm Frequency (Wd 6 Echo)

BUS DESCRIPTION FOR L-MLS-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR L-MLS-2 AND R-MLS-2 ARINC LS 429 BUS TO GPWS
BUS DESCRIPTION FOR R-MLS-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
036 5.0 MLS Frequency (Echo)
153 5.0 MLS Selected Azimuth
154 5.0 MLS Maximum Selectable Glidepath
155 5.0 MLS Selected Glidepath
157 5.0 MLS Minimum Selectable Glidepath
173 20.0 MLS Localizer Deviation
174 20.0 MLS Glidepath Deviation
175 5.0 MLS Selected Back Azimuth
256 5.0 MLS Ground Station Ident Wd #1
257 5.0 MLS Ground Station Ident Wd #2
270 2.0 MLS Discretes
350 5.0 MLS Diagnostics
371 5.0 Specific Equipment Identification

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BUS DESCRIPTION FOR L-GPS-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR R-GPS-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
060 1.0 SV Measurement Status (GPS)
061 1.0 Psuedo Range (GPS)
062 1.0 Psuedo Range Fine (GPS)
063 1.0 Range Rate (GPS)
064 1.0 Delta Range (GPS)
065 1.0 SV Position X (GPS)
066 1.0 SV Position X Fine (GPS)
070 1.0 SV Position Y (GPS)
071 1.0 SV Position Y Fine (GPS)
072 1.0 SV Position Z (GPS)
073 1.0 SV Position Z Fine (GPS)
074 1.0 UTC Measurement Time (GPS)
076 1.0 Altitude (GPS)
101 1.0 HDOP (GPS)
102 1.0 VDOP (GPS)
103 1.0 Track Angle, True (GPS)
110 1.0 Present Position Latitude (GPS)
111 1.0 Present Position Longitude (GPS)
112 1.0 Ground Speed (GPS)
120 1.0 Present Position Latitude, Fine (GPS)
121 1.0 Present Position Longitude, Fine (GPS)
124 1.0 Digital Time Mark (GPS)
125 1.0 UTC (GPS)
130 1.0 Horizontal Integrity Limit Autonomous(GPS)
133 1.0 Vertical Integrity Limit Autonomous (GPS)
136 1.0 Vertical Figure of Merit (GPS)
140 1.0 UTC, Fine (GPS)
141 1.0 UTC, Fine Fractions (GPS)
150 1.0 UTC (GPS)
162 1.0 PRAIM ETA Response - Destination (GPS)
163 1.0 PRAIM ETA Response - Alt Waypoint (GPS)
165 1.0 Vertical Velocity (GPS)
166 1.0 N-S Velocity, True (GPS)
174 1.0 E-W Velocity, True (GPS)
237 1.0 Horizontal Uncertainty Limit (GPS)
247 1.0 Horizontal Figure of Merit (GPS)
260 1.0 Date (GPS)
273 1.0 GPS Sensor Status
343 1.0 Horz Integrity Limit - Destination (GPS)
344 1.0 Reserved: Vert Integrity Limit - Destination
346 1.0 Reserved: Vert Integrity Limit - Alt Waypoint
347 1.0 Horz Integrity Limit - Alt Waypoint (GPS)
355 1.0 GPS Diagnostics (Arinc 743A)
377 1.0 GPS Equipment ID

BUS DESCRIPTION FOR L-RAC-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC, RA-IOC, RB-IOC, TTR, GPWS, HGS

OCTAL LABEL WORDS/SEC PARAMETER

RATE
164 25.0 Radio Height
350 5.0 RAC-870 Diagnostics

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BUS DESCRIPTION FOR L-RTU-1 AND R-RTU-2 ARINC LS 429 BUS TO R-VHF, R-VIR, R-DME, R-ADF, R-TDR
BUS DESCRIPTION FOR L-RTU-2 AND R-RTU-1 ARINC LS 429 BUS TO L-VHF, L-VIR, L-DME, L-ADF, L-TDR

OCTAL LABEL WORDS/SEC PARAMETER

RATE
013 2.0 TCAS Word 1
015 2.0 TCAS Altitude Select Limits
016 2.0 TCAS Word 2
030 5.0 VHF Comm Frequency
031 5.0 Beacon Code
032 5.0 ADF Frequency
034 5.0 VOR/ILS Frequency
035 15.0 DME Frequency
036 5.0 MLS Frequency
037 2.0 HF Comm Frequency (Wd 1)
037 2.0 HF Comm Frequency (Wd 2)
037 2.0 HF Comm Frequency (Wd 3)
037 2.0 HF Comm Frequency (Wd 4)
037 2.0 HF Comm Frequency (Wd 5)
037 2.0 HF Comm Frequency (Wd 6)
047 5.0 VHF Comm Frequency (8.33 KHz)
153 5.0 MLS Selected Azimuth
155 5.0 MLS Selected Glidepath
175 5.0 MLS Selected Back Azimuth
203 20.0 Altitude (29.92) (from RTU)
233 0.3 Flight Ident Word #1
234 0.3 Flight Ident Word #2
235 0.3 Flight Ident Word #3
236 0.3 Flight Ident Word #4
350 5.0 RTU-40XX Diagnostics Wd 1

BUS DESCRIPTION FOR L-TDR-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR R-TDR-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
013 10.0 TCAS Word 1
016 10.0 TCAS Word 2
031 5.0 Beacon Code (Echo)
203 5.0 Altitude (29.92) (from RTU)
204 5.0 Own Aircraft Baro-Corrected Altitude
233 1.3 Flight Ident Word #1 (Echo)
234 1.3 Flight Ident Word #2 (Echo)
235 1.3 Flight Ident Word #3 (Echo)
236 1.3 Flight Ident Word #4 (Echo)
350 5.0 TDR-94D Diagnostics
352 (350) 5.0 RTU-40XX Diagnostics Wd 1 (from TDR)

BUS DESCRIPTION FOR L-TDR-XT AND R-TDR-XT ARINC HS 429 BUS TO TTR

OCTAL LABEL WORDS/SEC PARAMETER

RATE
013 10.0 TCAS Word 1
016 10.0 TCAS Word 2
203 19.0 XT Word 4
271 XT Word 1
272 XT Word 2
273 XT Word 3
274 XT Word 8
275 10.0 XT Word 5
276 10.0 XT Word 6
277 XT Word 7
350 5.0 TDR-94D Diagnostics

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BUS DESCRIPTION FOR L-TDR-XT AND R-TDR-XT ARINC HS 429 BUS TO TTR

OCTAL LABEL WORDS/SEC PARAMETER

RATE

BUS DESCRIPTION FOR TTR-TX-1 ARINC HS 429 BUS TO L-TDR

BUS DESCRIPTION FOR TTR-TX-2 ARINC HS 429 BUS TO R-TDR

OCTAL LABEL WORDS/SEC PARAMETER

RATE
273 TX Word 1
274 5.0 TX Word 2
275 TX Word 3

BUS DESCRIPTION FOR TTR-TA/RA-1 ARINC HS 429 BUS TO L-PFD, L-MFD, HGS
BUS DESCRIPTION FOR TTR-TA/RA-2 ARINC HS 429 BUS TO R-PFD, R-MFD

OCTAL LABEL WORDS/SEC PARAMETER

RATE
013 2.0 TCAS Word 1
015 2.0 TCAS Altitude Select Limits
016 2.0 TCAS Word 2
130 Intruder Range
131 Intruder Altitude
132 Intruder Bearing
203 2.0 Own Aircraft Altitude (29.92)
204 2.0 Own Aircraft Baro-Corrected Altitude
270 2.0 Vertical Resolution Advisory
274 2.0 TX Word 2
320 2.0 Own Aircraft Mag Heading
350 2.0 TTR-920 Diagnostics
356 Display Data, Start Transmission (STX)
356 Display Data, Control Word (CNTL)
356 Display Data, End of Transmission (EOT)
356 Display Data, Data Word (DATA)
357 510.0 Intruder File, End of Text (ETX)
357 Intruder File, Request to Send (RTS)
377 2.0 TCAS Equipment ID

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BUS DESCRIPTION FOR L-VHF-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR R-VHF-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
030 10.0* VHF Comm Frequency (Echo)
047 * VHF Comm Frequency (8.33 KHz) (Echo)
350 5.0 VHF-422 Diagnostics

* Word rate is variable (as low as 2 per second). The VHF Comm will only echo back label 030 or 047.

BUS DESCRIPTION FOR L-VIR-1 ARINC LS 429 BUS TO LA-IOC, LB-IOC

BUS DESCRIPTION FOR L-VIR-2 AND R-VIR-2 ARINC LS 429 BUS TO GPWS, HGS
BUS DESCRIPTION FOR R-VIR-1 ARINC LS 429 BUS TO RA-IOC, RB-IOC

OCTAL LABEL WORDS/SEC PARAMETER

RATE
034 5.0 VOR/ILS Frequency (Echo)
173 20.0 LOC Deviation
174 20.0 GLS Deviation
222 20.0 VOR Bearing
350 5.0 VIR-432 Diagnostics
371 5.0 Specific Equipment Identification

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Figure 4-10. WXR (Weather Radar System) Overview

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4.3.9 WXR (Weather Radar Sy stem)

4.3.9.1 Overview

The WXR consists of a single LRU that detects wet precipitation (also precipitation based turbulence if RTA-
854) along the flight path and ahead of the aircraft. The radar scan arc is the aircraft heading angle ±60 de-
grees. The WXPs provide radar mode control; the display range is selectable up to 300 nmi. The RTA proc-
esses X-band weather radar/turbulence data into an ARINC 453 digital bus format that may be selected for
display on the MFD. Refer to Figure 4-10. Each LRU is described below.

RTA-844 Receiver/Transmitter/Antenna
WXP-4120 Number 1 Weather Radar Control Panel
WXP-4120 Number 2 Weather Radar Control Panel

RTA-854 Receiver/Transmitter/Antenna (turb)

WXP-4220 Number 1 Weather Radar Control Panel
WXP-4220 Number 2 Weather Radar Control Panel

The RTA-844 and RTA-854 are physically identical. The RTA-844 provides moisture detection; the RTA-854
provides moisture and moisture based turbulence detection.

The RTA is an integrated receiver/transmitter/antenna unit located in the radome. The RTA consists of an
antenna, a rf assembly, a pedestal assembly, and a base assembly. The antenna is a 14-inch flat plate. The
rf assembly contains the receiver and transmitter circuits; this assembly attaches to the antenna and elimi-
nates the need for a waveguide. The pedestal assembly contains tilt/scan motors and optical feedback
switches. The base assembly contains the power supply and signal processing circuits.

The RTA accepts radar control input data from both WXPs. The RTA may be operated in a split mode,
where the radar functions like two independent radars, each updating on alternate sweeps of the antenna.
In this mode, each WXP controls one of the two radar channels.

The WXP applies radar control data through the onside DCP and MFD to the onside IAPS concentrator.
The concentrators map the radar control data (and AHRS attitude data for stabilization) to the RTA. The
LB-GP BUS 3 input provides pilot side control and attitude data. The RB-GP BUS 3 input provides copilot
side control and attitude data.

The RTA applies WXR video information on the WXT-1 data bus output to the EFIS system. This WXR
video data may be selected for display on the MFDs. Weather radar is not displayed on a PFD.

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Figure 4-10-1 (Sheet 1 of 3). WXR System Schematic (RTA)

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4.3.9.2 System Schematic

The WXR system consists of one RTA and one or two WXPs; the RTA-844 (or RTA-854) is a single integrated
receiver/transmitter/antenna unit. This unit provides X-band weather radar detection and Doppler turbu-
lence detection (RTA-854 only). The WXP controls WXR mode selection. The RTA provides processed WXR
video output data directly to displays in the IDS system. Refer to Figure 4-10-1, sheet 1. This sheet shows
the RTA I/O and processing circuits. Sheet 2 shows the rf transmitter, receiver, and antenna circuits. Sheet
3 shows the WXP control circuits.

RTA circuits on sheet 1 consist of the microprocessor, a dual UART circuit, data decoders, the digital signal
processor, and the ARINC 453 output driver. The number 1 +28-V dc aircraft supply provides operating
power. An internal power supply converts this voltage into required supply levels. A remote on/off discrete
(P1-16) is connected to the WXP mode knob.

The microprocessor controls the RTA operation using a 16-bit bidirectional data bus. This bus is applied to a
transceiver, a latch, a flip-flop, and the DSP control interface. The transceiver provides 2-way data transfer
between the processor AD0-AD15 data bus and the internal DATA bus used throughout the RTA. The latch
circuit decodes the address of a requested memory location; the contents of the addressed location are read
from memory onto the internal DATA bus. The flip-flop circuit decodes device control logic. The DSP control
interface allows the microprocessor to directly access the digital signal processor circuits.

A dual UART circuit is used to read input control data. The pilot enters control inputs on the left side WXP.
These WXR control words are transmitted on the L-WXP-1 bus to the number 1 DCP. The DCP transmits
the WX control words on the L-DCP-1 bus to the number 1 MFD. The MFD transmits the WXR control
words on the L-MFD-1 bus to the IAPS concentrator. The WXR control words are then mapped onto the
LB-GP BUS 3 bus to the RTA. This channel A data is input through an ARINC receiver and applied to the
receive port of a UART.

The copilot selects WXP control inputs on the right side WXP; this channel B data is applied to the second
UART in similar way. The microprocessor reads WXR CONTROL data from the UARTs onto the internal
DATA bus. This input data contains WXR mode selection, gain/tilt/range commands, and attitude informa-
tion.

Data decoders read microprocessor instructions from the data bus and convert them into discrete control
signals. A frequency decoder decodes FREQ SEL 1 or FREQ SEL 2 logic, which selects one of two oscillators
in the rf exciter circuit. A digital-to-analog converter decodes an AGC voltage, which controls the gain level
of the receiver circuit. An antenna drive circuit decodes TILT and SCAN voltage levels, which operate the
tilt and scan motors in the pedestal assembly. The pedestal assembly returns a FEEDBACK control level,
which is buffered onto the data bus.

The digital signal processor (DSP) converts the receiver output signals into a processed WXR video signal.
Dc “I” and “Q” voltage levels are generated in the receiver circuit (refer to sheet 2). These voltages are in-
phase and quadrature (90-degree) dc representations of the received echo signal. The DSP processes these
voltages into a signal that identifies the direction, range, and intensity of the precipitation or turbulence
that caused the reflection (echo). The output display signal is synchronized with the antenna sweep to paint
a full-screen radar picture of the precipitation pattern along the flight path.

The dc “I” and “Q” signals from the receiver are applied through a range filter to an analog-to-digital con-
verter. The range filter optimizes the bandwidth of the analog channel to match the length of the transmit-
ter pulse. The analog-to-digital converter provides digitized LEVEL and ANGLE outputs that address
PROMs in the DSP data unit.

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The DSP data unit contains RMS PROMs, PHASE PROMs, and an ALU circuit. The RMS and PHASE
PROMs are addressed to provide corresponding vector data (magnitude and angle) outputs to the ALU. The
ALU circuit estimates the amount of precipitation in the echo signal for that vector and provides this proc-
essed DATA to the scan-to-scan filter (also to the microprocessor through the DSP control circuit). Proper
STC gain control voltage also is generated at this time by the DSP data unit and applied to the receiver.

The DSP control circuit generates XMT CONTROL pulses and LIMITER BIAS logic outputs that are applied
to the rf assembly (refer to sheet 2). This circuit is operated by the DSP data unit and the microprocessor.

The scan-to-scan filter stores and filters the video output to ensure that the WXR output data is a cohesive
image showing the most recent sweep. This circuit stores the latest screen display of data and updates this
composite video picture as the antenna scans. This filter provides a dynamic full-sweep WXR video signal to
the ARINC 453 output circuit. The ARINC 453 output circuit formats processed WXR data for transmission
to the EFIS system. This circuit receives WXR video data from the scan-to-scan filter and status data from
the microprocessor. (The processor also samples the output data using the internal DATA bus.) Formatted
WXR video and status data is transmitted on the WXT-1 ARINC 453 very-high-speed data bus to the EFIS
system. This data may be displayed on a MFD.

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Figure 4-10-1 (Sheet 2 of 3). WXR System Schematic (RTA)

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Refer to Figure 4-10-1, sheet 2. This sheet shows the RTA rf transmitter, antenna, and receiver circuits.
Sheet 1 shows the I/O and processing circuits.

The rf transmitter generates X-band pulses of various widths and repetition rates (depends on selected mode
and range). These rf pulses are applied through an isolating duplexer and radiated out a 14-inch flat plate
antenna. Very narrow beam pulses are transmitted so that as the antenna sweeps, each valid received echo
signal is recognized as a reflection at a specific scan angle. The transmitter is extremely stable and is used
at high pulse repetition rates required to detect moisture and moisture related turbulence.

The transmitter exciter contains two oscillators. The primary oscillator operates at 744.80-MHz; the preheat
oscillator operates at 744.40-MHz. Only one oscillator is enabled at any time. The preheat oscillator is en-
abled by the microprocessor before each transmission. A variable-width preheat pulse is generated to warm
the IMPATT amplifier to operating temperature. The IMPATT amplifier is preheated to ensure a phase-
stable and flat-amplitude pulse output. Note that the receiver is tuned only to the primary frequency, so any
returns at the preheat frequency are rejected and not displayed.

The processor enables the primary oscillator when a pulse is to be transmitted. This 744.40-MHz signal is
frequency doubled to 1.489-GHz and applied to a mixer. Refer to sheet 2 and note the frequency divider and
multiplier stages that generate the first (8.937-GHz), second (372.4-MHz), and third (33.8-MHz) oscillator
frequencies. These frequencies are used in the receiver circuit. In transmit mode, the XMT MODE switch is
closed and a 67.6-MHz frequency is applied to the mixer. The mixer output is a 1.557-GHz summation fre-
quency.

The 1.557-GHz mixer output is amplified and applied to a times-6 multiplier to generate the 9.34-GHz
transmit frequency. This frequency is applied to the preheated IMPATT amplifier. This amplifier provides
constant X-band power output.

The modulator is biased on by XMT CONTROL pulses from the DSP control circuit (sheet 1). The pulse
width and repetition rate of these pulses is determined by the processor and limit checked by circuits in the
modulator. The modulator then provides variable pulse output to the IMPATT amplifier.

The IMPATT amplifier is injection locked to the 9.34 GHz input providing the X-band pulse output. This
pulse transmission is then applied through the duplexer and radiated out the antenna. In transmit mode
the duplexer is biased to isolate the antenna from the receiver circuits.

The antenna is positioned by motors in the pedestal assembly. The scan motor (B1) positions the antenna
±60 degrees left side or right side of the flight path. The tilt motor (B2) positions the antenna ±30 degrees
up or down. Both motors run in response to microprocessor generated commands (sheet 1). Normally, the
antenna repeatedly scans the entire lateral range at a fixed rate. (This rate is synchronized with the video
output to paint a dynamic radar picture of the precipitation pattern along the flight path.) An optical switch
(S1) provides a feedback reference to the processor computation circuits. This reference is buffered onto the
data bus.

The receiver processes the echo of each transmitted pulse into dc components that are applied to the digital
signal processor (DSP). The DSP processes these components into the output video signal (refer to sheet 1).

The echo return signal is received by the antenna and applied through the duplexer to a preselector filter.
In receive mode, the duplexer is biased to isolate the antenna from the transmitter. This receive signal is
raw (unprocessed) video; the signal strength of this echoed transmission is proportional to the precipitation
encountered by that scan.

The preselector bandpass filters the 9.34-GHz signal and applies it to a PIN diode limiter. This is a protec-
tion circuit that is operated by LIMITER BIAS logic decoded from the DSP control circuit. In transmit

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mode, this circuit ensures that no transmitted rf energy reaches the receiver. In receive mode, this circuit
limits the amplitude of the received signal. The amplitude limited receive signal is then passed through a
low-noise GAASFET amplifier to the first mixer.

The amplified 9.34-GHz receive signal is mixed with an 8.937-GHz reference to produce the 406-MHz first
intermediate frequency (IF). This signal is amplified, filtered, and applied to the second mixer. The 406-
MHz first IF is mixed with a 372.2-MHz reference to produce the 33.8-MHz second IF. This signal is then
amplified and level adjusted by STC (sensitivity time control from the DSP) and AGC (automatic gain con-
trol from the processor) amplifiers. The resulting 33.8-MHz signal is applied to the sine/cosine mixer cir-
cuits.

The sine/cosine mixer circuits divide the level adjusted second IF into a pair of phase related dc levels. A
33.8-MHz reference frequency is applied to a 90-degree phase-shift circuit. This circuit provides 33.8-MHz
signals with sine and cosine phase relationships to the sine/cosine mixer circuits. The output of the sine
mixer is a dc (0-Hz) level that corresponds to the sine (in-phase) component of the received signal. The out-
put of the cosine mixer is a dc (0-Hz) level that corresponds to the cosine (quadrature) component of the re-
ceived signal. These two voltages are amplified and applied as the “I” and “Q” dc levels to the range filter
shown on sheet 1. The DSP circuits process these levels into the WXR video output.

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Figure 4-10-1 (Sheet 3 of 3). WXR System Schematic (WXPs)

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Refer to Figure 4-10-1, sheet 3. This sheet shows the number 1 and 2 WXP-4120 Weather Radar Control
Panels. The pilot uses the number 1 WXP to control the left side weather radar display. The copilot uses
the number 2 WXP to control the right side weather radar display. The following paragraphs describe the
number 1 WXP.

The WXP processes the front panel control inputs and outputs the switch data on an ARINC data bus. The
WXP switches select the gain, ground clutter suppression, sector scan, transfer, stabilization, radar mode,
tilt, and autotilt functions.

A microcontroller controls the operation of the WXP. The microcontroller manages internal data transfer
using a 16-bit bidirectional AD0-AD15 data bus. The data bus is applied to a decoder circuit and an address
latch. The decoder circuit outputs the necessary latch output control (OC) signals that enable the selected
latch to drive the data bus. The address latch outputs an 8-bit address bus. The address bus applies ad-
dress control to RAM memory and the switch bank select lines. The switch bank select lines are applied
through an inverter to the common switch section of the gain and mode rotary switches and as a common in-
put to the pushbutton switches. When switch bank select line 0 to the GAIN knob is active, the GAIN knob
position is input to a latch circuit. The latch holds the data until the latch output control (OC) is enabled
and the data is applied to the microcontroller over the data bus. The MODE and pushbutton switches out-
put switch data to the same latch circuit when bank select line 1 or 2 is active.

Rear connector straps define the left or right side WXP and other strap inputs that are available on the Ca-
nadair Regional Jet aircraft. The strap discrete inputs are applied to a latch and read by the microcontrol-
ler.

The TILT knob is connected to a 3-state logic generator. The TILT knob logic output is applied directly to
the microcontroller. The microcontroller processes the data to determine knob direction and speed.

The WXP communicates with the onside DCP through an ARINC 429 bus. The microcontroller processes
and formats the switch data inputs. Processed WXP switch data is applied as serial output data through a
transmitter to the DCP. This L-WXP-1 bus provides pilot selected weather radar control input to the DCP.
The L-WXP-2 bus to the cross-side DCP is only used for single WXP installations.

The reset circuit monitors the microcontroller operation. If the processor takes too long to execute a routine,
the timer counts down to zero and resets the processor. This prevents the processor from getting hung up in
an endless loop.

The number 1 +28-V dc aircraft supply powers the number 1 WXP. A power supply generates all internally
required voltage levels. The 5-V ac lighting bus supply powers the panel lights.

The number 2 WXP-4120 operates in the same way as described above. The WXP-4220 also operates as de-
scribed above except the mode switch has two additional positions, WX+T and TURB.

Revised 1 February 2000 4-411

 theory of operation 523-0776289

BUS DESCRIPTION FOR L-WXP-1 ARINC LS 429 BUS TO L-DCP, R-DCP (BSLN)
BUS DESCRIPTION FOR R-WXP-1 ARINC LS 429 BUS TO R-DCP (OPT)

OCTAL LABEL WORDS/SEC PARAMETER

RATE
270 20.0 WX Control Wd 1
271 20.0 WX Control Wd 1
353 1.0 WXP-4XXX Diagnostic Word

BUS DESCRIPTION FOR WXT-1 ARINC VHS 453 BUS TO L-MFD, R-MFD

OCTAL LABEL WORDS/SEC PARAMETER

RATE
055 180.0* Weather Radar Data (ARINC 708)

* This is a very high speed bus conforming to ARINC 453. This bus provides time-sharing weather radar and control/antenna data in accordance with
ARINC 708, except only range values of 10, 25, 50, 100, 200, and 300 nmi are output.

Revised 1 February 2000 4-412

 l523-0776290-006118
6th Edition 1 February 2000

Maintenance
Table of Contents

Paragraph Page Paragraph Page

5.1 GENERAL ...............................................................5-1 5.9 LRU MATING CONNECTOR PIN LOCATIONS

.............................................................................. 5-12
5.2 MAINTENANCE SCHEDULE ..............................5-1
5.9.1 Installation and Removal Procedures .................. 5-27
5.2.1 RTA-844/854 Receiver-Transmitter Antenna ........5-1
5.2.2 SVO-85( ) Servo/SMT-87( ) Servo Mount ...............5-2 5.10 DIAGNOSTIC DESCRIPTION ........................ 5-33
5.2.3 ADC-850A Air Data Computer ...............................5-5 5.10.1 Maintenance Menu.............................................. 5-35
5.2.4 VIR-432/433 VHF Navigation Receiver..................5-5 5.10.2 LRU Status .......................................................... 5-37
5.2.5 TDR-94D Transponder ............................................5-5 5.10.3 LRU Fault History.............................................. 5-63
5.2.6 Routine Crt Cleaning...............................................5-5 5.10.4 LRU Diagnostic Data .......................................... 5-65
5.3 DATA BASE UPDATE PROCEDURE..................5-7 5.10.5 Engine Exceedance History ............................. 5-150
5.10.6 Engine Trend History........................................ 5-152
5.3.1 Performance Data Base Update Procedure...........5-7
5.10.7 Life Cycle Data .................................................. 5-154
5.3.2 Data Base Load Faults ............................................5-7
5.10.8 Pilot Data Download ......................................... 5-156
5.4 CSU-4000 PROGRAMMING PROCEDURE ........5-8 5.10.9 Disk Operations ................................................. 5-158
5.10.10 Clock Set Operation......................................... 5-170
5.5 CSU-4100 PROGRAMMING PROCEDURE .......5-9
5.10.11 Aircraft Ident Set Operation ........................... 5-172
5.6 RTA-844/854 IN-FLIGHT STABILIZATION AND 5.10.12 FCS Diagnostics............................................... 5-174
ALIGNMENT PROCEDURE .............................5-10 5.10.13 Configuration Strapping Unit........................ 5-204
5.6.1 WXP-4120/4220 Alignment Controls....................5-10 5.11 TESTING AND TROUBLESHOOTING ........ 5-221
5.6.2 RTA Stabilization/Alignment Procedure..............5-11 5.11.1 Level 1 Test/Troubleshooting............................ 5-221
5.7 TEST/TROUBLESHOOTING EQUIPMENT ....5-11 5.11.2 Level 2 Test/Troubleshooting............................ 5-224
5.8 MATING CONNECTOR HARDWARE AND 5.12 GROUNDING AND HIRF GUIDELINES..... 5-313
TOOLING ............................................................5-12 5.13 SYSTEM INTERCONNECT DIAGRAM........ 5-313
 List of Effective Pages *The asterisk indicates pages changed, added, or deleted by the current change.

Page No Issue
* Title ..............................................1 Feb 00
* 5-1 thru 5-382 ..............................1 Feb 00

RETAIN THIS RECORD IN THE FRONT OF THE MANUAL. ON RECEIPT OF

Record of Revisions REVISIONS, INSERT REVISED PAGES IN THE MANUAL, AND ENTER DATE
INSERTED AND INITIALS.

REV REVISION INSERTION SB NUMBER REV REVISION INSERTION SB NUMBER

NO DATE DATE/BY INCLUDED NO DATE DATE/BY INCLUDED

1st Ed 23 Oct 91

2nd Ed 4 Mar 92

3rd Ed 4 Aug 93

4th Ed 1 Feb 95

5th Ed 15 Jan 98

6th Ed 1 Feb 00
 section V
maintenance
5.1 GENERAL
This section provides flight-line maintenance instructions for the Canadair Regional Jet Avionics System.
The avionics system contains built-in diagnostics that monitor system operation. These diagnostics operate
on normal airplane power and provide both dynamic and fault history displays. Use the diagnostics to iso-
late a failed LRU. Paragraph 5.11.1 describes how to use the diagnostics to quickly test the avionics system.
Refer to paragraph 5.11.2 for detailed troubleshooting procedures. These single-page test procedures may
also be used as LRU customer acceptance tests.

This section also provides instructions to load monthly navaid data base updates from diskette into the FMS
system memory. This procedure uses the DBU-4000 or DBU-4001 Data Base Unit and the CDU-4100 Con-
trol Display Unit.

System interconnect wiring and LRU connector pictorials are presented at the very end of this section. The
system wiring diagram gives the same interconnect information that is shown in the system schematic dia-
grams, but in a consolidated and more traditional format. The LRU connector pictorials show rear/mating
connector pin numbering for each (non-IAPS) unit. These figures are especially useful when performing de-
tailed (level 2) troubleshooting.

5.2 MAINTENANCE SCHED ULE

The maintenance requirement for all units is “on condition”. The following paragraphs list units that re-
quire periodic inspection or maintenance. Remove other units from the airplane only when repair is re-
quired or during troubleshooting effort.

Caution

Turn power off before disconnecting any equipment from wiring. Disconnecting equipment without
turning power off may cause voltage transients that can damage equipment.

5.2.1 RTA-844/854 Receiver-Tr ansmitter Antenna

As part of each maintenance operation on the RTA, inspect the mechanical portion (scan/tilt gears and sec-
tors) of the RTA for contaminants such as dirt and/or grease buildup. Unless the mechanism is severely con-
taminated, it should not be necessary to disassemble the unit. Usually, adequate cleaning is possible using a
small soft-bristled brush and a cleaning agent.

After cleaning, apply a moderate amount of grease (CPN 005-0810-000) to the contacting surface of the teeth
of the scan/tilt gears and sectors. Wipe any excess from the surrounding areas with a lintfree cloth.

Then, operate the unit and verify that all mechanically mating parts (especially the scan and tilt mecha-
nism) are adequately lubricated at the mating surfaces. Note that the scan and tilt axis bearings are life-
time lubricated; cleaning agents should not contact these parts.

Revised 1 February 2000 5-1

 maintenance 523-0776290

5.2.2 SVO-85( ) Servo/SMT-87( ) Servo Mount

Perform an on-airplane inspection of each SVO servo and SMT servo mount concurrent with each airplane
major overhaul, rigging maintenance, or the Canadair recommended control system inspection period.
Every 14 000 hours, test the servo mount slip clutch torque setting. Do the SMT-87( ) on-airplane testing
procedures in paragraph 5.2.2.1 or remove the servo mount from the airplane so it can be tested by a Collins
Aviation Services authorized service agency.

If a servo or servo mount does not pass the on-airplane inspection or test, replace that unit. Return replaced
units to a Collins Aviation Services authorized service agency for repair.

Visually inspect each servo and servo mount for capstan/cable wear or contamination, cable spool-off angle,
and a secure bond to the airframe.

With the autopilot disengaged, operate the control system through its entire range and inspect each servo
mount for any unusual noise, binding, backlash, or other mechanical irregularities. Verify proper cable ten-
sion according to the airplane TC or STC.

If the autopilot disconnects intermittently and a servo feedback problem is suspected, do the SVO-85 servo
spin test procedure provided in paragraph 5.2.2.2 while monitoring servo error feedback signals.

5.2.2.1 SMT-87( ) On-Airplane T esting Procedure

This procedure tests the aileron and elevator servo mount slip clutch torque setting. Specific torque settings
are published in the FCS-4000 Service Information Letter 1-93 for the Regional Jet airplane. Perform this
test when the temperature of the ambient air and the servo/mount are at or above +10 °C (+50 °F). The test
procedure requires a minimum of two people to perform. One person is positioned at the servo mount loca-
tion and the other person is positioned at the airplane controls in the cockpit. The following tools and test
equipment are required for the test:

• 997T-1 Test Adapter (CPN 822-0030-001)

• Torque wrench with the following characteristics:
Torque range: 0 to 300 lb·in or as required for each installation
Graduations: 1 lb·in or less (5 lb·in for higher torque ranges)
Accuracy: 1%
Drive: ½ inch square drive
• 7/16 inch hex socket or wrench for SVO removal and installation.
• 3/16 inch hex (Allen) drive tool for adapter installation and removal.

a. Remove any airplane inspection panels required to gain visible access to the servo/mounts. Do not re-
move servo from the mount. A flash light and inspection mirror may be required.
b. If applicable check the primary and bridle cable tensions to insure they are within the proper range of
settings. Low cable tension may result in capstan slip-clutch chatter, making accurate torque readings
difficult.
c. While observing the mount and rigging move the control wheel and/or column from stop to stop at a very
slow speed and then at a moderate speed. Observe for any drag or unusual noise from the servo/mount
and rigging system. Check cables for fraying and linkage for looseness or binding.
d. Check cables, chains, or linkages for signs of wear or damage. Check pulleys for evidence of improper
cable alignment and frozen bearings. Ensure that all of the keeper pins are installed.
e. Remove the servo from the mount and inspect the servo and mount clutch half teeth for wear, corrosion,
pitting, etc.
f. With the wheel and/or column control in the center of travel position install the 997T-1 servo mount test
adapter CPN 822-0030-001, to the mount and secure.

Revised 1 February 2000 5-2

 maintenance 523-0776290

Caution

Be certain the test adapter and mount clutch gear teeth mesh half tip-to-root before mounting bolts
are tightened.

g. Attach a calibrated torque wrench, which will measure the proper range of torque, through rear of
adapter. Hold the torque wrench firmly while the control wheel and/or column is moved slowly from stop
to stop a few times.
The torque that is required is the running or dynamic torque, which is the torque that is measured while
the slip clutch is slipping smoothly. This is the torque that the pilot will be working against in the un-
likely event of an actual servo jam.

Note

Do not record the running torque values until the slip clutch has been slipped at least three times.

Note

In some cases, the adapters built-in torque limiter may activate before slip is reached. This feature
is required to prevent permanent damage to any mount which has a high slip point. Once activated,
this limiter will reset automatically when the applied torque drops below its preset limit of approxi-
mately 360 lb·in.

Note

It is recommended that the handle of the torque wrench be held firmly against a fixed portion of the
airplane (blocks of wood may be required to block the handle) as opposed to holding the torque
wrench by hand to insure more accurate torque wrench readings.

h. Record six slip clutch torque values at the 997T-1 test adapter as follows:
1. Hold the torque wrench firmly while the control wheel and/or column is moved slowly and smoothly
from the center of travel position to one end stop. Measure and record the value of the running
torque.
2. Slowly and smoothly move the control from the one end stop back to the center of travel position and
measure and record the value of the running torque.
3. Slowly and smoothly move the control from the center of travel position to the other end stop and
measure and record the value of the running torque.
4. Slowly and smoothly move the control from the end stop back to the center of travel position and
measure and record the value of the running torque.
5. Slowly and smoothly move the control from the center of travel position back to the previous end stop
and measure and record the value of the running torque.
6. Slowly and smoothly move the control from the end stop back to the center of travel position and
measure and record the value of the running torque.
i. Average the six torque readings. If the average value of the six readings is within -15% to +25% of the
proper torque setting (refer to the TC, STC, or SIL for the Regional Jet airplane) and the maximum and
minimum values recorded are within -20% to +35% of the proper torque setting, the slip clutch is prop-
erly set and readjustment is not required. Proceed to step l.
j. If the average and maximum and minimum values fall outside of the above stated percentage ranges
then adjust the slip clutch, using the adjusting nut, to the proper torque setting (refer to the TC, STC, or
SIL for the Regional Jet airplane).

Revised 1 February 2000 5-3

 maintenance 523-0776290

Note

Readjustment of the slip clutch adjustment nut may require mount derigging and removal of the
mount from the airplane in some installations.

k. After slip clutch adjustment repeat steps h and i to verify proper slip clutch torque setting.
l. Remove the 997T-1 test adapter from the mount. Clean the mating surfaces of the servo and mount and
reassemble the servo to the mount.

5.2.2.2 SVO-85 Servo Spin Test P rocedure

This procedure tests the servo error feedback if the autopilot disconnects intermittently and a servo feedback
problem is suspected. Perform the SVO-85 servo spin test procedure provided below while monitoring servo
error feedback signals.

Note

Do not engage AP Or YD during this test.

a. Enter diagnostics on both FCCs. Verify both PFDs display TEST and both MFDs display REPORT
MODE.
b. Push any two mode buttons on FCP to enter INPUT MODE. Verify both MFDs display INPUT MODE.
c. Push any mode button on FCP to move cursor (>) to top line.
d. Turn VS knob to put ASVOER (aileron servo error) on top line (parameters are listed alphabetically).
e. Push any FCP mode button to move cursor to second line.
f. Turn VS knob to put ESVOER (elevator servo error) on second line.
g. Push any FCP mode button to move cursor to third line.
h. Verify ASVOER and ESVOER voltages (left and right) are less than ±0.05 V dc.
i. Push any two mode buttons on FCP to enter OUTPUT MODE. Verify both MFDs display OUTPUT
MODE.
j. Push XFER button on FCP.
k. Simultaneously push any two mode buttons on FCP twice to enter INPUT MODE, and then OUTPUT
MODE on right MFD.
l. Push XFER button on FCP.
m. Push any mode button on FCP to move cursor to top line.
n. Turn VS knob to put AILCMD (aileron command) on top line.
o. Push any mode button on FCP to move cursor to second line.
p. Turn VS knob to put ELECMD (elevator command) on second line.
q. Push any mode button on FCP to move cursor to AILCMD (top line).
r. Push and hold pilot's FD button until AILCMD voltage is more than 9.00 V dc. Verify left and right
voltages are equal but opposite.
s. Push any mode button on FCP to move cursor to ELECMD (second line).
t. Push and hold pilot's FD button until ELECMD voltage is more than 9.00 V dc. Verify left and right
voltages are equal but opposite.
u. Simultaneously push any two mode buttons on FCP twice to enter INPUT MODE.
v. Check ASVOER and ESVOER voltages. Verify left and right voltages are less than 0.25 V dc and are
equal but opposite. If voltages are greater than 0.25 V dc, refer to the recommendations.
w. Exit diagnostics on both MFDs.
x. Power down avionics.
Note

To reverse servo command, push and hold opposite FD button on FCP. Reversing direction several times
may reduce error voltage to the normal ±0.01 V dc.

Revised 1 February 2000 5-4

 ROCKWELL COLLINS
SYSTEM MANUAL
Canadair Regional Jet Avionics System

Canadair Regional Jet Avionics System

SYSTEM MANUAL (523-0776286, 6TH EDITION, DATED FEB 1/00)

TEMPORARY REVISION NO. 04

Insert facing page 5-4.

This temporary revision supersedes Temporary Revision 02

Subject: Update the SVO-85 Servo Spin Test Procedure.

Make the following changes to paragraph 5.2.2.2.

Add prior to a:

NOTE:
Use MFD on-screen instructions to control FCC diagnostics.

Change step b to read:

b. Push any two mode buttons on FCP to enter INPUT MODE. Verify MFD displays INPUT
MODE.

Change step h to read:

h. Verify ASVOER and ESVOER voltages (left and right) are less than ± 0.20 V dc.

NOTE:
Voltage may be changing, use the average voltage. Momentary peaks can be ignored.
Voltages need not be equal and opposite.

Change step v to read:

v. Monitor ASVOER and ESVOER voltages for at least two minutes. Verify left and right
voltages are less than ± 1.0 V dc.

NOTE:
Voltage may be changing, use the average voltage. Momentary peaks can be ignored.
Voltages need not be equal and opposite.

Change the note following x to read:

NOTE:

To reverse servo command, push and hold the opposite FD button on the FCP. Reversing
direction several times may reduce servo-error voltages within tolerance.

Temporary Revision 4 Page 1 of 3

523-0776286-04611A Jun 4/08
 maintenance 523-0776290

Recommendations if the left and right ASVOER and ESVOER voltages are greater than 0.25 V dc:
• If voltages are between 0.25 and 1.00 V dc, then replace the servo at the next major aircraft inspection.
• If voltages are between 1.00 and 3.36 V dc, then replace the servo at the next convenient maintenance
action.
• If voltages are more than 3.36 V dc, then replace the servo as soon as possible.

5.2.3 ADC-850A Air Data Com puter

Every two years, recertify each ADC-850A for altimeter system accuracy according to FAR part 91. Recertify
according to ADC-86/ADC-850 service information letter 1-89, or send the ADCs to a Collins General Aviation
Division authorized service agency for recertification/repair.

5.2.4 VIR-432/433 VHF Naviga tion Receiver

Perform a VOR equipment check for IFR operations every 30 days according to FAR part 91. This operational
check measures indicated bearing error.

5.2.5 TDR-94D Transponder

Perform an ATC transponder test and inspection every two years according to FAR part 91. This procedure
checks for data correspondence error.

5.2.6 Routine Crt Cleaning

The Regional Jet Avionics System contains several panel-mounted units that have glass (crt) displays. These
displays should be routinely cleaned using the following materials.

• Gliss’n optical glass cleaner (CPN 001-0012-000).

• Watchcraft lens tissue (CPN 056-0004-000) or a soft low-lint cloth. Lens tissue is available at most pho-
tographic stores.

Caution

Do not use solvent to clean the optic filter (face) of a crt. The glass is coated with an antireflective
coating that may be damaged by solvents.

Caution

When cleaning a crt be careful not to damage the antireflective coating. Make sure that the cleaning
tissue/cloth is flat (not creased) to reduce pressure points that could cause streaking or damage the
crt filter coating. If a cleaning cloth is used, make sure it is soft and practically lint free. Some cloth
materials can damage the crt filter coating.

a. Clean dust and light fingerprints from the crt face as follows. Wipe the crt face with a non-abrasive, lint-
free lens tissue.
b. Remove oily fingerprints or any residue from the crt face as follows. Apply glass cleaner to the lens tis-
sue (or to the soft cloth); do not apply the liquid directly to the crt. This prevents liquid from running be-
tween the filter and bezel. Use several layers of tissue as necessary for strength. Rub the wet tis-
sue/cloth around the display face to remove the fingerprints or residue. After the display face is clean,
use a clean dry tissue to remove excess liquid and any streaks.

Revised 1 February 2000 5-5

 maintenance 523-0776290

Figure 5-1. Performance Data Base Update Procedure

Revised 1 February 2000 5-6

 maintenance 523-0776290

5.3 DATA BASE UPDATE P ROCEDURE

5.3.1 Performance Data Base Update Procedure

The FMS performance data base contains performance data tailored to the aircraft configuration. Collins
Technical Support will issue a letter and performance data base diskette when the data base is revised. The
letter references the FMC part number to the corresponding data base part number. The new performance
data base should be loaded when it is received. The data base is loaded from a 3.5 inch diskette. The FMC
compares the CSU aircraft type strapping and aircraft performance configuration data with the equivalent in-
formation on the performance data base diskette. If the CSU strapping and diskette data do not match, the
data base can not be loaded and the CDU annunciates NO LOADABLE FILES.

Update the system data base using the DBU-4000 and CDU-4100 as follows (Figure 5-1):

a. Insert the performance data base 3.5-inch diskette into the DBU-4000.
b. Push the INDEX function key on the CDU to display the INDEX page 1 of 2. If the DB DISK OPS func-
tion is on page 2, push the NEXT PAGE function key on the CDU to display INDEX page 2 of 2.
c. Push the DB DISK OPS line key.
d. The CDU displays the DATA BASE DISK OPS page. Push the READ DISK line key. The CDU then
displays the diskette directory (normally a single file name).
e. Push the LOAD 832-XXXX-XXX line key to load the data base file into FMS memory. The data base file
part number is unique for each update.
f. The CDU displays READ PERF DATA IN PROGRESS while the diskette is being read. The CDU also
displays the PERCENT COMPLETE and the file currently being loaded. If more than one diskette is
required, the CDU prompts the operator to insert the next diskette.
g. The CDU displays READ PERF DATA COMPLETE for five seconds and then displays the STATUS page
1/2.
h. Push the NEXT PAGE function key and verify the PERF DATA BASE part number on STATUS page 2/2
is correct.

5.3.2 Data Base Load Faults

If a fault is detected relating to the data base load operation, then a fault message is annunciated on the
scratchpad line. In order to transfer the data base from the diskette to FMC memory, the FMC memory is
cleared. Therefore if a load fault occurs after the data base load has begun the prior data base is unrecover-
able. An incomplete load of the data base results in a NO NAV DATA BASE message below the scratchpad
line. The STATUS page indicates the NO NAV DATA BASE fault condition by showing blanks for the effective
dates of the active and second data bases.

If an error occurs during the reading of the data base, DISK READ ERROR appears on the scratchpad line.
Clear the message by pushing the CLR key to display the INDEX 2/2 page. To recover from a DISK READ
ERROR the operator must begin the data base load operation from the INDEX 2/2 page.

If the diskette inserted in the disk drive is not recognized as a data base diskette, a message NO LOADABLE
FILES is annunciated on the scratchpad line. To clear the message push the CLR key or push the CANCEL
LOAD line key, then the page from which the disk read was commanded is displayed. To recover from this
condition, the operator must insert a valid data base diskette into the disk drive and push the READ DISK line
key.

If a specific diskette is requested and a different diskette is inserted into the disk drive unit, a message
WRONG DISK is annunciated on the scratchpad line. To clear the message push the CLR key, or push the
CANCEL LOAD line key, or replace the diskette with the correct diskette and push the CONTINUE line
key.

Revised 1 February 2000 5-7

 maintenance 523-0776290

In certain cases the disk drive unit may not be serviceable. The fault message is annunciated on the scratch-
pad line. To clear the message push the CLR key to display the INDEX 2/2 page. In order to read the data
base diskette, the operator must clear the fault condition and begin the data base load operation from the IN-
DEX page. Possible fault messages are listed below:

• DISK DRIVE COLD indicates the temperature of the DBU is below the 0 ° C (32ºF) minimum allowable
temperature.
• DISK DRIVE NOT READY indicates no diskette in the DBU.
• DISK DRIVE FAULT indicates DBU internal fault detected, DBU not powered, or a power interrupt oc-
curred during the read process.
• DISK DRIVE UNAVAILABLE indicates the DBU is being used by another device (i.e. maintenance di-
agnostic computer).

5.4 CSU-4000 PROGRAMMI NG PROCEDURE

The CSU-4000 (CPN 822-0049-001) contains one-time breakable shunts that define the avionics system con-
figuration for the IAPS data concentrators. The CSU is shipped from the factory with all shunts intact (unpro-
grammed). Before installing a new CSU in the airplane, break the appropriate shunts to program the CSU for
operation in the Canadair Regional Jet.

The CSU-4000 defines 16 configuration words, WORD 0 through WORD 15 are arranged in four rows with four
words in each row. All words are identified on the CSU cover with a label above the window for each corre-
sponding word. Each word contains sixteen bits with BIT 1 through BIT 8 and BIT 9 through BIT 16 positions
marked below the window for each word. Located on the bottom row of the CSU are the FCS, FMS, and ATC
configuration straps. These straps are hardwired directly to the corresponding LRM in the IAPS card cage.

To gain access to the straps, place the CSU on a bench with the front cover facing up. Loosen the six screws
and slide the inner front cover plate toward the LRM connector. A slot with a dimple located just below the
center of the front cover is available to help slide the plate.

Caution

Avoid contact with the surface of the circuit card to prevent possible damage.

The CSU is populated with one-time breakable shunts. Program the CSU by carefully breaking (only) the
proper shunts. Refer to Figure 5-24 for the CSU-4000 side view and to Figure 5-25 for the configuration
strapping unit display page. Refer to Table 5-98 through Table 5-114 for the bit definitions. When breaking a
shunt, use Collins tool CPN 827-5347-001 with the handle from a Starrett Pocket Scribe No. 70B (or a similar
blunt instrument which will not pierce the circuit board). Figure 5-2 shows a recommended strap breaking
tool. The tool can be locally fabricated and used with the handle from a Starrett Pocket Scribe No. 70B. This
handle can be ordered from the vendor listed on the tool diagram.

To program WORD 0 through WORD 15, the following procedure must be used: to program a 0 or GND, leave
the shunt intact; to program a 1 or OPEN, break the shunt.

To program the FCS, FMS, and ATC configuration straps, the following procedure must be used: to program a
0 or GND, break the shunt; to program a 1 or OPEN, leave the shunt intact.

After programming the CSU, secure the unit cover plate and install the CSU in the IAPS card cage. Display
the CONFIGURATION STRAPPING UNIT page on the MFD to verify proper bit patterns. The number 1
CSU and number 2 CSU must be identically strapped. If the CSUs are strapped differently, the erroneous
word is highlighted in yellow on the MFD.

Revised 1 February 2000 5-8

 maintenance 523-0776290

Figure 5-2. CSU-4000 Strap Breaking Tool

5.5 CSU-4100 PROGRAMMI NG PROCEDURE

The CSU-4100 (CPN 822-1364-002) contains DIP switches that define the avionics system configuration for
the IAPS data concentrators. Before installing a new CSU in the airplane, install the OCM-4100 Options
Control Module. The OCM is factory configured by installing specific diodes to provide internal strapping
(See Table 5-1). Then set the DIP switches on the CSU for operation in the Canadair Regional Jet.
Table 5-1. OCM-4100 Strapping Configuration
3D-MAP

PARITY
EGPWS

EDFDR

Status
DGPS

CR10

CR11

CR12

CR13

CR14

CR15

CR16
TBD

TBD

TBD

TBD

TBD

TBD

TBD

TBD

TBD

TBD
LRC
CR1

CR2

CR3

CR4

CR5

CR6

CR7

CR8

CR9

(-XXX)

-200 X
-201 X
-208* X
-209* X X X
* Indicates that status is applicable to the OCM-4100 only.

The CSU-4100 defines 16 configuration words. The OCM provides protected strapping for the 16-bit WORD
0. OCM part number status defines the WORD 0 strapping. WORD 1 through WORD 15 are arranged in
four rows with three words in the top row and four words in the bottom three rows. All words are identified
on the CSU cover with a label above the window for each corresponding word. Each word contains sixteen
bits with BIT 1 through BIT 8 and BIT 9 through BIT 16 positions marked below the window for each word.
Located on the bottom row of the CSU are the FCS and ATC configuration straps. These straps are hard
wired directly to the corresponding LRM in the IAPS card cage.

Revised 1 February 2000 5-9

 maintenance 523-0776290

To gain access to the straps, place the CSU on a bench with the front cover facing up. Loosen the six screws
and slide the inner front cover plate toward the LRM connector. A slot with a dimple located just below the
center of the front cover is available to help slide the plate.

Caution

Avoid contact with the surface of the circuit card to prevent possible damage.

The CSU is populated with switches in a DIP package. Refer to Figure 5-25 for the CSU-4100 side view and
to for the configuration strapping unit display page. Refer to through for the bit definitions.

To program WORD 0, install the OCM-4100 Options Control Module.

To program WORD 1 through WORD 15, the following procedure must be used:

a. To program a 0 or GND, set the switch to the ON position.

b. To program a 1 or OPEN, set the switch to the OFF position.
To program the FCS and ATC configuration straps, the following procedure must be used:

a. To program a 0 or GND, set the switch to the OFF position.

b. To program a 1 or OPEN, set the switch to the ON position.
5.6 RTA-844/854 IN-FLIGHT STABILIZATION AND ALIGNMENT PROCEDURE
The in-flight stabilization/alignment procedures are normally performed following initial installation of the
RTA-844/854 system. The procedure calibrates the RTA to the specific airplane, and especially to the vertical
reference used in the airplane by compensating for physical mounting errors. The procedures use an align-
ment mode, built into the RTA to insert certain offsets into the antenna pitch and roll attitude control func-
tions. There are three adjustment parameters: roll offset, pitch offset, and stabilization gain. These offsets are
stored in the RTA nonvolatile memory, and if done correctly, need to be performed only once for a specific radar
installation.

Note

Best results are obtained when the stabilization/alignment procedures are performed while flying
over relatively smooth and flat terrain. A portion of the alignment procedures required straight and
level flight. For best results in this portion of the flight, use HDG mode or hand fly the airplane, and
select a time of atmospheric conditions that give a reasonably smooth ride. If at all possible, avoid
trying to perform these procedures while flying over mountainous regions or large open bodies of water
(i.e. oceans, gulfs, etc.), especially calm waters. Due to the radar beam angle of incidence and angle of
reflection over calm waters, the radar beam simply cannot return enough signal to properly perform
the stabilization/alignment procedures.

5.6.1 WXP-4120/4220 Alignmen t Controls

All the controls used for the stabilization/alignment procedures are on the WXP-4120/4220 Weather Radar
Panel. WXP trim select strap P1-U must be grounded to P1-T to perform this procedure. The following para-
graphs describe these controls.

a. Trim button is a recessed black pushbutton located at the bottom center of the WXP. Push this button
once to enable the stabilization/alignment mode. Push the button again to save any changes and exit the
mode. When the stabilization/alignment mode is enabled, XMAP, XWX, or XWX+TRB is annunciated in

Revised 1 February 2000 5-10

 maintenance 523-0776290

the upper left corner of the MFD. When one or more of the parameters have been satisfactorily adjusted
and stored in temporary memory by pushing the AUTO button, pushing the recessed black pushbutton
enters the changed parameters into permanent NVM and cancels the stabilization/alignment mode.
b. The mode knob selects the parameter to be adjusted. WX position selects roll offset for ±2 degree ad-
justment. MAP position selects pitch offset for ±2 degree adjustment. TEST position selects roll and
pitch gain (stabilization gain) for ±25% gain adjustment. OFF position discards any adjusted parame-
ters in temporary memory; reactivates all alignment parameters stored in permanent memory, and can-
cels alignment mode.
c. TILT knob adjusts the alignment parameter selected by the mode knob. The amount of adjustment
added or subtracted from the previous setting of that parameter becomes the electrical offset that is used
by the radar stabilization function.
d. PUSH AUTO button enters the new parameter value into temporary memory during the alignment pro-
cess. There are three adjustment parameters: roll offset, pitch offset, and stabilization gain. Each of
these are adjusted separately and must be entered into temporary memory via the AUTO button before
the next parameter is selected.
5.6.2 RTA Stabilization/Align ment Procedure
a. Trim the airplane for straight and level flight at cruise altitude.
b. Select radar display format on the MFD. Turn DCP RANGE knob to 40 nmi and WXP mode knob to
MAP position. Refer to Figure 5-3.
c. Adjust TILT knob for ground return at about 20 nmi.
Note

Use a small probe, similar to a ball point pen, to push in the button in the next step. Do not use a
lead pencil. Graphite residue from the pencil point can cause damage to the WXP.
d. Push recessed trim button on WXP to enable stabilization/alignment mode (WX control word 2, octal la-
bel 271 bit 14, 1 = on). XWX annunciated on MFD.
e. Turn mode knob to WX position (roll offset). XWX+TRB annunciated on MFD. Adjust TILT knob for
best left/right symmetry of display. The size and shape of the ground return to the left of the lubber line
should match the size and shape on the right side. Push AUTO button to save in temporary memory.
f. Turn mode knob to MAP position (pitch offset). XWX annunciated on MFD. Adjust TILT knob for uni-
form distance from airplane symbol to the edge of the ground return. Edge of ground return should have
the same curve as the range rings. Push AUTO button to save in temporary memory.
g. Place the airplane into and maintain a roll attitude of 10 to 15 degrees, left or right bank.
h. Turn mode knob to TEST position (stabilization gain). XMAP annunciated on MFD. Adjust TILT knob
for best left/right symmetry of display. Push AUTO button to save.
i. Return airplane to and trim for straight and level flight.
j. Push recessed trim button to store adjusted values in permanent memory and exit stabiliza-
tion/alignment mode.
k. Turn WXP mode knob to MAP position. Observe the display with the newly adjusted parameters. If
necessary, repeat any of the preceding steps as necessary to produce the desired stabilization/alignment
results.

5.7 TEST/TROUBLESHOOT ING EQUIPMENT

Internal diagnostics test the avionics system; no carry-on test equipment is required. Table 5-2 lists equip-
ment recommended for flight-line troubleshooting. Equivalent equipment may be substituted.

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 maintenance 523-0776290

5.8 MATING CONNECTOR HARDWARE AND TOOLING

Table 5-3 lists mating connector hardware and associated tools for each LRU in the avionics system. The in-
terconnect wiring diagrams at the end of this chapter list connector pin functions and a connector pictorial
(Figure 5-4) shows connector pin numbering.

Table 5-2. Troubleshooting Equipment.

EQUIPMENT DESCRIPTION

Breakout box Used to break out (extend) an avionics box for troubleshooting.
Collins CTS-10 Breakout Box The CTS-10 is compatible with Thinline II half-height 60-pin connectors. Recommended for trou-
Test Set (CPN 622-4561-001) bleshooting that requires the use of a breakout box for wiring checkout.
Bus reader ARINC 429 bus reader, such as JcAIR Model “429”.
Multimeter Fluke 8010A, 3½-digit accuracy. Measure ac and dc voltages, current, and continuity checks.
Oscilloscope Tektronix 455, 2235, or 2236, dc to 10 MHz. Measure serial bus levels and activity.

5.9 LRU MATING CONNEC TOR PIN LOCATIONS

Figure 5-4 shows a mating connector pictorial for each (non-IAPS) LRU. Each connector shows pin locations to
aid troubleshooting effort. Pin functions are defined on the interconnect and system schematic diagrams.

Revised 1 February 2000 5-12

 maintenance 523-0776290

Figure 5-3. RTA Stabilization/Alignment Mode

Revised 1 February 2000 5-13

 maintenance 523-0776290

Table 5-3. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

ADC-850A Mating connector kit: Collins 634-1021-001 (qty 2)

Connector: 60-pin Thinline II
Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
Tooling: *
Pitot fitting: American Safety 40007-2B84E, CPN 846-5007-080
Static fitting: American Safety 40007-2A86E, CPN 846-5007-070

ADF-462 Mating connector kit: Collins 634-1022-001

Connector: 52-pin Thinline II
Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
Coax insert: Collins 372-2519-040
Tooling: *

AHC-85E Mating connector kit: Collins 634-3024-003 (qty 2)

Connector: 60-pin Thinline II
Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
Tooling: *

ALT-55B Mating connector kit: Collins 634-1021-001

Connector: 60-pin Thinline II
Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
TNC connectors (qty 2): Automatic 301-T2100N, CPN 357-7351-010
Tooling: *

ANT-462B Mating connector: MIL MS3126F14-19S, CPN 359-0301-230

Contacts: MIL M39029/32-259, CPN 359-0032-020
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-02, CPN 359-8102-020

APM-900 M24308/4-259, CPN 371-1085-010

ARP-4000 Mating connector: MIL MS27484T18F32S, CPN 359-0645-340

Contacts: MIL M39029/57-357, CPN 359-0608-030
Strain relief: MIL M85049/49-2-18N, CPN 859-6604-150
Insertion/extraction tool: MIL M81969/14-02, CPN 359-8032-030
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-10, CPN 359-8102-100

CDU-4100 Mating connector: MIL MS27484T22F55S, CPN 359-0645-580

Contacts: MIL M39029/57-357, CPN 359-0608-030
Strain relief: MIL M85049/47N22, CPN 859-6604-080
Insertion/extraction tool: MIL M81969/14-02, CPN 359-8032-030
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-10, CPN 359-8102-100

Revised 1 February 2000 5-14

 maintenance 523-0776290

Table 5-3. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

CMU-900 Mating connector: ITT Cannon PN BKAD2-67402-229, CPN 859-3477-040

CSU-4000 NA

CSU-4100 NA

CTL-23, Mating connector: MIL MS3126F20-41S, CPN 359-0305-560

CTL-23C Contacts: MIL M39029/32-259, CPN 359-0032-020
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-02, CPN 359-8102-020

DBU-4000 Mating connector: MIL MS27484T22F55S, CPN 359-0645-580

Contacts: MIL M27490-20, CPN 359-0608-140
Strain relief: MIL MS27506F22-2, CPN 359-0637-080
Insertion/extraction tool: MIL M81969/14-03, CPN 359-8032-040
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-04, CPN 359-8101-040

DCP-4000 Mating connector: MIL MS27484T22F55S, CPN 359-0645-580

Contacts: MIL M39029/56-351, CPN 359-0608-140
Strain relief: MIL MS27506F22-2, CPN 359-0637-080
Insertion/extraction tool: MIL M81969/14-03, CPN 359-8032-040
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-04, CPN 359-8101-040

DCU-4000 Mating connector: ARINC 600 Size 3, Cannon BKAD3-800-301-FO, CPN 370-0501-040
Contacts: Cannon 030-2259-000, CPN 370-0066-060
Thermocouple contacts (AL): Cannon 030-1975-009, CPN 370-0066-160
Thermocouple contacts (CH): Cannon 030-1975-010, CPN 370-0066-170
Insertion/extraction tool: Cannon CIET-22, CPN 371-8445-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-23, CPN 359-8102-130

DLC-800 Mating connector P1: MIL MS3126F20-41S, CPN 359-0301-550

Contacts: MIL M39029/32-259, CPN 359-0032-020
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-02, CPN 359-8102-020

DLM-702B Mating connector: ARINC 600 Size 2, Cannon BKAD2-313-301-FO, CPN 370-0066-020
Contacts: 22 AWG pin, Cannon 030-2259-000, CPN 370-0066-060
Insertion/extraction tool: Cannon CIET-22, CPN 371-8445-020
Crimp tool positioner: MIL M22520/2-23, CPN 359-8102-130
Contacts: 20 AWG socket, Cannon 031-1302-000, CPN 370-0066-070
Insertion/extraction tool: Cannon CIET-20HDL, CPN 371-8445-040
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-08, CPN 359-8102-080
Contacts: 16 AWG socket, Cannon 031-1303-000, CPN 370-0066-080
Insertion/extraction tool: Cannon CET-16-9, CPN 371-8445-080

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 maintenance 523-0776290

Table 5-3. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

DLM-702B Crimp tool: MIL M22520/1-01, CPN 359-8101-010

(Cont.) Crimp tool positioner: MIL M22520/1-02, CPN 359-8101-020
Contacts: 12 AWG socket, Cannon 031-1308-000, CPN 370-0066-090
Insertion/extraction tool: Cannon CET-12-4
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-11, CPN 359-8101-120
Receptacle: Coax RG142B, Cannon 249-2078-000, CPN 370-0055-060
Insertion/extraction tool: Cannon CET-C8, CPN 370-8046-010
Crimp tool: CPN 359-8018-100

DME-442 Mating connector kit: Collins 634-1021-001

Connector: 60-pin Thinline II
Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
TNC connector: Automatic 301-T2100N, CPN 357-7351-010
Tooling: *

ECP-4000 Mating connector: MIL MS27484T18F32S, CPN 359-0645-340

Contacts: MIL M39029/58-363, CPN 359-0608-080
Strain relief: MIL MS27506F18-2, CPN 359-0637-060
Insertion/extraction tool: MIL M81969/14-02, CPN 359-8032-030
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-10, CPN 359-8102-100

EFD-4076 Mating Connector P1: CPN 370-0075-070

Contacts: Cannon 030-2259-000, CPN 370-0066-060
Insertion/extraction tool: Cannon CIET-22, CPN 371-8445-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-23, CPN 359-8102-130

FCC-4000 NA

FCP-4002 Mating connector P1: MIL MS27484T22F55S, CPN 359-0645-580

Contacts: MIL M39029/57-357, CPN 359-0608-030
Strain relief: MIL M85049/49-2-22N, CPN 859-6604-170
Mating connector P2: MIL MS27484T22F55SA, CPN 359-0645-630
Contacts: MIL M39029/57-357, CPN 359-0608-030
Strain relief: MIL M85049/49-2-22N, CPN 859-6604-170
Insertion/extraction tool: MIL M81969/14-02, CPN 359-8032-030
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-10, CPN 359-8102-100

FDU-70 Mating connector kit: Collins 634-3148-001

Connector: AMP 208964-1
Contacts: AMP 206793-1, CPN 372-0527-100
Insertion/extraction tool: MIL MS18278-1, CPN 372-8104-010
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-08, CPN 359-8102-080

FMC-4100/4200 NA

GPS Antenna TNC Connector (TBS)

Revised 1 February 2000 5-16

 maintenance 523-0776290

Table 5-3. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

GPS-4000 Mating Connector: Cannon BKADI-67400-72, CPN 859-3477-020

Contacts: 22 AWG pin, Cannon 030-2259-000, CPN 370-0066-060
Insertion/extraction tool: Cannon CIET-22, CPN 371-8445-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-23, CPN 359-8102-130
Contacts: 16 AWG socket, Cannon 031-1303-000, CPN 370-0066-080
Insertion/extraction tool: Cannon CET-16-9, CPN 371-8445-080
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-02, CPN 359-8102-020
Coax contact: No. 5 socket, Cannon 249-2077-000, CPN 370-0055-020
Insertion/extraction tool: Cannon CET-C8, CPN 370-8046-010
Crimp tool: MIL M22520/1-01, CPN 359-8101-100

HF-9031A Mating connector kit: CPN 751-0237-002

Mating connector P1: MIL MS3476L22-55S, CPN 359-7504-250
Strain relief: MIL MS3417-22N, CPN 359-7007-020
Fiber optic mating connector P2/P3: Ensign-Bickford CM-230-1.8, CPN 261-0054-010
Mating connector P4: MIL MS3476L12-10SW, CPN 359-7504-290
Mating connector P5: MIL M39012/16-0101, CPN 357-9292-000
HF-9041 Mating connector kit: CPN 685-0360-002
Mating connector P1: MIL MS3476L14-19S, CPN 359-7504-080
Strain relief: MIL MS3417-14N, CPN 359-7007-010
Fiber optic mating connector P2/P3: Ensign-Bickford CM-230-1.8, CPN 261-0054-010
Mating connector P4: MIL M39012/16-0101, CPN 357-9292-000

ICC-4004 NA

IEC-4000 NA

IOC-4000 NA

LHP-4000 Mating connector L/P1: MIL MS27484T20F35S, CPN 359-0645-200

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-20N, CPN 859-6604-160

Mating connector L/P2: MIL MS27484T18F35S, CPN 359-0645-190

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-18N, CPN 859-6604-150

Mating connector L/P3: MIL MS27484T16F35S, CPN 359-0645-040

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-16N, CPN 859-6604-140

Insertion/extraction tool: MIL M81969/14-01, CPN 359-8032-010

Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-06, CPN 359-8102-060

Mating connector L/P4: MIL MS27484T22F21S, CPN 359-0645-690

Contacts: MIL M39029/57-358, CPN 359-0608-040
Strain relief: MIL M85049/49-2-22N, CPN 859-6604-170

Insertion/extraction tool: MIL M81969/14-03, CPN 359-8032-040

Revised 1 February 2000 5-17

 maintenance 523-0776290

Table 5-3. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

Crimp tool: MIL M22520/1-01, CPN 359-8101-010

Crimp tool positioner: MIL M22520/1-04, CPN 359-8101-040

LHP-4001 Mating connector R/P1: MIL MS27484T20F35SA, CPN 359-0645-400

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-20N, CPN 859-6604-160

Mating connector R/P2: MIL MS27484T18F35SA, CPN 359-0645-210

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-18N, CPN 859-6604-150

Mating connector R/P3: MIL MS27484T16F35SA, CPN 359-0645-280

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-16N, CPN 859-6604-140

Insertion/extraction tool: MIL M81969/14-01, CPN 359-8032-010

Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-06, CPN 359-8102-060

Mating connector R/P4: MIL MS27484T22F21SA, CPN 359-0645-700

Contacts: MIL M39029/57-358, CPN 359-0608-040
Strain relief: MIL M85049/49-2-22N, CPN 859-6604-170

Insertion/extraction tool: MIL M81969/14-03, CPN 359-8032-040

Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-04, CPN 359-8101-040

LDU-4000 Mating connector P1: MIL MS27484T20F35S, CPN 359-0645-200

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-20N, CPN 859-6604-160

Mating connector P2: MIL MS27484T20F35SA, CPN 359-0645-400

Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-20N, CPN 859-6604-160

Insertion/extraction tool: MIL M81969/14-01, CPN 359-8032-010

Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-06, CPN 359-8102-060

MDC-4000 NA

PWR-4000 NA

RAC-870 Mating connector: Cannon DDMA50S-A183-FO, CPN 371-0213-050

Contacts: Cannon 031-1007-067, CPN 371-0213-110
Key: Collins 629-8339-001
Hood and latch: Positronics MD50-000-J-VL-464.5, CPN 371-0399-280
Tooling: **

RCP-65 Mating connector: Cannon DBMA25S-A183-FO, CPN 371-0213-030

Contacts: Cannon 031-1007-067, CPN 371-0213-110

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 maintenance 523-0776290

Table 5-3. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

Screw locks: Cannon D20419-120, CPN 371-0040-010

Hood: Cannon DB24659, CPN 371-0146-000
Tooling: **

RDC-4002 Mating connector: 66(-N) socket 859-1000-010, 66(-A) socket 859-1000-030, 55(-B) socket 359-0680-180
Contacts: Alumel socket 860-2911-030, Chromel socket 860-2911-040

RTA-844, Mating connector: Cannon DCMA37S-A183-FO, CPN 371-0213-040

RTA-854 Contacts: Cannon 031-1007-067, CPN 371-0213-110
Screw locks: Cannon D20419-16, CPN 371-0040-010
Hood: Cannon DC20963, CPN 371-0186-000
Tooling: **

RTU-4000 Mating connector: MIL MS27484T22F35S, CPN 359-0645-440

Contacts: MIL M39029/56-348, CPN 359-0608-130
Strain relief: MIL M85049/49-2-22N, CPN 859-6604-170
Insertion/extraction tool: MIL M81969/14-03, CPN 359-8032-040
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-04, CPN 359-8101-040

SVL-4000 Rudder servo mating connector: MIL D38999/20FD97SN, CPN (N/A)

SVO-85A Aileron servo mating connector: MIL MS3126F14-19S, CPN 359-0301-230

Contacts: MIL M39029/32-259, CPN 359-0032-020
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-02, CPN 359-8102-020

SVO-85B Elevator servo mating connector: MIL MS3126F14-19SW, CPN 359-0301-240

Contacts: MIL M39029/32-259, CPN 359-0032-020
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-02, CPN 359-8102-020

TDR-94D Mating connector kit: Collins 628-8661-001 (qty 2)

Connector: 60-pin Thinline II
Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
TNC connector: CPN 357-7351-010 (qty 2)
Tooling: *

TRE-920 TNC connector: CPN 357-7204-010 (qty 4)

TTR-920 Mating connector: ARINC 600, Cannon BKAD3-67404-55, CPN 370-0501-050

Contacts: Cannon 031-1308-000, CPN 370-0066-090 (size 12)
Insertion/extraction tool: Cannon CET 12-4, CPN not assigned
Crimp tool: MIL M22520/1-01, CPN 359-8101-010
Crimp tool positioner: MIL M22520/1-11, CPN 359-8101-120
Contacts: Cannon 031-1303-000, CPN 370-0066-080 (size 16)
Insertion/extraction tool: Cannon CET 16-9, CPN 371-8445-080

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 maintenance 523-0776290

Table 5-3. Mating Connector Hardware and Tooling.

UNIT HARDWARE/TOOLING

TTR-920 Crimp tool: MIL M22520/1-01, CPN 359-8101-010

(Cont) Crimp tool positioner: MIL M22520/1-02, CPN 359-8101-020
Contacts: Cannon 031-1302-000, CPN 370-0066-070 (size 20)
Insertion/extraction tool: Cannon CIET 20HDL, CPN 371-8445-040
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-08, CPN 359-8101-080
Contacts: Cannon 030-2259-000, CPN 370-0066-060 (size 22)
Insertion/extraction tool: Cannon CIET 22, CPN 371-8445-020
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-23, CPN 359-8101-130
TNC connector: Cannon 349-1046-000, CPN 370-0066-220 (qty 5)
Contact, coaxial RG-178: CPN 370-0055-100

VHF-422A, Mating connector kit: Collins 634-1022-001

VHF-422C Connector: 52-pin Thinline II
Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
Coax insert: Collins 372-2519-040
Tooling: *

VIR-432, Mating connector kit: Collins 634-1022-001 (qty 2)

VIR-433 Connectors: 52-pin Thinline II
Contacts: Collins 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: Collins 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
Coax inserts: Collins 372-2519-040 (qty 3)
Tooling: *

WXP-4120, Mating connector: MIL MS27484T16F26S, CPN 359-0645-550

WXP-4220 Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL MS27506F16-2, CPN 359-0637-050
Insertion/extraction tool: MIL M81969/14-01, CPN 359-8032-010
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-06, CPN 359-8102-060

* Thinline II Connector Tooling:

Insertion tool: Daniels DAK-188, CPN 359-0697-050

Extraction tool: Daniels DRK-188, CPN 359-0697-060
Crimp tool: Daniels GMT-221, CPN 359-0697-010

Coax extraction tool: Cannon CET-C6B, CPN 370-8040-030

Coax crimp tool: MIL M22520/5-01, CPN 359-8103-010
Crimp tool positioner: Daniels Y142, CPN 359-8103-050

** D-Subminiature Connector Tooling:

Insertion/extraction tool: Cannon CIET-20HD, CPN 371-8445-010

Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp tool positioner: MIL M22520/2-08, CPN 359-8102-080

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 maintenance 523-0776290

Figure 5-4 (Sheet 1 of 6) LRU Mating Connector

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Figure 5-4 (Sheet 2 of 6). LRU Mating Connectors

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Figure 5-4 (Sheet 3 of 6). LRU Mating Connectors

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 maintenance 523-0776290

Figure 5-4 (Sheet 4 of 6). LRU Mating Connectors

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 maintenance 523-0776290

Figure 5-4 (Sheet 5 of 6). LRU Mating Connectors

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Figure 5-4 (Sheet 6 of 6). LRU Mating Connectors

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 maintenance 523-0776290

5.9.1 Installation and Remova l Procedures

The following paragraphs provide instructions for installing and removing the LRU/LRM units in the Canadair
Regional Jet avionics system.

Note

To protect the finish and appearance of Collins equipment during handling and installation, some
units are shipped with a protective film/cover over the front of the unit. The EFD, CDU, and RTU
units have a piece of clear plastic film placed over the crt face. This film must be removed prior to
flight.

5.9.1.1 ICC-4004

5.9.1.1.1 IAPS Card Cage Installa tion

a. Remove airplane power.

b. Secure the ICC to the mounting surface with six mounting screws.
c. Install the IAPS modules and connect the eight mating connector cable assemblies to the LHP connec-
tors.

5.9.1.1.2 IAPS Module Installatio n

a. Remove airplane power.

b. Remove the IAPS card cage (ICC) cover.
1. The CSU-4000/4100, FCC-4000, FMC-4100/4200, IOC-4000, MDC-4000, and PWR-4000 are retained
by seating handles on each module. The handles are spring loaded to the open position to facilitate
installation. Grasp the handles and push the module straight into the card cage. Close the handles
to seat the module in the card cage. The handles are retained in the closed position by silicon rubber
bumpers on the ICC cover.
2. The IEC-4000 is retained by seating handles and two knurled screws. Grasp the handles and push
the module straight into the card cage. Close the handles to seat the module in the card cage. The
handles are retained in the closed position by silicon rubber bumpers on the ICC cover. Tighten the
knurled screws to retain the module in the card cage.
3. The LHP-4000 and LHP-4001 are retained by seating handles and two knurled screws. Grasp the
handles and push the module straight into the card cage. Close the handles to seat the module in
the card cage. The LHPs require added force to seat the modules. The handles are retained in the
closed position by silicon rubber bumpers on the ICC cover. Tighten the knurled screws to retain the
module in the card cage. Connect the mating connector cable assemblies.
c. Replace the IAPS card cage (ICC) cover.

5.9.1.1.3 IAPS Card Cage Remova l

a. Remove airplane power.

b. Disconnect the eight mating connector cable assemblies from the LHP connectors and remove the IAPS
modules.
c. Remove the six mounting screws that secure the ICC to the mounting surface.

5.9.1.1.4 IAPS Module Removal

a. Remove airplane power.

b. Remove the IAPS card cage cover.

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1. The CSU-4000/4100, FCC-4000, FMC-4100/4200, IOC-4000, MDC-4000, and PWR-4000 are retained
by seating handles on each module. Lift the handles on the selected module to the open position.
The handles are spring loaded to stay in the open position. Grasp the handles and pull the module
straight out of the card cage.
2. The IEC-4000 is retained by seating handles and two knurled screws. Remove the screws and lift
the handles to the open position. The handles are spring loaded to stay in the open position. Grasp
the handles and pull the module straight out of the card cage.
3. The LHP-4000 and LHP-4001 are retained by seating handles and two knurled screws. Remove the
four mating connector cable assemblies. Remove the screws and lift the handles to the open position.
Grasp the handles and pull the module straight out of the card cage.
c. Replace the IAPS card cage (ICC) cover.

5.9.1.2 EFD-4076

5.9.1.2.1 Installation

a. Remove airplane power.

b. Slide EFD into panel mount until mating connectors are fully engaged.
c. The EFD is installed using the integral T-handle located at the bottom of the front panel. Push the two
side catches inward to release the T-handle. The T-handle is spring loaded and pops out. Pull the han-
dle out until it is fully extended and latched. If the handle is not fully extended it may scratch the front
panel. The center pushbutton on the handle releases the latch. Turn the handle clockwise until the
mounting screw is tight.
d. Turn the handle counter-clockwise until the flat edge is on top and the handle is lined up with the
opening in the EFD. The T-handle has different top and bottom edges. The top edge is flat and the bot-
tom edge has a cutout.
e. Push the center pushbutton on the handle to release the latch, then push the T-handle into the unit un-
til the two side catches are engaged.

5.9.1.2.2 Removal

a. Remove airplane power.

b. The EFD is removed using the integral T-handle located at the bottom of the front panel. Push the two
side catches inward to release the T-handle. The T-handle is spring loaded and pops out. Pull the han-
dle out until it is fully extended and latched. If the handle is not fully extended it may scratch the front
panel. The center pushbutton on the handle releases the latch. Turn the handle counter-clockwise until
the mounting screw is free of the mount.
c. Carefully slide the EFD out of the panel mount.
d. Turn the handle until the flat edge is on top and the handle is lined up with the opening in the EFD.
The T-handle has different top and bottom edges. The top edge is flat and the bottom edge has a cutout.
e. Push the center pushbutton on the handle to release the latch, then push the T-handle into the unit un-
til the two side catches are engaged.

5.9.1.3 Panel Mounted Units

The following units are installed in the instrument panel using Dzus fasteners: ARP-4000, CDU-4100, DBU-
4000, DCP-4000, DLC-800, ECP-4000, FCP-4002, RTU-4000, WXP-4120, and WXP-4220.

5.9.1.3.1 Installation

a. Remove airplane power.

b. Connect the twist-lock connector cable assembly to the unit rear connector(s).
c. Insert the unit into the proper panel location and secure with the four Dzus fasteners.

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5.9.1.3.2 Removal

a. Remove airplane power.

b. Unlock Dzus fasteners and remove the panel from its mounting location.
c. Disconnect the twist-lock connector cable.

5.9.1.4 CTL-23/23C

5.9.1.4.1 Installation

a. Remove airplane power.

b. Connect the twist-lock connector cable assembly to the CTL rear connector.
c. Using a 3/32-Allen wrench, ensure that all three (two at bottom, one at upper right) integral turnlock
fastener actuating screws are turned fully counterclockwise until the stop nuts are contacted.
d. Insert the unit into the proper panel location.
e. After full insertion, tighten the three actuating screws with the 3/32-Allen wrench until the unit is held
firmly in place.

5.9.1.4.2 Removal

a. Remove airplane power.

b. Using a 3/32-Allen wrench, turn all three (two at bottom, one at upper right) integral turnlock fastener
actuating screws counterclockwise until the stop nuts are contacted.
c. Remove the unit from its panel mounting location.
d. Disconnect the twist-lock connector cable assembly from the CTL rear connector.

5.9.1.5 Rack Mounted LRUs

The following units are rack mounted in the avionics bay: ADC-850A, ADF-462, AHC-85E, ALT-55B, DCU-
4000, DLM-702B, DME-442, GPS-4000, TDR-94D, TTR-920, VHF-422A/422C, VIR-432/433 and CMU-900.

5.9.1.5.1 Installation

a. Remove airplane power.

b. Slide unit into mount until mating connectors are fully engaged.
c. Position knurled knobs on front of mount to engage unit holddown hooks. Tighten knurled knobs to se-
cure unit to mount. Safety-wire the knurled knobs.
d. ADC-850A only, connect the pitot and static pneumatic fittings.

5.9.1.5.2 Removal

a. Remove airplane power.

b. ADC-850A only, disconnect the pitot and static pneumatic fittings.
c. Remove safety wire, and loosen knurled knobs that secure unit to mount.
d. Slide the unit straight out to disconnect it from mount connectors.

5.9.1.6 Special Mounts

5.9.1.6.1 FDU-70 Installation

a. Remove airplane power.

b. Secure the FDU to the mounting surface with three nonmagnetic mounting screws.
c. Connect the mating connector cable assembly to the FDU pendant cable connector.

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 maintenance 523-0776290

5.9.1.6.2 FDU-70 Removal

a. Remove airplane power.
b. Disconnect the mating connector cable assembly from the FDU pendant cable connector.
c. Remove the three mounting screws that secure the FDU to the mounting surface.

5.9.1.6.3 LDU-4000 Installation

a. Remove airplane power.
b. Secure the LDU to the mounting surface with six mounting screws.
c. Connect the two mating connector cable assemblies to the LDU connectors.

5.9.1.6.4 LDU-4000 Removal

a. Remove airplane power.
b. Disconnect the two mating connector cable assemblies from the LDU connectors.
c. Remove the six mounting screws that secure the LDU to the mounting surface.

5.9.1.6.5 RAC-870 Installation

a. Remove airplane power.
b. Slide RAC into mount, ensuring that lip at rear of RAC is under raised angle at rear of mount.
c. Ensure that latching bar at front of mount is over lip at front of RAC and tighten screw until the RAC is
secured in mount.
d. Connect the mating connector cable to the front of the RAC and secure the latch.

5.9.1.6.6 RAC-870 Removal

a. Remove airplane power.
b. Disconnect the mating connector cable assembly from the connector on the front of the RAC.
c. Loosen screw until the RAC can be removed from mount.

5.9.1.6.7 RCP-65 Installation

a. Remove airplane power.
b. Secure the RCP to the mounting surface with four mounting screws.
c. Connect the mating connector cable assembly to the RCP rear connector.

5.9.1.6.8 RCP-65 Removal

a. Remove airplane power.
b. Disconnect the mating connector cable assembly from the RCP rear connector.
c. Remove the four mounting screws that secure the RCP to the mounting surface.

5.9.1.6.9 HF-9031A Installation

a. Remove airplane power.
b. Slide transceiver into mount, ensuring that lip on rear of unit engages holddown flange on mount.
c. Engage front holddown clamps on mount with clips on transceiver (hand tighten wingnuts).
d. Connect control cable to J1 on front of transceiver.
e. Connect power cable to J4 on front of transceiver.
f. Connect fiber-optic cables to J2 (rcv) and J3 (xmt) on front of transceiver. Safety wire as required.
g. Connect rf coaxial cable to J5 on front of transceiver.

5.9.1.6.10 HF-9031A Removal

a. Remove airplane power.
b. Disconnect rf coaxial cable from J5 on front of transceiver.

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 maintenance 523-0776290

c. Disconnect fiber-optic cables from J2 (rcv) and J3 (xmt) on front of transceiver.

d. Disconnect power cable from J4 on front of transceiver.
e. Disconnect control cable from J1 on front of transceiver.
f. Disengage front holddown clamps on mount from clips on transceiver.
g. Slide transceiver out of mount.

5.9.1.6.11 HF-9041 Installation

a. Remove airplane power.

b. Connect antenna feedline to rear coax connector and slide antenna coupler into mount. Be sure lip on
rear of unit engages holddown flange on mount.
c. Engage front holddown clamps on mount with clips on antenna coupler (hand tighten wingnuts).
d. Connect power cable to J1 on front of antenna coupler.
e. Connect fiber-optic cables to J2 (rcv) and J3 (xmt) on front of antenna coupler. Safety wire as required.
f. Connect rf coaxial cable to J4 on front of antenna coupler.

5.9.1.6.12 HF-9041 Removal

a. Remove airplane power.

b. Disconnect rf coaxial cable from J4 on front of antenna coupler.
c. Disconnect fiber-optic cables from J2 (rcv) and J3 (xmt) on front of antenna coupler.
d. Disconnect power cable from J1 on front of antenna coupler.
e. Disengage front holddown clamps on mount with clips on antenna coupler (hand tighten wingnuts).
f. Slide antenna coupler out of mount and disconnect antenna feedline from rear coax connector.

5.9.1.6.13 APM-900 Removal

a. Remove airplane power.

b. Loosen two screws securing connector to module and disconnect the mating connector.
c. Loosen and remove the two mounting screws that secure the unit to the mounting base.

5.9.1.6.14 APM-900 Installation

a. Position unit on its mounting base and align mounting holes.

b. Insert two hold-down screws into the mounting holes and tighten until the APM is secured.
c. Secure APM connector P1 to the mounting base using two screws and locking hardware.

5.9.1.6.15 RDC-4002 Removal

a. Disconnect the mating connector assemblies from the front connectors.

b. Remove six screws and washers securing the RDC.

5.9.1.6.16 RDC-4002 Installation

a. Position RDC and align mounting holes.

b. Install six screws and washers to secure the RDC.
c. Connect three mating connectors to front connectors on the RDC.

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This page intentionally blank.

Revised 1 February 2000 5-32

 maintenance 523-0776290

5.10 DIAGNOSTIC DESCRIP TION

Built-in system diagnostics monitor reporting LRUs in the avionics system and display both dynamic status
reports and recorded fault history logs. The following paragraphs describe the various diagnostic functions.
Use these diagnostics to test and troubleshoot the avionics system. The technician should become familiar
with the capabilities of the diagnostic system before starting the LRU fault isolation procedures provided later
in this manual.
Figure 5-5 shows a flow diagram of the diagnostic configuration. The technician selects the MFD MAINTE-
NANCE MENU by setting the remote maintenance switch to the MFD 1 or MFD 2 position. The remote main-
tenance switch is located on the bulkhead behind the pilot’s seat. Selecting MFD 1 or MFD 2 position applies a
ground to the DCP, which encodes the maintenance word onto the MFD mode word. The MAINTENANCE
MENU page is displayed on the MFD. This request for the MDC-4000 to transmit diagnostic display informa-
tion is coded onto the MFD mode word and transmitted on the MFD-1 bus to the IOC data concentrators.
The MDC-4000 Maintenance Diagnostic Computer receives the request for diagnostics through the IOC data
concentrators. The MDC computer handles the primary system diagnostics; the FCC computers handle flight
control system (FCS) diagnostic functions.
The MDC computer routinely monitors individual LRU diagnostic words on the four IOC-4 buses from the
IAPS data concentrators. The MDC internally compiles a maintenance file for each reporting LRU, and stores
these files in nonvolatile memory. When a request for diagnostics is received, the MDC processes the appro-
priate information and transmits page formatted display data on the L-MDC-2 dedicated ARINC 429 high-
speed bus to the MFD. The maintenance data can be stored on a diskette. The MDC downloads the mainte-
nance files on the L-MDC-3 dedicated RS-422 bus to the DBU-4000 or DBU-4001 Data Base Unit.
The FCC computers monitor LRU input data on the four IOC-3 buses from the concentrators. The two FCCs
function together to operate the FCS diagnostic modes, but only one FCC transmits display data to the MFD.
A blue arrow on the MFD shows which FCC is sourcing the FCS diagnostic display. When a request for diag-
nostics is received, each FCC processes the appropriate left- or right-side diagnostic information and transmits
this data to the cross-side FCC. The selected FCC then transmits left- and right-side ASCII display data on
the L-FCC-1 (or R-FCC-1) high-speed bus to the IOCs. This FCS diagnostic display data is supplied to the
MFD on four IOC-1 buses.

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 maintenance 523-0776290

Figure 5-5. Diagnostic Configuration

Revised 1 February 2000 5-34

 maintenance 523-0776290

5.10.1 Maintenance Menu

Refer to Figure 5-6. Access the diagnostic modes as described below. Detailed mode descriptions are provided
later in this manual.

ENTER DIAGNOSTICS:

a. Apply power to all avionics systems. Wait 5 minutes so the system can stabilize.

b. Set the remote maintenance switch (located behind the pilot’s seat) to the MFD 1 or MFD 2 position.
The MAINTENANCE MENU page is displayed on the selected MFD.

1. Position the cursor on the LRU STATUS line using the DCP BRG buttons. Push the DCP RDR but-
ton to select the LRU STATUS page and display a list of failed LRUs.

This page(s) displays a dynamic readout of each failed avionics LRU and the operational status
of that LRU (OVERHEAT, FAILED, OFF/NO OUTPUT, LRU OK/INFO, DEFERRED MAINT,
MAINTENANCE, or blank).

2. Position the cursor on the LRU FAULT HISTORY line. Push the DCP RDR button to select the LRU
FAULT HISTORY page and display fault logs of recent flights.

Each page lists only LRUs that failed while the aircraft is airborne or within 30 seconds after
touchdown. The failed LRUs appear on the LRU STATUS page. Each entry lists the LRU name,
flight leg, detected fault, corresponding time/date, and diagnostic word. Up to 400 faults may be
stored.

3. Position the cursor on the LRU DIAGNOSTIC DATA line. Push the DCP RDR button to select the
LRU DIAGNOSTIC DATA page and display LRU diagnostic words.

These pages display a dynamic readout of the operational status and the diagnostic word re-
ceived from every reporting LRU.

4. Position the cursor on the FCC DIAGNOSTICS line. Push the DCP RDR button to access the flight
control system diagnostics. The MFD displays instructions to enter the FCS diagnostics.

Input mode, report mode, and output mode diagnostic pages may be displayed. These diagnos-
tics monitor inputs to the FCC computers, report internal FCC parameters, and display selected
FCC outputs. The MFD displays instructions to use and exit the FCC diagnostic modes.

5. Position the cursor to select the ENGINE EXCEEDANCE HISTORY, ENGINE TREND HISTORY,
LIFE CYCLE DATA, PILOT DATA DOWNLOAD, DISK OPERATIONS, CLOCK SET OPERATION,
AIRCRAFT IDENT SET OPERATION, or CONFIGURATION STRAPPING UNIT. Push the DCP RDR
button to access the selected diagnostic page.

EXIT DIAGNOSTICS:

a. Push the DCP TFC button to return to the MAINTENANCE MENU page. Set the remote maintenance
switch to the center (normal) position.

Revised 1 February 2000 5-35

 maintenance 523-0776290

Figure 5-6. Maintenance Menu Page

Revised 1 February 2000 5-36

 maintenance 523-0776290

5.10.2 LRU Status

VIEW LRU STATUS PAGE:

a. Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
b. Position the cursor on the LRU STATUS line using the DCP BRG buttons.
c. Push the DCP RDR button to select the LRU STATUS page.
EXIT:
a. Push the DCP TFC button to return to the MAINTENANCE MENU page.
b. Set the remote maintenance switch to the center (normal) position.
The LRU STATUS page displays a list of currently non-functioning direct, indirect, and internal reporting
LRUs (refer to Figure 5-7). This is a dynamic display that updates as fault conditions appear or clear. “NO
FAULTS” annunciates if all reporting units are functioning normally. Refer to for a complete listing of fault
messages.

Note

Faults display on this page between 0 and 30 seconds after they are detected. This time delay pre-
vents nuisance display of transient conditions.

This list is organized into pages that contain up to six LRU data entries per page. When more than one page
exists, use the DCP BRG buttons to scroll between pages. Push the DCP BRG2 button to display the next LRU
STATUS page; push the DCP BRG1 button to display the previous page. Page numbers display in the upper
right of the screen.

Refer to Figure 5-7. The LRU STATUS page consists of the radar mode line (top line), the MFD mode instruc-
tion line (bottom line), a LRU/FAULT MESSAGE column, and a STATUS column.

The radar mode line annunciates the RTA operating mode; TCAS messages may annunciate below this line by
the right edge of the display. The MFD mode line labels the functions of DCP buttons.
Push the DCP BRG1 button to display the previous LRU STATUS page.
Push the DCP BRG2 button to display the next LRU STATUS page.
Push the DCP TFC button to return to the MAINTENANCE MENU page.
The LRU/FAULT MESSAGE column names each malfunctioning unit and a description of the diagnosed fault.
The STATUS column describes each failure condition. Three data fields show current information for each en-
try.
The LRU field names the unit that is currently diagnosed as nonfunctional. Each unit is a probable failed
LRU, but check the STATUS field before taking any action. The FAULT MESSAGE field presents a “plain
english” description of the problem. Refer to Table 5-4 for a complete listing of fault messages.

The STATUS field shows FAILED, OFF/NO OUTPUT, OVERHEAT, LRU OK/INFO, DEFERRED MAINT,
MAINTENANCE, or (blank) conditions. The FAILED condition means that the diagnostics suspect a LRU
failure; replace this LRU with a known good unit. The OFF/NO OUTPUT condition means that no diagnostic
words are received from that LRU; check that power is applied to the unit before taking further action. The
OVERHEAT condition means that a LRU is overheating; check the fan/cooling system for that unit. The LRU
OK/INFO condition means the LRU is good and appears on the status page to record an event, such as a yaw
damper disengagement. The DEFERRED MAINT condition means the LRU is good but maintenance such as
replacing a low battery will soon be required. The MAINTENANCE condition means the LRU requires main-
tenance.

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 maintenance 523-0776290

Figure 5-7. LRU Status Page

Revised 1 February 2000 5-38

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Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

ADC1 1 Off/No Output NO OUTPUT 5

ADC1 2 Off/No Output NO OUTPUT 5
ADC1 3 Failed CK CONFIG STRAPS 5
ADC1 4 Failed VAR CIRCUITRY 10
ADC1 5 Failed NO L-ADC-1 OUT 30
ADC1 6 Failed NO L-ADC-1 OUT 30
ADC1 7 Failed NO L-ADC-1 OUT 30
ADC1 8 Failed NO L-ADC-2 OUT 30
ADC1 9 Failed NO L-ADC-2 OUT 30
ADC1 10 Failed NO L-ADC-2 OUT 30
ADC1 11 Failed NO L-ADC-3 OUT 30
ADC1 12 Failed NO L-ADC-3 OUT 30
ADC1 13 Failed NO L-ADC-3 OUT 30
ADC1 14 Failed NO XSIDE BUS OUT 30
ADC1 15 Failed NO LA-GP-1 IN 30
ADC1 16 Failed TEMP PROBE I/O 30
ADC1 17 Failed BATTERY FAIL 30
ADC-2 1 Off/No Output NO OUTPUT 5
ADC-2 2 Off/No Output NO OUTPUT 5
ADC-2 3 Failed CK CONFIG STRAPS 5
ADC-2 4 Failed VAR CIRCUITRY 10
ADC-2 5 Failed NO R-ADC-1 OUT 30
ADC-2 6 Failed NO R-ADC-1 OUT 30
ADC-2 7 Failed NO R-ADC-1 OUT 30
ADC-2 8 Failed NO R-ADC-2 OUT 30
ADC-2 9 Failed NO R-ADC-2 OUT 30
ADC-2 10 Failed NO R-ADC-2 OUT 30
ADC-2 11 Failed NO R-ADC-3 OUT 30
ADC-2 12 Failed NO R-ADC-3 OUT 30
ADC-2 13 Failed NO R-ADC-3 OUT 30
ADC-2 14 Failed NO XSIDE BUS OUT 30
ADC-2 15 Failed NO RA-GP-1 IN 30
ADC-2 16 Failed TEMP PROBE I/O 30
ADC-2 17 Failed BATTERY FAIL 30
ADF-1 1 Off/No Output NO BUS TO IOC 5
ADF-1 2 Failed VAR CIRCUITRY 10
ADF-1 3 Failed NO L-RTU-2 IN 30
ADF-1 4 Failed NO R-RTU-1 IN 30

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Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

ADF-2 1 Off/No Output NO BUS TO IOC 5

ADF-2 2 Failed VAR CIRCUITRY 10
ADF-2 3 Failed NO R-RTU-2 IN 30
ADF-2 4 Failed NO L-RTU-1 IN 30
AHC-1 1 Off/No Output NO OUTPUT 5
AHC-1 2 Failed VAR CIRCUITRY 10
AHC-1 3 Failed NO L-AHC-1 OUT 30
AHC-1 4 Failed NO L-AHC-2 OUT 30
AHC-1 5 Failed NO L-AHC-2 OUT 30
AHC-1 6 Failed NO L-AHC-2 OUT 30
AHC-1 7 Failed NO L-AHC-2 OUT 30
AHC-1 8 Failed NO L-AHC-2 OUT 30
AHC-1 9 Failed NO L-AHC-3 OUT 30
AHC-1 10 Failed NO L-ADC-2 IN 30
AHC-1 11 Failed NO L-ADC-2 IN 30
AHC-1 12 Failed NO L-ADC-2 IN 30
AHC-2 1 Off/No Output NO OUTPUT 5
AHC-2 2 Failed VAR CIRCUITRY 10
AHC-2 3 Failed NO R-AHC-1 OUT 30
AHC-2 4 Failed NO R-AHC-2 OUT 30
AHC-2 5 Failed NO R-AHC-2 OUT 30
AHC-2 6 Failed NO R-AHC-2 OUT 30
AHC-2 7 Failed NO R-AHC-2 OUT 30
AHC-2 8 Failed NO R-AHC-2 OUT 30
AHC-2 9 Failed NO R-AHC-3 OUT 30
AHC-2 10 Failed NO R-ADC-2 IN 30
AHC-2 11 Failed NO R-ADC-2 IN 30
AHC-2 12 Failed NO R-ADC-2 IN 30
ARP-1 1 Failed NO L-ARP-1 OUT 30
ARP-2 1 Failed NO R-ARP-1 OUT 30
BTMS (DCU-1) 1 Off/No Output NO OUTPUT TO DCU 20
CDU-1 3 Off/No Output NO OUTPUT 5
CDU-1 2 Failed VAR CIRCUITRY 10
CDU-1 3 Off/No Output NO L-CDU-1 OUT 30
CDU-2 1 Off/No Output NO OUTPUT 5
CDU-2 2 Failed VAR CIRCUITRY 10
CDU-2 3 Off/No Output NO R-CDU-1 OUT 30
CFMS 1 Off/No Output NO OUTPUT TO DCU 10

Revised 1 February 2000 5-40

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

CFMS 2 Off/No Output CFMS SENSOR FAIL 30

CPAM (DCU-1) 1 Off/No Output NO OUTPUT TO DCU 10
CPAM (DCU-1) 2 Failed VAR CIRCUITRY 20
CPC-1 (DCU-1) 1 Off/No Output NO OUTPUT TO DCU 20
CPC-1 (DCU-1) 2 Failed VAR CIRCUITRY 20
CPC-2 (DCU-2 1 Off/No Output NO OUTPUT TO DCU 20
CPC-2 (DCU-2) 2 Failed VAR CIRCUITRY 20
CSU-1 1 Failed A/C TYPE ERROR 45
CSU-1 2 Failed WORD 0/1 PARITY 45
CSU-1 3 Failed CSU 1/2 MISCOMP 5
CSU-2 1 Failed A/C TYPE ERROR 45
CSU-2 2 Failed WORD 0/1 PARITY 45
CTL 1 Off/No Output NO TX-2 TO VIR 1 5
DBU 1 Off/No Output NO OUTPUT 5
DBU 2 Failed VAR CIRCUITRY 10
DBU 3 Failed REC DATA ERROR 10
DCP-1 1 Off/No Output NO OUTPUT 5
DCP-1 2 Off/No Output NO OUTPUT 5
DCP-1 3 Off/No Output NO OUTPUT 5
DCP-1 4 Failed VAR CIRCUITRY 30
DCP-1 5 Failed NO L-DCP-1 OUT 30
DCP-1 6 Failed NO L-DCP-1 OUT 30
DCP-1 7 Failed NO L-DCP-2 OUT 30
DCP-1 8 Failed NO L-DCP-2 OUT 30
DCP-1 10 Failed NO L-MFD-1 IN 30
DCP-1 11 Failed NO L-PFD-1 IN 30
DCP-2 1 Off/No Output NO OUTPUT 5
DCP-2 2 Off/No Output NO OUTPUT 5
DCP-2 3 Off/No Output NO OUTPUT 5
DCP-2 4 Failed VAR CIRCUITRY 30
DCP-2 5 Failed NO R-DCP-1 OUT 30
DCP-2 6 Failed NO R-DCP-1 OUT 30
DCP-2 7 Failed NO R-DCP-2 OUT 30
DCP-2 8 Failed NO R-DCP-2 OUT 30
DCP-2 10 Failed NO R-MFD-1 IN 30
DCP-2 11 Failed NO R-PFD-1 IN 30
DCU-1 1 Off/No Output NO OUTPUT 5
DCU-1 2 Failed VAR CIRCUITRY 10

Revised 1 February 2000 5-41

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

DCU-1 3 Failed NO L-DCU-2 OUT 30

DCU-1 4 Failed NO L-DCU-2 OUT 30
DCU-1 5 Failed NO L-DCU-2 OUT 30
DCU-1 6 Failed NO L-DCU-7 OUT 30
DCU-1 7 Failed NO L-DCU-6 OUT 30
DCU-1 8 Failed NO L-DCU-3 OUT 30
DCU-1 9 Failed NO L-DCU-3 OUT 30
DCU-1 10 Failed NO L-DCU-3 OUT 30
DCU-1 11 Failed NO L-DCU-5 OUT 30
DCU-1 12 Failed NNO L-DCU-5 OUT 30
DCU-1 13 Failed NO R-DCU-5 IN 30
DCU-1 14 Failed NO C-DCU-5 IN 30
DCU-1 15 Failed NO L-AHC-3 IN 30
DCU-1 16 Failed NO L-IRS-3 IN 30
DCU-1 17 Failed NO L-AHC-3 IN 30
DCU-1 18 Failed NO L-IRS-3 IN 30
DCU-1 19 Failed NO R-AHC-3 IN 30
DCU-1 20 Failed NO R-IRS-3 IN 30
DCU-1 21 Failed NO R-AHC-3 IN 30
DCU-1 22 Failed NO R-IRS-3 IN 30
DCU-1 23 Failed NO CPC-1 IN 30
DCU-1 24 Failed NO CPC-1 IN 30
DCU-1 25 Failed NO CPC-2 IN 30
DCU-1 26 Failed NO CPC-2 IN 30
DCU-1 27 Failed NO LA-GP-5 IN 30
DCU-1 28 Failed NO LA-GP-5 IN 30
DCU-1 29 Failed NO LB-GP-5 IN 30
DCU-1 30 Failed NO LB-GP-5 IN 30
DCU-1 31 Failed NO RA-GP-5 IN 30
DCU-1 32 Failed NO RA-GP-5 IN 30
DCU-1 33 Failed NO RB-GP-5 IN 30
DCU-1 34 Failed NO RB-GP-5 IN 30
DCU-1 35 Failed APU INPUT FAULT 30
DCU-1 36 Failed APU INPUT FAULT 30
DCU-1 37 Failed NO BTMS IN 30
DCU-1 38 Failed NO BTMS IN 30
DCU-1 39 Failed NO CPAM IN 30
DCU-1 40 Failed NO CPAM IN 30

Revised 1 February 2000 5-42

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

DCU-1 41 Failed FDR INTERFACE 30

DCU-1 42 Failed NO FQGC-1 IN 30
DCU-1 43 Failed NO FQGC-1 IN 30
DCU-1 44 Failed NO FQGC-2 IN 30
DCU-1 45 Failed NO FQGC-2 IN 30
DCU-1 46 Failed NO GPWS-1 IN 30
DCU-1 47 Failed NO GPWS-1 IN 30
DCU-1 48 Failed NO HSTCU IN 30
DCU-1 49 Failed NO HSTCU IN 30
DCU-1 50 Failed NO PSEU-1 IN 30
DCU-1 51 Failed NO PSEU-1 IN 30
DCU-1 52 Failed NO PSEU-2 IN 30
DCU-1 53 Failed NO PSEU-2 IN 30
DCU-1 54 Failed NO SECU-1 IN 30
DCU-1 55 Failed NO SECU-1 IN 30
DCU-1 56 Failed NO SECU-2 IN 30
DCU-1 57 Failed NO SECU-2 IN 30
DCU-1 58 Failed NO SPC-1 IN 30
DCU-1 59 Failed NO SPC-1 IN 30
DCU-1 60 Failed NO SPC-2 IN 30
DCU-1 61 Failed NO SPC-2 IN 30
DCU-1 62 LRU OK/INFO PROC CYCLE SLIP 5
DCU-1 63 Failed NO RDC-1 IN 30
DCU-1 64 Failed NO CFMS IN 30
DCU-2 1 Off/No Output NO OUTPUT 5
DCU-2 2 Failed VAR CIRCUITRY 10
DCU-2 3 Failed NO R-DCU-2 OUT 30
DCU-2 4 Failed NO R-DCU-2 OUT 30
DCU-2 5 Failed NO R-DCU-2 OUT 30
DCU-2 6 Failed NO R-DCU-7 OUT 30
DCU-2 7 Failed NO R-DCU-6 OUT 30
DCU-2 8 Failed NO R-DCU-3 OUT 30
DCU-2 9 Failed NO R-DCU-3 OUT 30
DCU-2 10 Failed NO R-DCU-3 OUT 30
DCU-2 11 Failed NO R-DCU-5 OUT 30
DCU-2 12 Failed NO R-DCU-5 OUT 30
DCU-2 13 Failed NO L-DCU-5 IN 30
DCU-2 14 Failed NO C-DCU-5 IN 30

Revised 1 February 2000 5-43

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

DCU-2 15 Failed NO L-AHC-3 IN 30

DCU-2 16 Failed NO L-IRS-3 IN 30
DCU-2 17 Failed NO L-AHC-3 IN 30
DCU-2 18 Failed NO L-IRS-3 IN 30
DCU-2 19 Failed NO R-AHC-3 IN 30
DCU-2 20 Failed NO R-IRS-3 IN 30
DCU-2 21 Failed NO R-AHC-3 IN 30
DCU-2 22 Failed NO R-IRS-3 IN 30
DCU-2 23 Failed NO CPC-1 IN 30
DCU-2 24 Failed NO CPC-1 IN 30
DCU-2 25 Failed NO CPC-2 IN 30
DCU-2 26 Failed NO CPC-2 IN 30
DCU-2 27 Failed NO LA-GP-5 IN 30
DCU-2 28 Failed NO LA-GP-5 IN 30
DCU-2 29 Failed NO LB-GP-5 IN 30
DCU-2 30 Failed NO LB-GP-5 IN 30
DCU-2 31 Failed NO RA-GP-5 IN 30
DCU-2 32 Failed NO RA-GP-5 IN 30
DCU-2 33 Failed NO RB-GP-5 IN 30
DCU-2 34 Failed NO RB-GP-5 IN 30
DCU-2 35 Failed APU INPUT FAULT 30
DCU-2 36 Failed APU INPUT FAULT 30
DCU-2 37 Failed NO BTMS IN 30
DCU-2 38 Failed NO BTMS IN 30
DCU-2 39 Failed NO CPAM IN 30
DCU-2 40 Failed NO CPAM IN 30
DCU-2 41 Failed FDR INTERFACE 30
DCU-2 42 Failed NO FQGC-1 IN 30
DCU-2 43 Failed NO FQGC-1 IN 30
DCU-2 44 Failed NO FQGC-2 IN 30
DCU-2 45 Failed NO FQGC-2 IN 30
DCU-2 46 Failed NO GPWS-1 IN 30
DCU-2 47 Failed NO GPWS-1 IN 30
DCU-2 48 Failed NO HSTCU IN 30
DCU-2 49 Failed NO HSTCU IN 30
DCU-2 50 Failed NO PSEU-1 IN 30
DCU-2 51 Failed NO PSEU-1 IN 30
DCU-2 52 Failed NO PSEU-2 IN 30

Revised 1 February 2000 5-44

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

DCU-2 53 Failed NO PSEU-2 IN 30

DCU-2 54 Failed NO SECU-1 IN 30
DCU-2 55 Failed NO SECU-1 IN 30
DCU-2 56 Failed NO SECU-2 IN 30
DCU-2 57 Failed NO SECU-2 IN 30
DCU-2 58 Failed NO SPC-1 IN 30
DCU-2 59 Failed NO SPC-1 IN 30
DCU-2 60 Failed NO SPC-2 IN 30
DCU-2 61 Failed NO SPC-2 IN 30
DCU-2 62 LRU OF/INFO PROC CYCLE SLIP 5
DCU-2 63 Failed NO RDC-1 IN 30
DCU-2 64 Failed NO CFMS IN 30
DCU-3 1 Off/No Output NO OUTPUT 5
DCU-3 2 Failed VAR CIRCUITRY 30
DCU-3 3 Failed NO C-DCU-2 OUT 30
DCU-3 4 Failed NO C-DCU-2 OUT 30
DCU-3 5 Failed NO C-DCU-2 OUT 30
DCU-3 6 Failed NO C-DCU-7 OUT 30
DCU-3 7 Failed NO C-DCU-6 OUT 30
DCU-3 8 Failed NO C-DCU-5 OUT 30
DCU-3 9 Failed NO L-DCU-5 IN 30
DCU-3 10 Failed NO R-DCU-5 IN 30
DCU-3 11 Failed NO L-AHC-3 IN 30
DCU-3 12 Failed NO L-IRS-3 IN 30
DCU-3 13 Failed NO L-AHC-3 IN 30
DCU-3 14 Failed NO L-IRS-3 IN 30
DCU-3 15 Failed NO R-AHC-3 IN 30
DCU-3 16 Failed NO R-IRS-3 IN 30
DCU-3 17 Failed NO R-AHC-3 IN 30
DCU-3 18 Failed NO R-IRS-3 IN 30
DCU-3 19 Failed NO CPC-1 IN 30
DCU-3 20 Failed NO CPC-1 IN 30
DCU-3 21 Failed NO CPC-2 IN 30
DCU-3 22 Failed NO CPC-2 IN 30
DCU-3 23 Failed NO LA-GP-5 IN 30
DCU-3 24 Failed NO LA-GP-5 IN 30
DCU-3 25 Failed NO LB-GP-5 IN 30
DCU-3 26 Failed NO LB-GP-5 IN 30

Revised 1 February 2000 5-45

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

DCU-3 27 Failed NO RA-GP-5 IN 30

DCU-3 28 Failed NO RA-GP-5 IN 30
DCU-3 29 Failed NO RB-GP-5 IN 30
DCU-3 30 Failed NO RB-GP-5 IN 30
DCU-3 31 Failed APU INPUT FAULT 30
DCU-3 32 Failed APU INPUT FAULT 30
DCU-3 33 Failed NO BTMS IN 30
DCU-3 34 Failed NO BTMS IN 30
DCU-3 35 Failed NO CPAM IN 30
DCU-3 36 Failed NO CPAM IN 30
DCU-3 37 Failed FDR INTERFACE 30
DCU-3 38 Failed NO FQGC-1 IN 30
DCU-3 39 Failed NO FQGC-1 IN 30
DCU-3 40 Failed NNO FQGC-2 IN 30
DCU-3 41 Failed NO FQGC-2 IN 30
DCU-3 42 Failed NO GPWS-1 IN 30
DCU-3 43 Failed NO GPWS-1 IN 30
DCU-3 44 Failed NO HSTCU IN 30
DCU-3 45 Failed NO HSTCU IN 30
DCU-3 46 Failed NO PSEU-1 IN 30
DCU-3 47 Failed NO PSEU-1 IN 30
DCU-3 48 Failed NO PSEU-2 IN 30
DCU-3 49 Failed NO PSEU-2 IN 30
DCU-3 50 Failed NO SECU-1 IN 30
DCU-3 51 Failed NO SECU-1 IN 30
DCU-3 52 Failed NO SECU-2 IN 30
DCU-3 53 Failed NO SECU-2 IN 30
DCU-3 54 Failed NO SPC-1 IN 30
DCU-3 55 Failed NO SPC-1 IN 30
DCU-3 56 Failed NO SPC-2 IN 30
DCU-3 57 Failed NO SPC-2 IN 30
DCU-3 58 Failed PROC CYCLE SLIP 5
DME-1 2 Off/No Output NO BUS TO IOC 5
DME-1 3 Failed VAR CIRCUITRY 10
DME-1 4 Failed NO L-DME-2 OUT 30
DME-1 5 Failed NO L-DME-2 OUT 30
DME-1 6 Failed NO L-RTU-2 IN 30
DME-1 7 Failed NO R-RTU-1 IN 30

Revised 1 February 2000 5-46

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

DME-2 2 Off/No Output NO BUS TO IOC 5

DME-2 3 Failed VAR CIRCUITRY 10
DME-2 6 Failed NO R-RTU-2 IN 30
DME-2 7 Failed NO L-RTU-1 IN 30
ECP 1 Off/No Output NO OUTPUT 5
ECP 2 Failed VAR CIRCUITRY 30
ECP 3 Failed NO ECP-1 OUT 30
ECP 4 Failed NO ECP-1 OUT 30
ECP 5 Failed NO ECP-1 OUT 30
ECP 6 Failed NO ECP-2 OUT 30
ECP 7 Failed NO ECP-2 OUT 30
ECP 8 Failed NO ECP-2 OUT 30
EICAS DISP1 1 Off/No Output NO BUS TO IOC 5
EICAS DISP1 2 Failure VAR CIRCUITRY 10
EICAS DISP1 3 Failure NO L-DCU-3 IN 30
EICAS DISP1 4 Failure NO R-DCU-3 IN 30
EICAS DISP1 8 Failure NO L-DCU-2 IN 30
EICAS DISP1 9 Failure NO R-DCU-2 IN 30
EICAS DISP1 10 Failure NO C-DCU-2 IN 30
EICAS DISP1 11 Failure NO ECP-1 IN 30
EICAS DISP2 1 Off/No Output NO BUS TO IOC 5
EICAS DISP2 2 Failed VAR CIRCUITRY 10
EICAS DISP2 3 Failed NO L-DCU-3 IN 30
EICAS DISP2 4 Failed NO R-DCU-3IN 30
EICAS DISP2 8 Failed NO L-DCU-2 IN 30
EICAS DISP2 9 Failed NO R-DCU-2 IN 30
EICAS DISP2 10 Failed NO C-DCU-2 IN 30
EICAS DISP2 11 Failed NO ECP-2 IN 30
FCC-1 1 Off/No Output NO BUS TO IOC 5
FCC-1 2 Failed VAR CIRCUITRY 10
FCC-1 3 Failed PITCH TRIM SYST 30
FCC-1 4 Failed NO XSIDE BUS OUT 30
FCC-1 5 Failed NO L-AHC-1 IN 30
FCC-1 6 Failed NO L-IRS-1 IN 30
FCC-2 1 Off/No Output NO BUS TO IOC 5
FCC-2 2 Failed VAR CIRCUITRY 10
FCC-2 3 Failed PITCH TRIM SYST 30
FCC-2 4 Failed NO XSIDE BUS OUT 30

Revised 1 February 2000 5-47

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

FCC-2 5 Failed NO R-AHC-1 IN 30

FCC-2 6 Failed NO R-IRS-1 IN 30
FCP 1 Off/No Output NO OUTPUT 5
FCP 2 Failed BAD FCP-FCC1 I/O 30
FCP 3 Failed BAD FCP-FCC2 I/O 30
FLUX DETECTOR 1 1 Failed FLUX DATA TO AHC 30
FLUX 1 Failed FLUX DATA TO AHC 30
DETECTOR 2
FMC1 1 Off/No Output NO OUTPUT 5
FMC1 2 Off/No Output NO OUTPUT 5
FMC1 3 Failed IVAR CIRCUITRY 5
FMC1 4 Failed REPLACE BATTERY 5
FMC1 5 Failed NO BUS TO IOC 5
FMC1 6 Failed NO L-FMC-2 OUT 30
FMC1 7 Failed NO L-FMC-3 OUT 30
FMC1 8 Failed NO XSIDE BUS OUT 30
FMC1 9 Failed NO DBU INPUT 30
FMC1 10 Failed NO L-FMC-5 OUT 30
FMC1 11 Failed NO L-FMC-6 OUT 30
FMC1 12 Failed NO LA-IOC-4 IN 30
FMC1 13 Failed NO LA-IOC-4 IN 30
FMC1 14 Failed NO LB-IOC-4 IN 30
FMC1 15 Failed NO LB-IOC-4 IN 30
FMC1 16 Failed NO RA-IOC-4 IN 30
FMC1 17 Failed NO RA-IOC-4 IN 30
FMC1 18 Failed NO RB-IOC-4 IN 30
FMC1 19 Failed NO RB-IOC-4 IN 30
FMC1 20 Failed NO L-CDU-1 IN 30
FMC-2 1 Off/No Output NO OUTPUT 5
FMC-2 2 Off/No Output NO OUTPUT 5
FMC-2 3 Failed VAR CIRCUITRY 5
FMC-2 4 Failed REPLACE BATTERY 30
FMC-2 5 Failed NO BUS TO IOC 30
FMC-2 6 Failed NO R-FMC-2 OUT 30
FMC-2 7 Failed NO R-FMC-3 OUT 30
FMC-2 8 Failed NO XSIDE BUS OUT 30
FMC-2 9 Failed NO DBU INPUT 30
FMC-2 10 Failed NO R-FMC-5 OUT 30
FMC-2 11 Failed NO R-FMC-6 OUT 30

Revised 1 February 2000 5-48

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

FMC-2 12 Failed NO LA-IOC-4 IN 30

FMC-2 13 Failed NO LB-IOC-4 IN 30
FMC-2 14 Failed NO RA-IOC-4 IN 30
FMC-2 15 Failed NO RB-IOC-4 IN 30
FMC-2 16 Failed NO R-CDU-1 IN 30
FQGC-1 1 Off/No Output NO FQGC-1 OUT 20
FQGC-1 2 Computer Fail COMPUTER FAIL 30
FQGC-1 3 Failed APU PUMP FAIL 30
FQGC-1 4 Failed LEFT SOV FAIL 30
FQGC-1 5 Failed RIGHT SOV FAIL 30
FQGC-2 1 Off/No Output NO FQGC-2 OUT 20
FQGC-2 2 Failed COMPUTER FAIL 30
FQGC-2 3 Failed APU PUMP FAIL 30
FQGC-2 4 Failed LEFT SOV FAIL 30
FQGC-2 5 Failed RIGHT SOV FAIL 30
GPS-1 1 Off/No Output NO OUTPUT 10
GPS-1 2 Failed VAR CIRCUITRY 30
GPS-2 1 Off/No Output NO OUTPUT 10
GPS-2 2 Failed VAR CIRCUITRY 30
GROUND PROX 1 Off/No Output NO OUTPUT TO DCU 10
GROUND PROX 2 Off/No Output NO OUTPUT TO DCU 10
GROUND PROX 3 Failed FLAP INPUT FAIL 30
GROUND PROX 4 Failed GEAR INPUT FAIL 30
GROUND PROX 5 Failed EGPWS FAULT 30
GROUND PROX 6 Failed NO TERR-1 OUT 15
GROUND PROX 7 Failed NO L-TERR-1 OUT 20
GROUND PROX 8 Failed NO R-TERR-1 OUT 20
GROUND PROX 9 Failed NO LA-GP-5 IN 30
GROUND PROX 10 Failed NO RA-GP-5 IN 30
GROUND PROX 11 Failed NO L-ADC-2 IN 30
GROUND PROX 12 Failed NO R-ADC-2 IN 30
GROUND PROX 13 Failed NO L-AHC-3 IN 30
GROUND PROX 14 Failed NO R-AHC-3 IN 30
GROUND PROX 15 Failed NO L-IRS-3 IN 30
GROUND PROX 16 Failed NO R-IRS-3 IN 30
HGS-1 1 Off/No Output NO OUTPUT 5
HGS-1 2 Failed VAR CIRCUITRY 30
HGS-1 4 Failed HCP FAULT 30

Revised 1 February 2000 5-49

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

HGS-1 5 Failed OHU FAULT 30

HGS-1 6 Failed DEU FAULT 30
HGS-1 7 Failed NO TA/RA-1 IN 30
HGS-1 8 Failed NO TA/RA-1 IN 30
HGS-1 9 Failed NO TA/RA-1 IN 30
HGS-1 10 Failed NO TA/RA-1 IN 30
HGS-1 11 Failed NO RA-IOC-1 IN 30
HGS-1 12 Failed NO LA-IOC-1 IN 30
HGS-1 13 Failed NO L-RAC-1 IN 30
HGS-1 14 Failed NO L-ADC-1 IN 30
HGS-1 15 Failed NO R-ADC-1 IN 30
HGS-1 16 Failed NO RAD-ALT-2 IN 30
HGS-2 1 Off/No Output NO OUTPUT 5
HGS-2 2 Failed VAR CIRCUITRY 30
HGS-2 4 Failed HCP FAULT 30
HGS-2 5 Failed OHU FAULT 30
HGS-2 6 Failed DEU FAULT 30
HGS-2 7 Failed NO TA/RA-2 IN 30
HGS-2 8 Failed NO TA/RA-2 IN 30
HGS-2 9 Failed NO TA/RA-2 IN 30
HGS-2 10 Failed NO TA/RA-2 IN 30
HGS-2 11 Failed NO RA-IOC-1 IN 30
HGS-2 12 Failed NO LA-IOC-1 IN 30
HGS-2 13 Failed NO L-RAC-1 IN 30
HGS-2 14 Failed NO L-ADC-1 IN 30
HGS-2 15 Failed NO R-ADC-1 IN 30
HGS-2 16 Failed NO RAD-ALT-2 IN 30
HSTCU 1 Off/No Output NO OUTPUT TO DCU 30
(CHAN A)
HSTCU 2 Failed HSTCU FAILED 30
(CHAN A)
HSTCU 3 Failed VAR CIRCUITRY 30
(CHAN A)
HSTCU 1 Failed HSTCU FAILED 30
(CHAN B)
HSTCU 2 Failed VAR CIRCUITRY 30
(CHAN B)
IAPS IOC 1A 1 Off/No Output NO OUTPUT 5
IAPS IOC 1A 2 Failed VAR CIRCUITRY 45
IAPS IOC 1A 3 LRU OK/ INFO I/O OVERLOAD 45

Revised 1 February 2000 5-50

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

IAPS IOC 1A 4 LRU OK/ INFO INPUT BUS ERROR 45

IAPS IOC 1A 5 Failed A/C TYPE ERROR 45
IAPS IOC 1A 6 Failed NO LA-IOC-1 OOUT 30
IAPS IOC 1A 7 Failed NO LA-IOC-3 OUT 30
IAPS IOC 1A 8 Failed NO LA-IOC-4 OUT 30
IAPS IOC 1A 9 Failed NO LA-IOC-4 OUT 30
IAPS IOC 1A 10 Failed NO LA-IOC-4 OUT 30
IAPS IOC 1A 11 Failed NO LA-GP-1 OUT 30
IAPS IOC 1A 12 Failed NO LA-GP-5 OUT 30
IAPS IOC 1A 13 Failed NO LA-GP-5 OUT 30
IAPS IOC 1A 14 Failed NO L-ADC-1 IN 30
IAPS IOC 1A 15 Failed NO L-ADF-1 IN 30
IAPS IOC 1A 16 Failed NO L-AHC-1 IN 30
IAPS IOC 1A 17 Failed NO L-IRS-1 IN 30
IAPS IOC 1A 18 Failed NO L-DCU-7 IN 30
IAPS IOC 1A 19 Failed NO L-DME-1 IN 30
IAPS IOC 1A 20 Failed NO L-ED-1 IN 30
IAPS IOC 1A 21 Failed NO L-FCC-1 IN 30
IAPS IOC 1A 22 Failed NO L-MFD-1 IN 30
IAPS IOC 1A 23 Failed NO L-PFD-1 IN 30
IAPS IOC 1A 24 Failed NO L-RAC-1 IN 30
IAPS IOC 1A 25 Failed NO L-TDR-1 IN 30
IAPS IOC 1A 26 Failed NO L-VHF-1 IN 30
IAPS IOC 1A 27 Failed NO L-VIR-1 IN 30
IAPS IOC 1B 1 Off/No Output NO OUTPUT 5
IAPS IOC 1B 2 Failed VAR CIRCUITRY 45
IAPS IOC 1B 3 LRU OK/ INFO I/O OVERLOAD 45
IAPS IOC 1B 4 LRU OK/ INFO INPUT BUS ERROR 45
IAPS IOC 1B 5 Failed A/C TYPE ERROR 30
IAPS IOC 1B 6 Failed NO LB-IOC-1 OUT 30
IAPS IOC 1B 7 Failed NO LB-IOC-3 OUT 30
IAPS IOC 1B 8 Failed NO LB-IOC-4 OUT 30
IAPS IOC 1B 9 Failed NO LB-IOC-4 OUT 30
IAPS IOC 1B 10 Failed NO LB-IOC-4 OUT 30
IAPS IOC 1B 11 Failed NO LB-GP-2 OUT 30
IAPS IOC 1B 12 Failed NO LB-GP-3 OUT 30
IAPS IOC 1B 13 Failed NO LB-GP-3 OUT 30
IAPS IOC 1B 14 Failed NO LB-GP-3 OUT 30

Revised 1 February 2000 5-51

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

IAPS IOC 1B 15 Failed NO LB-GP-3 OUT 30

IAPS IOC 1B 16 Failed NO LB-GP-5 OUT 30
IAPS IOC 1B 17 Failed NO LB-GP-5 OUT 30
IAPS IOC 1B 18 Failed NNO L-ADC-1 IN 30
IAPS IOC 1B 19 Failed NO L-ADF-1 IN 30
IAPS IOC 1B 20 Failed NO L-AHC-1 IN 30
IAPS IOC 1B 21 Failed NO L-IRS-1 IN 30
IAPS IOC 1B 22 Failed NO L-DCU-7 IN 30
IAPS IOC 1B 23 Failed NO L-DME-1 IN 30
IAPS IOC 1B 24 Failed NO L-ED-1 IN 30
IAPS IOC 1B 25 Failed NO L-FCC-1 IN 30
IAPS IOC 1B 26 Failed NO L-MFD-1 IN 30
IAPS IOC 1B 27 Failed NO L-PFD-1 IN 30
IAPS IOC 1B 28 Failed NO L-RAC-1 IN 30
IAPS IOC 1B 29 Failed NO L-TDR-1 IN 30
IAPS IOC 1B 30 Failed NO L-VHF-1 IN 30
IAPS IOC 1B 31 Failed NO L- VIR-1 IN 30
IAPS IOC 2A 1 Off/No Output NO OUTPUT 5
IAPS IOC 2A 2 Failed VAR CIRCUITRY 45
IAPS IOC 2A 3 LRU OK/ INFO I/O OVERLOAD 45
IAPS IOC 2A 4 LRU OK/ INFO INPUT BUS ERROR 45
IAPS IOC 2A 5 Failed A/C TYPE ERROR 30
IAPS IOC 2A 6 Failed NO RA-IOC-1 OUT 30
IAPS IOC 2A 7 Failed NO RA-IOC-3 OUT 30
IAPS IOC 2A 8 Failed NO RA-IOC-4 OUT 30
IAPS IOC 2A 9 Failed NO RA-IOC-4 OUT 30
IAPS IOC 2A 10 Failed NO RA-IOC-4 OUT 30
IAPS IOC 2A 11 Failed NO RA-GP-1 OUT 30
IAPS IOC 2A 12 Failed NO RA-GP-5 OUT 30
IAPS IOC 2A 13 Failed NO RA-GP-5 OUT 30
IAPS IOC 2A 14 Failed NO R-ADC-1 IN 30
IAPS IOC 2A 15 Failed NO R-ADF-1 IN 30
IAPS IOC 2A 16 Failed NO R-AHC-1 IN 30
IAPS IOC 2A 17 Failed NO R-IRS-1 IN 30
IAPS IOC 2A 18 Failed NO R-DCU-7 IN 30
IAPS IOC 2A 19 Failed NO R-DME-1 IN 30
IAPS IOC 2A 20 Failed NO R-ED-1 IN 30
IAPS IOC 2A 21 Failed NO R-FCC-1 IN 30

Revised 1 February 2000 5-52

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

IAPS IOC 2A 22 Failed NO R-MFD-1 IN 30

IAPS IOC 2A 23 Failed NO R-PFD-1 IN 30
IAPS IOC 2A 24 Failed NO R-RAC-1 IN 30
IAPS IOC 2A 25 Failed NO R-TDR-1 IN 30
IAPS IOC 2A 26 Failed NO R-VHF-1 IN 30
IAPS IOC 2A 27 Failed NO R-VIR-1 IN 30
IAPS IOC 2B 1 Off/No Output NO OUTPUT 5
IAPS IOC 2B 2 Failed VAR CIRCUITRY 45
IAPS IOC 2B 3 LRU OK/ INFO I/P OVERLOAD 45
IAPS IOC 2B 4 LRU OK/ INFO INPUT BUS ERROR 45
IAPS IOC 2B 5 Failed A/C TYPE ERROR 45
IAPS IOC 2B 6 Failed NO RB-IOC-1 OUT 30
IAPS IOC 2B 7 Failed NO RB-IOC-3 OUT 30
IAPS IOC 2B 8 Failed NO RB-IOC-4 OUT 30
IAPS IOC 2B 9 Failed NO RB-IOC-4 OUT 30
IAPS IOC 2B 10 Failed NO RB-IOC-4 OUT 30
IAPS IOC 2B 11 Failed NO RB-GP-2 OUT 30
IAPS IOC 2B 12 Failed NO RB-GP-3 OUT 30
IAPS IOC 2B 13 Failed NO RB-GP-3 OUT 30
IAPS IOC 2B 14 Failed NO RB-GP-3 OUT 30
IAPS IOC 2B 15 Failed NO RB-GP-3 OUT 30
IAPS IOC 2B 16 Failed NO RB-GP-5 OUT 30
IAPS IOC 2B 17 Failed NO RB-GP-5 OUT 30
IAPS IOC 2B 18 Failed NO R-ADC-1 IN 30
IAPS IOC 2B 19 Failed NO R-ADF-1 IN 30
IAPS IOC 2B 20 Failed NO R-AHC-1 IN 30
IAPS IOC 2B 21 Failed NO R-IRS-1 IN 30
IAPS IOC 2B 22 Failed NO R-DCU-7 IN 30
IAPS IOC 2B 23 Failed NO R-DME-1 IN 30
IAPS IOC 2B 24 Failed NO R-ED-1 IN 30
IAPS IOC 2B 25 Failed NO R-FCC-1 IN 30
IAPS IOC 2B 26 Failed NO R-MFD-1 IN 30
IAPS IOC 2B 27 Failed NO R-PFD-1 IN 30
IAPS IOC 2B 28 Failed NO R-RAC-1 IN 30
IAPS IOC 2B 29 Failed NO R-TDR-1 IN 30
IAPS IOC 2B 30 Failed NO R-VHF-1 IN 30
IAPS IOC 2B 31 Failed NO R-VIR-1 IN 30
IAPS IEC-1 1 Failed FAN/ICC SENSOR 45

Revised 1 February 2000 5-53

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

IAPS IEC-2 1 Failed FAN/ICC SENSOR 45

IRS-1 1 Off/No Output NO OUTPUT 5
IRS-1 2 Failed VAR CIRCUITRY 30
IRS-1 3 Failed NO L-IRS-1 OUT 30
IRS-1 4 Failed NO L-IRS-2 OUT 30
IRS-1 5 Failed NO L-IRS-2 OUT 30
IRS-1 6 Failed NO L-IRS-2 OUT 30
IRS-1 7 Failed NO L-IRS-2 OUT 30
IRS-1 8 Failed NO L-IRS-3 OUT 30
IRS-1 9 Failed NO L-IRS-4 OUT 30
IRS-1 10 Failed NO L-IRS-4 OUT 30
IRS-1 11 Failed NO L-ADC-2 IN 30
IRS-1 12 Failed NO L-ADC-2 IN 30
IRS-1 13 Failed NO L-ADC-2 IN 30
IRS-1 14 Failed NO R-ADC-2 IN 30
IRS-1 15 Failed NO R-ADC-2 IN 30
IRS-1 16 Failed NO R-ADC-2 IN 30
IRS-1 17 Failed NO LB-GP-3 IN 30
IRS-1 18 Failed NO RB-GP-3 IN 30
IRS-2 1 Off/No Output NO OUTPUT 5
IRS-2 2 Failed VAR CIRCUITRY 30
IRS-2 3 Failed NO R-IRS-1 OUT 30
IRS-2 4 Failed NO R-IRS-2 OUT 30
IRS-2 5 Failed NO R-IRS-2 OUT 30
IRS-2 6 Failed NO R-IRS-2 OUT 30
IRS-2 7 Failed NO R-IRS-2 OUT 30
IRS-2 8 Failed NO R-IRS-3 OUT 30
IRS-2 9 Failed NO R-IRS-4 OUT 30
IRS-2 10 Failed NO R-IRS-4 OUT 30
IRS-2 11 Failed NO R-ADC-2 IN 30
IRS-2 12 Failed NO R-ADC-2 IN 30
IRS-2 13 Failed NO R-ADC-2 IN 30
IRS-2 14 Failed NO L-ADC-2 IN 30
IRS-2 15 Failed NO L-ADC-2 IN 30
IRS-2 16 Failed NO L-ADC-2 IN 30
IRS-2 17 Failed NO LB-GP-3 IN 30
IRS-2 18 Failed NO RB-GP-3 IN 30
LDU (CHAN A) 1 Off/No Output NO OUTPUT 5

Revised 1 February 2000 5-54

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

LDU (CHAN A) 2 Off/No Output NO OUTPUT 5

LDU (CHAN A) 3 Off/No Output NO OUTPUT 5
LDU (CHAN A) 4 Failed VAR CIRCUITRY 30
LDU (CHAN A) 5 Failed NO LDU-1 OUT 15
LDU (CHAN A) 6 Failed NO XSIDE BUS OUT 30
LDU (CHAN A) 7 Failed NO L-DCU-6 IN 30
LDU (CHAN A) 8 Failed NO R-DCU-6 IN 30
LDU (CHAN A) 9 Failed NO C-DCU-6 IN 30
LDU (CHAN B) 1 Off/No Output NO OUTPUT 5
LDU (CHAN B) 2 Off/No Output NO OUTPUT 5
LDU (CHAN B) 3 Off/No Output NO LDU-1 OUT 5
LDU (CHAN B) 4 Failed VAR CIRCUITRY 30
LDU (CHAN B) 5 Failed NO LDU-2 OUT 15
LDU (CHAN B) 6 Failed NO XSIDE BUS OUT 30
LDU (CHAN B) 7 Failed NO L-DCU-6 IN 30
LDU (CHAN B) 8 Failed NO R-DCU-6 IN 30
LDU (CHAN B) 9 Failed NO C-DCU-6 IN 30
MDC 1 Failed VAR CIRCUITRY 30
2MDC 2 Failed NO OUTPUT TO DBU 10
MDC 3 Failed NO LA-IOC-4 IN 30
MDC 4 Failed NO LA-IOC-4 IN 30
MDC 5 Failed NO LB-IOC-4 IN 30
MDC 6 Failed NO LB-IOC-4 IN 30
MDC 7 Failed NO RA-IOC-4 IN 30
MDC 8 Failed NNO RA-IOC-4 IN 30
MDC 9 Failed NO RB-IOC-4 IN 30
MDC 10 Failed NO RB-IOC-4 IN 30
MDC 11 Failed INTERNAL CLOCK 30
MDC 12 LRU OK/ INFO QUEUE OVERRUN 5
MDC 13 Failed REPLACE BATTERY 30
MFD-1 1 Off/No Output NO BUS TO IOC 5
MFD-1 2 Failed VAR CIRCUITRY 10
MFD-1 3 Failed NO R-ADC-2 IN 30
MFD-1 4 Failed NO R-ADC-2 IN 30
MFD-1 5 Failed NO L-ADC-3 IN 30
MFD-1 6 Failed NO L-AHC-2 IN 30
MFD-1 7 Failed NO L-IRS-2 IN 30
MFD-1 8 Failed NO R-AHC-3 IN 30

Revised 1 February 2000 5-55

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

MFD-1 9 Failed NO R-IRS-3 IN 30

MFD-1 10 Failed NO L-DCU-2 IN 30
MFD-1 11 Failed NO R-DCU-2 IN 30
MFD-1 12 Failed NO C-DCU-2 IN 30
MFD-1 13 Failed NO L-DCP-1 IN 30
MFD-1 14 Failed NO R-DCP-2 IN 30
MFD-1 15 Failed NO ECP-1 IN 30
MFD-1 16 Failed NO LA-IOC-1 IN 30
MFD-1 17 Failed NO LB-IOC-1 IN 30
MFD-1 18 Failed NO RZ-IOC-1 IN 30
MFD-1 19 Failed NO RB-IOC-1 IN 30
MFD-1 20 Failed NO TA/RA-1 IN 30
MFD-1 21 Failed NO WXT-1 IN 30
MFD-2 1 Off/No Output NO BUS TO IOC 5
MFD-2 2 Failed VAR CIRCUITRY 10
MFD-2 3 Failed NO L-ADC-2 IN 30
MFD-2 4 Failed NO L-ADC-2 IN 30
MFD-2 5 Failed NO R-ADC-3 IN 30
MFD-2 6 Failed NO R-AHC-2 IN 30
MFD-2 7 Failed NO R-IRS-2 IN 30
MFD-2 8 Failed NO L-AHC-3 IN 30
MFD-2 9 Failed NO L-IRS-3 IN 30
MFD-2 10 Failed NO L-DCU-2 IN 30
MFD-2 11 Failed NO R-DCU-2 IN 30
MFD-2 12 Failed NO C-DCU-2 IN 30
MFD-2 13 Failed NO R-DCP-1 IN 30
MFD-2 14 Failed NO L-DCP-2 IN 30
MFD-2 15 Failed NO ECP-2 IN 30
MFD-2 16 Failed NO LA-IOC-1 IN 30
MFD-2 17 Failed NO LB-IOC-1 IN 30
MFD-2 18 Failed NO RA-IOC-1 IN 30
MFD-2 19 Failed NO RB-IOC-1 IN 30
MFD-2 20 Failed NO TA/RA-2 IN 30
MFD-2 21 Failed NO WXT-1 IN 30
PFD-1 1 Off/No Output NO BUS TO IOC 5
PFD-1 2 Failed VAR CIRCUITRY 10
PFD-1 3 Failed NO R-ADC-2 IN 30
PFD-1 4 Failed NO R-ADC-2 IN 30

Revised 1 February 2000 5-56

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

PFD-1 7 Failed NO L-ADC-3 IN 30

PFD-1 8 Failed NO L-AHC-2 IN 30
PFD-1 9 Failed NO L-IRS-2 IN 30
PFD-1 10 Failed NO R-AHC-3 IN 30
PFD-1 11 Failed NO R-IRS-3 IN 30
PFD-1 12 Failed NO L-DCP-1 IN 30
PFD-1 13 Failed NO R-DCP-2 IN 30
PFD-1 14 Failed NO LA-IOC-1 IN 30
PFD-1 15 Failed NO LB-IOC-1 IN 30
PFD-1 17 Failed NO RA-IOC-1 IN 30
PFD-1 18 Failed NO RB-IOC-1 IN 30
PFD-1 19 Failed NO TA/RA-1 IN 30
PFD-2 1 Off/No Output NO BUS TO IOC 5
PFD-2 2 Failed VAR CIRCUITRY 10
PFD-2 3 Failed NO L-ADC-2 IN 30
PFD-2 4 Failed NO L-ADC-2 IN 30
PFD-2 7 Failed NO R-ADC-3 IN 30
PFD-2 8 Failed NO R-AHC-2 IN 30
PFD-2 9 Failed NO R-IRS-2 IN 30
PFD-2 10 Failed NO L-AHC-3 IN 30
PFD-2 11 Failed NO L-IRS-3 IN 30
PFD-2 12 Failed NO R-DCP-1 IN 30
PFD-2 13 Failed NO L-DCP-2 IN 30
PFD-2 14 Failed NO LA-IOC-1 IN 30
PFD-2 15 Failed NO LB-IOC-1 IN 30
PFD-2 17 Failed NO RA-IOC-1 IN 30
PFD-2 18 Failed NO RB-IOC-1 IN 30
PFD-2 19 Failed NO TA/RA-2 IN 30
PSEU-1 (DCU-1) 1 Off/No Output NO OUTPUT TO DCU 20
PSEU-2 (DCU-2) 1 Off/No Output NO OUTPUT TO DCU 20
IAPS PWR 1A 1 Failed NO OUTPUT 5
IAPS PWR 1A 2 Overheat OVERHEATED 60
IAPS PWR 2A 1 Failed NO OUTPUT 5
IAPS PWR 2A 2 Overheat OVERHEATED 60
IAPS PWR 1B 1 Failed NO OUTPUT 5
IAPS PWR 1B 2 Overheat OVERHEATED 60
IAPS PWR 2B 1 Failed NO OUTPUT 5
IAPS PWR 2B 2 Overheat OVERHEATED 60

Revised 1 February 2000 5-57

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

RAC-1 1 Failed VAR CIRCUITRY 10

RAC-2 1 Failed VAR CIRCUITRY 10
RADIO ALT-1 1 Failed VAR CIRCUITRY 10
RADIO ALT-2 1 Failed VAR CIRCUITRY 10
RDC 1 Off/No Output NO OUTPUT 5
RDC 2 Failed CONFIG INVALID 30
RDC 3 Failed SDI STRAP FAULT 30
RDC 4 Failed VOLT REF INVALID 30
RDC 5 Failed S/W LOAD FAULT 15
RDC 6 Failed WATCHDOG FAULT 30
ALT/RAC-1 1 Failed NO BUS TO IOC 10
ALT/RAC-2 1 Off/No Output NO BUS TO IOC 10
RTU-1 1 Off/No Output NO OUTPUT 5
RTU-1 2 Off/No Output NO OUTPUT 5
RTU-1 3 Failed VAR CIRCUITRY 10
RTU-1 4 Failed FAN INOP OR SB-4 10
RTU-1 5 Failed NO L-RTU-1 OUT 30
RTU-1 6 Failed NO L-RTU-2 OUT 30
RTU-1 7 Failed NO XSIDE BUS OUT 30
RTU-1 8 Failed NO LS-GP-1 IN 30
RTU-1 9 Failed NO RA-GP-1 IN 30
RTU-1 10 Failed NO LB-GP-2 IN 30
RTU-1 11 Failed NO RB-GP-2 IN 30
RTU-2 1 Off/No Output NO OUTPUT 5
RTU-2 2 Off/No Output NO OUTPUT 5
RTU-2 3 Failed VAR CIRCUITRY 10
RTU-2 4 Failed FAN INOP OR SB-4 10
RTU-2 5 Failed NO R-RTU-1 OUT 30
RTU-2 6 Failed NO R-RTU-2 OUT 30
RTU-2 7 Failed NO XSIDE BUS OUT 30
RTU-2 8 Failed NO SL-GP-1 IN 30
RTU-2 9 Failed NO RA-GP-1 IN 30
RTU-2 10 Failed NO LB-GP-2 IN 30
RTU-2 11 Failed NO RB-GP-2 IN 30
STEER BY WIRE 1 Off/No Output NO OUTPUT TO DCU 20
STEER BY WIRE 2 Failed ISBWB FAIL 20
SECU 1A (DCU-1) 1 Off/No Output NO OUTPUT TO DCU 30
SECU 1A (DCU-1) 2 Failed SPLR POS FAIL 10

Revised 1 February 2000 5-58

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

SECU 1A (DCU-1) 3 Failed SPLR ACT FAIL 10

SECU 1A (DCU-1) 4 Failed SPLR ACT FAIL 10
SECU 1B (DCU-2) 1 Off/No Output NO OUTPUT TO DCU 30
SECU 1B (DCU-2) 2 Failed SPLR POS FAIL 10
SECU 1B (DCU-2) 3 Failed SPLR ACT FAIL 10
SECU 2A (DCU-2) 1 Off/No Output NO OUTPUT TO DCU 30
SECU 2A (DCU-2) 2 Failed SPLR POS FAIL 10
SECU 2A (DCU-2) 3 Failed SPLR ACT FAIL 10
SECU 2A (DCU-2) 4 Failed SPLR ACT FAIL 10
SECU 2B (DCU-1) 1 Off/No Output NO OUTPUT TO DCU 30
SECU 2B (DCU-1) 2 Failed SPLR POS FAIL 10
SECU 2B (DCU-1) 3 Failed SPLR ACT FAIL 10
SPS-1 1 Off/No Output NO OUTPUT TO DCU 10
SPS-1 2 Maintenance INTERNAL FAILURE 10
SPS-1 3 Maintenance L AOA FAILURE 10
SPS-1 4 Maintenance L PRI MACH FAIL 10
SPS-1 5 Maintenance FLAP POS FAIL 10
SPS-1 6 Maintenance L LAT ACCEL FAIL 10
SPS-1 7 Maintenance L WOW IN FAIL 10
SPS-1 8 Maintenance A/C CORRECT FAIL 10
SPS-1 9 Maintenance L SEC MACH FAIL 10
SPS-1 10 Maintenance MACH DISAGREE 10
SPS-1 11 Maintenance OUTPUT FAIL 10
SPS-2 1 Off/No Output NO OUTPUT TO DCU 10
SPS-2 2 Maintenance INTERNAL FAILURE 10
SPS-2 3 Maintenance R AOA FAILURE 10
SPS-2 4 Maintenance R PRI MACH FAIL 10
SPS-2 5 Maintenance FLAP POS FAIL 10
SPS-2 6 Maintenance R LAT ACCEL FAIL 10
SPS-2 7 Maintenance R WOW IN FAIL 10
SPS-2 8 Maintenance A/C CORRECT FAIL 10
SPS-2 9 Maintenance R SEC MACH FAIL 10
SPS-2 10 Maintenance MACH DISAGREE 10
SPS-2 11 Maintenance OUTPUT FAIL 10
TDR-1 1 Off/ No Output NO BUS TO IOC 5
TDR-1 2 Failed VAR CIRCUITRY 10
TDR-1 3 Failed VAR CIRCUITRY 180
TDR-1 4 Failed ICK CONFIG STRAPS 30

Revised 1 February 2000 5-59

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

TDR-1 5 Failed BAD MODE S ADDR 30

TDR-1 6 Failed NO L-TDR-XT OUT 30
TDR-1 7 Failed NO L-RTU-2 IN 30
TDR-1 8 Failed NO R-RTU-1 IN 30
TDR-2 1 Off/No Output NO BUS TO IOC 5
TDR-2 2 Failed VAR CIRCUITRY 10
TDR-2 3 Failed VAR CIRCUITRY 180
TDR-2 4 Failed CK CONFIG STRAPS 30
TDR-2 5 Failed BAD MODE S ADDR 30
TDR-2 6 Failed NO R-TDR-XT OUT 30
TDR-2 7 Failed NO R-RTU-2 IN 30
TDR-2 8 Failed NO L-RTU-1 IN 30
TEMP PROBE 1 Failed VAR CIRCUITRY 30
TTR (CHAN A) 1 Off/No Output NO OUTPUT 25
TTR (CHAN A) 2 Failed VAR CIRCUITRY 10
TTR (CHAN A) 3 Failed TA-1 DSPLY INVAL 30
TTR (CHAN A) 4 Failed RA-1 DSPLY INVAL 30
TTR (CHAN A) 5 Off/No Output NO TA/RA-1 OUT 30
TTR (CHAN A) 6 Off/No Output NO TA/RA-1 OUT 30
TTR (CHAN A) 7 Off/No Output NO TA/RA-1 OUT 30
TTR (CHAN A) 8 Off/No Output NO TA/RA-1 OUT 30
TTR (CHAN A) 9 Failed NO TTR-TX-1 OUT 30
TTR (CHAN A) 10 Failed NO L-AHC-3 IN 30
TTR (CHAN A) 11 Failed NO L-IRS-3 IN 30
TTR (CHAN A) 12 Failed TCAS PROTOCOL 30
TTR (CHAN B) 1 Failed TA-2 DSPLY INVAL 30
TTR (CHAN B) 2 Failed RA-2 DSPLY INVAL 30
TTR (CHAN B) 3 Failed VAR CIRCUITRY 10
TTR (CHAN B) 4 Off/No Output NO TA/RA-2 OUT 30
TTR (CHAN B) 5 Off/No Output NO TA/RA-2 OUT 30
TTR (CHAN B) 6 Off/No Output NO TA/RA-2 OUT 30
TTR (CHAN B) 7 Off/No Output NO TA/RA-2 OUT 5
TTR (CHAN B) 8 Failed NO TTR-TX-2 OUT 30
TTR (CHAN B) 9 Failed TCAS PROTOCOL 30
TTR-1 LOWER 1 Failed LOWER ANT FAIL 30
ANT
TTR-1 UPPER 1 Failed UPPER ANT FAIL 30
ANT
VHF-1 1 Off/No Output NO BUS TO IOC 5

Revised 1 February 2000 5-60

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

VHF-1 3 Failed VAR CIRCUITRY 10

VHF-1 4 LRU OK/ INFO STUCK MIC BUTTON 60
VHF-1 5 Failed NO L-RTU-2 IN 30
VHF-1 7 Failed N R-RTU-1 IN 30
VHF-2 1 Off/No Output NO BUS TO IOC 5
VHF-2 3 Failed VAR CIRCUITRY 10
VHF-2 4 LRU OK/ INFO STUCK MIC BUTTON 60
VHF-2 6 Failed NO R-RTU-2 IN 30
VHF-2 8 Failed N L-RTU-1 IN 30
VHF-3 1 Off/No Output NO BUS TO IOC 5
VHF-3 2 Off/No Output NO BUS TO IOC 5
VHF-3 3 Failed VAR CIRCUITRY 10
VHF-3 4 LRU OK/ INFO STUCK MIC BUTTON 60
VHF-3 5 Failed NO L-RTU-2 IN 30
VHF-3 6 Failed NO R-RTU-2 IN 30
VHF-3 7 Failed N R-RTU-1 IN 30
VHF-3 8 Failed N L-RTU-1 IN 30
VHF-1 ANTENNA 1 Failed REFLECTED POWER 10
VHF-2 ANTENNA 1 Failed REFLECTED POWER 10
VIR-1 1 Off/No Output NO BUS TO IOC 5
VIR-1 2 Failed VAR CIRCUITRY 30
VIR-1 3 Failed BAD/NO FREQ IN 30
VIR-1 4 Failed NO L-VIR-2 OUT 30
VIR-1 5 Failed NO L-VIR-2 OUT 30
VIR-1 6 Failed NO L-RTU-2 IN 30
VIR-1 7 Failed NO R-RTU-1 IN 30
VIR-2 1 Off/No Output NO BUS TO IOC 5
VIR-2 2 Failed VAR CIRCUITRY 30
VIR-2 3 Failed BAD/NO FREQ IN 30
VIR-2 4 Failed NO R-VIR-2 OUT 30
VIR-2 5 Failed NO R-VIR-2 OUT 30
VIR-2 6 Failed NO R-RTU-2 IN 30
VIR-2 7 Failed NO L-RTU-1 IN 30
WXP-1 1 Off/No Output NO OUTPUT 5
WXP-1 2 Off/No Output NO OUTPUT 5
WXP-1 3 Failed NO L-WXP-1 OUT 30
WXP-1 4 Failed N L-WXP-2 OUT 30
WXP-2 1 Off/No Output NO OUTPUT 5

Revised 1 February 2000 5-61

 maintenance 523-0776290

Table 5-4. LRU Fault Message Listing

LRU MESSAGE STATUS MESSAGE TIMER

NUMBER (seconds)

WXP-2 2 Failed NO R-WXP-1 OUT 30

WXR (CHAN A) 1 Failed NO OUTPUT 5
WXR (CHAN A) 2 Failed VAR CIRCUITRY 30
WXR (CHAN A) 3 LRU OK/ INFO BAD MODE/RANGE 30
WXR (CHAN A) 4 Failed NO ATTITUDE IN 30
WXR (CHAN A) 5 Failed NO LB-GP-3 IN 30
WXR (CHAN A) 6 Failed NO LB-GP-3 IN 30
WXR (CHAN B) 1 LRU OK/ INFO BAD MODE/RANGE 30
WXR (CHAN B) 2 Failed NO RB-GP-3 IN 30
WXR (CHAN B) 3 Failed NO RB-GP-3 IN 30

Revised 1 February 2000 5-62

 maintenance 523-0776290

5.10.3 LRU Fault History

VIEW LRU FAULT HISTORY PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Position the cursor on the LRU FAULT HISTORY line using the DCP BRG buttons.
• Push the DCP RDR button to select the LRU FAULT HISTORY page.

EXIT:

• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.

The LRU FAULT HISTORY page is a record of the LRU fault entries that have appeared on the LRU STATUS
page. LRU fault entries are created when a fault is diagnosed while the airplane is airborne or within 30 sec-
onds after touchdown; an entry is not created if no faults occur during the flight. Each LRU fault entry con-
tains the name of every LRU that failed during the flight, flight leg, time and date of failure, detected fault,
and the octal label and diagnostic word. “NO FAULTS” annunciates if no fault entries have been stored.

A maximum of 400 faults may be stored in the maintenance diagnostic computer (MDC) nonvolatile memory.
The MDC stores the first 10 LRU fault entries per flight leg, for up to 50 flight legs in which a LRU fault has
occurred. When the fault storage is full, the oldest stored flight leg data is overwritten.

The LRU fault history is organized into pages that contain up to five LRU entries per page. The LRU entries
display in chronological order; the last detected fault displays at the top of page 1. Use the DCP BRG buttons
to scroll between the pages. Push the DCP BRG2 button to display the next page; push the DCP BRG1 button
to display the previous page. Page numbers display in the upper right of the screen.

Refer to Figure 5-8. The LRU FAULT HISTORY page consists of the radar mode line (top line), the MFD
mode instruction line (bottom line), a LRU/FAULT/DATA column, a flight leg column, and a time/date column.

The radar mode line annunciates the RTA operating mode; TCAS messages may annunciate below this line by
the right edge of the display. The MFD mode instruction line labels the functions of DCP buttons.

Push the DCP BRG1 button to display the previous LRU FAULT HISTORY page.
Push the DCP BRG2 button to display the next LRU FAULT HISTORY page.
Push the DCP RDR button to toggle the diagnostic word between binary and hex format.
Push the DCP TFC button to return to the MAINTENANCE MENU page.
Push the DCP X-SIDE button to toggle between the LRU diagnostic labels received by the IOC and the
relabeled diagnostic words output to the MDC.

The LRU/FAULT/DATA column lists each LRU diagnosed as failed during the flight, a description of the fault,
and the diagnostic word (if applicable) received from that LRU when its first fault occurred. The data word
shows the octal label and bits 32 through 9 in a binary or hex format. Refer to Table 5-6 to interpret each di-
agnostic word. The LEG column lists the flight leg during which the fault was diagnosed. The TIME/DT col-
umn lists the time and date the fault was diagnosed.

LRU FAULT HISTORY logs may be down-loaded to diskette using the DBU. Refer to the DISK OPERA-
TIONS line on the MAINTENANCE MENU page.

Revised 1 February 2000 5-63

 maintenance 523-0776290

Figure 5-8. LRU Fault History Page

Revised 1 February 2000 5-64

 maintenance 523-0776290

5.10.4 LRU Diagnostic Data

VIEW LRU DIAGNOSTIC DATA PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Position the cursor on the LRU DIAGNOSTIC DATA line using the DCP BRG buttons.
• Push the DCP RDR button to select the LRU DIAGNOSTIC DATA page.

EXIT:

• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.

The LRU DIAGNOSTIC DATA page displays a list of all units that normally provide diagnostic words to the
MDC. Each LRU displays with its current operating status and a readout of the received diagnostic word.
This dynamic display updates as new data is received.

This list is organized alphanumerically into pages that contain up to six LRUs per page. Use the DCP BRG
buttons to scroll between the pages. Page numbers display in the upper right of the screen.

Refer to Figure 5-9. The LRU DIAGNOSTIC DATA page consists of the radar mode line (top line), the MFD
mode instruction line (bottom line), a LRU/LBL-DATA column, and a STATUS column. Diagnostic words (if
received) display below each LRU name.

The radar mode line annunciates the RTA operating mode; TCAS messages may annunciate below this line by
the right edge of the display. The MFD mode instruction line labels the functions of the DCP buttons.

Push the DCP BRG1 button to display the previous LRU DIAGNOSTIC DATA page.
Push the DCP BRG2 button to display the next LRU DIAGNOSTIC DATA page.
Push the DCP RDR button to toggle the diagnostic word between binary and hex format.
Push the DCP TFC button to return to the MAINTENANCE MENU page.
Push the DCP X-SIDE button to toggle between the LRU diagnostic labels received by the IOC and the
relabeled diagnostic words output to the MDC.

The LRU/LBL-DATA column names the units that supply diagnostic words to the MDC. Table 5-5 lists these
units. The diagnostic word received from each unit displays below the LRU name.

Refer to Table 5-7 through Table 5-86 for bit definitions of each diagnostic word. Use these tables to decode
the hexadecimal readouts. Table 5-6 shows how to interpret a diagnostic word.

The STATUS column shows the current operating condition of each unit, similar to the LRU STATUS page.
This column is blank for each unit with a normal status condition. An OFF-NO OUTPUT condition means
that no diagnostic word was received from that LRU; check that power is applied to the unit. An OVERHEAT
condition means that the LRU is overheating. A FAILED condition means that the LRU is diagnosed as mal-
functioned. The LRU OK/INFO condition means the LRU is good and has recorded an event, such as a yaw
damper disengagement. The DEFERRED MAINT condition means the LRU is good but maintenance such as
replacing a low battery will soon be required. The MAINTENANCE condition means the LRU requires main-
tenance.

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Figure 5-9. LRU Diagnostic Data Page

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Table 5-5. LRU DIAGNOSTIC DATA Page, Reporting Units.

LRU OCTAL LABEL IOC OCTAL LABEL LRU OCTAL LABEL IOC OCTAL LABEL
LRU OF DIAGNOSTIC OF DIAGNOSTIC LRU OF DIAGNOSTIC OF DIAGNOSTIC
WORD WORD WORD WORD

ADC 1 350, 351 062, 301 LDU (CHAN A) 350 147

ADC 2 350, 351 062, 301 LDU (CHAN B) 350 147
ADF 1 350 063 MDC 350 350
ADF 2 350 063 MFD 1 350, 351 073, 306
AHC 1 350, 351 060, 061 MFD 2 350, 351 073, 306
AHC 2 350, 351 060, 061 MFD 1 MODE 155 155
WORD
APU (DCU 1) 350, 351, 352 141, 142, 143 MFD 2 MODE 155 155
WORD
BTMS (DCU 1) 350 024 PFD 1 350, 351 072, 305
CDU 1 354 372 PFD 2 350, 351 072, 305
CDU 2 354 372 PSEU 1 (DCU 1) 273 151
CFMS 350 351 PSEU 1 (DCU 2) 273 151
CPAM (DCU 1) 270 025 PSEU 2 (DCU 1) 273 003
CPC 1 (DCU 1) 270 026 PSEU 2 (DCU 2) 273 003
CPC 2 (DCU 2) 270 026 RAC 1 350 077
DBU 351 351 RAC 2 350 077
DCP 1 352 303 RTU 1 352 055
DCP 2 352 303 RTU 2 352 055
DCU 1 350, 351, 352, 242 044, 153, 013, 262 STEER BY WIRE 350 362
DCU 2 350, 351, 352, 242 044, 153, 013, 262 SECU 1A(DCU 1) 350, 351, 352, 353 340, 341, 342, 343
DCU 3 350, 351, 242 045, 015, 213 SECU 1B(DCU 2) 350, 351, 352, 353 340, 341, 342, 343
DME 1 350 067 SECU 2A(DCU 2) 350, 351, 352, 353 340, 341, 342, 343
DME 2 350 067 SECU 2B(DCU 1) 350, 351, 352, 353 340, 341, 342, 343
ECP 377 011 SECU MODE 1A 271, 272, 273 057, 201, 223
EICAS DISP 1 350, 351 070, 304 SECU MODE 1B 271, 272, 273 057, 201, 223
EICAS DISP 2 350, 351 070, 304 SECU MODE 2A 271, 272, 273 057, 201, 223
FCC 1 071, 351 071, 124 SECU MODE 2B 271, 272, 273 057, 201, 223
FCC 2 071, 351 071, 124 SPC (CHAN 1) 350, 270 041, 152
FMC 1 350 065 SPC-1 350, 270 041, 152
FMC 2 350 065 SPC 2 350, 270 041, 152
FQGC 1 276, 277 027, 010 TDR 1 350 064
FQGC 2 276, 277 027, 010 TDR 2 350 064
GPS 1 355 042 TTR (CHAN A) 350 054
GPS 2 355 042 TTR (CHAN B) 350 054
VHF 1 350 074
GPWS 350, 351, 355 144, 145, 333 VHF 2 350 074
HGS 1 350 040 VHF 3 350 074
HGS 2 350 040 VIR 1 350 075
HSTCU (CHAN A) 350, 270, 271, 272, 146, 004, 005, 006, VIR 2 350 075
273 007
HSTCU (CHAN B) 350, 270, 271, 272, 146, 004, 005, 006, WXP 1 270 355
273 007
IAPS IOC 1A 350 350 WXP 2 270 355
IAPS IOC 1B 350 350 WXR (CHAN A) 354 354
IAPS IOC 2A 350 350 WXR (CHAN B) 354 354
IAPS IOC 2B 350 350
IRS 1 350, 351, 353 104, 105, 325
IRS 2 350, 351, 353 104, 105, 325

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Table 5-6. Diagnostic Word Explanations.

DIAGNOSTIC WORD INTERPRETATION

Note

These words display on the LRU DIAGNOSTIC DATA and LRU FAULT HISTORY pages.

SAMPLE 6-DIGIT HEXADECIMAL DISPLAY 2 0 5 7 A E

BINARY VALUE BIT NUMBER

(1) 9 0
(2) 10 1
(4) 11 1
(8) 12 E 1
(1) 13 0
(2) 14 1
(4) 15 0
(8) 16 A 1
(1) 17 1
(2) 18 1
(4) 19 1
(8) 20 7 0
(1) 21 1
(2) 22 0
(4) 23 1
(8) 24 5 0
(1) 25 0
(2) 26 0
(4) 27 0
(8) 28 0 0
(1) 29 0
(2) 30 1 These bits are
(4) 31 0 set: 10-12, 14,
(8) 32 2 0 16-19, 21, 23, 30.

HEXADECIMAL TO BINARY CONVERSION TABLE

HEXADECIMAL DIGIT

BINARY A B C D E F
VALUE: 0 1 2 3 4 5 6 7 8 9 (10) (11) (12) (13) (14) (15)

(1) 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1
(2) 0 0 1 1 0 0 1 1 0 0 1 1 0 0 1 1
(4) 0 0 0 0 1 1 1 1 0 0 0 0 1 1 1 1
(8) 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1

1. Turn to sheet of table 5-4 that shows the LRU diagnostic word to be decoded.
2. Convert each of the 6 hexadecimal digits displayed on MFD to a binary value.
3. Mark a “1” or a “0” by each bit number in the left column of the table.
4. The description of each line marked with a “1” is true.

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Table 5-7. ADC AIR DATA COMPUTER Diagnostic Word 1.

OCTAL 350/062
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) 0
12 (8) 0

13 (1) ALT computation invalid = 1

14 (2) IAS computation invalid = 1
15 (4) Failed ARINC input bus = 1
16 (8) FIFO failed = 1

17 (1) Absent ADC-4 (RS-422) cross-talk input bus = 1

18 (2) Absent ARP (RS-422) input bus = 1
19 (4) Temperature sensor input failed = 1
20 (8) Internal Ps (static) sensor failed = 1

21 (1) Internal Qc (pitot) sensor failed = 1

22 (2) Battery failed = 1
23 (4) 0
24 (8) ADC configuration/strapping invalid = 1

25 (1) ACM channel Ps failure = 1

26 (2) ACM channel Qc failure = 1
27 (4) Ps coefficient PROM failed = 1
28 (8) Qc coefficient PROM failed = 1

29 (1) 0
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 ***Fault data
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal
***Bits 30 and 31 (0,0) means diagnostic word contains fault information.

EXAMPLE: Diagnostic word = 008002

2 Bits 9-12 Bit 10 is set; SDI = ADC number 2
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; the ADC configuration/strapping is invalid
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-8. ADC AIR DATA COMPUTER Diagnostic Word 2.

OCTAL 351/301
DESCRIPTION
BIT NUMBER

9 (1) *SDI code Bit Ident code 1

10 (2) *SDI code 13 Pressure/baro altitude
11 (4) 0 14 Speed ref independent
12 (8) 0 15 SAT/TAT
16 True airspeed (TAS)
13 (1) Fault field 17 Indicated airspeed (IAS)
14 (2) Fault field 18 Mach (true/displayed)
15 (4) Fault field 19 Vmo
16 (8) Fault field 20 Cross compare error
21 SSEC
17 (1) Fault field 22 Trend vector
18 (2) Fault field 23-24 0
19 (4) Fault field
20 (8) Fault field Bit Ident code 2
13 ARINC bus input
21 (1) Fault field 14 FIFO
22 (2) Fault field 15 Pro Line bus, ADC (RS-422) cross-talk input
23 (4) Fault field 16 Pro Line bus, ARP (RS-422) input
24 (8) Fault field 17 RS-232
18 Temperature sensor
25 (1) Ident field (LSB) 19 Altitude preselect invalid
26 (2) Ident field 20 Vertical acceleration (AHS)
27 (4) Ident field 21 Relays
28 (8) Ident field (MSB) 22-24 0

29 (1) 0 Bit Ident code 3

30 (2) **SSM code 13 Counters (ABS)
31 (4) **SSM code 14 Counters (DIF)
32 (8) Parity (odd) 15 Control valid 6
16 Control valid 7
17 Ps source equalization
18 Qc source equalization
19 Battery fault
20 X-speed ref sync
21-22 0
23 Ps foreground valid
24 Qc foreground valid
Bit Ident code 4
13 ACM revision incompatibility
14 ACM (ABS)
15 Ps PROM
16 ACM (DIF)
17 Qc PROM
18-24 0
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal
Ident field code: Bit 28 27 26 25 Nature of fault (ident code)
0 0 0 1 Computational (1)
0 0 1 0 Input/output (2)
0 0 1 1 Hardware (3)
0 1 0 0 Memory (4)

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Table 5-9. ADF AUTOMATIC DIRECTION FINDER Diagnostic Word.

OCTAL 350/063
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BCD FAULT CODE (Bits 17-24)

10 (2) *SDI code 00 No faults found
11 (4) Pad 11 Failed input bus at port A
12 (8) Pad 12 No ADF frequency at port A
13 Invalid frequency at port A
13 (1) Pad 14 Failed input bus at port A
14 (2) Pad 15 No ADF frequency at port B
15 (4) Pad 16 Invalid frequency at port B
16 (8) Pad 17 Reserved
18 Reserved
17 (1) 1 | (BCD 19 Reserved
18 (2) 2 | fault code 20 No bearing update
19 (4) 4 | units 21 Spare
20 (8) 8 | digit) 22 B+ failure
23 B- failure
21 (1) 10 | (BCD 24 RAM failure, I/O processor
22 (2) 20 | fault code 25 A/D failure
23 (4) 40 | tens 26 Sin modulation failure
24 (8) 80 | digit) 27 Cos modulation failure
28 SMO lock failure
25 (1) Pad 29 Antenna power failure
26 (2) Pad 30 Low signal level, or no rcv station
27 (4) Pad 31 Detector out-of-lock, or no rcv station
28 (8) Pad 32 AGC out-of-range, or no rcv station
33 Hf key line low, or no rcv station
29 (1) Pad 34 Dc sin failure, or no rcv station
30 (2) **SSM code 35 Dc cos failure, or no rcv station
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 203101

1 Bits 9-12 Bit 9 is set; SDI = ADF number 1
0 Bits 13-16 No bits are set
1 Bits 17-20 Bit 17 is set; fault code units digit is 1 (code is 31)
3 Bits 21-24 Bits 21 and 22 are set; fault code tens digit is 3 (code is 31), detector out-of-lock or no receive station
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = No computed data

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Table 5-10. AHC ATTITUDE HEADING COMPUTER Diagnostic Word 1.

OCTAL 350/060
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Heading invalid = 1
12 (8) Attitude invalid = 1

13 (1) Rate compare invalid = 1

14 (2) Acceleration compare invalid = 1
15 (4) Checksum invalid = 1
16 (8) Alignment invalid = 1

17 (1) Flux detector invalid = 1

18 (2) I/O invalid = 1
19 (4) Hardware invalid = 1
20 (8) Wheel 1 failed = 1

21 (1) Wheel 2 failed = 1

22 (2) Initialization mode not completed = 1
23 (4) High rate invalid = 1
24 (8) Box orientation invalid = 1

25 (1) RAM backup invalid (low battery) = 1

26 (2) Wraparound disabled (normally 1 for Regional Jet) = 1
27 (4) Compensation mode on = 1
28 (8) DG mode (not slaved) = 1, (slaved) =0

29 (1) Failed ADC input bus = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 STIM (test) mode
1 1 3 (center) 1 1 Valid data

EXAMPLE: Diagnostic word = 02200A

A Bits 9-12 Bits 10 and 12 are set; SDI = AHC number 2 and attitude is invalid
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
2 Bits 21-24 Bit 22 is set; initialization mode is in progress
2 Bits 25-28 Bit 26 is set; wraparound is disabled
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-11. AHC ATTITUDE HEADING COMPUTER Diagnostic Word 2.

OCTAL 351/061
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BIT: 18 17 Unit front facing

10 (2) *SDI code 0 0 Right
11 (4) Air data off (invalid) = 1 0 1 Left
12 (8) Digital air data invalid = 1 1 0 Front
1 1 Aft
13 (1) Analog air data invalid = 1
14 (2) Cosine select = 1 BIT: 24 23 22 21 STIM mode
15 (4) HDG gain switch 1 on = 1 0 0 0 0 Not in STIM
16 (8) HDG gain switch 2 on = 1 0 0 0 1 Roll only
0 0 1 0 Pitch only
17 (1) Mount configuration code 0 0 1 1 Heading only
18 (2) Mount configuration code 1 0 1 0 All data
19 (4) Weight on wheels (ground = 1)
20 (8) STIM mode on = 1

21 (1) STIM mode ident byte

22 (2) STIM mode ident byte
23 (4) STIM mode ident byte
24 (8) STIM mode ident byte

25 (1) Hi motor voltage on = 1

26 (2) SLW path init not complete = 1
27 (4) Bias table calibration on = 1
28 (8) Rev mode 1 (yes = 1)

29 (1) Test mode = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 STIM (test) mode
1 1 3 (center) 1 1 Valid data

EXAMPLE: Diagnostic word = 600002

2 Bits 9-12 Bit 10 is set; SDI = AHC number 2
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set: not in STIM mode
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Normal

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Table 5-12. AILERON CONTROL FORCE COPILOT Diagnostic Word.

OCTAL 351/061
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Not Used
12 (8) Not Used

13 (1) Not Used

14 (2) Not Used
15 (4) Not Used
16 (8) Not Used

17 (1) Not Used

18 (2) 0.125 LBS
19 (4) 0.25 LBS
20 (8) 0.5 LBS

21 (1) 1 LBS
22 (2) 2 LBS
23 (4) 4 LBS
24 (8) 8 LBS

25 (1) 16 LBS
26 (2) 32 LBS
27 (4) 64 LBS
28 (8) 128 LBS

29 (1) -256 LBS

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity
*SDI code: Bit 10 Bit 9 **SSM code: Bit 31 Bit 30
0 0 Default 0 0 Failed
0 1 Not Used 0 1 No computed data
1 0 Not Used 1 0 Functional test
1 1 Not Used 1 1 Normal

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Table 5-13. AILERON CONTROL FORCE PILOT Diagnostic Word.

OCTAL 351/061
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Not Used
12 (8) Not Used

13 (1) Not Used

14 (2) Not Used
15 (4) Not Used
16 (8) Not Used

17 (1) Not Used

18 (2) 0.125 LBS
19 (4) 0.25 LBS
20 (8) 0.5 LBS

21 (1) 1 LBS
22 (2) 2 LBS
23 (4) 4 LBS
24 (8) 8 LBS

25 (1) 16 LBS
26 (2) 32 LBS
27 (4) 64 LBS
28 (8) 128 LBS

29 (1) -256 LBS

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity
*SDI code: Bit 10 Bit 9 **SSM code: Bit 31 Bit 30
0 0 Default 0 0 Failed
0 1 Not Used 0 1 No computed data
1 0 Not Used 1 0 Functional test
1 1 Not Used 1 1 Normal

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Table 5-14. APU AUXILIARY POWER UNIT Status Word.

OCTAL 350/141
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BIT: 25 24 23 22 STATUS CODE

10 (2) *SDI code 0 0 0 0 Not used
11 (4) APU ready to load = 1 0 0 0 1 Prestart bit in progress
12 (8) APU LCV open = 1 0 0 1 0 ECU standby
0 0 1 1 APU start in progress
13 (1) Left bleed air S/O selected = 1 0 1 0 0 APU on speed
14 (2) Right bleed air S/O selected = 1 0 1 0 1 APU CMD shutdown
15 (4) Weight-on-wheels = 1 0 1 1 0 APU fault shutdown
16 (8) Door inhibit = 1 0 1 1 1 ECU disabled

17 (1) APU LCV failure = 1 BIT : 29 28 27 26 START INHIBIT CODE

18 (2) Any LRU fault = 1 0 0 0 0 OK (no inhibit)
19 (4) APU fault shutdown = 1 0 0 0 1 Fuel solenoid
20 (8) Altitude received = 1 0 0 1 0 LOP
0 0 1 1 HOT
21 (1) Airspeed received = 1 0 1 0 0 Fuel torque motor
22 (2) Status code (LSB) 0 1 0 1 Ignition circuit
23 (4) Status code 0 1 1 0 T5 circuit
24 (8) Status code 0 1 1 1 Inlet door fault
1 0 0 0 ECU fault
25 (1) Status code (MSB) 1 0 0 1 Speed sensor
26 (2) Start inhibit code (LSB)
27 (4) Start inhibit code
28 (8) Start inhibit code

29 (1) Start inhibit code (MSB)

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Normal
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Not used
1 1 Not used 1 1 Not used
Note: For bits 11 through 21; 1 = true, 0 = false

EXAMPLE: Diagnostic word = 00A000

0 Bits 9-12 No bits are set
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
A Bits 21-24 Bits 22 and 24 are set; status code = APU CMD shutdown
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Normal

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Table 5-15. APU AUXILIARY POWER UNIT Diagnostic Word 1.

OCTAL 351/142
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Hot RTD = 1
12 (8) Start relay fail = 1

13 (1) 0 (Spare)
14 (2) LCV available fail = 1
15 (4) Door driver fail = 1
16 (8) Start counter fail = 1

17 (1) Hour meter fail = 1

18 (2) Fuel solenoid fail = 1
19 (4) VGD solenoid fail = 1
20 (8) Speed sensor fail = 1

21 (1) T5 sensor fail = 1

22 (2) Fuel TM fail = 1
23 (4) LCV TM fail = 1
24 (8) P3 sensor fail = 1

25 (1) Ignitor fail = 1

26 (2) ECU fail = 1
27 (4) Door closed ( <1 degree) = 1
28 (8) Door mid-position (28 degrees ±1 degree) = 1

29 (1) Door open (>42 degrees) = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Normal
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Not used
1 1 Not used 1 1 Not used
Note: For bits 11, 12, 14 through 29; 1 = true, 0 = false

EXAMPLE: Diagnostic word = 008000

0 Bits 9-12 No bits are set
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; P3 sensor fail
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Normal

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Table 5-16. APU AUXILIARY POWER UNIT Diagnostic Word 2.

OCTAL 352/143
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BCD SHUTDOWN CODE (BITS 25-29)

10 (2) *SDI code 00 OK (no shutdown)
11 (4) LOP switch = 1 01 Slow acceleration
12 (8) 0 (Spare) 02 Dc power loss
03 ECU fault
13 (1) APU oil temp = 1 04 Loss of EGT
14 (2) Spare 05 Hot shutdown
15 (4) Spare 06 LOP shutdown
16 (8) Spare 07 Spare
08 Over current
17 (1) Spare 09 Over speed
18 (2) Spare 10 Over temperature
19 (4) Spare 11 Starter
20 (8) Spare 12 Speed loss
13 Door position
21 (1) Spare 14 Emergency
22 (2) Spare
23 (4) Spare
24 (8) Spare

25 (1) Shutdown code (LSB)

26 (2) Shutdown code
27 (4) Shutdown code
28 (8) Shutdown code

29 (1) Shutdown code (MSB)

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Normal
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Not used
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 220000

0 Bits 9-12 No bits are set; SDI code = default
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
2 Bits 25-28 Bit 26 is set; shutdown code 02 = dc power loss
2 Bits 29-32 Bit 30 is set; SSM = no computed data

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Table 5-17. BTMS BRAKE TEMPERATURE MONITORING SYSTEM Diagnostic Word.

OCTAL 350/024
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Right inboard sensor failure = 1
12 (8) Right outboard sensor failure = 1

13 (1) Left inboard sensor failure = 1

14 (2) Left outboard sensor failure = 1
15 (4) Cold junction compensator failure = 1
16 (8) Spare

17 (1) BTMU fail = 1

18 (2) Spare
19 (4) Spare
20 (8) Spare

21 (1) Spare
22 (2) Spare
23 (4) Spare
24 (8) Spare

25 (1) Spare
26 (2) Spare
27 (4) Spare
28 (8) Spare

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Fault data
0 1 Default 0 1 No computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 000101

1 Bits 9-12 Bit 9 is set; SDI = default
0 Bits 13-16 No bits are set
1 Bits 17-20 Bit 17 is set; BTMU fail
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Fault data

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Table 5-18. CDU CONTROL DISPLAY UNIT Diagnostic Word.

OCTAL 354/372
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Deflection fault = 1
12 (8) Video amplifier fault = 1

13 (1) Keyboard fault = 1

14 (2) RAM test fault = 1
15 (4) ROM test fault = 1
16 (8) Display generator fault (FIFO fail) = 1

17 (1) FMC-3 input absent = 1

18 (2) Reserved
19 (4) Reserved
20 (8) Reserved

21 (1) Reserved
22 (2) Pad
23 (4) Pad
24 (8) Pad

25 (1) Pad
26 (2) Pad
27 (4) Pad
28 (8) Pad

29 (1) High-voltage power supply fail = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Default (no straps) 0 0 Normal
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Failure warning

EXAMPLE: Diagnostic word = 600011

1 Bits 9-12 Bit 9 is set; SDI code = number 1 CDU
1 Bits 13-16 Bit 13 is set; keyboard fault detected
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
6 Bits 29-32 Bit 30 and 31 are set; SSM = failure warning

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Table 5-19. CONTROL FORCE SENSOR STATUS Diagnostic Word.

OCTAL 351/061
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Spare
12 (8) Spare

13 (1) Spare
14 (2) Pilot rudder control sensor 1 fail
15 (4) Pilot rudder control sensor 2 fail
16 (8) Pilot elevator control sensor fail

17 (1) Pilot aileron control sensor fail

18 (2) Copilot rudder control sensor 1 fail
19 (4) Copilot rudder control sensor 2 fail
20 (8) Copilot elevator control sensor fail

21 (1) Copilot aileron control sensor fail

22 (2) Spare
23 (4) Spare
24 (8) Spare

25 (1) Spare
26 (2) Spare
27 (4) Spare
28 (8) Spare

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity
SDI code: Bit 10 Bit 9 **SSM code: Bit 31 Bit 30
0 0 Default 0 0 Normal Operation
0 1 Not Used 0 1 No computed Data
1 0 Not Used 1 0 Functional Test
1 1 Not Used 1 1 Failure

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Table 5-20. CPAM CABIN PRESSURE ACQUISITION MODULE Diagnostic Word.

OCTAL 270/025
DESCRIPTION
BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) Unsuccessful power up test = 1
12 (8) Static pressure transducer failure = 1

13 (1) Cabin pressure transducer failure = 1

14 (2) Altitude out of range = 1
15 (4) Altitude/rate out of range = 1
16 (8) Differential pressure out of range = 1

17 (1) Reference voltage fail = 1

18 (2) Internal CPAM conditions, RAM, EPROM, or PWR fail = 1
19 (4) Cabin altitude high, delta P > 8.5 psi = 1
20 (8) Cabin altitude 10 000 ft = 1

21 (1) Cabin altitude 12 000 ft = 1

22 (2) Cabin altitude 14 000 ft = 1
23 (4) Spare
24 (8) Spare

25 (1) Spare
26 (2) Spare
27 (4) Spare
28 (8) Spare

29 (1) Spare
30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)
*SSM code: Bit 31 Bit 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

EXAMPLE: Diagnostic word = 200010

0 Bits 9-12 No bits are set
1 Bits 13-16 Bit 13 is set; Cabin pressure transducer failure
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = No computed data

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Table 5-21. CPC CABIN PRESSURE CONTROLLER Diagnostic Word.

OCTAL 270/025
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Spare
12 (8) Spare

13 (1) Spare
14 (2) Controller active = 1
15 (4) Controller No. 1 = 1; No. 2 = 0
16 (8) Manual = 1; auto = 0

17 (1) Emergency depressurization inactive = 1

18 (2) Spare
19 (4) Spare
20 (8) Spare

21 (1) Spare
22 (2) Controller failure = 1
23 (4) Selector failure = 1
24 (8) Primary valve failure = 1

25 (1) Secondary valve failure = 1

26 (2) CADC 1 failed in flight = 1
27 (4) CADC 2 failed in flight = 1
28 (8) Spare

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 CPC 1 0 1 No computed data
1 0 CPC 2 1 0 Not used
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 208002

2 Bits 9-12 Bit 10 is set; SDI = CPC number 2
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; Primary valve failure
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = No computed data

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Table 5-22. DBU DATA BASE UNIT Diagnostic Word.

OCTAL 351/301
DESCRIPTION
BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) Spare
12 (8) Spare

13 (1) Spare
14 (2) Spare
15 (4) Received data fault (note 1) = 1
16 (8) Transmitter (UART) fault = 1

17 (1) RAM fault = 1

18 (2) EPROM checksum fault = 1
19 (4) Disk controller fault = 1
20 (8) DBU master fault (note 2) = 1

21 (1) Drive undertemperature status (note 3) = 1

22 (2) DBU input bus 1 inactive from L-FMC-5 (note 4) = 1
23 (4) DBU input bus 2 inactive from R-FMC-5 (note 4) = 1
24 (8) DBU input bus 3 inactive from L-MDC-3 (note 4) = 1

25 (1) DBU input bus 4 inactive from T-FMC-5 (note 4) = 1

26 (2) DBU input bus 5 inactive (note 4) = 1
27 (4) DBU input bus 6 inactive (note 4) = 1
28 (8) DBU input bus 7 inactive (note 4) = 1

29 (1) DBU input bus 8 inactive (note 4) = 1

30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)
*SSM code: Bit 31 Bit 30 LRU Status
0 0 Normal
0 1 Not used
1 0 Not used
1 1 Not used
Note 1: Set for 5 seconds if received data fault detected on any of the 8 input buses.
Note 2: Cleared if bits 15-19, 21-29 are all 0.
Note 3: Set if drive temperature is less than 0 ° C.
Note 4: Set if no activity for previous 10 seconds.

EXAMPLE: Diagnostic word = 008800

0 Bits 9-12 No bits are set
0 Bits 13-16 No bits are set
8 Bits 17-20 Bit 20 is set: DBU master fault (due to bit 24 being set)
8 Bits 21-24 Bit 24 is set; DBU input bus 3 inactive from L-MDC-3
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Normal

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Table 5-23. DCP DISPLAY CONTROL PANEL Diagnostic Word.

OCTAL 352/055
DESCRIPTION
BIT NUMBER

9 (1) Pad
10 (2) Pad
11 (4) WXP bus fail = 1
12 (8) PFD bus fail = 1

13 (1) MFD bus fail = 1

14 (2) Pad
15 (4) Side ID fail = 1
16 (8) EEPROM fail = 1

17 (1) EEPROM replace (note 1) = 1

18 (2) CSU fail = 1
19 (4) Pad
20 (8) Pad

21 (1) Pad
22 (2) Pad
23 (4) Pad
24 (8) Pad

25 (1) Pad
26 (2) Pad
27 (4) Pad
28 (8) Pad

29 (1) Pad
30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)
*SSM code: Bit 31 Bit 30 LRU Status
0 0 Failed
0 1 Not used
1 0 Functional test
1 1 Normal
Note 1: Bit 17 is a warning that the device should be replaced as soon as possible. This indicates only a small portion of the EEPROM
is usable.

EXAMPLE: Diagnostic word = 000008

8 Bits 9-12 Bit 12 is set; PFD bus fail
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-24. DCU DATA CONCENTRATOR UNIT Diagnostic Word 1.

OCTAL 350/062
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) ARINC 717 fault = 1
12 (8) Aural warning card fault = 1

13 (1) EDC-B fault = 1

14 (2) Low speed I/O fault = 1
15 (4) High speed I/O fault = 1
16 (8) CPU-B fault = 1

17 (1) Spare
18 (2) Analog A-10 fault = 1
19 (4) Analog A-09 fault = 1
20 (8) EDC-A fault = 1

21 (1) CPU-A fault = 1

22 (2) Discrete A-6 fault = 1
23 (4) Discrete A-5 fault = 1
24 (8) Discrete A-4 fault = 1

25 (1) Pad
26 (2) Invalid position configuration = 1
27 (4) Digital flight data recorder inoperative = 1
28 (8) NVM checksum failure -A = 1

29 (1) NVM checksum failure -B = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Normal
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Failed

EXAMPLE: Diagnostic word = 600884

4 Bits 9-12 Bit 11 is set; ARINC 717 fault
8 Bits 13-16 Bit 16 is set; CPU-B fault
8 Bits 17-20 Bit 20 is set; EDC-A fault
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Failed

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Table 5-25. DCU DATA CONCENTRATOR UNIT Diagnostic Word 2.

OCTAL 351/153
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) AHRS-1 input fault = 1
12 (8) AHRS-2 input fault = 1

13 (1) APU input fault = 1

14 (2) BTMS input fault = 1
15 (4) CPAM input fault = 1
16 (8) CPC-1 input fault = 1

17 (1) CPC-2 input fault = 1

18 (2) FQGC-1 input fault = 1
19 (4) FQGC-2 input fault = 1
20 (8) GPWS input fault = 1

21 (1) HSTCU input fault = 1

22 (2) SECU-1 input fault = 1
23 (4) SECU-2 input fault = 1
24 (8) SPC-1 input fault = 1

25 (1) SPC-2 input fault = 1

26 (2) IOC LA-GP-5 input fault = 1
27 (4) IOC RA-GP-5 input fault = 1
28 (8) IOC LB-GP-5 input fault = 1

29 (1) IOC RB-GP-5 input fault = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Normal
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Failed

EXAMPLE: Diagnostic word = 610884

4 Bits 9-12 Bit 11 is set; AHRS-1 input fault
8 Bits 13-16 Bit 16 is set; CPC-1 input fault
8 Bits 17-20 Bit 20 is set; GPWS input fault
0 Bits 21-24 No bits are set
1 Bits 25-28 Bit 25 is set; SPC-2 input fault
6 Bits 29-32 Bits 30 and 31 are set; SSM = Failed

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Table 5-26. DCU DATA CONCENTRATOR UNIT Diagnostic Word 3.

OCTAL 352/013
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) PSEU-1 input fault = 1
12 (8) PSEU-2 input fault = 1

13 (1) LDU input fault = 1 (note 1)

14 (2) Steer-by-wire input fault = 1
15 (4) Clock input fault = 1 (optional)
16 (8) Data in queue = 1

17 (1) MDC to DCU path valid (1 = MDC label 350 received)

18 (2) Secondary data cross-talk fault = 1
19 (4) Tertiary data cross-talk fault = 1
20 (8) RDC input fault

21 (1) Crew Force Measurement System (CFMS) input fault

22 (2) Spare
23 (4) A processor cycle slip = 1
24 (8) B processor cycle slip = 1

25 (1) Spare
26 (2) Spare
27 (4) Sensor excitation fault = 1
28 (8) Reserved

29 (1) Reserved
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Normal
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Failed
Note 1: The LDU input fault bit reflects the status of the LDU bus for that respective DCU. The center DCU does not receive a LDU
bus, so the bit (13) is always set for the center DCU.

EXAMPLE: Diagnostic word = 600184

4 Bits 9-12 Bit 11 is set; PSEU-1 input fault
8 Bits 13-16 Bit 16 is set; Data in queue
1 Bits 17-20 Bit 17 is set; MDC to DCU path is valid
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Failed

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Table 5-27. DCU DATA CONCENTRATOR UNIT Diagnostic Word.

OCTAL 242/262
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Reserved
12 (8) Reserved

13 (1) Reserved
14 (2) ADG voltage color (white = 0, green = 1)
15 (4) ADG frequency color (white = 0, green = 1)
16 (8) Aural master status

17 (1) Weight on wheels/main landing gear 1 = 1

18 (2) Weight on wheels/main landing gear 2 = 1
19 (4) SPS fault = 1
20 (8) SECS fault = 1

21 (1) Master warn/master caution master status

22 (2) LH engine fire latched = 1
23 (4) RH engine fire latched = 1
24 (8) Stab trim fault = 1

25 (1) FMS present = 1

26 (2) N1 reference color (green = 0, white = 1)
27 (4) N1 reference color (not displayed = 0, displayed = 1)
28 (8) Left HI PRESS on = 1

29 (1) Right HI PRESS on = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Normal
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Failed

EXAMPLE: Diagnostic word = 008C00

0 Bits 9-12 No bits are set
0 Bits 13-16 No bits are set; ADG voltage and frequency displayed in white
C Bits 17-20 Bits 19 and 20 are set; SPS fault and SECS fault
8 Bits 21-24 Bit 24 is set; Stabilization trim fault
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Normal

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Table 5-28. DME DISTANCE MEASURING EQUIPMENT Diagnostic Word.

OCTAL 350/067
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BCD FAULT CODE (Bits 17-24)

10 (2) *SDI code 00 No faults found
11 (4) Pad 01 Power supply failed
12 (8) Video processor fault = 1 02 Synthesizer out of lock
03 Transmitter failed
13 (1) Receiver fault = 1 04 Video processor failed (self-test)
14 (2) Distance processor fault = 1 05 Receiver processor failed (self-test)
15 (4) Microprocessor ROM fault = 1 06 Distance processor failed (self-test)
16 (8) Microprocessor RAM fault = 1 07 ROM failed
08 RAM failed
17 (1) 1 | (BCD 09 Input bus at port B absent
18 (2) 2 | fault code 10 Input bus at port A absent
19 (4) 4 | units
20 (8) 8 | digit)

21 (1) 10 | (BCD
22 (2) 20 | fault code
23 (4) 40 | tens
24 (8) 80 | digit)

25 (1) Power supply fault = 1

26 (2) Synthesizer fault = 1
27 (4) Transmitter fault = 1
28 (8) L-RTU-2 bus at port B absent = 1

29 (1) R-RTU-1 bus at port A absent = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word =400621

1 Bits 9-12 Bit 9 is set; SDI = DME number 1
2 Bits 13-16 Bit 14 is set; a distance processor fault is detected
6 Bits 17-20 Bits 18 and 19 are set; fault code units digit is 6 (code is 06), distance processor fault
0 Bits 21-24 No bits are set; fault code tens digit is 0 (code is 06)
0 Bits 25-28 No bits are set
4 Bits 29-32 Bit 31 is set; SSM = Functional test

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Table 5-29. ECP EICAS CONTROL PANEL Diagnostic Word 1.

OCTAL 377/011
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) EPROM checksum
12 (8) EPROM checksum

13 (1) EPROM checksum

14 (2) EPROM checksum
15 (4) EPROM checksum
16 (8) EPROM checksum

17 (1) EPROM checksum

18 (2) EPROM checksum
19 (4) EPROM checksum
20 (8) EPROM checksum

21 (1) EPROM checksum

22 (2) EPROM checksum
23 (4) EPROM checksum
24 (8) EPROM checksum

25 (1) EPROM checksum

26 (2) EPROM checksum
27 (4) ALU test fail = 1
28 (8) RAM test fail = 1

29 (1) EPROM test fail = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 Default 0 1 No computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 035C71

1 Bits 9-12 Bit 9 is set; SDI code = default
7 Bits 13-16 Bits 13, 14, and 15 are set; EPROM checksum
C Bits 17-20 Bits 19 and 20 are set; EPROM checksum
5 Bits 21-24 Bits 21 and 23 is set; EPROM checksum
3 Bits 25-28 Bits 25 and 26 are set; EPROM checksum
0 Bits 29-32 No bits are set; SSM = Normal

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Table 5-30. EICAS DISPLAY Diagnostic Word 1.

OCTAL 350/070
DESCRIPTION
BIT NUMBER

9 (1) *EFD mode

10 (2) *EFD mode
11 (4) LA-IOC activity = 1
12 (8) LB-IOC activity = 1

13 (1) RA-IOC activity = 1

14 (2) RB-IOC activity = 1
15 (4) TCAS fail = 1
16 (8) ARINC wraparound 1 fail = 1

17 (1) ARINC wraparound 2 fail = 1

18 (2) High voltage power supply fail = 1
19 (4) Low voltage power supply fail = 1
20 (8) RAM fail = 1

21 (1) ROM fail = 1

22 (2) I/O fail = 1
23 (4) NVM fail = 1
24 (8) Main processor fail = 1

25 (1) Display processor fail = 1

26 (2) Video amplifier fail = 1
27 (4) Deflection amplifier fail = 1
28 (8) Reserved

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*EFD mode: Bit 10 Bit 9 EFD Mode **SSM code:Bit 31 Bit 30 LRU Status
0 0 PFD 0 0 Failed
0 1 MFD 0 1 No computed data
1 0 EICAS 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 008002

2 Bits 9-12 Bit 10 is set; EFD mode = EICAS display
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; main processor failure
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-31. EICAS DISPLAY Diagnostic Word 2.

OCTAL 351/304
DESCRIPTION
BIT NUMBER

9 (1) *EFD mode

10 (2) *EFD mode
11 (4) DCU 1 fail = 1
12 (8) DCU 2 fail = 1

13 (1) DCU 3 fail = 1

14 (2) Engine 1 fail = 1
15 (4) Engine 2 fail = 1
16 (8) ECP fail = 1

17 (1) AHRS/IRS 1 fail = 1

18 (2) AHRS/IRS 2 fail = 1
19 (4) AHRS/IRS 3 fail = 1
20 (8) AHRS/IRS 4 fail = 1

21 (1) L-FMC fail = 1

22 (2) R-FMC fail = 1
23 (4) WXR fail = 1
24 (8) MDC fail = 1

25 (1) L-DCP fail = 1

26 (2) R-DCP fail = 1
27 (4) L-ADC fail = 1
28 (8) R-ADC fail = 1

29 (1) HGS fail = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*EFD mode: Bit 10 Bit 9 EFD Mode **SSM code:Bit 31 Bit 30 LRU Status
0 0 PFD 0 0 Failed
0 1 MFD 0 1 No computed data
1 0 EICAS 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 608002

2 Bits 9-12 Bit 10 is set; EFD mode = EICAS display
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; MDC failure
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Normal

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Table 5-32. ELEVATOR CONTROL FORCE COPILOT Diagnostic Word.

OCTAL 351/061
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code

11 (4) Not Used

12 (8) Not Used

13 (1) Not Used

14 (2) Not Used
15 (4) Not Used
16 (8) Not Used

17 (1) Not Used

18 (2) 0.125 LBS
19 (4) 0.25 LBS
20 (8) 0.5 LBS

21 (1) 1 LBS
22 (2) 2 LBS
23 (4) 4 LBS
24 (8) 8 LBS

25 (1) 16 LBS
26 (2) 32 LBS
27 (4) 64 LBS
28 (8) 128 LBS

29 (1) -256 LBS

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity
*SDI code Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Number
0 0 Default 0 0 Failed
0 1 Not Used 0 1 No computed data
1 0 Not Used 1 0 Functional test
1 1 Not Used 1 1 Normal

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Table 5-33. ELEVATOR CONTROL FORCE PILOT Diagnostic Word.

OCTAL 351/061
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Not Used
12 (8) Not Used

13 (1) Not Used

14 (2) Not Used
15 (4) Not Used
16 (8) Not Used

17 (1) Not Used

18 (2) 0.125 LBS
19 (4) 0.25 LBS
20 (8) 0.5 LBS

21 (1) 1 LBS
22 (2) 2 LBS
23 (4) 4 LBS
24 (8) 8 LBS

25 (1) 16 LBS
26 (2) 32 LBS
27 (4) 64 LBS
28 (8) 128 LBS

29 (1) -256 LBS

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity
*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Number
0 0 Default 0 0 Failed
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Normal

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Table 5-34. FCC FLIGHT CONTROL COMPUTER Status Word.

OCTAL 071/071
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BIT: 17 16 15 14 LABEL 124 (351) CONTENTS (note 1)

10 (2) *SDI code 0 0 0 0 No code sent
11 (4) Spare 0 0 0 1 Repair code
12 (8) Spare 0 0 1 0 AP engage code
0 0 1 1 AP disengage code
13 (1) Spare 0 1 0 0 YD engage code
14 (2) Label 124 (351) contents (LSB) 0 1 0 1 YD disengage code
15 (4) Label 124 (351) contents 0 1 1 0 Boost code
16 (8) Label 124 (351) contents 0 1 1 1 Spare

17 (1) Label 124 (351) contents (MSB)

18 (2) Spare
19 (4) Spare
20 (8) Reserved

21 (1) Spare
22 (2) Trim system fail = 1
23 (4) FCC-3 cross-channel input bus fail = 1
24 (8) A-IOC-3 input bus fail = 1

25 (1) AHC-1 input bus fail = 1

26 (2) FCP input bus fail = 1
27 (4) B-IOC-3 input bus fail = 1
28 (8) FCC failure = 1

29 (1) Configuration strapping incompatibility (airplane vs FCC) = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Not used

Note 1: Refer to Table 5-35 through Table 5-40 for definitions of FCC label 124 (351) contents for each of the codes defined in FCC la-
bel 071, bits 17-14.

EXAMPLE: Diagnostic word = 002041

1 Bits 9-12 Bit 9 is set; SDI = FCC number 1
4 Bits 13-16 Bit 15 is set; FCC label 124 (351) contents = AP ENGAGE CODE page
0 Bits 17-20 No bits are set
2 Bits 21-24 Bit 22 is set; a trim system fault is detected
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Normal

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Table 5-35. FCC FLIGHT CONTROL COMPUTER Diagnostic Word 2 (REPAIR CODE).

OCTAL 351/124
DESCRIPTION
BIT NUMBER

REPAIR CODE page, label 071 bits 17-14 = 0001 (Repair code)

9 (1) I/O processor reset

10 (2) FCC memory
11 (4) Yaw equalization
12 (8) FCS panel serial bus

13 (1) Autopilot servo command errors

14 (2) Main processor reset
15 (4) CPU time errors
16 (8) Pitch or roll equalization

17 (1) Pitch or roll wraparound (D/A to A/D)

18 (2) Yaw wraparound (D/A to A/D)
19 (4) AHRS serial bus
20 (8) AP or YD hardware monitor output

21 (1) Cross-channel serial bus

22 (2) IOC-A or IOC-B serial bus
23 (4) Panel disconnect circuitry
24 (8) Yaw servo amplifier

25 (1) Spare
26 (2) Yaw cutout hardware
27 (4) Pitch or roll cutout hardware
28 (8) Pitch, roll, or yaw cutout occurrence

29 (1) Rudder boost system

30 (2) Pitch, roll, or yaw trim system
31 (4) Pitch or roll servo amplifier
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem detected after FCC power up.

Revised 1 February 2000 5-97

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Table 5-36. FCC FLIGHT CONTROL COMPUTER Diagnostic Word 2 (AP ENGAGE CODE).

OCTAL 351/124
DESCRIPTION
BIT NUMBER

AP ENGAGE CODE page, label 071 bits 17-14 = 0010 (AP engage code)

9 (1) AHRS pitch or roll data

10 (2) FCC memory
11 (4) Configuration strapping incompatibility (airplane vs FCC)
12 (8) ID number incompatibility (left vs right FCC)

13 (1) Autopilot servo command errors

14 (2) Roll cutout hardware
15 (4) Invalid attitude data (I/O processor)
16 (8) AHRS normal acceleration data

17 (1) Pitch or roll wraparound (D/A to A/D)

18 (2) Pitch trim fail annunciator lamp test
19 (4) Yaw disengaged
20 (8) Autopilot monitor output

21 (1) Cross-channel serial bus

22 (2) Current IOC serial bus
23 (4) Spare
24 (8) Pitch cutout hardware

25 (1) Windshear warning

26 (2) FCP external disengage inputs
27 (4) Pitch cutout occurrence
28 (8) Roll cutout occurrence

29 (1) Yaw cutout occurrence

30 (2) AHRS pitch rate, roll rate, or yaw rate data
31 (4) Pitch or roll servo amplifier
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem that prevented autopilot engagement.

Revised 1 February 2000 5-98

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Table 5-37. FCC FLIGHT CONTROL COMPUTER Diagnostic Word 2 (AP DISENGAGE CODE).

OCTAL 351/124
DESCRIPTION
BIT NUMBER

AP DISENGAGE CODE page, label 071 bits 17-14 = 0011 (AP disengage code)

9 (1) AHRS pitch or roll data

10 (2) FCC memory
11 (4) Spare
12 (8) Spare

13 (1) Autopilot servo command errors

14 (2) Spare
15 (4) Invalid attitude data (I/O processor)
16 (8) AHRS normal acceleration data

17 (1) Pitch or roll wraparound (D/A to A/D)

18 (2) Spare
19 (4) Yaw disengaged
20 (8) Roll servo amplifier

21 (1) Cross-channel serial bus

22 (2) Current IOC serial bus
23 (4) Pitch cutout occurrence
24 (8) Spare

25 (1) Windshear warning

26 (2) FCP external disengage inputs
27 (4) Pitch equalization
28 (8) Roll equalization

29 (1) Spare
30 (2) AHRS pitch rate, roll rate, or yaw rate data
31 (4) Pitch servo amplifier
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem that caused an autopilot disengagement.

Revised 1 February 2000 5-99

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Table 5-38. FCC FLIGHT CONTROL COMPUTER Diagnostic Word 2 (YD ENGAGE CODE).

OCTAL 351/124
DESCRIPTION
BIT NUMBER

YD ENGAGE CODE page, label 071 bits 17-14 = 0100 (YD engage code)

9 (1) Spare
10 (2) FCC memory
11 (4) Configuration strapping incompatibility (airplane vs FCC)
12 (8) Spare

13 (1) Spare
14 (2) Spare
15 (4) Spare
16 (8) AHRS lateral acceleration data

17 (1) Spare
18 (2) Yaw wraparound
19 (4) Spare
20 (8) Yaw monitor output failure

21 (1) Spare
22 (2) Current IOC serial bus
23 (4) Spare
24 (8) Yaw servo amplifier

25 (1) Spare
26 (2) Spare
27 (4) Rudder boost monitor output failure
28 (8) Spare

29 (1) Yaw cutout occurrence

30 (2) AHRS pitch rate, roll rate, or yaw rate data
31 (4) Yaw cutout hardware
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem that prevented yaw damper engagement.

Revised 1 February 2000 5-100

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Table 5-39. FCC FLIGHT CONTROL COMPUTER Diagnostic Word 2 (YD DISENGAGE CODE).

OCTAL 351/124
DESCRIPTION
BIT NUMBER

YD DISENGAGE CODE page, label 071 bits 17-14 = 0101 (YD disengage code)

9 (1) Spare
10 (2) FCC memory
11 (4) Spare
12 (8) Spare

13 (1) Spare
14 (2) Spare
15 (4) Spare
16 (8) AHRS lateral acceleration data

17 (1) Spare
18 (2) Yaw wraparound
19 (4) Spare
20 (8) Spare

21 (1) Spare
22 (2) Current IOC serial bus
23 (4) Spare
24 (8) Yaw servo amplifier

25 (1) Spare
26 (2) Spare
27 (4) Rudder boost monitor output failure
28 (8) Spare

29 (1) Yaw equalization

30 (2) AHRS pitch rate, roll rate, or yaw rate data
31 (4) Spare
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem that caused a yaw damper disengagement.

Revised 1 February 2000 5-101

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Table 5-40. FCC FLIGHT CONTROL COMPUTER Diagnostic Word 2 (BOOST CODE).

OCTAL 351/124
DESCRIPTION
BIT NUMBER

BOOST CODE page, label 071 bits 17-14 = 0110 (Boost code)

9 (1) Spare
10 (2) FCC memory
11 (4) Configuration strapping incompatibility (airplane vs FCC)
12 (8) ID number incompatibility (left vs right FCC)

13 (1) Spare
14 (2) Spare
15 (4) Spare
16 (8) Spare

17 (1) Spare
18 (2) Yaw wraparound
19 (4) Spare
20 (8) Spare

21 (1) Cross-channel serial bus

22 (2) Spare
23 (4) Spare
24 (8) Yaw servo amplifier

25 (1) Spare
26 (2) Spare
27 (4) Rudder boost monitor output failure
28 (8) Spare

29 (1) Yaw equalization

30 (2) Rudder boost data
31 (4) Spare
32 (8) Parity (odd)
Note: For bits 9 through 31, 1 = problem that caused a rudder boost failure.

Revised 1 February 2000 5-102

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Table 5-41. IAPS FMC FLIGHT MANAGEMENT COMPUTER Diagnostic Word.

OCTAL 350/065
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BIT : 15 14 13 FMC FAULT

10 (2) *SDI code 0 0 0 No faults
11 (4) NAV data base memory failure = 1 0 0 1 NAV local RAM failure
12 (8) NAV data base write error = 1 0 1 0 NAV battery RAM failure
0 1 1 NAV boot memory failure
13 (1) FMC fault code 1 0 0 NAV application memory failure
14 (2) FMC fault code 1 0 1 NAV parameter block failure
15 (4) FMC fault code
16 (8) Spare

17 (1) DBU input absent = 1

18 (2) CDU input absent (onside) = 1
19 (4) IOC 1A input absent = 1
20 (8) IOC 1B input absent = 1

21 (1) IOC 2A input absent = 1

22 (2) IOC 2B input absent = 1
23 (4) FMC-4 cross-talk input absent = 1
24 (8) Reserved

25 (1) Reserved
26 (2) Low battery = 1
27 (4) I/O dual port failure = 1
28 (8) FMC NAV not responding = 1

29 (1) FMC clock oscillator fault = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Failed

EXAMPLE: Diagnostic word = 600431

1 Bits 9-12 Bit 9 is set; SDI = FMC number 1
3 Bits 13-16 Bits 13 and 14 are set; NAV boot memory fault
4 Bits 17-20 Bit 19 is set; IOC 1A input absent
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Failed

Revised 1 February 2000 5-103

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Table 5-42. FQGC FUEL QUANTITY GAUGING CONTROL Diagnostic Word.

OCTAL 276/277
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) APU pump on = 1
12 (8) APU pump failure = 1

13 (1) Left power transfer SOV shut = 1

14 (2) Left power transfer SOV failure = 1
15 (4) Right power transfer SOV shut = 1
16 (8) Right power transfer SOV failure = 1

17 (1) Left crossflow SOV shut = 1

18 (2) Left crossflow SOV failure = 1
19 (4) Right crossflow SOV shut = 1
20 (8) Right crossflow SOV failure = 1

21 (1) Fuel unbalance > 800 lbs = 1

22 (2) Spare
23 (4) Low level fuel (total ≤ 900 lbs) = 1
24 (8) Computer channel 1 failed = 1

25 (1) Computer channel 2 failed = 1

26 (2) Fuel balance inhibited = 1
27 (4) Center tank fitted = 1
28 (8) Units of measure (0 = lb, 1 = kg)

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 Channel 1 0 1 No computed data
1 0 Channel 2 1 0 Functional test
1 1 Not used 1 1 Failed

EXAMPLE: Diagnostic word = 608002

2 Bits 9-12 Bit 10 is set; SDI = Channel 2
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; computer channel 1 failed
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Failed

Revised 1 February 2000 5-104

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Table 5-43. FQGC FUEL QUANTITY GAUGING CONTROL Diagnostic Word.

OCTAL 277/010
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Tank mismatch 2/3 (mismatch = 1)
12 (8) Fuel units mismatch kg/lb (mismatch = 1)

13 (1) Low fuel in left wing = 1

14 (2) Low fuel in right wing = 1
15 (4) Autofuel crossflow on = 1
16 (8) Autofuel crossflow override on (manual mode) = 1

17 (1) Spare
18 (2) Spare
19 (4) Spare
20 (8) Left crossflow on = 1

21 (1) Right crossflow on = 1

22 (2) Left crossflow fail = 1
23 (4) Right crossflow fail = 1
24 (8) Spare

25 (1) Spare
26 (2) Spare
27 (4) Spare
28 (8) Spare

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 Channel 1 0 1 No computed data
1 0 Channel 2 1 0 Functional test
1 1 Not used 1 1 Failed

EXAMPLE: Diagnostic word = 204002

2 Bits 9-12 Bit 10 is set; SDI = channel 2
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
4 Bits 21-24 Bit 23 is set; right crossflow fail
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = no computed data

Revised 1 February 2000 5-105

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Table 5-44. GPS GLOBAL POSITIONING SYSTEM Diagnostic Word.

OCTAL 355/042
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Reserved
12 (8) Reserved

13 (1) Reserved
14 (2) Reserved
15 (4) Reserved
16 (8) Reserved

17 (1) Reserved
18 (2) Reserved
19 (4) Differential input bus 2 no activity = 1
20 (8) Differential input bus 1 no activity = 1

21 (1) DADC input bus 2 no activity = 1

22 (2) DADC input bus 1 no activity = 1
23 (4) FMS/IRS input bus 2 no activity = 1
24 (8) FMS/IRS input bus 1 no activity = 1

25 (1) GPS failed = 1

26 (2) RF input failed = 1
27 (4) Sensor fault = 1
28 (8) Test inhibited = 1

29 (1) Reserved (Command word acknowledge = 1)

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 3 1 1 Not used

EXAMPLE: Diagnostic word = 204002

2 Bits 9-12 Bit 10 is set; SDI = number 2 GPS sensor
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
4 Bits 21-24 Bit 23 is set; FMS/IRS input bus 2 is not active
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = no computed data

Revised 1 February 2000 5-106

 ROCKWELL COLLINS
SYSTEM MANUAL
Canadair Regional Jet Avionics System

Canadair Regional Jet Avionics System

SYSTEM MANUAL (523-0776286, 6TH EDITION, DATED FEB 1/00)

TEMPORARY REVISION NO. 04

Insert facing page 5-106

This temporary revision supersedes Temporary Revision 02

Subject: Update GPS Global Positioning System Diagnostic Word.

Revised Table 5-44. GPS GLOBAL POSITIONING SYSTEM Diagnostic Word, OCTAL 355/042, Bit
Numbers 11 through 17.
Table 5-44. GPS GLOBAL POSITIONING SYSTEM Diagnostic Word.

OCTAL 355/042
DESCRIPTION
BIT NUMBER
9 (1) *SDI code
10 (2) *SDI code
11 (4) Fault Code (See next page) ones digit (LSB)
12 (8) Fault Code (See next page) ones digit
13 (1) Fault Code (See next page) ones digit
14 (2) Fault Code (See next page) ones digit (MSB)
15 (4) Fault Code (See next page) tens digit (LSB)
16 (8) Fault Code (See next page) tens digit
17 (1) Fault Code (See next page) tens digit (MSB)
18 (2) Fault Code present (0 = No Fault)
19 (4) Differential input bus 2 no activity = 1
20 (8) Differential input bus 1 no activity = 1
21 (1) RB-GP BUS-3 input bus 2 inactive
22 (2) LB-GP BUS-3 input bus 1 inactive
23 (4) FMS/IRS input bus 2 no activity = 1
24 (8) FMS/IRS input bus 1 no activity = 1
25 (1) GPS failed = 1
26 (2) RF input failed = 1
27 (4) Sensor fault = 1
28 (8) Test inhibited = 1
29 (1) Reserved (Command word acknowledge = 1)
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 3 1 1 Not used
EXAMPLE: Diagnostic word = 204002
2 Bits 9-12 Bit 10 is set; SDI = number 2 GPS sensor
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
4 Bits 21-24 Bit 23 is set; FMS/IRS input bus 2 is not active
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = no computed data

Temporary Revision 4 Page 2

523-0776286-04611A Jun 4/08
 ROCKWELL COLLINS
SYSTEM MANUAL
Canadair Regional Jet Avionics System

Table 5-44. GPS GLOBAL POSITIONING SYSTEM Diagnostic Word (Cont.)

Temporary Revision 4 Page 3

523-0776286-04611A Jun 4/08
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Table 5-45. GPWS GROUND PROXIMITY WARNING SYSTEM Diagnostic Word 1.

OCTAL 350/144
DESCRIPTION
BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) AHS input bus failure (ARINC input 1) = 1
12 (8) RH RAD ALT input bus failure (ARINC input 2) = 1

13 (1) ADC input bus failure (ARINC input 3) = 1

14 (2) LH MLS input bus failure (ARINC input 4) = 1
15 (4) RH ILS input bus failure (ARINC input 5) = 1
16 (8) LH ILS input bus failure (ARINC input 6) = 1

17 (1) RH MLS input bus failure (ARINC input 7) = 1

18 (2) SPC 1 input bus failure (ARINC input 8) = 1
19 (4) SPC 2 input bus failure (ARINC input 9) = 1
20 (8) LH IOC input bus failure (ARINC input 10) = 1

21 (1) LH LRRA input bus failure (ARINC input 11) = 1

22 (2) RH IOC input bus failure (ARINC input 12) = 1
23 (4) Spare
24 (8) Spare

25 (1) Spare
26 (2) Spare
27 (4) Program pins changed or invalid = 1
28 (8) Flap input failure = 1

29 (1) Gear input failure = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
**SSM code: Bit 31 Bit 30 LRU Status
0 0 Normal operation
0 1 Not used
1 0 Functional test
1 1 Not used

EXAMPLE: Diagnostic word = 002010

0 Bits 9-12 No bits are set
1 Bits 13-16 Bit 13 is set; ADC input bus failure (ARINC input 3)
0 Bits 17-20 No bits are set
2 Bits 21-24 Bit 22 is set; RH IOC input bus failure (ARINC input 12)
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Normal operation

Revised 1 February 2000 5-107

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Table 5-46. GPWS GROUND PROXIMITY WARNING SYSTEM Diagnostic Word 2.

OCTAL 351/145
DESCRIPTION
BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) Glideslope cancel discrete failure = 1
12 (8) Momentary audio suppress discrete failure = 1

13 (1) Audio inhibit discrete failure = 1

14 (2) Self test discrete input failure = 1
15 (4) CPU/RAM/ROM wait state bit failure = 1
16 (8) NVM test failure = 1

17 (1) Watchdog timer test failure = 1

18 (2) Analog input test failure = 1
19 (4) Voice test failure = 1
20 (8) ARINC 429 transmitter test failure = 1

21 (1) Internal parity test failure = 1

22 (2) Software configuration test failure = 1
23 (4) ARINC 429 receiver test failure = 1
24 (8) Software CASE statement test failure = 1

25 (1) Software operating system test failure = 1

26 (2) Database test failure = 1
27 (4) Excessive watchdog time-outs detected = 1
28 (8) Aircraft data base failure = 1

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
**SSM code: Bit 31 Bit 30 LRU Status
0 0 Normal operation
0 1 Not used
1 0 Functional test
1 1 Not used

EXAMPLE: Diagnostic word = 002010

0 Bits 9-12 No bits are set
1 Bits 13-16 Bit 13 is set; audio inhibit discrete failure
0 Bits 17-20 No bits are set
2 Bits 21-24 Bit 22 is set; software configuration test failure
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Normal operation

Revised 1 February 2000 5-108

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Table 5-47. HGS HEAD-UP GUIDANCE SYSTEM Diagnostic Word.

OCTAL 350/040
DESCRIPTION
BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) HGS computer failure = 1
12 (8) Combiner failure = 1

13 (1) HGS control panel (HCP) failure = 1

14 (2) Overhead unit (OHU) failure = 1
15 (4) Drive electronics unit (DEU) failure = 1
16 (8) Reserved (always = 0)

17 (1) TCAS bus 1 not active = 1

18 (2) Reserved (always = 0)
19 (4) RA-IOC-1 bus not active = 1
20 (8) LA-IOC-1 bus not active = 1

21 (1) Number 1 radio altimeter converter no digital input = 1

22 (2) Number 2 radio altitude no analog input = 1
23 (4) Number 1 DME no input = 1
24 (8) Number 2 VHF NAV no input = 1

25 (1) Number 1 VHF NAV no input = 1

26 (2) Number 2 ADC no input = 1
27 (4) Number 1 ADC no input = 1
28 (8) IRS2/AHRS no input = 1

29 (1) IRS1 no input = 1

30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)
*SSM code: Bit 31 Bit 30 LRU Status
0 0 Failed
0 1 No computed data
1 0 Functional test
1 1 Normal

EXAMPLE: Diagnostic word = 002010

0 Bits 9-12 No bits are set
1 Bits 13-16 Bit 13 is set; HGS control panel failure
0 Bits 17-20 No bits are set
2 Bits 21-24 Bit 22 is set; number 2 radio altitude no analog input
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = failed

Revised 1 February 2000 5-109

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Table 5-48. HSTCU HORIZONTAL STABILIZER TRIM CONTROL UNIT Diagnostic Word.

OCTAL 350/146
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Maintenance required (1 = true, 0 = false) (note 1)
12 (8) HSTA motor/brake/speed sense assembly fail = 1

13 (1) HSTA RVDT module fail = 1

14 (2) HSTA gearbox fail = 1
15 (4) Pilot trim switch fail = 1
16 (8) Copilot trim switch fail = 1

17 (1) Pilot trim disconnect switch fail = 1

18 (2) Copilot trim disconnect switch fail = 1
19 (4) Channel engage switch fail = 1
20 (8) Mach trim engage switch fail = 1

21 (1) HSTCU fail = 1

22 (2) Dc power supply fail = 1
23 (4) EICAS channel engage fail = 1
24 (8) EICAS Mach trim engage fail = 1

25 (1) EICAS take-off warning fail = 1

26 (2) EICAS HSTA position fail = 1
27 (4) ADC Mach number fail = 1
28 (8) HSTCU front panel door open (1 = true, 0 = false)

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Fault data
0 1 Channel 1 0 1 No computed data
1 0 Channel 2 1 0 Functional test
1 1 Not used 1 1 Normal
Note 1: Once bit 11 is set true, it remains set until a successful GND MAINT TEST is complete and the memory is cleared/reset.

EXAMPLE: Diagnostic word = 204002

2 Bits 9-12 Bit 10 is set; SDI = channel 2
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
4 Bits 21-24 Bit 23 is set; EICAS channel engage fail
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = no computed data

Revised 1 February 2000 5-110

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Table 5-49. HSTCU HORIZONTAL STABILIZER TRIM CONTROL UNIT Diagnostic Word.

OCTAL 270/004
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Jammed pilot trim switch = 1
12 (8) Jammed copilot trim switch = 1

13 (1) Jammed pilot trim disconnect switch = 1

14 (2) Jammed copilot trim disconnect switch = 1
15 (4) Jammed channel engage switch = 1
16 (8) Jammed Mach trim engage switch = 1

17 (1) Pilot trim up = 1

18 (2) Pilot trim down = 1
19 (4) Copilot trim up = 1
20 (8) Copilot trim down = 1

21 (1) Pilot trim disconnect = 1

22 (2) Copilot trim disconnect = 1
23 (4) Channel engage = 1
24 (8) Mach trim engage = 1

25 (1) Spare
26 (2) Spare
27 (4) Spare
28 (8) Spare

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 Channel 1 0 1 No computed data
1 0 Channel 2 1 0 Functional test
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 002021

1 Bits 9-12 Bit 9 is set; SDI = channel 1
2 Bits 13-16 Bit 14 is set; jammed copilot trim disconnect switch
0 Bits 17-20 No bits are set
2 Bits 21-24 Bit 22 is set; copilot trim disconnect
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

Revised 1 February 2000 5-111

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Table 5-50. HSTCU HORIZONTAL STABILIZER TRIM CONTROL UNIT Diagnostic Word.

OCTAL 271/005
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) HSTCU dc power supplied = 1
12 (8) AP trim arm up = 1

13 (1) AP trim arm down = 1

14 (2) AP trim command up = 1
15 (4) AP trim command down = 1
16 (8) AP trim fail A = 1

17 (1) AP trim fail B = 1

18 (2) AP engage = 1
19 (4) AP manual trim disengage A = 1
20 (8) AP manual trim disengage B = 1

21 (1) AP HSTA motion up = 1

22 (2) AP HSTA motion down = 1
23 (4) FECU AP high trim rate = 1
24 (8) EICAS channel engaged = 1

25 (1) EICAS Mach trim engaged = 1

26 (2) EICAS in take-off green band range = 1
27 (4) EICAS HSTA position valid = 1
28 (8) PSEU weight on wheels = 1

29 (1) ADC Mach number valid = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 Channel 1 0 1 No computed data
1 0 Channel 2 1 0 Functional test
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 002242

2 Bits 9-12 Bit 10 is set; SDI = channel 2
4 Bits 13-16 Bit 15 is set; AP trim command down
2 Bits 17-20 Bit 18 is set; autopilot engaged
2 Bits 21-24 Bit 22 is set; AP HSTA motion down
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

Revised 1 February 2000 5-112

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Table 5-51. HSTCU HORIZONTAL STABILIZER TRIM CONTROL UNIT Diagnostic Word.

OCTAL 272/006
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) HSTA valid = 1
12 (8) HSTA brakes fail = 1

13 (1) HSTA brakes on = 1

14 (2) HSTA on = 1
15 (4) HSTA RVDT dc power supply fail = 1
16 (8) Mach trim up command = 1

17 (1) Mach trim down command = 1

18 (2) Mach trim on = 1
19 (4) Mach trim status (standby = 1, active = 0)
20 (8) Spare

21 (1) Spare
22 (2) Spare
23 (4) Spare
24 (8) Spare

25 (1) Spare
26 (2) Spare
27 (4) Spare
28 (8) Spare

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 Channel 1 0 1 No computed data
1 0 Channel 2 1 0 Functional test
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 000006

6 Bits 9-12 Bits 10 and 11 are set; SDI = channel 2 and HSTA valid
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

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Table 5-52. HSTCU HORIZONTAL STABILIZER TRIM CONTROL UNIT Diagnostic Word.

OCTAL 273/007
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) HSTCU fail = 1
12 (8) Delta position monitor tripped = 1

13 (1) Delta velocity monitor tripped = 1

14 (2) CTRL U/D monitor tripped = 1
15 (4) CTRL PWM monitor tripped = 1
16 (8) CTRL/HSTA U/D monitor tripped = 1

17 (1) CTRL/HSTA low-speed monitor tripped = 1

18 (2) CTRL/HSTA high-speed monitor tripped = 1
19 (4) Extend limit monitor tripped = 1
20 (8) Retract limit monitor tripped = 1

21 (1) Simultaneous up/down commands monitor (operating ckt) tripped = 1

22 (2) Simultaneous up/down commands monitor (monitoring ckt) tripped = 1
23 (4) Delta Mach monitor tripped = 1
24 (8) Mach trim position monitor tripped = 1

25 (1) Mach trim speed monitor tripped = 1

26 (2) High speed rate 1/high speed rate 2 (miscompare = 1, OK = 0)
27 (4) Weight on wheels 1/weight on wheels 2 (miscompare = 1, OK = 0)
28 (8) Spare

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 Channel 1 0 1 No computed data
1 0 Channel 2 1 0 Functional test
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 000041

1 Bits 9-12 Bit 9 is set; SDI = channel 1
4 Bits 13-16 Bit 15 is set; CTRL PWM monitor tripped
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

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Table 5-53. IAPS IOC I/O CONCENTRATOR Diagnostic Word.

OCTAL 350/350
DESCRIPTION
BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) RAM test fail = 1
12 (8) Mapper or map checksum fail = 1

13 (1) 0
14 (2) 0
15 (4) Code checksum fail = 1
16 (8) IOC version number fail = 1

17 (1) Initialization mode = 1

18 (2) Mux or UART status word error = 1
19 (4) Warm start = 1
20 (8) Strapping hardware test fail (initialization) = 1

21 (1) Strapping hardware test fail (background) = 1

22 (2) Local straps test fail (L/R, A/B) = 1
23 (4) IAPS system strapping plug test fail (parity) = 1
24 (8) CPU test fail = 1

25 (1) Test vector simulation fail = 1

26 (2) Input queue overrun error = 1
27 (4) Output queue overrun error = 1
28 (8) IAPS environmental control card fail = 1

29 (1) Onside cross-quadrant power supply overheat = 1

30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)
*SSM code: Bit 31 Bit 30 LRU Status
0 0 Failure warning (set if any bit 11-16 or 18-29 is set to 1)
0 1 No computed data
1 0 Functional test
1 1 Normal

EXAMPLE: Diagnostic word = 000200

0 Bits 9-12 No bits are set
0 Bits 13-16 No bits are set
2 Bits 17-20 Bit 18 is set; mux or UART status word errors are detected
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = failure warning (due to bit 18 being set)

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Table 5-54. IRS INERTIAL REFERENCE SYSTEM Diagnostic Word 1.

OCTAL 350/104
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BCD IR ACTION CODE (Bits 23-29)

10 (2) *SDI code 01 IRS FAULT; hard failure, remove IRU for maintenance
11 (4) ADC source = left 02 DELAYED MAINT; soft failure, remove IRU when convenient
12 (8) ADC source = right 03 ENTER POSITION; enter present position
04 SELECT ATTITUDE; select ATT on the DMSU
13 (1) Spare 05 EXCESS MOTION; excess motion detected during ALIGN
14 (2) Spare 06 SWITCH DADS; select cross-side air data computer (manual rev)
15 (4) Time to NAV = 1 min (LSB) 07 CHECK C/B; check circuit breakers
16 (8) Time to NAV = 2 min 08 ISDU FAULT; remove ISDU for maintenance
09 ENTER MAG HEADING; enter heading for attitude mode
17 (1) Time to NAV = 4 min 10 REENTER POSITION; reenter present position data
18 (2) Time to NAV = 8 min 11 IRS BELOW -15 DEG; LOW TEMP ALIGN engaged
19 (4) Time to NAV = 10 min (MSB) 12 Not used
20 (8) Spare 13 Not used
14 GNSSU1 FAULT; remove GNSSU1 for maintenance
21 (1) Spare 15 GNSSU2 FAULT; remove GNSSU2 for maintenance
22 (2) Spare
23 (4) 1 | (BCD
24 (8) 2 | IR Action
| Code
25 (1) 4 | units
26 (2) 8 | digit)
27 (4) 10 | (BCD
28 (8) 20 | IR Action
| Code
29 (1) 40 | tens digit)
30 (2) 0 (always set to 0 in Regional Jet)
31 (4) 0 (always set to 0 in Regional Jet)
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number
0 0 4
0 1 1 (left)
1 0 2 (right)
1 1 3

EXAMPLE: Diagnostic word = 008001

1 Bits 9-12 Bit 9 is set; SDI = IRU number 1
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set (code 02); delayed maintenance, remove IRU when convenient
0 Bits 25-28 No bits are set (code tens digit = 0)
0 Bits 29-32 No bits are set

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Table 5-55. IRS INERTIAL REFERENCE SYSTEM Diagnostic Word 2.

OCTAL 351/105
DESCRIPTION
BIT NUMBER

9 (1) Spare
10 (2) Spare
11 (4) Class 1 internal fault = 1
12 (8) Class 2 internal fault = 1

13 (1) Class 3 internal fault = 1

14 (2) FMC 1 input data fail = 1
15 (4) ISDU/CDU bite status
16 (8) ISDU/CDU long loop W/A

17 (1) ISDU/CDU power 28 V W/A

18 (2) FMC 2 input data fail = 1
19 (4) Spare
20 (8) ISDU/CDU input data fail = 1

21 (1) Spare
22 (2) DADS 1 input data fail = 1
23 (4) Spare
24 (8) Spare

25 (1) Spare
26 (2) DADS 2 input data fail = 1
27 (4) Spare
28 (8) Spare

29 (1) Spare
30 (2) Spare
31 (4) Spare
32 (8) Parity (odd)

EXAMPLE: Diagnostic word = 000800

0 Bits 9-12 No bits are set
0 Bits 13-16 No bits are set
8 Bits 17-20 Bit 20 is set; ISDU/CDU input data fail
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set

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Table 5-56. IRS INERTIAL REFERENCE SYSTEM Diagnostic Word 3.

OCTAL 353/125
DESCRIPTION
BIT NUMBER

9 (1) Spare
10 (2) Spare
11 (4) SDI program pin validity = 1
12 (8) SDI program pin change = 1

13 (1) Mounting position program pin change = 1

14 (2) Invalid mode select = 1
15 (4) Lab test enabled = 1
16 (8) Output data bus 1 wraparound fail = 1

17 (1) Output data bus 2 wraparound fail = 1

18 (2) Output data bus 3 wraparound fail = 1
19 (4) Output data bus 4 wraparound fail = 1
20 (8) Align output discrete wraparound fail = 1

21 (1) IR warn output discrete wraparound fail = 1

22 (2) Low dc output discrete wraparound fail = 1
23 (4) On dc output discrete wraparound fail = 1
24 (8) Backup power fail = 1

25 (1) Primary power fail = 1

26 (2) Power interrupt = 1
27 (4) In-air align = 1
28 (8) Spare

29 (1) ISDU/CDU range fail = 1

30 (2) Spare
31 (4) Spare
32 (8) Parity (odd)

EXAMPLE: Diagnostic word = 000400

0 Bits 9-12 No bits are set
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; output data bus 4 wraparound fail
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set

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Table 5-57. LDU LAMP DRIVER UNIT Diagnostic Word 1.

OCTAL 350/147
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Spare
12 (8) Spare

13 (1) DCU 3 bus inactive = 1

14 (2) DCU 2 bus inactive = 1
15 (4) DCU 1 bus inactive = 1
16 (8) RAM test fail = 1

17 (1) PROM test fail = 1

18 (2) Processor test fail = 1
19 (4) Power supply test fail = 1
20 (8) Spare

21 (1) Lamp voltage sense level fail = 1

22 (2) LDU cross-talk fail = 1
23 (4) Lamp test active = 1
24 (8) Spare

25 (1) Spare
26 (2) Spare
27 (4) Spare
28 (8) Spare

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Normal
0 1 Not used 0 1 No computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 000400

0 Bits 9-12 No bits are set
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; power supply test fail
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

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Table 5-58. MDC MAINTENANCE DIAGNOSTIC COMPUTER Diagnostic Word.

OCTAL 350/350
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Block data source; right DCU = 1
12 (8) Ready to receive = 1

13 (1) Maintenance information = 1

14 (2) No MDC maintenance tables = 1
15 (4) MDC fail = 1
16 (8) Maintenance data present = 1

17 (1) DBU fault = 1

18 (2) DBU bus absent = 1
19 (4) IOC 1A input absent = 1
20 (8) IOC 1B input absent = 1

21 (1) IOC 2A input absent = 1

22 (2) IOC 2B input absent = 1
23 (4) Queue overrun = 1
24 (8) Low battery = 1

25 (1) Block data reception acknowledge (ACK) = 1

26 (2) CSU miscompare = 1
27 (4) Watchdog monitor inhibited = 1
28 (8) Bite test port fault = 1

29 (1) Internal clock fault = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 000101

1 Bits 9-12 Bit 9 is set; SDI = MDC number 1
0 Bits 13-16 No bits are set
1 Bits 17-20 Bit 17 is set; DBU fault
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

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Table 5-59. MFD MULTIFUNCTION DISPLAY Diagnostic Word 1.

OCTAL 350/073
DESCRIPTION
BIT NUMBER

9 (1) *EFD mode

10 (2) *EFD mode
11 (4) LA-IOC activity = 1
12 (8) LB-IOC activity = 1

13 (1) RA-IOC activity = 1

14 (2) RB-IOC activity = 1
15 (4) TCAS fail = 1
16 (8) ARINC wraparound 1 fail = 1

17 (1) ARINC wraparound 2 fail = 1

18 (2) High voltage power supply fail = 1
19 (4) Low voltage power supply fail = 1
20 (8) RAM fail = 1

21 (1) ROM fail = 1

22 (2) I/O fail = 1
23 (4) NVM fail = 1
24 (8) Main processor fail = 1

25 (1) Display processor fail = 1

26 (2) Video amplifier fail = 1
27 (4) Deflection amplifier fail = 1
28 (8) Reserved

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*EFD mode: Bit 10 Bit 9 EFD Mode **SSM code:Bit 31 Bit 30 LRU Status
0 0 PFD 0 0 Failed
0 1 MFD 0 1 No computed data
1 0 EICAS 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 008001

1 Bits 9-12 Bit 9 is set; EFD mode = MFD display
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; main processor failure
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-60. MFD MULTIFUNCTION DISPLAY Diagnostic Word 2.

OCTAL 351/306
DESCRIPTION
BIT NUMBER

9 (1) *EFD mode

10 (2) *EFD mode
11 (4) DCU 1 fail = 1
12 (8) DCU 2 fail = 1

13 (1) DCU 3 fail = 1

14 (2) Engine 1 fail = 1
15 (4) Engine 2 fail = 1
16 (8) ECP fail = 1

17 (1) AHRS/IRS 1 fail = 1

18 (2) AHRS/IRS 2 fail = 1
19 (4) AHRS/IRS 3 fail = 1
20 (8) AHRS/IRS 4 fail = 1

21 (1) L-FMC fail = 1

22 (2) R-FMC fail = 1
23 (4) WXR fail = 1
24 (8) MDC fail = 1

25 (1) L-DCP fail = 1

26 (2) R-DCP fail = 1
27 (4) L-ADC fail = 1
28 (8) R-ADC fail = 1

29 (1) HGS fail = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*EFD mode: Bit 10 Bit 9 EFD Mode **SSM code:Bit 31 Bit 30 LRU Status
0 0 PFD 0 0 Failed
0 1 MFD 0 1 No computed data
1 0 EICAS 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 608001

1 Bits 9-12 Bit 9 is set; EFD mode = MFD display
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; MDC failure
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Normal

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Table 5-61. MFD MODE Word.

OCTAL 155/155
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BIT: 15 14 13 12 11 MFD KEY

10 (2) *SDI code 0 0 0 0 0 No key
11 (4) MFD key number (LSB) 0 1 0 0 1 SEL
12 (8) MFD key number 0 1 0 1 0 MENU
0 1 0 1 1 UP
13 (1) MFD key number 0 1 1 0 0 DOWN
14 (2) MFD key number 0 1 1 0 1 NEXT LOG
15 (4) MFD key number (MSB)
16 (8) Reserved BIT: 29 28 27 26 25 MFD MODE
0 0 0 0 0 HSI or ROSE mode
17 (1) Reserved 0 0 0 0 1 HSI/RDR
18 (2) Range = 5 nmi (0 = select) 0 0 0 1 0 HSI/TFC
19 (4) Range = 10 nmi (0 = select) 0 0 0 1 1 HSI/TFC/RDR
20 (8) Range = 20 nmi (0 = select) 0 1 0 0 0 FMS remote
0 1 1 0 1 Maintenance remote
21 (1) Range = 40 nmi (0 = select) 0 1 1 1 0 FCC diagnostic remote
22 (2) Range = 80 nmi (0 = select) 1 0 0 0 0 NAV sector or ARC mode
23 (4) Range = 160 nmi (0 = select) 1 0 0 0 1 NAV sector/RDR
24 (8) Range = 320 nmi (0 = select) 1 0 0 1 0 PPSN map
1 0 0 1 1 PPSN map/RDR
25 (1) MFD mode (LSB) 1 0 1 0 0 TCAS
26 (2) MFD mode 1 0 1 0 1 TCAS/RDR
27 (4) MFD mode 1 0 1 1 0 Planning map
28 (8) MFD mode 1 0 1 1 1 RDR
1 1 0 0 0 NAV sector/TFC
29 (1) MFD mode (MSB) 1 1 0 0 1 NAV sector/TFC/RDR
30 (2) **SSM code 1 1 0 1 0 PPSN map/TFC
31 (4) **SSM code 1 1 0 1 1 PPSN map/TFC/RDR
32 (8) Parity (odd) 1 1 1 1 0 Blank display mode
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 All call 0 0 Normal
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 3 1 1 Not used

EXAMPLE: Diagnostic word = 10EE11

1 Bits 9-12 Bit 9 is set; SDI = MFD number 1
1 Bits 13-16 Bit 14 is set; MFD key = DOWN
E Bits 17-20 Bits 18-20 are set
E Bits 21-24 Bits 22-24 are set; range = 40 nmi (bit 21 = 0 to select)
0 Bits 25-28 No bits are set
1 Bits 29-32 Bit 29 is set; MFD mode = NAV sector or ARC mode and SSM = Normal

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Table 5-62. PFD MULTIFUNCTION DISPLAY Diagnostic Word 1.

OCTAL 350/072
DESCRIPTION
BIT NUMBER

9 (1) *EFD mode

10 (2) *EFD mode
11 (4) LA-IOC activity = 1
12 (8) LB-IOC activity = 1

13 (1) RA-IOC activity = 1

14 (2) RB-IOC activity = 1
15 (4) TCAS fail = 1
16 (8) ARINC wraparound 1 fail = 1

17 (1) ARINC wraparound 2 fail = 1

18 (2) High voltage power supply fail = 1
19 (4) Low voltage power supply fail = 1
20 (8) RAM fail = 1

21 (1) ROM fail = 1

22 (2) I/O fail = 1
23 (4) NVM fail = 1
24 (8) Main processor fail = 1

25 (1) Display processor fail = 1

26 (2) Video amplifier fail = 1
27 (4) Deflection amplifier fail = 1
28 (8) Enhanced ground proximity warn system (EGPWS) fail = 1

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*EFD mode: Bit 10 Bit 9 EFD Mode **SSM code:Bit 31 Bit 30 LRU Status
0 0 PFD 0 0 Failed
0 1 MFD 0 1 No computed data
1 0 EICAS 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 008000

0 Bits 9-12 No bits are set; EFD mode = PFD display
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; main processor failure
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-63. PFD MULTIFUNCTION DISPLAY Diagnostic Word 2.

OCTAL 351/305
DESCRIPTION
BIT NUMBER

9 (1) *EFD mode

10 (2) *EFD mode
11 (4) DCU 1 fail = 1
12 (8) DCU 2 fail = 1

13 (1) DCU 3 fail = 1

14 (2) Engine 1 fail = 1
15 (4) Engine 2 fail = 1
16 (8) ECP fail = 1

17 (1) AHRS/IRS 1 fail = 1

18 (2) AHRS/IRS 2 fail = 1
19 (4) AHRS/IRS 3 fail = 1
20 (8) AHRS/IRS 4 fail = 1

21 (1) L-FMC fail = 1

22 (2) R-FMC fail = 1
23 (4) WXR fail = 1
24 (8) MDC fail = 1

25 (1) L-DCP fail = 1

26 (2) R-DCP fail = 1
27 (4) L-ADC fail = 1
28 (8) R-ADC fail = 1

29 (1) HGS fail = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*EFD mode: Bit 10 Bit 9 EFD Mode **SSM code:Bit 31 Bit 30 LRU Status
0 0 PFD 0 0 Failed
0 1 MFD 0 1 No computed data
1 0 EICAS 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 608000

0 Bits 9-12 No bits are set; EFD mode = PFD display
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
8 Bits 21-24 Bit 24 is set; MDC failure
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Normal

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Table 5-64. PSEU PROXIMITY SENSOR ELECTRONICS UNIT Diagnostic Word.

OCTAL 273/151
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) PSS not ready indicator = 1
12 (8) WOW output agree indicator active = 1 (caution)

13 (1) WOW input fail indicator active = 1

14 (2) Maintenance information memory = 1
15 (4) Battery power bus 1 = 1
16 (8) Battery power bus 2 = 1

17 (1) DC 1 power bus 1 = 1

18 (2) DC 1 power bus 2 = 1
19 (4) DC 2 power bus = 1
20 (8) Battery direct bus = 1

21 (1) Essential power bus = 1

22 (2) NGDLK1
23 (4) NGDLK2
24 (8) RGDLK1

25 (1) RGDLK2
26 (2) LGDLK1
27 (4) LGDLK2
28 (8) PSEU fail = 1

29 (1) PSEU in one-bit mode = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Normal
0 1 Not used 0 1 Not used
1 0 Not used 1 0 Not used
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 000004

4 Bits 9-12 Bit 11 is set; PSS not ready indicator active
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

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Table 5-65. RAC RADIO ALTITUDE CONVERTER Diagnostic Word.

OCTAL 350/077
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BCD FAULT CODE (Bits 17-24)

10 (2) *SDI code 00 No faults found
11 (4) Altimeter fail = 1 01 Altimeter failed
12 (8) RAM fail = 1 02 RAM failed
03 Not used
13 (1) ROM fail = 1 04 ROM failed
14 (2) Pad
15 (4) Pad
16 (8) Pad

17 (1) 1 | (BCD
18 (2) 2 | fault code
19 (4) 4 | units
20 (8) 8 | digit)

21 (1) 10 | (BCD
22 (2) 20 | fault code
23 (4) 40 | tens
24 (8) 80 | digit)

25 (1) Pad
26 (2) Pad
27 (4) Pad
28 (8) Pad

29 (1) Pad
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 RA out of range
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word =000209

9 Bits 9-12 Bits 9 and 12 are set; SDI = RAC number 1 and RAM failed
0 Bits 13-16 No bits are set
2 Bits 17-20 Bit 18 is set; fault code units digit is 2 (code is 02), RAM failed
0 Bits 21-24 No bits are set; fault code tens digit is 0 (code is 02)
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

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Table 5-66. RTU RADIO TUNE UNIT Diagnostic Word.

OCTAL 352/055***
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BITS 12 11 IOC STRAP CODE

10 (2) *SDI code 0 0 Straps agree with NVM
11 (4) IOC strap code 0 1 New straps stored in NVM
12 (8) IOC strap code 1 0 Straps not received
1 1 Not defined
13 (1) I/O processor fault = 1
14 (2) Display processor fault = 1
15 (4) Fan fail = 1
16 (8) Number 1 COMM/NAV tune source (0 = RTU, 1 = CTL-23)

17 (1) LA-GPBUS-1 IOC bus inactive = 1

18 (2) LB-GPBUS-2 IOC bus inactive = 1
19 (4) RA-GPBUS-1 IOC bus inactive = 1
20 (8) RB-GPBUS-2 IOC bus inactive = 1

21 (1) Reserved
22 (2) Reserved
23 (4) Reserved
24 (8) Reserved

25 (1) Pad
26 (2) Pad
27 (4) L-IOC bus selection (0 = LA-GPBUS-1, 1 = LB-GPBUS-2)
28 (8) R-IOC bus selection (0 = RA-GPBUS-1, 1 = RB-GPBUS-2)

29 (1) Cross-side RTU bus fault = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 Not used
1 1 Not used 1 1 Normal
***RTU outputs an octal label 350 diagnostic word. The TDR relabels the 350 word to octal label 352 and outputs the word through
the IOC to the MDC.

EXAMPLE: Diagnostic word =000209

9 Bits 9-12 Bits 9 and 12 are set; SDI = RTU number 1 and IOC straps not received
0 Bits 13-16 No bits are set
2 Bits 17-20 Bit 18 is set; LB-GPBUS-2 bus inactive
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = Failed

Revised 1 February 2000 5-128

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Table 5-67. RUDDER CONTROL FORCE LEFT COPILOT Diagnostic Word.

OCTAL 352/055***
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Not Used
12 (8) Not Used

13 (1) Not Used

14 (2) Not Used
15 (4) Not Used
16 (8) Not Used

17 (1) Not Used

18 (2) 0.125 LBS
19 (4) 0.25 LBS
20 (8) 0.5 LBS

21 (1) 1 LBS
22 (2) 2 LBS
23 (4) 4 LBS
24 (8) 8 LBS

25 (1) 16 LBS
26 (2) 32 LBS
27 (4) 64 LBS
28 (8) 128 LBS

29 (1) -256 LBS

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity
*SDI code: Bit 10 Bit 9 LRU Number **SSM code Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Failed
0 1 Not Used 0 1 No computed data
1 0 Not Used 1 0 Functional test
1 1 Not Used 1 1 Normal

Revised 1 February 2000 5-129

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Table 5-68. RUDDER CONTROL FORCE LEFT PILOT Diagnostic Word.

OCTAL 352/055***
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Not Used
12 (8) Not Used

13 (1) Not Used

14 (2) Not Used
15 (4) Not Used
16 (8) Not Used

17 (1) Not Used

18 (2) 0.125 LBS
19 (4) 0.25 LBS
20 (8) 0.5 LBS

21 (1) 1 LBS
22 (2) 2 LBS
23 (4) 4 LBS
24 (8) 8 LBS

25 (1) 16 LBS
26 (2) 32 LBS
27 (4) 64 LBS
28 (8) 128 LBS

29 (1) -256 LBS

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity
*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 10 Bit 9 LRU Number
0 0 Default 0 0 Failed
0 1 Not used 0 1 No Computed data
1 0 Not used 1 0 Functional test
1 1 Not used 1 1 Normal

Revised 1 February 2000 5-130

 maintenance 523-0776290

Table 5-69. RUDDER CONTROL FORCE RIGHT COPILOT Diagnostic Word.

OCTAL 352/055***
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Not used
12 (8) Not used

13 (1) Not used

14 (2) Not used
15 (4) Not used
16 (8) Not used

17 (1) Not used

18 (2) 0.125 LBS
19 (4) 0.25 LBS
20 (8) 0.5 LBS

21 (1) 1 LBS
22 (2) 2 LBS
23 (4) 4 LBS
24 (8) 8 LBS

25 (1) 16 LBS
26 (2) 32 LBS
27 (4) 64 LBS
28 (8) 128 LBS

29 (1) -256 LBS

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity
*SDI code: Bit 10 Bit 9 LRU Number **SSM code Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Failed
0 1 Not Used 0 1 No computed data
1 0 Not Used 1 0 Functional test
1 1 Not Used 1 1 Normal

Revised 1 February 2000 5-131

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Table 5-70. RUDDER CONTROL FORCE RIGHT PILOT Diagnostic Word.

OCTAL 352/055***
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Not Used
12 (8) Not Used

13 (1) Not Used

14 (2) Not Used
15 (4) Not Used
16 (8) Not Used

17 (1) Not Used

18 (2) 0.125 LBS
19 (4) 0.25 LBS
20 (8) 0.5 LBS

21 (1) 1 LBS
22 (2) 2 LBS
23 (4) 4 LBS
24 (8) 8 LBS

25 (1) 16 LBS
26 (2) 32 LBS
27 (4) 64 LBS
28 (8) 128 LBS

29 (1) -256 LBS

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity
*SDI code: Bit 10 Bit 9 LRU Number **SSM code Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Failed
0 1 Not Used 0 1 No computed data
1 0 Not Used 1 0 Functional test
1 1 Not Used 1 1 Normal

Revised 1 February 2000 5-132

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Table 5-71. STEER BY WIRE Diagnostic Word.

OCTAL 350/362
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Spare
12 (8) Spare

13 (1) Spare
14 (2) Spare
15 (4) Spare
16 (8) Spare

17 (1) EHSV T/M coil failed = 1

18 (2) Steering on = 1
19 (4) Nosewheel centered = 1
20 (8) Steer by wire failed = 1

21 (1) ECU failed = 1

22 (2) Pilot handwheel failed = 1
23 (4) Copilot handwheel failed = 1
24 (8) Rudder pedal RVDT failed = 1

25 (1) Selector valve failed = 1

26 (2) Pressure switch failed = 1
27 (4) EHSV failed = 1
28 (8) Right FB RVDT failed = 1

29 (1) Left FB RVDT failed = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Default 0 0 Failed
0 1 Not used 0 1 Not used
1 0 Not used 1 0 Not used
1 1 Not used 1 1 Normal or test in progress

EXAMPLE: Diagnostic word = 600200

0 Bits 9-12 No bits are set
0 Bits 13-16 No bits are set
2 Bits 17-20 Bit 18 is set; steering on
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Normal or test in progress

Revised 1 February 2000 5-133

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Table 5-72. SECU SPOILER ELECTRONIC CONTROL UNIT Diagnostic Word 1.

OCTAL 350/340
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Pilot RCIM fail = 1
12 (8) Copilot RCIM fail = 1

13 (1) RCIM miscompare = 1

14 (2) FSCL fail = 1
15 (4) FSCL miscompare = 1
16 (8) SECU 1 module A fail = 1

17 (1) SECU 1 module B fail = 1

18 (2) SECU 2 module A fail = 1
19 (4) SECU 2 module B fail = 1
20 (8) Outboard GS selector valve fail = 1

21 (1) Inboard GS selector valve fail = 1

22 (2) LH spoileron outboard PCU position fail = 1
23 (4) LH spoileron inboard PCU position fail = 1
24 (8) RH spoileron outboard PCU position fail = 1

25 (1) RH spoileron inboard PCU position fail = 1

26 (2) LH flight spoiler outboard PCU position fail = 1
27 (4) LH flight spoiler inboard PCU position fail = 1
28 (8) RH flight spoiler inboard PCU position fail = 1

29 (1) RH flight spoiler outboard PCU position fail = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Fault
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 000401

1 Bits 9-12 Bit 9 is set; SDI = SECU number 1
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; SECU 2 module B fail
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = fault

Revised 1 February 2000 5-134

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Table 5-73. SECU SPOILER ELECTRONIC CONTROL UNIT Diagnostic Word 2.

OCTAL 351/341
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Pilot roll priority switch fail = 1
12 (8) Copilot roll priority switch fail = 1

13 (1) Roll disconnect switch fail = 1

14 (2) Spare
15 (4) Spare
16 (8) Spare

17 (1) GS test inhibit = 1

18 (2) LH outboard GS position invalid = 1
19 (4) RH outboard GS position invalid = 1
20 (8) LH inboard GS position invalid = 1

21 (1) RH inboard GS position invalid = 1

22 (2) LH spoileron outboard PCU spool fail = 1
23 (4) LH spoileron inboard PCU spool fail = 1
24 (8) RH spoileron outboard PCU spool fail = 1

25 (1) RH spoileron inboard PCU spool fail = 1

26 (2) LH flight spoiler outboard PCU spool fail = 1
27 (4) LH flight spoiler inboard PCU spool fail = 1
28 (8) RH flight spoiler inboard PCU spool fail = 1

29 (1) RH flight spoiler outboard PCU spool fail = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Fault
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 000401

1 Bits 9-12 Bit 9 is set; SDI = SECU number 1
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; RH outboard GS position invalid
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = fault

Revised 1 February 2000 5-135

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Table 5-74. SECU SPOILER ELECTRONIC CONTROL UNIT Diagnostic Word 3.

OCTAL 352/342
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) GS manual select switch fail = 1
12 (8) LH throttle idle switch fail = 1

13 (1) RH throttle idle switch fail = 1

14 (2) LH throttle min-to switch fail = 1
15 (4) RH throttle min-to switch fail = 1
16 (8) LH engine N1 status fail = 1

17 (1) RH engine N1 status fail = 1

18 (2) PSEU channel 1 status fail = 1
19 (4) PSEU channel 2 status fail = 1
20 (8) Air data computer 1 status fail = 1

21 (1) Air data computer 2 status fail = 1

22 (2) Air data miscompare = 1
23 (4) Flaps position 1 status fail = 1
24 (8) Flaps position 2 status fail = 1

25 (1) Flaps position miscompare = 1

26 (2) Radio altitude 1 status fail = 1
27 (4) Radio altitude 2 status fail = 1
28 (8) Radio altitude miscompare = 1

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Fault
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 000401

1 Bits 9-12 Bit 9 is set; SDI = SECU number 1
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; PSEU channel 2 status fail
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = fault

Revised 1 February 2000 5-136

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Table 5-75. SECU SPOILER ELECTRONIC CONTROL UNIT Diagnostic Word 4.

OCTAL 353/343
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Outboard wheels > 16 kts number 1 status failed = 1
12 (8) Outboard wheels > 16 kts number 2 status failed = 1

13 (1) Inboard wheels > 16 kts number 1 status failed = 1

14 (2) Inboard wheels > 16 kts number 2 status failed = 1
15 (4) RH wheels > 16 kts status failed = 1
16 (8) LH wheels > 16 kts status failed = 1

17 (1) Outboard wheels > 45 kts status failed = 1

18 (2) Inboard wheels > 45 kts status failed = 1
19 (4) SECU 1 interconnection MAC data failed = 1
20 (8) SECU 1 interconnection MAM data failed = 1

21 (1) SECU 1 interconnection MBC data failed = 1

22 (2) SECU 1 interconnection MBM data failed = 1
23 (4) SECU 2 interconnection MAC data failed = 1
24 (8) SECU 2 interconnection MAM data failed = 1

25 (1) SECU 2 interconnection MBC data failed = 1

26 (2) SECU 2 interconnection MBM data failed = 1
27 (4) SECU discrete interconnections failed = 1
28 (8) Spare

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Fault information
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional/BITE test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 000401

1 Bits 9-12 Bit 9 is set; SDI = SECU number 1
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; SECU 1 interconnection MAC data failed
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = fault information

Revised 1 February 2000 5-137

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Table 5-76. SECU SPOILER ELECTRONIC CONTROL UNIT Mode Word 1.

OCTAL 271/057
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) SECU 1 module A active = 1
12 (8) SECU 1 module B active = 1

13 (1) SECU 2 module A active = 1

14 (2) SECU 2 module B active = 1
15 (4) Spare
16 (8) SECU 1 module A fail = 1

17 (1) SECU 1 module B fail = 1

18 (2) SECU 2 module A fail = 1
19 (4) SECU 2 module B fail = 1
20 (8) Outboard GS selector valve failed = 1

21 (1) Inboard GS selector valve failed = 1

22 (2) RCIM miscompare = 1
23 (4) Pilot RCIM RVDTs failed = 1
24 (8) Copilot RCIM RVDTs failed = 1

25 (1) No. 1 roll disconnect selected = 1

26 (2) No. 2 roll disconnect selected = 1
27 (4) FSCL miscompare = 1
28 (8) Channel 1 FSCL RVDTs failed = 1

29 (1) Channel 2 FSCL RVDTs failed = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 SECU 1 0 1 No computed data
1 0 SECU 2 1 0 Functional test
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 000401

1 Bits 9-12 Bit 9 is set; SDI = SECU number 1
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; SECU 2 module B failed
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

Revised 1 February 2000 5-138

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Table 5-77. SECU SPOILER ELECTRONIC CONTROL UNIT Mode Word 2.

OCTAL 272/201
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) LH spoileron outboard PCU active = 1
12 (8) LH spoileron inboard PCU active = 1

13 (1) RH spoileron outboard PCU active = 1

14 (2) RH spoileron inboard PCU active = 1
15 (4) LH flight spoiler outboard PCU active = 1
16 (8) LH flight spoiler inboard PCU active = 1

17 (1) RH flight spoiler inboard PCU active = 1

18 (2) RH flight spoiler outboard PCU active = 1
19 (4) Roll disconnect valid = 1
20 (8) Pilot roll priority active = 1

21 (1) Copilot roll priority active = 1

22 (2) Pilot roll priority 1 selected = 1
23 (4) Copilot roll priority 1 selected = 1
24 (8) GLD manual arm 1 selected = 1

25 (1) GLD manual disarm 1 selected = 1

26 (2) Pilot roll priority 2 selected = 1
27 (4) Copilot roll priority 2 selected = 1
28 (8) GS manual arm active = 1

29 (1) GS manual disarm active = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 SECU 1 0 1 No computed data
1 0 SECU 2 1 0 Functional test
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 000401

1 Bits 9-12 Bit 9 is set; SDI = SECU number 1
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; roll disconnect valid
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

Revised 1 February 2000 5-139

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Table 5-78. SECU SPOILER ELECTRONIC CONTROL UNIT Mode Word 3.

OCTAL 273/223
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) LH spoileron outboard PCU failed = 1
12 (8) LH spoileron inboard PCU failed = 1

13 (1) RH spoileron outboard PCU failed = 1

14 (2) RH spoileron inboard PCU failed = 1
15 (4) LH flight spoiler outboard PCU failed = 1
16 (8) LH flight spoiler inboard PCU failed = 1

17 (1) RH flight spoiler inboard PCU failed = 1

18 (2) RH flight spoiler outboard PCU failed = 1
19 (4) Spoilerons GLD arm status armed = 1
20 (8) Spoilerons on ground deploy command retract = 0, extend = 1

21 (1) Flight spoilers GLD arm status armed = 1

22 (2) Flight spoilers on ground deploy command retract = 0, extend = 1
23 (4) SECU 1 programming discrete 1, true = 1
24 (8) SECU 1 programming discrete 2, true = 1

25 (1) SECU 1 programming discrete 3, true = 1

26 (2) SECU 2 programming discrete 1, true = 1
27 (4) SECU 2 programming discrete 2, true = 1
28 (8) SECU 2 programming discrete 3, true = 1

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 SECU 1 0 1 No computed data
1 0 SECU 2 1 0 Functional test
1 1 Not used 1 1 Not used

EXAMPLE: Diagnostic word = 000401

1 Bits 9-12 Bit 9 is set; SDI = SECU number 1
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; Spoilerons GLD arm status armed
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

Revised 1 February 2000 5-140

 BUSINESS AND REGIONAL SYSTEMS
SYSTEM MANUAL
Canadair Regional Jet Avionics System

Canadair Regional Jet Avionics System

SYSTEM MANUAL (523-0776286, 6TH EDITION, DATED FEB 1/00)

TEMPORARY REVISION NO. 1

Insert facing page 5-140

Subject: Update Table 5-78 and add Table 5-78A

Table 5-78. SECU SPOILER ELECTRONIC CONTROL UNIT (-05 or Below) Mode Word 3.

OCTAL 273/223
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) LH spoileron outboard PCU failed = 1
12 (8) LH spoileron inboard PCU failed = 1

13 (1) RH spoileron outboard PCU failed = 1

14 (2) RH spoileron inboard PCU failed = 1
15 (4) LH flight spoiler outboard PCU failed = 1
16 (8) LH flight spoiler inboard PCU failed = 1

17 (1) RH flight spoiler inboard PCU failed = 1

18 (2) RH flight spoiler outboard PCU failed = 1
19 (4) Spoilerons GLD arm status armed = 1
20 (8) Spoilerons on ground deploy command retract = 0, extend = 1

21 (1) Flight spoilers GLD arm status armed = 1

22 (2) Flight spoilers on ground deploy command retract = 0, extend = 1
23 (4) SECU 1 programming discrete 1, true = 1
24 (8) SECU 1 programming discrete 2, true = 1

25 (1) SECU 1 programming discrete 3, true = 1

26 (2) SECU 2 programming discrete 1, true = 1
27 (4) SECU 2 programming discrete 2, true = 1
28 (8) SECU 2 programming discrete 3, true = 1

29 (1) -06 SECU and sub, true = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 SECU 1 0 1 No computed data
1 0 SECU 2 1 0 Functional test
1 1 Not used 1 1 Not used
NOTE: Use this diagnostic word with SECU status –05 and below.
EXAMPLE: Diagnostic word = 000401
1 Bits 9-12 Bit 9 is set; SDI = SECU number 1
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; Spoilerons GLD arm status armed
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

Temporary Revision 1 Page 1 of 2

523-0776286-01611A Apr 20/00
 BUSINESS AND REGIONAL SYSTEMS
SYSTEM MANUAL
Canadair Regional Jet Avionics System

Add Table 5-78A.

Table 5-78A. SECU SPOILER ELECTRONIC CONTROL UNIT (-06 and sub) Mode Word 3.

OCTAL 273/223
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) LH spoileron outboard PCU failed = 1
12 (8) LH spoileron inboard PCU failed = 1

13 (1) RH spoileron outboard PCU failed = 1

14 (2) RH spoileron inboard PCU failed = 1
15 (4) LH flight spoiler outboard PCU failed = 1
16 (8) LH flight spoiler inboard PCU failed = 1

17 (1) RH flight spoiler inboard PCU failed = 1

18 (2) RH flight spoiler outboard PCU failed = 1
19 (4) Spoilerons GLD arm status armed = 1
20 (8) Spoilerons on ground deploy command retract = 0, extend = 1

21 (1) Flight spoilers GLD arm status armed = 1

22 (2) Flight spoilers on ground deploy command retract = 0, extend = 1
23 (4) Number 1 outboard wheels >16 knots, true = 1
24 (8) Number 2 outboard wheels >16 knots, true = 1

25 (1) Number 1 inboard wheels >16 knots, true = 1

26 (2) Number 2 inboard wheels >16 knots, true = 1
27 (4) Hydraulic pressure number 1, true = 1
28 (8) Hydraulic pressure number 2, true = 1

29 (1) -06 SECU and sub, true = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Normal
0 1 SECU 1 0 1 No computed data
1 0 SECU 2 1 0 Functional test
1 1 Not used 1 1 Not used

NOTE: Use this diagnostic word with SECU status –06 and above.
EXAMPLE: Diagnostic word = 000401
1 Bits 9-12 Bit 9 is set; SDI = SECU number 1
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; Spoilerons GLD arm status armed
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

Temporary Revision 1 Page 2 of 2

523-0776286-01611A Apr 20/00
 maintenance 523-0776290

Table 5-79. SPC STALL PROTECTION COMPUTER Diagnostic Word 1.

OCTAL 350/041
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) SPC internal failure = 1
12 (8) AOA failure = 1

13 (1) Primary Mach failure = 1

14 (2) Secondary Mach failure = 1
15 (4) Lateral acceleration failure (AHRS) = 1
16 (8) Flap position failure = 1

17 (1) A/C correction failure = 1

18 (2) ASIC APL/watchdog failure = 1
19 (4) WOW (WOW 1 or WOW 2) failure = 1
20 (8) Pusher failure = 1

21 (1) Pusher output failure = 1

22 (2) Shaker output failure = 1
23 (4) Auto-ignition output failure = 1
24 (8) Visual warning output failure = 1

25 (1) Autopilot output failure = 1

26 (2) G-switch test output failure = 1
27 (4) Bite status (0 = memory empty, 1 = not empty)
28 (8) No data exchange between SPC channels (1 = fail)

29 (1) Mach transducer disagree = 1

30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 All call 0 0 Fault
0 1 Left channel 0 1 No computed data
1 0 Right channel 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 000401

1 Bits 9-12 Bit 9 is set; SDI = SPC left channel
0 Bits 13-16 No bits are set
4 Bits 17-20 Bit 19 is set; WOW failure (WOW 1 or WOW 2)
0 Bits 21-24 No bits are set
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = fault

Revised 1 February 2000 5-141

 maintenance 523-0776290

Table 5-80. SPC STALL PROTECTION COMPUTER Diagnostic Word 2.

OCTAL 270/152
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) Stall = 1 (triggers aural warning)
12 (8) SPS fail = 1

13 (1) SPS maintenance (1 = maint word not empty, 0 = maint word empty)
14 (2) Spare
15 (4) Spare
16 (8) Spare

17 (1) Spare
18 (2) Spare
19 (4) Spare
20 (8) Spare

21 (1) Shaker phase advance inhibit = 1

22 (2) Pusher command active = 1
23 (4) Shaker command active = 1
24 (8) Auto-ignition command active = 1

25 (1) Autopilot disconnect command active = 1

26 (2) Visual warning active = 1
27 (4) G-switch test active = 1
28 (8) Spare

29 (1) Spare
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 All call 0 0 Normal
0 1 Left channel 0 1 No computed data
1 0 Right channel 1 0 Functional test
1 1 Not used 1 1 Failure warning

EXAMPLE: Diagnostic word = 002001

1 Bits 9-12 Bit 9 is set; SDI = SPC left channel
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
2 Bits 21-24 Bit 22 is set; pusher command active
0 Bits 25-28 No bits are set
0 Bits 29-32 No bits are set; SSM = normal

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Table 5-81. TCAS TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM Diagnostic Word.

OCTAL 350/054
DESCRIPTION
BIT NUMBER

9 (1) 0
10 (2) 0
11 (4) TCAS computer failed = 1
12 (8) TRE top antenna failed = 1

13 (1) TRE bottom antenna failed = 1

14 (2) Inactive/fail input bus from radio altimeter 1 = 1
15 (4) Inactive/fail input bus from radio altimeter 2 = 1
16 (8) Inactive/fail input from transponder 1 = 1

17 (1) Inactive/fail input from transponder 2 = 1

18 (2) Failed L-AHC-3 input bus (attitude) = 1
19 (4) Failed L-AHC-3 input bus (mag heading) (3 minute delay) = 1
20 (8) TCAS system fail = 1

21 (1) Spare
22 (2) Spare
23 (4) TA display system 1 fail = 1
24 (8) TA display system 2 fail = 1

25 (1) RA display system 1 fail = 1

26 (2) RA display system 2 fail = 1
27 (4) Central fault display (CMC) input inactive = 1 (note 1)
28 (8) Bite inhibit (CMC function) = 1 (note 1)

29 (1) Command word acknowledge (CMC function) = 1 (note 1)

30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)
*SSM code: Bit 31 Bit 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Functional test
1 1 Failed
Note 1: Ignore bits 27, 28, and 29 because CMC is not installed in this system.

EXAMPLE: Diagnostic word = 624040

0 Bits 9-12 No bits are set
4 Bits 13-16 Bit 15 is set; inactive input from radio altimeter 2
0 Bits 17-20 No bits are set
4 Bits 21-24 Bit 23 is set; TA display system 1 fail
2 Bits 25-28 Bit 26 is set; RA display system 2 fail
6 Bits 29-32 Bits 30 and 31 are set; SSM = failed

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Table 5-82. TDR TRANSPONDER Diagnostic Word.

OCTAL 350/064
DESCRIPTION
BIT NUMBER

9 (1) *SDI code

10 (2) *SDI code
11 (4) TDR fail = 1
12 (8) RAM fail = 1

13 (1) ROM fail = 1

14 (2) RTU-2 bus (port B) failed = 1
15 (4) RTU-1 bus (port A) failed = 1
16 (8) GPBUS-3 (port C) failed = 1

17 (1) 1 | (BCD
18 (2) 2 | fault code
19 (4) 4 | units
20 (8) 8 | digit)

21 (1) 10 | (BCD
22 (2) 20 | fault code
23 (4) 40 | tens
24 (8) 80 | digit)

25 (1) R-ADC-2 bus (port A) failed = 1

26 (2) L-ADC-2 bus (port B) failed = 1
27 (4) Serial ADLP bus fail = 1
28 (8) TCAS-1 input bus failed = 1

29 (1) Pad
30 (2) **SSM code
31 (4) **SSM code
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

Note: See next page for BCD fault codes.

EXAMPLE: Diagnostic word =600002

2 Bits 9-12 Bit 10 is set; SDI = TDR number 2
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set; fault code units digit is 0 (code is 00)
0 Bits 21-24 No bits are set; fault code tens digit is 0
0 Bits 25-28 No bits are set
6 Bits 29-32 Bits 30 and 31 are set; SSM = Normal

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Table 5-82. TDR TRANSPONDER Diagnostic Word.

OCTAL 350/064
DESCRIPTION
BIT NUMBER

BCD FAULT CODE (BITS 17-24) FOR TDR TRANSPONDER DIAGNOSTIC WORD

00 No faults found RAM DIAGNOSTICS TCAS COMMUNICATIONS

61 High-byte RAM fail DIAGNOSTICS
POWER SUPPLY DIAGNOSTICS 62 Low-byte RAM fail B1 TCAS UART fail
11 +5 V dc supply fail 63 Both RAM chips fail B2 TCAS system fail
12 +70 V dc supply fail 64 Cache RAM fail B3 TCAS bus inactive
13 +35 V dc supply fail 65 Cache RAM and high-byte RAM fail B4 TCAS protocol error
14 Low-voltage power supply fail 66 Cache RAM and low-byte RAM fail
67 Cache RAM and both RAM chips fail SQUITTER DIAGNOSTICS
TRANSMITTER/MODULATOR 68 Dual port RAM fail C1 Top channel squitter fail
DIAGNOSTICS C2 Bottom channel squitter fail
21 Final stage over-current 70 Nonvolatile RAM fail
22 Top antenna low power output D0 Diversity fail
23 Bottom antenna low power output SERIAL INPUT CONTROL BUS
24 Transmitter overtemperature DIAGNOSTICS MESSAGE PROCESSOR
81 ARINC 429 control UART fail DIAGNOSTICS
SYNTHESIZER DIAGNOSTICS 82 ARINC 429 control port A inactive E1 Top channel processor, soft fail
31 Lock detect 83 ARINC 429 control port B inactive E2 Bottom channel processor, soft fail
32 Low power detect 84 ARINC 429 control port C inactive E3 Top channel processor, hard fail
85 CSDB control port A inactive E4 Bottom channel processor, hard fail
RECEIVER DIAGNOSTICS
41 Top receiver channel fail SERIAL ALTITUDE INPUT CONFIGURATION DIAGNOSTICS
42 Bottom receiver channel fail DIAGNOSTICS F1 Mode-S discrete address changed
43 Top DPSK demodulator fail 91 ARINC 429/575 altitude UART fail F2 TCAS selection changed
44 Bottom DPSK demodulator fail 92 ARINC 429/575 altitude port A F3 Altitude units selection changed
inactive F4 Max airspeed program selects
ROM DIAGNOSTICS 93 ARINC 429/575 altitude port B changed
51 High-byte ROM fail inactive F5 Port selects changed
52 Low-byte ROM fail 94 CSDB altitude port A inactive F6 SDI selects changed
53 Both ROM chips fail 95 CSDB altitude port B inactive F7 Single antenna selection changed
99 Not used (CTL-92T) F8 ADLP selection changed
FF Unacceptable mode-S address
ADLP COMMUNICATIONS selected
DIAGNOSTICS
A1 ADLP A/B UART fail
A2 ADLP A/B input inactive
A3 ADLP C/D UART fail
A4 ADLP C/D input inactive

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Table 5-83. VHF COMM TRANSCEIVER Diagnostic Word.

OCTAL 350/074
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BCD SHUTDOWN CODE (BITS 17-24)

10 (2) *SDI code 00 No faults found
11 (4) Pad 01 5-V dc level low (test)
12 (8) Pad 02 5-V dc level high (test)
03 12-V dc level low (test)
13 (1) Pad 04 12-V dc level high (test)
14 (2) Pad 05 Synthesizer out of lock
15 (4) Pad 06 Not used
16 (8) Pad 07 Squelch open w/o signal (test)
08 Squelch closed with signal (test)
17 (1) 1 | (BCD 09 Not used
18 (2) 2 | fault code 10 Not used
19 (4) 4 | units 11 No VHF frequency rcvd or no rcv station
20 (8) 8 | digit) 12 Invalid frequency rcvd or no rcv station
13 Not used
21 (1) 10 | (BCD 14 Internal freq invalid or no rcv station
22 (2) 20 | fault code 15 Frequency out of range or no rcv station
23 (4) 40 | tens 16 Forward power low
24 (8) 80 | digit) 17 Transmitter temperature high
18 Not used
25 (1) Pad 19 Not used
26 (2) Pad 20 Not used
27 (4) Pad 21 Tune volts fail at high freq (test)
28 (8) Pad 22 Tune volts fail at low freq (test)
23 Oscillator output low (test)
29 (1) Pad 24 No signal AGC level high (test)
30 (2) **SSM code 25 AGC fail with signal (test)
31 (4) **SSM code 26 Reflected power high
32 (8) Parity (odd) 27 Transmitter time-out or no rcv station
98 Failed input bus at port A
99 Failed input bus at port B
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 3 1 1 Normal

EXAMPLE: Diagnostic word = 402502

2 Bits 9-12 Bit 10 is set; SDI = VHF number 2
0 Bits 13-16 No bits are set
5 Bits 17-20 Bits 17 and 19 are set; fault code units digit is 5 (code is 25), AGC fail with signal (test)
2 Bits 21-24 Bit 22 is set; fault code tens digit is 2 (code is 25),
0 Bits 25-28 No bits are set
4 Bits 29-32 Bit 31 is set; SSM = functional test

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Table 5-84. VIR VHF NAV RECEIVER Diagnostic Word.

OCTAL 350/075
DESCRIPTION
BIT NUMBER

9 (1) *SDI code BCD SHUTDOWN CODE (BITS 17-24)

10 (2) *SDI code 00 No faults found
11 (4) Pad 01 Not used
12 (8) Pad 02 RAM fail
03 No received CSDB sync
13 (1) Pad 04 No received CSDB frequency
14 (2) Pad 05 Invalid NAV frequency
15 (4) Pad 06 ILS mode not same as delayed ILS line
16 (8) Pad 07 Not used
08 Not used
17 (1) 1 | (BCD 09 Processor port 1 I/O bus fail
18 (2) 2 | fault code 10 Processor port 2 I/O bus fail
19 (4) 4 | units 11 A/D busy
20 (8) 8 | digit) 12 A/D failed reference test
13 +13-V dc level failed test
21 (1) 10 | (BCD 14 -13-V dc level failed test
22 (2) 20 | fault code 15 Not used
23 (4) 40 | tens 16 Not used
24 (8) 80 | digit) 17 VOR synthesizer out of lock
18 AFC not locked or no rcv station
25 (1) VOR fault = 1 19 No 30-Hz ref signal or no rcv station
26 (2) LOC fault = 1 20 No 30-Hz var signal or no rcv station
27 (4) GS fault = 1 25 LOC synthesizer out of lock
28 (8) Frequency fault = 1 26 LOC signal level low or no rcv station
28 GS synthesizer out of lock
29 (1) Radio fault = 1 29 GS signal level low or no rcv station
30 (2) **SSM code 32 Marker beacon receiver failed
31 (4) **SSM code 40 No data at input port A
32 (8) Parity (odd) 41 No frequency at input port A
42 No data at input port B
43 No frequency at input port B
44 No internal frequency at processor
*SDI code: Bit 10 Bit 9 LRU Number **SSM code:Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failed
0 1 1 (left) 0 1 No computed data
1 0 2 (right) 1 0 Functional test
1 1 Not used 1 1 Normal

EXAMPLE: Diagnostic word = 201802

2 Bits 9-12 Bit 10 is set; SDI = VIR number 2
0 Bits 13-16 No bits are set
8 Bits 17-20 Bits 20 is set; fault code units digit is 8 (code is 18), AFC not locked or no rcv station
1 Bits 21-24 Bit 21 is set; fault code tens digit is 1 (code is 18)
0 Bits 25-28 No bits are set
2 Bits 29-32 Bit 30 is set; SSM = no computed data

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Table 5-85. WXP WEATHER RADAR PANEL Diagnostic Word.

OCTAL 270/355
DESCRIPTION
BIT NUMBER

9 (1) 0 BIT: 16 15 14 MODE CODE

10 (2) 0 0 0 0 STBY
11 (4) Sector scan on = 1 0 0 1 WX only
12 (8) Anticlutter (GCS) on = 1 0 1 0 MAP
0 1 1 Reserved
13 (1) Stabilization on = 1 1 0 0 TEST
14 (2) Mode code 1 0 1 TURB only
15 (4) Mode code 1 1 0 WX + TURB
16 (8) Mode code 1 1 1 Reserved

17 (1) +0.25 degree tilt BIT: 29 28 27 26 25 24 GAIN CODE

18 (2) +0.5 degree tilt 0 0 0 0 0 0 Max
19 (4) +1.0 degree tilt 0 0 0 1 1 0 +12 dB
20 (8) +2.0 degree tilt 0 0 1 1 0 0 +6 dB
0 1 0 0 1 0 Reserved
21 (1) +4.0 degree tilt 0 1 1 0 0 0 -6 dB
22 (2) +8.0 degree tilt 0 1 1 1 1 0 -12 dB
23 (4) -16.0 degree tilt 1 0 0 1 0 0 -18 dB
24 (8) Gain code 1 1 1 1 1 1 Calibration

25 (1) Gain code

26 (2) Gain code
27 (4) Gain code
28 (8) Gain code

29 (1) Gain code

30 (2) *SSM code
31 (4) *SSM code
32 (8) Parity (odd)
*SSM code: Bit 30 Bit 31 LRU Status
0 0 Normal
0 1 Not used
1 0 Not used
1 1 Slave mode

EXAMPLE: Diagnostic word = 030420

0 Bits 9-12 No bits are set
2 Bits 13-16 Bit 14 is set; WX mode
4 Bits 17-20 Bit 19 is set; +1.0 degree tilt
0 Bits 21-24 No bits are set
3 Bits 25-28 Bits 25 and 26 are set; gain = +12 dB
0 Bits 29-32 No bits are set; SSM = normal

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Table 5-86. WXR WEATHER RADAR Diagnostic Word.

OCTAL 354/354
DESCRIPTION
BIT NUMBER

9 (1) *SDI code (of MFD) BIT: 25 24 23 22 21 20 19 FAULT CODE

10 (2) *SDI code (of MFD) 0 0 0 0 0 0 0 No detected faults
11 (4) Slaved mode = 1 1 0 0 0 0 0 0 Xmtr/rcvr fault
12 (8) Not used 0 1 0 0 0 0 0 Antenna fault
0 0 1 0 0 0 0 Control data fault
13 (1) Not used 0 0 0 1 0 0 0 Attitude input fault
14 (2) Turb alert on = 1 0 0 0 0 1 0 0 Spare
15 (4) Weather alert on = 1 0 0 0 0 0 1 0 Control bus absent
16 (8) Anti-clutter (GCS) on = 1 0 0 0 0 0 0 1 Spare

17 (1) Sector scan reduced = 1 BIT: 29 28 27 MODE CODE

18 (2) Stab limits reached (30°) = 1 0 0 0 STBY
19 (4) Fault code 0 0 1 WX only
20 (8) Fault code 0 1 0 MAP
0 1 1 Reserved (TURB)
21 (1) Fault code 1 0 0 TEST
22 (2) Fault code 1 0 1 TURB only
23 (4) Fault code 1 1 0 WX + TURB
24 (8) Fault code 1 1 1 Reserved (TGT)

25 (1) Fault code

26 (2) Stabilization on = 1
27 (4) Mode code
28 (8) Mode code

29 (1) Mode code

30 (2) 1 (note 1)
31 (4) 1 (note 1)
32 (8) Parity (odd)
*SDI code: Bit 10 Bit 9 LRU Number
0 0 Not used
0 1 1 (left)
1 0 2 (right)
1 1 Not used

Note 1: Bits 30 and 31 are set to 1, 1 for Regional Jet EFD-4076 only.

EXAMPLE: Diagnostic word = 62C001

1 Bits 9-12 Bit 9 is set; SDI = MFD number 1
0 Bits 13-16 No bits are set
0 Bits 17-20 No bits are set
C Bits 21-24 Bit 23 and 24 are set; control data and antenna faults are detected
2 Bits 25-28 Bit 26 is set; stabilization on
6 Bits 29-32 Bits 30 and 31 are set (note 1)

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5.10.5 Engine Exceedance Hist ory

VIEW ENGINE EXCEEDANCE HISTORY PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Move the cursor to the ENGINE EXCEEDANCE HISTORY line using the DCP BRG select buttons.
Push the DCP RDR button to select ENGINE EXCEEDANCE HISTORY.
EXIT:

• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.

The ENGINE EXCEEDANCE HISTORY page displays exceedance entries of past flights. The maintenance
diagnostic computer records and displays engine exceedance history received from the DCU. The actual moni-
toring of the engine exceedance is performed by the DCU. Up to 16 separate engine exceedance types can be
defined. The parameters being monitored are contained in the MDC maintenance tables uploaded from the
DBU. The DCU transmits the exceedance data to the MDC (via the IAPS data concentrators). The following
engine exceedance parameters are monitored:

N1 ≥ 98.6%
N2 ≥ 99.2%
ITT level 1 ≥ 860 ° C if system not strapped for 3B1 engines
ITT level 1 ≥ 874 ° C if system strapped for 3B1 engines
ITT level 2 ≥ 884 ° C
ITT level 3 ≥ 900 ° C
N1 vibration ≥ 2.7 mils
Oil temperature ≥ 163 ° C
Oil pressure ≥ 25 PSID

The MDC stores the first 10 exceedances per flight leg, for up to 50 flight legs in which an engine exceedance
has occurred, with a maximum capacity of 200 entries. The information stored for each exceedance entry con-
tains the parameter name, date and time of exceedance, peak value, exceedance threshold, and duration of ex-
ceedance. When the engine exceedance storage is full, the oldest stored flight leg data is overwritten.

The ENGINE EXCEEDANCE HISTORY is organized into pages that contain up to five entries per page. The
entries display in chronological order; the last detected exceedance displays at the top of page 1. Use the DCP
BRG buttons to scroll between the pages. Push the DCP BRG2 button to display the next page; push the DCP
BRG1 button to display the previous page. Page numbers display in the upper right of the screen.

Refer to Figure 5-10 for the engine exceedance history page. The ENGINE EXCEEDANCE HISTORY page
consists of the radar mode line (top line), the MFD mode instruction line (bottom line), an EXC/LEG DURA-
TION column, a THRSHLD/PK column, and a TIME/DT column.

The radar mode line annunciates the RTA operating mode. The MFD mode instruction line labels the func-
tions of DCP buttons.

Push the DCP BRG1 button to display the previous ENGINE EXCEEDANCE HISTORY page.
Push the DCP BRG2 button to display the next ENGINE EXCEEDANCE HISTORY page.
Push the DCP TFC button to return to the MAINTENANCE MENU page.

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The EXC/LEG DURATION column lists each exceedance parameter, the flight leg, and the duration of the ex-
ceedance. The THRSHLD/PK column lists the exceedance threshold level and the peak level recorded for that
event. The TIME/DT column lists the time and date the exceedance occurred.

ENGINE EXCEEDANCE HISTORY logs may be down-loaded to diskette using the DBU. Refer to the DISK
OPERATIONS line on the MAINTENANCE MENU page.

Figure 5-10. Engine Exceedance History Page

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5.10.6 Engine Trend History

VIEW ENGINE TREND HISTORY PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Move the cursor to the ENGINE TREND HISTORY line using the DCP BRG select buttons. Push the
DCP RDR button to select ENGINE TREND HISTORY.

EXIT:

• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.

The ENGINE TREND HISTORY page displays a list of selected engine parameters for past flights. Each en-
gine trend page contains stored engine information for one flight leg. The MDC records and displays engine
trend history received from the DCU. Up to 17 separate engine trend parameter types are defined. The actual
initiation of the engine trend “snapshot” is performed by the DCU. The DCU captures and stores engine trend
parameters when the airplane is in the air for 10 seconds and the left and right engines are running. The DCU
transmits the engine trend data to the MDC (via the IAPS data concentrators).

The MDC provides storage for one engine trend information block (one snapshot) per flight for the last 50
flights. The information stored for each flight includes the flight leg number. The specific parameters stored
for each engine trend snapshot are identified in the uploadable maintenance tables from the DBU.

Refer to Figure 5-11 for the ENGINE TREND HISTORY page. The ENGINE TREND HISTORY page consists
of the radar mode line (top line), the MFD mode instruction line (bottom line), flight leg, time, date, a PA-
RAMETER column, LEFT engine column, and a RIGHT engine column.

The radar mode line annunciates the RTA operating mode. The MFD mode instruction line labels the func-
tions of DCP buttons.

Push the DCP BRG1 button to display the previous ENGINE TREND HISTORY page.
Push the DCP BRG2 button to display the next ENGINE TREND HISTORY page.
Push the DCP TFC button to return to the MAINTENANCE MENU page.

The flight leg, time, and date identifies the flight leg, time, and date the engine trend parameters were re-
corded. The PARAMETER column lists each engine parameter and units of measure. The LEFT column lists
the left engine data and the RIGHT column lists the right engine data. ENGINE TREND HISTORY logs may
be down-loaded to diskette using the DBU.

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Figure 5-11. Engine Trend History Page

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5.10.7 Life Cycle Data

VIEW LIFE CYCLE DATA PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Move the cursor to the LIFE CYCLE DATA line using the DCP BRG select buttons. Push the DCP RDR
button to select LIFE CYCLE DATA.

EXIT:

• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.

The LIFE CYCLE DATA page displays a list of parameters and the number of times each parameter has been
cycled. The DCU detects increments to relevant life cycle data and transfers the increments to the MDC for
accumulation. Up to seven separate life cycle accumulators may be defined. This information is transmitted
from the DCU (via the IAPS concentrators). The MDC records and displays the data identified in the upload-
able maintenance tables. The life cycle counters reset when new maintenance tables are uploaded from the
DBU to the MDC.

Refer to Figure 5-12 for the LIFE CYCLE DATA page. The LIFE CYCLE DATA page consists of the radar
mode line (top line), the MFD mode instruction line (bottom line), a DESCRIPTION column, and a VALUE
column.

The radar mode line annunciates the RTA operating mode. The MFD mode instruction line labels the func-
tions of DCP buttons.

Push the DCP TFC button to return to the MAINTENANCE MENU page.

The DESCRIPTION column lists each life cycle parameter. The VALUE column lists incremental value re-
corded by the MDC. LIFE CYCLE DATA logs may be down-loaded to diskette using the DBU.

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Figure 5-12. Life Cycle Data Page

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5.10.8 Pilot Data Download

PILOT DATA DOWNLOAD FUNCTION:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Insert a formatted 3.5 inch diskette into the DBU-4000 Data Base Unit.
• Move the cursor to the PILOT DATA DOWNLOAD line using the DCP BRG select buttons. Push the
DCP RDR button to select PILOT DATA DOWNLOAD function.
• The WRITE FILE TO DISK page displays, with the names of the files being written. When the write op-
eration is complete, the FINISHED WRITING FILES message is displayed.

EXIT:

• Push any DCP button to return to the MAINTENANCE MENU page.

• Set the remote maintenance switch to the center (normal) position.

The PILOT DATA DOWNLOAD function allows the operator to write the ENGINE TREND HISTORY and
ENGINE EXCEEDANCE HISTORY files (only legs not previously written) to diskette by pushing only one
button from the Maintenance Menu. The PILOT DATA DOWNLOAD option is present on the menu only
when the airplane is on the ground and if new engine trend data and/or engine exceedances have occurred
since the last PILOT DATA DOWNLOAD.

To initiate the PILOT DATA DOWNLOAD function, the operator must position the cursor next to the PILOT
DATA DOWNLOAD line on the maintenance menu and push the DCP RDR key to select. The MFD displays
the WRITE FILES TO DISK page, without transitioning through any intermediate pages or requiring any ad-
ditional keystrokes. The WRITE FILES TO DISK page displays the name of the file being written to disk. Re-
fer to paragraph 5.10.9 Disk Operations for a brief explanation of MDC error messages that may be encoun-
tered during DBU operations. If the write operation completes with no errors, the FINISHED WRITING
FILES message is displayed. Push any DCP key to return to the maintenance menu.

Refer to Figure 5-13 for the PILOT DATA DOWNLOAD line as shown on the MAINTENANCE MENU page.
The MAINTENANCE MENU page consists of the radar mode line (top line), the MFD mode instruction line
(bottom line), and the various MAINTENANCE MENU page lines.

The radar mode line annunciates the RTA operating mode. The MFD mode instruction line labels the func-
tions of DCP buttons.

Push the DCP BRG1 button to move the menu cursor up the page to the previous MAINTENANCE MENU
line.
Push the DCP BRG2 button to move the menu cursor down the page to the next MAINTENANCE MENU
line.
Push the DCP RDR button to select the menu line next to the cursor.

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Figure 5-13. Pilot Data Download Page

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5.10.9 Disk Operations

VIEW DISK OPERATIONS PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Move the cursor to the DISK OPERATIONS line using the DCP BRG select buttons. Push the DCP RDR
button to select DISK OPERATIONS.
EXIT:
• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.

The DBU-4000 (installed on airplane) and DBU-4001 (carry-on DBU-4000) perform file operations on two
types of 3.5 inch diskettes. The two types are high density (2 MB unformatted, 1.44 MB formatted) and double
density (1 MB unformatted, 720 kB formatted). If a 2 MB diskette is formatted to the 720 kB format or a 1 MB
diskette is formatted to the 1.44 MB format, the DBU will not recognize the diskette as being valid. The DBU
can read directories, read files, write files, rename files, and delete files stored on diskette. Format the disk-
ettes on any IBM compatible PC with MS-DOS 3.30 or later.

The DISK OPERATIONS page displays the interface controls to read files from or write files to the disk drive
(DBU). The MDC provides the capability of transmitting engine exceedance history, engine trend history, life
cycle data, and fault history onto a disk. All tables required for fault detection equations and interpretation of
DCU block data information are loaded from the same disk drive unit. If a new MDC is installed, the airplane
ident number has to be set before data can be downloaded to a diskette. The DISK OPERATIONS page dis-
plays a SET IDENT annunciator if the airplane ident number is not set. Paragraph 5.10.11 Aircraft Ident Set
Operation describes how to set the airplane identification number. The airplane ident number is used as the
file name. Refer to Figure 5-14 for the disk operations page. Disk operations are inhibited when airborne and
DISK OPERATIONS line is removed from the maintenance menu.

The MDC diagnostic fault logic is executed from a set of tables that are stored in disk loadable files. The files
contain the information that defines the ARINC words to be received, the logic to be performed using the data
within the received ARINC words, and the maintenance tables. The tables for the interpretation of the DCU
block data contain the associated ASCII text, bit masks, and scale factors necessary to process the engine ex-
ceedance data, engine trend data, and life cycle incrementation.

A LOAD MAINTENANCE FILES operation loads new maintenance tables and automatically erases all flight
leg history stored in NVM (non-volatile memory) by the MDC. This prevents misinterpretation of stored data,
using a new definition that is not backwardly compatible with the definition used when the data was stored.
The load maintenance files function is not intended for field use, and the information provided is for refer-
ence only.

The DISK OPERATIONS page consists of the radar mode line (top line), the MFD mode instruction line (bot-
tom line), a LOAD MAINTENANCE FILES line, and a WRITE FILES TO DISK line. The radar mode line an-
nunciates the RTA operating mode. The MFD mode instruction line labels the functions of DCP buttons.

Push the DCP BRG1 button to move the cursor up the page.
Push the DCP BRG2 button to move the cursor down the page.
Push the DCP RDR button to select the cursored line function.
Push the DCP TFC button to return to the MAINTENANCE MENU page.

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Figure 5-14. Disk Operations Page

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5.10.9.1 Load Maintenance Files Page

VIEW LOAD MAINTENANCE FILES PAGE:
• If a DBU-4000 is not permanently installed, connect a carry-on DBU-4001.
• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Move the cursor to the DISK OPERATIONS line using the DCP BRG select buttons. Push the DCP RDR
button to select DISK OPERATIONS.
• Move the cursor to the LOAD MAINTENANCE FILES line using the DCP BRG select buttons. Push the
DCP RDR button to select LOAD MAINTENANCE FILES page.
• Insert the maintenance file diskette into the DBU. Move the cursor to the ACCEPT line using the DCP
BRG select buttons. Push the DCP RDR button to begin loading the maintenance files. The LOAD
MAINTENANCE FILES PAGE shows the informational message LOADING RJ100MDC.CTL to indi-
cate it is reading the control file. As each file is read, the filename extension changes.
• The DISK OPERATIONS page reappears when the maintenance files have been successfully loaded.
EXIT:
• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.

Note

The load maintenance files function is not intended for field use, and the information provided in
this section is for reference only.
The LOAD MAINTENANCE FILES page is used to upload new maintenance files to the maintenance diagnos-
tic computer. The new maintenance files may be loaded to replace/update the files of an MDC that has func-
tional files, program a new MDC that does not have functional files, program an MDC that has experienced an
unsuccessful load and does not have functional files, or an MDC that has corrupted files. Refer to Figure 5-15
for the LOAD MAINTENANCE FILES page.
The LOAD MAINTENANCE FILES page consists of the MDC ASSEMBLY CPN line, the maintenance file
DISKETTE CPN line, A/C STRAPPING CODE and airplane type line, and the MDC SOFTWARE VERSION
line. A warning displays in the center of the screen over the ACCEPT and CANCEL lines, and an MFD mode
instruction line (bottom line). The MFD mode instruction line labels the functions of DCP buttons.
Push the DCP BRG1 (PREV) button to move the cursor up the page.
Push the DCP BRG2 (NEXT) button to move the cursor down the page.
Push the DCP RDR (SELECT) button to select the cursored line function.
Push the DCP TFC (MENU) button to return to the MAINTENANCE MENU page.
If the loading process is aborted prior to the successful loading of the new control file, the appropriate error
message is displayed and the operator is prompted to PRESS MENU TO RETURN TO THE MAINTENANCE
MENU. The MDC is unchanged if the loading process is aborted prior to loading the new control file.
If the loading process is aborted after the control file is loaded, the MDC has erased all stored history files and
previously uploaded files. The MDC does not have valid files loaded and is non-operational. The appropriate
error message is displayed and the operator is prompted to PRESS MENU TO RETURN TO THE MAINTE-
NANCE MENU. The menu displays a message INSERT A VALID DISKETTE AND PRESS ANY DCP KEY
TO CONTINUE. The operator pushes any key on the DCP to initiate the load process.
The following list contains a brief explanation of MDC error messages that may be encountered during DBU
operations:

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• DBU UNAVAILABLE indicates the DBU is being used by another LRU. As soon as the conflict is re-
solved the loading of MDC files may be re-attempted.
• DBU FAULT 8A indicates the DBU has sent the MDC its maintenance word with an error code 8A
which means the DBU is experiencing intermittent transmit failures.
• DBU NOT RESPONDING indicates the DBU to MDC communications link is bad or the DBU has failed.
• NO DISK/DBU FAULT indicates the DBU does not detect a diskette.
• DISK UNFORMATTED indicates that the diskette is not properly formatted.
• DISK INVALID - MULT CTL FILES indicates DBU found more than one file with file extension = CTL.
• INVALID CTL FILE indicates strapping information contained in the uploaded control file does not
agree with the CSU strapping for the aircraft code, or something is wrong with the control file.
• DISK INVALID - MISSING FILES indicates the files listed in lines 5 through 15 in the control file are
not on the diskette.
• DISK TEMP BELOW 0 DEGREES indicates the temperature of the disk drive is below the minimum
allowable temperature.
• PROTOCOL VIOLATION indicates DBU detected an error in MDC to DBU communications protocol.
• READ/WRITE FAILURE indicates DBU has experienced a failure when it attempted a write to diskette.
• RECEIVED DATA ERROR DETECTED indicates DBU detected an error in data received from MDC.
• DBU FAULT (8E) indicates the DBU has detected a floppy disk controller fault.
• DBU FAULT (8F) indicates the DBU has detected a track seek failure.

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Figure 5-15. Load Maintenance Files Page

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Write Files To Disk Page

VIEW WRITE FILES TO DISK PAGE:

• If a DBU-4000 is not permanently installed, connect a carry-on DBU-4001.
• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Move the cursor to the DISK OPERATIONS line using the DCP BRG select buttons. Push the DCP RDR
button to select DISK OPERATIONS.
• Move the cursor to the WRITE FILES TO DISK line using the DCP BRG select buttons. Push the DCP
RDR button to select WRITE FILES TO DISK. The SELECT FILES page displays on the MFD.
• The SELECT FILES page lists the files that can be downloaded. Move the cursor to the desired file
name and push the DCP RDR button. The SELECT LEGS page is shown. Choose LEGS NOT PREVI-
OUSLY WRITTEN or ALL LEGS. Push the DCP RDR button to SELECT LEGS and the next WRITE
FILES TO DISK page is displayed.
• Insert a 3.5 inch diskette into the DBU. Move the cursor to the DOWNLOAD line using the DCP BRG
select buttons. Push the DCP RDR button to begin writing the maintenance files. The WRITE FILES
TO DISK page shows the informational message WRITING xxxxxxxy.zzz to indicate it is writing the
files to the diskette. As each file is written, the filename extension changes.
• The WRITE FILES TO DISK page shows the informational message FINISHED WRITING FILES to in-
dicate the operation was successfully completed.
EXIT:
• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.
The WRITE FILES TO DISK pages are used to download maintenance files to the DBU. The name of each file
(xxxxxxxy.zzz) that is written to diskette is formatted to include the airplane identification number (xxxxxxx),
a version identifier (y, 0 through 9 then A through Z), and the type of file (zzz). The file types include engine
trend data (ENG), engine exceedances (EEX), life cycle data (LIF), and LRU fault history (FLT). Refer to
Figure 5-16 for the WRITE FILES TO DISK pages.
If the airplane ident number has not been set, the error message MUST SET AIRCRAFT IDENT is displayed.
Paragraph 5.10.11 Aircraft Ident Set Operation describes how to set the airplane identification number.
The SELECT FILES page is used to select the individual file or all files to be written to diskette. The MDC
updates the time/date/leg columns each time a file is written to diskette. Dashes are displayed if a file has
never been written to diskette. Push the DCP RDR button to select a file and go to the SELECT LEGS page.
The operator selects LEGS NOT PREVIOUSLY WRITTEN or ALL LEGS. Push the DCP RDR button to select
legs to write and go to the write files confirmation page. The operator can select DOWNLOAD or CANCEL.
Selecting DOWNLOAD begins the process of writing files to diskette.
The MDC reads the version number stored in the NVM for the file names, creates the file names, and requests
the DBU to read the diskette to determine if the file names exist. If any of the file names already exist on the
diskette, the error message DUPLICATE FILE NAME is displayed. If the file names do not exist on diskette,
the MDC increments the version number stored in NVM and begins to write the files to diskette.
The information written from the MDC to the DBU is formatted such that it may be viewed on an 80 column
PC display or printed on an 80 column printer.
The WRITE FILES TO DISK pages consist of selection menus or operating instructions and a MFD mode in-
struction line (bottom line). The MFD mode instruction line labels the functions of DCP buttons.
Push the DCP BRG1 button to move the cursor up the page.
Push the DCP BRG2 button to move the cursor down the page.
Push the DCP RDR button to select the cursored line function.
Push the DCP TFC button to return to the MAINTENANCE MENU page.

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Figure 5-16. Write Files To Disk Pages

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The following list contains a brief explanation of MDC error messages that may be encountered during DBU
operations:

• NO DISK/DBU FAULT indicates the DBU does not detect a diskette.

• DISK UNFORMATTED indicates that the diskette is not properly formatted.
• READ/WRITE FAILURE indicates the DBU has experienced a failure when it attempted to write to
diskette.
• DISK CHANGED indicates the user has removed the diskette and inserted another diskette.
• DISK FULL indicates there is no room for the files on the diskette.
• DISK WRITE PROTECTED indicates the plastic tab on the 3.5 inch diskette is in the write protect posi-
tion.
• FILE NOT FOUND indicates the file the MDC requested the DBU to read was not on the diskette.
• DUPLICATE FILE NAME indicates the file name the MDC has requested the DBU write to diskette al-
ready exists on the diskette.
• DISK TEMP BELOW 0 DEGREES indicates the temperature of the disk drive is below the minimum
allowable temperature.
• PROTOCOL VIOLATION indicates the DBU detected an error in the MDC to DBU communications pro-
tocol.
• RECEIVED DATA ERROR DETECTED indicates the DBU detected an error in the data received from
the MDC.
• DBU FAULT (8E) indicates the DBU has detected a floppy disk controller fault.
• DBU FAULT (8F) indicates the DBU has detected a track seek failure.
• MUST SET AIRCRAFT IDENT indicates the airplane identification number (AIN) had not been entered
into the MDC.
• DBU NOT RESPONDING indicates the DBU to MDC communications link is bad or the DBU has failed.
• INVALID CTL FILE indicates strapping information contained in the control file does not agree with the
CSU strapping.

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5.10.9.2 Reset Data Files Page

VIEW RESET DATA FILES PAGE:
• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Move the cursor to the DISK OPERATIONS line using the DCP BRG select buttons. Push the DCP RDR
button to select DISK OPERATIONS.
• Push the following DCP keys in sequence: XSIDE, TFC, BRG1, RDR, and BRG2. The RESET DATA
FILES line appears on the DISK OPERATIONS page. Move the cursor to the RESET DATA FILES line
and push the RDR key to display the RESET DATA FILES page.
• Move the cursor to the ACCEPT line and push the DCP RDR key to reset the ENGINE TREND DATA,
ENGINE EXCEEDANCES, LIFE CYCLE DATA, and LRU FAULT HISTORY files.
EXIT:
• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.
Refer to Figure 5-17 for the RESET DATA FILES page. The RESET DATA FILES page is used to reset (clear)
the MDC history information. The ENGINE TREND DATA, ENGINE EXCEEDANCES, LIFE CYCLE DATA,
and LRU FAULT HISTORY files are reset. The RESET DATA FILES line displays on the DISK OPERA-
TIONS page only when a specific DCP key sequence is pushed. Push the following DCP keys in sequence:
XSIDE, TFC, BRG1, RDR, and BRG2. The RESET DATA FILES line appears on the DISK OPERATIONS
page. Move the cursor to the RESET DATA FILES line and push the DCP RDR key to select the RESET
DATA FILES page. The RESET DATA FILES page lists the files that can be reset and has ACCEPT and
CANCEL lines. Selecting the ACCEPT line resets the MDC history files. Selecting the CANCEL line returns
the display to the DISK OPERATIONS page.
When the reset operation is complete, a message DATA FILES HAVE BEEN RESET is displayed. Push any
DCP key to return to the DISK OPERATIONS page. Exiting from the DISK OPERATIONS page or selecting
either of the LOAD MAINTENANCE FILES or WRITE FILES TO DISK lines causes the RESET DATA
FILES line to be removed from the menu.
The RESET DATA FILES page consists of ACCEPT and CANCEL lines, a list of the files to be reset, and an
MFD mode instruction line (bottom line). The MFD mode instruction line labels the functions of DCP buttons.
Push the DCP BRG1 button to move the cursor up the page.
Push the DCP BRG2 button to move the cursor down the page.
Push the DCP RDR button to select the cursored line function.
Push the DCP TFC button to return to the MAINTENANCE MENU page.

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Figure 5-17. Reset Data Files Page

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5.10.10 Clock Set Operation

VIEW CLOCK SET OPERATION PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Move the cursor to the CLOCK SET OPERATION line using the DCP BRG select buttons. Push the
DCP RDR button to select CLOCK SET OPERATION.

EXIT:

• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.

The flight or maintenance crew can set the MDC clock using the clock set operation page. The current time
and date is displayed and any appropriate error or warning messages. Clock set operation is available only
when the GPS or ARINC (ships) clock is not being received. Refer to Figure 5-18 for the clock set operation
page.

The CLOCK SET OPERATION page consists of the radar mode line (top line), the MFD mode instruction line
(bottom line), current time and data displays, a SET TIME AND DATE line, an ACCEPT line, a CANCEL line,
and a new time and date display. The radar mode line annunciates the RTA operating mode. The MFD mode
instruction line labels the functions of DCP buttons.

Push the DCP BRG1 button to move the cursor up the page.
Push the DCP BRG2 button to move the cursor down the page.
Push the DCP RDR button to select the cursored line function.
Push the DCP TFC button to return to the MAINTENANCE MENU page.

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Figure 5-18. Clock Set Operation Page

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5.10.11 Aircraft Ident Set Opera tion

VIEW AIRCRAFT IDENT SET OPERATION PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Move the cursor to the AIRCRAFT IDENT SET OPERATION line using the DCP BRG select buttons.
Push the DCP RDR button to select AIRCRAFT IDENT SET OPERATION.

EXIT:

• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.

The flight or maintenance crew can set the airplane ident using the AIRCRAFT IDENT SET OPERATION
page. The MDC stores the airplane ident in seven bytes of nonvolatile memory. The current airplane ident is
displayed and any appropriate error or warning messages. Refer to Figure 5-19 for the AIRCRAFT IDENT
SET OPERATION page.

The AIRCRAFT IDENT SET OPERATION page consists of the radar mode line (top line), the MFD mode in-
struction line (bottom line), CURRENT AIRCRAFT IDENT display, a SET AIRCRAFT IDENT line, an AC-
CEPT line, a CANCEL line, and a NEW AIRCRAFT IDENT display. The radar mode line annunciates the
RTA operating mode. The MFD mode instruction line labels the functions of DCP buttons.

Push the DCP BRG1 button to move the cursor up the page.
Push the DCP BRG2 button to move the cursor down the page.
Push the DCP RDR button to select the cursored line function.
Push the DCP TFC button to return to the MAINTENANCE MENU page.

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Figure 5-19. Aircraft Ident Set Operation Page

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5.10.12 FCS Diagnostics

ENTER FCS DIAGNOSTICS:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD. Refer to Figure 5-20.
• Move the cursor to the FCC DIAGNOSTICS position using the DCP BRG pointer select switches. Push
the DCP RDR button to select FCC DIAGNOSTICS.
• The MFD displays an instruction page
• The MFD displays instructions on how to enter FCC diagnostics:
1. Disengage the autopilot.
2. Simultaneously push any two FCP mode select buttons and the FD button and hold for one second.
The REPORT MODE diagnostic page is then displayed on the MFD.
3. Simultaneously push any two FCP mode select buttons to cycle through the REPORT MODE, IN-
PUT MODE, and OUTPUT MODE diagnostic pages.
EXIT FCS DIAGNOSTICS:
• Simultaneously push any three FCP mode select buttons to exit FCC DIAGNOSTICS.
• Turn the DCP FORMAT knob one detent to transfer control of the MFD display from the FCC to the
MDC. The MFD displays the MAINTENANCE MENU page.

The FCS diagnostics provide a means to isolate faults within the flight control system. Use these diagnostics if
an autopilot or flight director problem exists that cannot be isolated after viewing the LRU status page. Note
that the FCS diagnostics are controlled by the FCC flight control computers and not by the MDC maintenance
diagnostic computer.

FCS diagnostics consist of three basic modes. The input mode displays selected inputs to the FCC computers.
The report mode displays selected internal FCC monitor information. The output mode displays and controls
selected FCC outputs.

Either the left, right, or both FCC computers may be put into diagnostic mode. Use the left DCP, push the
RDR button, and turn the FORMAT knob to put the left FCC into diagnostic mode; TEST will annunciate on
the left PFD. Use the right DCP, push the RDR button, and turn the FORMAT knob to put the right FCC into
diagnostic mode; TEST will annunciate on the right PFD. The FCC that is in diagnostic mode drives the MFD
display. When both FCCs are in diagnostic mode, push the XFR button on the FCP to select which FCC pro-
vides display data to the MFD. A blue arrow on the diagnostic page shows the (left or right) FCC that is driv-
ing the display.

The FCC computers do not store diagnostics in nonvolatile memory. The FCC computers begin recording data
at power up and retain this data only while power remains on. When the airplane is powered down, all accu-
mulated data is lost. When investigating a problem, be sure to write down any nonzero REPAIR, AP DIS, AP
ENG, YD DIS, YD ENG, STEER, and BOOST codes before power shutdown. Record all six digits of each non-
zero code.

Certain FCC diagnostic codes are sent to the MDC (maintenance diagnostic computer) and may be stored in
the MDC nonvolatile memory. The FCC sends the following codes to the MDC: repair code - a non-zero repair
code existed when weight on wheels occurred; AP engage code - an attempt to engage the autopilot failed; AP
disengage code - an abnormal autopilot disengage occurred; YD engage code - an attempt to engage the yaw
damper failed; and YD disengage code - an abnormal yaw damper disengage occurred.

The MDC records the diagnostic codes in non-volatile memory, thus allowing retrieval of these codes after
the airplane is powered down. The FCC diagnostic codes recorded during flight are available for display on
the LRU fault history page. This display provides historical information on fault sequences from several
flight legs. Whether FCC diagnostic codes can be recorded during a flight depends on the number of LRU

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faults the MDC can record during a given flight and the number of faults already recorded when the diag-
nostic codes are sent.

Figure 5-20. Enter FCC Diagnostics Pages

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5.10.12.1 Report Mode

VIEW REPORT MODE PAGE:
• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the MFD.
• Move the cursor to the FCC DIAGNOSTICS position using the DCP BRG pointer select switches. Push
the DCP RDR button to select FCC DIAGNOSTICS.
• The MFD displays instructions on how to enter FCC diagnostics:
a. Disengage the autopilot
b. Simultaneously push any two FCP mode select buttons and the FD button and hold for one second.
c. The REPORT MODE diagnostic page is then displayed on the MFD.
1. Push any FCP mode select button to move the cursor to the next line.
2. Turn the FCP VS/pitch wheel to change the parameter next to the cursor.
• Simultaneously push any two FCP mode select buttons to cycle through the REPORT MODE, INPUT
MODE, and OUTPUT MODE diagnostic pages.
• Push the left FD button for the left FCC repair code summary. Push the right FD button for the right
FCC repair code summary. A second push returns to the report mode.
• Push and hold the left FD button for two seconds to manually clear left side report mode data. The right
FD button clears the right side.
• Simultaneously push any two FCP mode select buttons to select input mode.
EXIT FCS DIAGNOSTICS:
• Simultaneously push any three FCP mode select buttons to exit FCC diagnostics.
• Turn the DCP FORMAT knob one detent to transfer control of the MFD display from the FCC to the
MDC. The MFD displays the MAINTENANCE MENU page.
The report mode provides a report on the internal flight control system monitoring activity performed by the
FCC computers. The report mode diagnostic page displays five lines of report parameters. Each line contains
a parameter name, a LEFT diagnostic code, and a RIGHT diagnostic code. FCP mode buttons select report
mode operations. Refer to Figure 5-21.
The name column lists five report mode parameters. The LEFT code column displays the hexadecimal code
from the number 1 FCC computer. The RIGHT code column displays the hexadecimal code from the number 2
FCC computer. Table 5-87 is a complete list of report mode parameters available for display. Parameter
names that denote errors indicate the total number of errors that have occurred since power up. The most use-
ful report mode parameters are described below:
a. The REPAIR CODE summarizes all errors detected by the FCC monitors. This code collects data on all
events that occur after power up. If the REPAIR CODE is nonzero, refer to Table 5-88 and interpret the
displayed code. If the code is 000000, no faults have been detected.
b. The AP DIS CODE explains why the autopilot disengaged itself. If the AP DIS CODE is nonzero, refer
to Table 5-89 and interpret the code. This code latches to identify the cause of the last AP disengage.
c. The AP ENG CODE explains why the autopilot will not engage. If the AP ENG CODE is nonzero, refer
to Table 5-90 and interpret the code. This code names all conditions that are currently preventing the
AP engage.
d. The YD DIS CODE explains why the yaw damper disengaged itself. If the YD DIS CODE is nonzero, re-
fer to Table 5-91 and interpret the code. This code latches to identify the cause of the last YD disengage.
e. The YD ENG CODE explains why the yaw damper will not engage. If the YD ENG CODE is nonzero, re-
fer to Table 5-92 and interpret the code. This code names all conditions that are currently preventing
the YD engage.
f. The STEER CODE explains why flight director fail (FD) is annunciated on the PFD. If the STEER
CODE is nonzero, refer to Table 5-93 and interpret the code. This code names all conditions that are
currently causing the flight director to fail.

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Figure 5-21. Report Mode Diagnostic Page

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g. The BOOST CODE explains a detected rudder boost failure. If the BOOST CODE is nonzero, refer to
Table 5-94 and interpret the code. This code names all conditions that are currently causing rudder
boost to fail. Note that the FCC may require 30 seconds after power up to zero this code. Rudder boost
is not used on this system.
Table 5-88 through Table 5-94 include examples to help interpret these codes. Table 5-95 describes terms
used in these tables and lists the LRU most likely to cause that code.

Push and hold the left FD button for two seconds to manually clear left side report mode codes. Push and hold
the right FD button for two seconds to manually clear right side report mode codes.

The cursor always displays at the left edge of the name column. The cursor indicates which parameter line is
active. The FCP VS/pitch wheel can be used to select parameters. Push any FCP mode select button to move
the cursor to the next line.

Turn the FCP VS/pitch wheel to change the parameter displayed on the cursored line to the previous or next
item in the report mode parameter list. Table 5-87 lists report mode parameters in alphanumeric order.

Push the left FD button to display a short “plain English” explanation of the code displayed in the LEFT col-
umn of the cursored line. This is a dynamic display and updates as the code changes. The lines of explanation
display in order of priority (top line is highest priority). If more than one problem exists, solve the highest pri-
ority problem first; related problems may also disappear.

Push the right FD button to display an explanation of the code displayed in the RIGHT column of the cursored
line. Operation is as described above.

Simultaneously push any two FCP mode select buttons to cycle the MFD display to the next FCS diagnostic
mode. When the buttons are pushed in report mode, the MFD displays the input mode diagnostic page.

Simultaneously push any three FCP mode select buttons to exit FCC diagnostics. Turn the DCP FORMAT
knob one detent to transfer control of the MFD display from the FCC to the MDC. The MFD displays the
MAINTENANCE menu page.

The radar mode line annunciates the RTA operating mode; TCAS messages may annunciate below this line by
the right edge of the display.

The display source indicator is an arrow that points left or right to indicate which FCC is providing display
data to the MFD. Note that both left and right FCC data displays, but only one FCC actually transmits ASCII
text to the MFD.

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Table 5-87. Report Mode Parameter List.

NAME DESCRIPTION

AHRS BUSERR Number of attitude heading computer AHC-1 bus errors

AMP-P ERRORS Number of pitch servo amplifier errors
AMP-R ERRORS Number of roll servo amplifier errors
AMP-Y ERRORS Number of yaw servo amplifier errors
*AP DIS CODE = Cause of abnormal AP disengage (see Table 5-89)
*AP ENG CODE = Reason AP will not engage (see Table 5-90)
AP MON ERRORS Number of AP monitor hardware errors
BOOST CODE = Cause of RUDDER BOOST FAIL annunciation (see Table 5-94)
BOOST DATERR Number of rudder boost input (sensor) data errors
BOOST ERRORS Number of rudder boost computation errors
CMD-P ERRORS Number of pitch servo command errors
CMD-R ERRORS Number of roll servo command errors
CPU TIMERR Number of CPU out-of-time errors
CROSS BUSERR Number of cross-channel (FCC-3) bus errors
CUT-P HARDW Number of pitch cutout hardware errors
CUT-P OCCUR Number of pitch cutout occurrences (while engaged)
CUT-R HARDW Number of roll cutout hardware errors
CUT-R OCCUR Number of roll cutout occurrences (while engaged)
CUT-Y HARDW Number of yaw cutout hardware errors
CUT-Y OCCUR Number of yaw cutout occurrences (while engaged)
DMA ERRORS Number of main processor DMA RAM errors
EQZN-P ERRORS Number of pitch equalization errors
EQZN-R ERRORS Number of roll equalization errors
EQZN-Y ERRORS Number of yaw equalization errors
ID NUMBER Software identification number
IO RESETS Number of automatic resets of I/O processor
IOC-A BUSERR Number of A-IOC-3 bus errors
IOC-B BUSERR Number of B-IOC-3 bus errors
IO DMA ERRORS Number of I/O processor DMA RAM errors
IO RAM ERRORS Number of I/O processor RAM errors
IO ROM ERRORS Number of I/O processor ROM errors
MAIN RESETS Number of automatic resets of main processor
MATH ERRORS Number of main processor computation errors
PANEL BUSERR Number of panel bus errors
RAM ERRORS Number of main processor RAM errors
*REPAIR CODE = Diagnostic summary (see Table 5-88)
ROM ERRORS Number of main processor ROM errors
STEER CODE = Cause of FD flag (see Table 5-93)
TRIM-P ERRORS Number of trim system errors, pitch
WRAP-C ERRORS Number of wraparound errors, cross-channel
WRAP-P ERRORS Number of wraparound errors, pitch
WRAP-R ERRORS Number of wraparound errors, roll
WRAP-Y ERRORS Number of wraparound errors, yaw
*YD DIS CODE = Cause of abnormal YD disengage (see Table 5-91)
*YD ENG CODE = Reason YD will not engage (see Table 5-92)
YD MON ERRORS Number of YD monitor hardware errors
* These items initially display.

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Table 5-88. REPAIR Codes (Diagnostic Summary).

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

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 - - - - - -

1 BOOST - CROSS WRP-AP CMD-AP IO CPU

2 TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY

3 BOOST - CROSS WRP-AP CMD-AP IO CPU

TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY

4 SVO-AP CUT-AH DISCKT AHRS CPU TIM EQU-YD

5 BOOST - CROSS WRP-AP CMD-AP IO CPU

SVO-AP CUT-AH DISCKT AHRS CPU TIM EQU-YD

6 TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY

SVO-AP CUT-AH DISCKT AHRS CPU TIM EQU-YD

7 BOOST - CROSS WRP-AP CMD-AP IO CPU

TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY
SVO-AP CUT-AH DISCKT AHRS CPU TIM EQU-YD

8 - CUT-O SVO-YD MONHDW EQU-AP PANEL

9 BOOST - CROSS WRP-AP CMD-AP IO CPU

- CUT-O SVO-YD MONHDW EQU-AP PANEL

A TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY

- CUT-O SVO-YD MONHDW EQU-AP PANEL

B BOOST - CROSS WRP-AP CMD-AP IO CPU

TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY
- CUT-O SVO-YD MONHDW EQU-AP PANEL

C SVO-AP CUT-AH DISCKT AHRS CPU TIM EQU-YD

- CUT-O SVO-YD MONHDW EQU-AP PANEL

D BOOST - CROSS WRP-AP CMD-AP IO CPU

SVO-AP CUT-AH DISCKT AHRS CPU TIM EQU-YD
- CUT-O SVO-YD MONHDW EQU-AP PANEL

E TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY

SVO-AP CUT-AH DISCKT AHRS CPU TIM EQU-YD
- CUT-O SVO-YD MONHDW EQU-AP PANEL

F BOOST - CROSS WRP-AP CMD-AP IO CPU

TRIM CUT-YH IOC-AB WRP-YD CPU MEMORY
SVO-AP CUT-AH DISCKT AHRS CPU TIM EQU-YD
- CUT-O SVO-YD MONHDW EQU-AP PANEL

Refer to Table 5-95 for description of codes and suspect LRU.

EXAMPLE: 002C00 means IOC-AB, AHRS, and MONHDW faults.

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Table 5-89. AP DIS Codes (Latched Cause of AP Disengage).

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

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 - - - - - -

1 - WSWRN CROSS WRP-AP CMD-AP ATTMON

2 RATMON DISCMD IOC - - MEMORY

3 - WSWRN CROSS WRP-AP CMD-AP ATTMON

RATMON DISCMD IOC - - MEMORY

4 SVO-P EQU-P CUT-PO YD DIS IO ATT -

5 - WSWRN CROSS WRP-AP CMD-AP ATTMON

SVO-P EQU-P CUT-PO YD DIS IO ATT -

6 RATMON DISCMD IOC - - MEMORY

SVO-P EQU-P CUT-PO YD DIS IO ATT -

7 - WSWRN CROSS WRP-AP CMD-AP ATTMON

RATMON DISCMD IOC - - MEMORY
SVO-P EQU-P CUT-PO YD DIS IO ATT -

8 - EQU-R - SVO-R ACCMON -

9 - WSWRN CROSS WRP-AP CMD-AP ATTMON

- EQU-R - SVO-R ACCMON -

A RATMON DISCMD IOC - - MEMORY

- EQU-R - SVO-R ACCMON -

B - WSWRN CROSS WRP-AP CMD-AP ATTMON

RATMON DISCMD IOC - - MEMORY
- EQU-R - SVO-R ACCMON -

C SVO-P EQU-P CUT-PO YD DIS IO ATT -

- EQU-R - SVO-R ACCMON -

D - WSWRN CROSS WRP-AP CMD-AP ATTMON

SVO-P EQU-P CUT-PO YD DIS IO ATT -
- EQU-R - SVO-R ACCMON -

E RATMON DISCMD IOC - - MEMORY

SVO-P EQU-P CUT-PO YD DIS IO ATT -
- EQU-R - SVO-R ACCMON -

F - WSWRN CROSS WRP-AP CMD-AP ATTMON

RATMON DISCMD IOC - - MEMORY
SVO-P EQU-P CUT-PO YD DIS IO ATT -
- EQU-R - SVO-R ACCMON -

Refer to Table 5-95 for description of codes and suspect LRU.

If AP DIS code = 000000 and AP disengages, check the repair code and for external disengage signals fed directly to the FCP down-
stream from the FCC.
EXAMPLE: 002000 means an IOC caused the disengage.

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Table 5-90. AP ENG Codes (Reasons AP Will Not Engage).

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

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 - - - - - -

1 CUT-YO WSWRN CROSS WRP-AP CMD-AP ATTMON

2 RATMON DISCMD IOC TRMANN CUT-RH MEMORY

3 CUT-YO WSWRN CROSS WRP-AP CMD-AP ATTMON

RATMON DISCMD IOC TRMANN CUT-RH MEMORY

4 SVO-AP CUT-PO - YD DIS IO ATT STRP-E

5 CUT-YO WSWRN CROSS WRP-AP CMD-AP ATTMON

SVO-AP CUT-PO - YD DIS IO ATT STRP-E

6 RATMON DISCMD IOC TRMANN CUT-RH MEMORY

SVO-AP CUT-PO - YD DIS IO ATT STRP-E

7 CUT-YO WSWRN CROSS WRP-AP CMD-AP ATTMON

RATMON DISCMD IOC TRMANN CUT-RH MEMORY
SVO-AP CUT-PO - YD DIS IO ATT STRP-E

8 - CUT-RO CUT-PH MON-AP ACCMON ID NUM

9 CUT-YO WSWRN CROSS WRP-AP CMD-AP ATTMON

- CUT-RO CUT-PH MON-AP ACCMON ID NUM

A RATMON DISCMD IOC TRMANN CUT-RH MEMORY

- CUT-RO CUT-PH MON-AP ACCMON ID NUM

B CUT-YO WSWRN CROSS WRP-AP CMD-AP ATTMON

RATMON DISCMD IOC TRMANN CUT-RH MEMORY
- CUT-RO CUT-PH MON-AP ACCMON ID NUM

C SVO-AP CUT-PO - YD DIS IO ATT STRP-E

- CUT-RO CUT-PH MON-AP ACCMON ID NUM

D CUT-YO WSWRN CROSS WRP-AP CMD-AP ATTMON

SVO-AP CUT-PO - YD DIS IO ATT STRP-E
- CUT-RO CUT-PH MON-AP ACCMON ID NUM

E RATMON DISCMD IOC TRMANN CUT-RH MEMORY

SVO-AP CUT-PO - YD DIS IO ATT STRP-E
- CUT-RO CUT-PH MON-AP ACCMON ID NUM

F CUT-YO WSWRN CROSS WRP-AP CMD-AP ATTMON

RATMON DISCMD IOC TRMANN CUT-RH MEMORY
SVO-AP CUT-PO - YD DIS IO ATT STRP-E
- CUT-RO CUT-PH MON-AP ACCMON ID NUM

Refer to Table 5-95 for description of codes and suspect LRU.

If AP ENG code = 000000 but AP will not engage, check for external disengage signals fed directly to the FCP downstream from the
FCC. Note that the engagement is inhibited when coupled to diagnostics.
EXAMPLE: 200081 means RATMON, ACCMON, and ATTMON faults.

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Table 5-91. YD DIS Codes (Latched Cause of YD Disengage).

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

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 - - - - - -

1 EQU-Y - - - - -

2 RATMON - IOC WRP-Y - MEMORY

3 EQU-Y - - - - -
RATMON - IOC WRP-Y - MEMORY

4 - BSTMON - - - -

5 EQU-Y - - - - -
- BSTMON - - - -

6 RATMON - IOC WRP-Y - MEMORY

- BSTMON - - - -

7 EQU-Y - - - - -
RATMON - IOC WRP-Y - MEMORY
- BSTMON - - - -

8 - - SVO-YD - LATACC -

9 EQU-Y - - - - -
- - SVO-YD - LATACC -

A RATMON - IOC WRP-Y - MEMORY

- - SVO-YD - LATACC -

B EQU-Y - - - - -
RATMON - IOC WRP-Y - MEMORY
- - SVO-YD - LATACC -

C - BSTMON - - - -
- - SVO-YD - LATACC -

D EQU-Y - - - - -
- BSTMON - - - -
- - SVO-YD - LATACC -

E RATMON - IOC WRP-Y - MEMORY

- BSTMON - - - -
- - SVO-YD - LATACC -

F EQU-Y - - - - -
RATMON - IOC WRP-Y - MEMORY
- BSTMON - - - -
- - SVO-YD - LATACC -

Refer to Table 5-95 for description of codes and suspect LRU.

If YD DIS code = 000000 and YD disengages, check the repair code and for external disengage signals fed directly to the FCP down-
stream from the FCC.
EXAMPLE: 002000 means an IOC caused the disengage.

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Table 5-92. YD ENG Codes (Reasons YD Will Not Engage).

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

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 - - - - - -

1 CUT-YO - - - - -

2 RATMON - IOC WRP-Y - MEMORY

3 CUT-YO - - - - -
RATMON - IOC WRP-Y - MEMORY

4 CUT-YH BSTMON - - - STRP-E

5 CUT-YO - - - - -
CUT-YH BSTMON - - - STRP-E

6 RATMON - IOC WRP-Y - MEMORY

CUT-YH BSTMON - - - STRP-E

7 CUT-YO - - - - -
RATMON - IOC WRP-Y - MEMORY
CUT-YH BSTMON - - - STRP-E

8 - - SVO-YD MON-YD LATACC -

9 CUT-YO - - - - -
- - SVO-YD MON-YD LATACC -

A RATMON - IOC WRP-Y - MEMORY

- - SVO-YD MON-YD LATACC -

B CUT-YO - - - - -
RATMON - IOC WRP-Y - MEMORY
- - SVO-YD MON-YD LATACC -

C CUT-YH BSTMON - - - STRP-E

- - SVO-YD MON-YD LATACC -

D CUT-YO - - - - -
CUT-YH BSTMON - - - STRP-E
- - SVO-YD MON-YD LATACC -

E RATMON - IOC WRP-Y - MEMORY

CUT-YH BSTMON - - - STRP-E
- - SVO-YD MON-YD LATACC -

F CUT-YO - - - - -
RATMON - IOC WRP-Y - MEMORY
CUT-YH BSTMON - - - STRP-E
- - SVO-YD MON-YD LATACC -

Refer to Table 5-95 for description of codes and suspect LRU.

If YD ENG code = 000000 but YD will not engage, check for external disengage signals fed directly to the FCP downstream from the
FCC. Note that the engagement is inhibited when coupled to diagnostics.
EXAMPLE: 040002 means BSTMON and MEMORY faults.

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Table 5-93. STEER Codes (Reasons for FD Flag).

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

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 - - - - - -

1 - - CROSS P-DATA - ATTMON

2 CROSTR - IOC R-DATA - MEMORY

3 - - CROSS P-DATA - ATTMON

CROSTR - IOC R-DATA - MEMORY

4 - AHRTST - PFD ATT - STRP-E

5 - - CROSS P-DATA - ATTMON

- AHRTST - PFD ATT - STRP-E

6 CROSTR - IOC R-DATA - MEMORY

- AHRTST - PFD ATT - STRP-E

7 - - CROSS P-DATA - ATTMON

CROSTR - IOC R-DATA - MEMORY
- AHRTST - PFD ATT - STRP-E

8 - - - - ID NUM PANEL

9 - - CROSS P-DATA - ATTMON

- - - - ID NUM PANEL

A CROSTR - IOC R-DATA - MEMORY

- - - - ID NUM PANEL

B - - CROSS P-DATA - ATTMON

CROSTR - IOC R-DATA - MEMORY
- - - - ID NUM PANEL

C - AHRTST - PFD ATT - STRP-E

- - - - ID NUM PANEL

D - - CROSS P-DATA - ATTMON

- AHRTST - PFD ATT - STRP-E
- - - - ID NUM PANEL

E CROSTR - IOC R-DATA - MEMORY

- AHRTST - PFD ATT - STRP-E
- - - - ID NUM PANEL

F - - CROSS P-DATA - ATTMON

CROSTR - IOC R-DATA - MEMORY
- AHRTST - PFD ATT - STRP-E
- - - - ID NUM PANEL

Refer to Table 5-95 for description of codes and suspect LRU.

EXAMPLE: 000300 means P-DATA and R-DATA faults.

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Table 5-94. BOOST Codes (Reasons for Rudder Boost Failure).

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

VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM

0 - - - - - -

1 EQU-Y - CROSS - - -

2 BSTDAT - - WRP-Y - MEMORY

3 EQU-Y - CROSS - - -
BSTDAT - - WRP-Y - MEMORY

4 - BSTMON - - - STRP-E

5 EQU-Y - CROSS - - -
- BSTMON - - - STRP-E

6 BSTDAT - - WRP-Y - MEMORY

- BSTMON - - - STRP-E

7 EQU-Y - CROSS - - -
BSTDAT - - WRP-Y - MEMORY
- BSTMON - - - STRP-E

8 - - SVO-YD - - ID NUM

9 EQU-Y - CROSS - - -
- - SVO-YD - - ID NUM

A BSTDAT - - WRP-Y - MEMORY

- - SVO-YD - - ID NUM

B EQU-Y - CROSS - - -
BSTDAT - - WRP-Y - MEMORY
- - SVO-YD - - ID NUM

C - BSTMON - - - STRP-E
- - SVO-YD - - ID NUM

D EQU-Y - CROSS - - -
- BSTMON - - - STRP-E
- - SVO-YD - - ID NUM

E BSTDAT - - WRP-Y - MEMORY

- BSTMON - - - STRP-E
- - SVO-YD - - ID NUM

F EQU-Y - CROSS - - -
BSTDAT - - WRP-Y - MEMORY
- BSTMON - - - STRP-E
- - SVO-YD - - ID NUM

Refer to Table 5-95 for description of codes and suspect LRU.

EXAMPLE: A00200 means BSTDAT and WRP-Y faults.

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Table 5-95. Description of Report Mode Monitors.

NAME DESCRIPTION

Table 5-88 through Table 5-94 use the following terms. The “suspect LRU” listed in this table is a likely cause of the fault. Replace
this LRU and then verify that the problem does not recur.

ACCMON Basic autopilot acceleration data (vertical or normal) from the AHRS is invalid. Suspect the AHC.

AHRS The AHC-1 serial bus from the AHRS is invalid. Suspect the AHC or the FCC; further investigation is required.

AHRTST The AHRS (AHC) is in test mode.

ATTMON Basic autopilot pitch or roll attitude data from the AHRS is invalid. Suspect the AHC.

BOOST A rudder boost failure is detected. This term sets with BSTDAT or BSTMON. Suspect a failed pressure sensor or
the FCC; further investigation is required.

BSTDAT A rudder boost input data error is detected. This means that data from the engine pressure sensors is not reason-
able, or that these values do not agree with the cross-side FCC values. The BOOST DATERR report parameter
lists the number of detected data errors. Suspect a failed pressure sensor or the FCC; further investigation is re-
quired.

BSTMON A rudder boost computation error is detected. This means that an unnecessary rudder boost occurred, or that the
boost is in the wrong direction. Cycle the remote RUD BOOST switch to clear this error. The BOOST ERRORS
report parameter lists the number of detected computation errors. Suspect the FCC.

CMD-AP Pitch or roll servo command errors are detected. Suspect the FCC.

CPU The main processor has been reset. Suspect the FCC.

CPUTIM The CPU was unable to complete execution of the foreground tasks in the allotted time period. Suspect the FCC.

CROSS The FCC-3 cross-channel bus from the other FCC is invalid. Suspect one of the two FCCs.

CROSTR The cross-side steering code is not zero. Refer to the STEER CODE report parameter for the other FCC to deter-
mine the cause of the FD flag. Suspect the cross-side FCC; further investigation is required.

CUT-AH An autopilot (pitch or roll) cutout hardware error is detected. This term sets with CUT-PH or CUT-RH. Check the
CUT-P HARDW and CUT-R HARDW report parameters to isolate pitch or roll failure. Suspect the FCC.

CUT-O A (pitch, roll, or yaw) cutout occurrence is detected. This term sets with CUT-PO, CUT-RO, or CUT-YO. Check
the CUT-P OCCUR, CUT-R OCCUR, and CUT-Y OCCUR report parameters to isolate pitch, roll, or yaw failure.
This does not indicate a failed unit.

CUT-PH A cutout hardware error in the pitch axis is detected. Suspect the FCC.

CUT-PO A cutout occurrence in the pitch axis is detected. This means that pitch attitude has exceeded certain limits. This
does not indicate a failed unit.

CUT-RH A cutout hardware error in the roll axis is detected. Suspect the FCC.

CUT-RO A cutout occurrence in the roll axis is detected. This means that roll attitude has exceeded certain limits. This
does not indicate a failed unit.

CUT-YH A cutout hardware error in the yaw axis is detected. Suspect the FCC.

CUT-YO A cutout occurrence in the yaw axis is detected. This means that yaw attitude has exceeded certain limits. This
does not indicate a failed unit.

DISCKT The disengage switch and/or disengage switch circuitry in the FCP has failed. This failure is latched and can not
be cleared (except by cycling power). Suspect the FCP. For safety, it is highly recommended that the failed unit be
replaced before returning the airplane to service.

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Table 5-95. Description of Report Mode Monitors.

NAME DESCRIPTION

DISCMD One of the FCP inputs that prevents engagement (disengage switch, go around switch, manual trim, AP monitor
from the FCC, or auxiliary disconnect) is asserted. DISCMD is only placed in the AP DISENGAGE code if an ab-
normal disengage occurs (auxiliary disconnect). Further investigation is required.

EQU-AP An autopilot (pitch or roll) equalization error is detected. This term sets with EQU-P or EQU-R. Check the EQZN-
P ERRORS and EQZN-R ERRORS report parameters to isolate pitch or roll failure. Suspect AHC or FCC; further
investigation is required.

EQU-P An equalization error in the pitch axis is detected. This means that the two pitch servo commands are not tracking
within certain limits. Suspect AHC or FCC; further investigation is required.

EQU-R An equalization error in the roll axis is detected. This means that the two roll servo commands are not tracking
within certain limits. Suspect AHC or FCC; further investigation is required.

EQU-Y An equalization error in the yaw axis is detected. This means that the two yaw servo commands are not tracking
within certain limits. Suspect AHC or FCC; further investigation is required.

EQU-YD A yaw damper equalization error is detected. Refer to EQU-Y. Suspect AHC or FCC; further investigation is re-
quired.

ID NUM The software ident numbers of the two FCCs do not match. The first four characters of the code are the main pro-
gram ID; the last two characters are the I/O program ID. Suspect one of the two FCCs.

IOC The serial bus from the currently used IOC concentrator is invalid. Only one IOC-3 bus is used at a time. Check
the IOC-A BUSERR and IOC-B BUSERR report parameters to isolate the IOC. Suspect the IOC or the FCC; fur-
ther investigation is required.

IOC-AB At least one of the two IOC-3 input buses to the FCC has been diagnosed as invalid. Refer to IOC monitor (above).
Suspect the IOC or the FCC; further investigation is required.

IO ATT Monitoring performed by the I/O processor has detected that the basic autopilot attitude data is invalid or has ex-
ceeded predetermined limits.

IO CPU The I/O processor has been reset. Suspect the FCC.

LATACC Basic yaw damper lateral acceleration data from the AHRS is invalid. Suspect the AHC.

MEMORY An error was detected by one or more of the FCC memory tests. Suspect the FCC.

MON-AP The autopilot monitor output (to FCP) has failed. Suspect the FCC.

MONHDW A monitor output hardware error is detected. This term sets with MON-AP or MON-YD. Suspect the FCC.

MON-YD The yaw damper monitor output (to YD panel) has failed. Suspect the FCC.

PANEL Communication between the FCP and the FCC is invalid. Suspect the FCP or the FCC; further investigation is re-
quired.

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Table 5-95. Description of Report Mode Monitors.

NAME DESCRIPTION

P-DATA Pitch outer loop data monitor is invalid. This means that data required for current pitch computations is invalid.
Suspect the external system supplying pitch (vertical) data in that mode.

For example: If VS mode is selected and the STEER CODE shows the P-DATA term is set, refer to pitch outer
loop monitor chart below. Under VERTICAL MODES, find the VS line. The array shows six items on this line.
This marks the six DATA MONITORs that can set the P-DATA term in VS mode. If VS, TAS, vertical accelera-
tion, onside air data, pitch attitude, or roll attitude to the PFD is invalid (SSM not normal) then this term sets and
the FD flag displays on the PFD.

VERTICAL MODES: OUTER LOOP DATA MONITOR ITEM

ALTITUDE CAPTURE................................. A B - D E - G - - - - L - N O P - - -
ALT HOLD and not ALT TRACK ................ - B - D E - - - - - - L - N O P - - -
ALTITUDE TRACK...................................... A B - D E - G - - - - L - N O P - - -
CLIMB (IAS) or DESCEND (IAS) ................ - B C D E - - - I - - L M N - - - - -
CLIMB (MACH) or DESCEND (MACH)...... - B - D E F - - I - - L M N - - - - -
GLIDESLOPE CAPTURE............................ - - C D E - - - - - K L - N O P Q - -
IAS ................................................................ - B C - E - - - - - - - M N O - - - -
MACH ........................................................... - - - - E F - - - - - - M N O - - - -
PITCH........................................................... - - - - - - - - - - - - - - O - - - -
TAKEOFF VERT or GA VERT..................... - - - - - - - - - - - - - - - - - - -
VERTICAL SPEED ...................................... - - - D E - - - - - - L - N O P - - -
WINDSHEAR GUIDANCE .......................... - - C D E - - - - - - L M N O - - R S
DATA MONITOR (SOURCE LABEL:BIT)
A Valid baro-altitude (204:31)
B Valid pressure altitude (203:31)
C Valid IAS (206:31)
D Valid VS (212:31)
E Valid TAS (210:31)
F Valid MACH (205:31)
G Valid preselect altitude (102:31)
H Valid V2 (263:31)
I Valid onside air data to FCC (pilot = 270:9)
(copilot = 270:10)
J Valid FMS pitch command (122:31)
K Valid GS data in vert dev word (117: 11 , 30, 31)
L Valid vert accel (364:30, 31)
M Valid accelerations (HDG ref/AHRS = 375:30, 31)
(TRK ref/IRS = 362:30, 31)
N Valid onside air data to PFD (163: 13 )
O Valid pitch attitude (324:30, 31)
P Valid roll attitude (325:30, 31)
Q Valid R-DATA bit for localizer capture
R Valid AOA (Pseudo zero lift AOA = 200:30, 31
and beta compensated AOA = 223:30, 31
and stick pusher AOA = 224:30, 31
and stick shaker AOA = 225:30, 31)
S Valid radio altitude (164:30)

PFD ATT Attitude data to the PFD has been manually switched to a cross-side source. FCC is using on-side attitude data.
This does not indicate a failed unit.

RATMON Basic pitch, roll, or yaw rate data from the AHRS is invalid. Suspect the AHC.

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Table 5-95. Description of Report Mode Monitors.

NAME DESCRIPTION

R-DATA Roll outer loop data monitor is invalid. This means that data required for current roll computations is invalid.
Suspect the external system supplying roll (lateral) data in that mode.

Refer to roll outer loop monitor chart below. This chart shows the DATA MONITORs that can set the R-DATA
term in each LATERAL MODE. Refer to the P-DATA term for an example of how to use this chart.

LATERAL MODES: OUTER LOOP DATA MONITOR

GO AROUND LATERAL ............................. - - - - - - - - - - K - - N - -
HEADING HOLD......................................... - - - - - - - - - - K - - N - -
HEADING SELECT (APPR, HDG, NAV).... - B - D - - - - - - - - M - - -
HEADING SELECT (BC)............................. - B - D - - G - - - - - M - - -
LOCALIZER CAPTURE (if not LINTRKMOD*) - B - - E - - - I - - L M - - P
LOCALIZER CAPTURE (if LINTRKMOD*) - B - - E - - - I - - L M - O P
NAV CAPTURE (VOR)................................. - B - - E - - H - J - L M - - P
NAV CAPTURE (overstation) ...................... A B - - E - - H - - - L M - - P
NAV CAPTURE (FMS) ................................ - - C - - F - - - - - - - - - -
ROLL and not HEADING HOLD................. - - - - - - - - - - - - - - O -
DATA MONITOR (SOURCE LABEL)
A FCC dead reckoning logic (N/A)
B Valid TAS (210:31)
C Valid FMS bank command (121:30, 31)
D Valid HDG error (302:30, 31)
E Valid course datum (301:30, 31)
F Valid FMS active logic (116:11, 12, 13 )
G Valid LOC active logic (116: 11 , 12 )
H Valid VOR active logic (116: 11 , 12, 13 )
I Valid LOC data in lat dev word (116: 11 , 12 , 30, 31)
J Valid VOR data in lat dev word (116: 11 , 12, 13 , 30, 31)
K Valid heading (Mag hdg/AHRS = 320:30, 31)
(True hdg/IRS = 314:30, 31)
L Valid cross acceleration (HDG ref/AHRS = 376:30, 31)
(TRK ref/IRS = 363:30, 31)
M Valid onside air data to PFD (163: 13 )
N Valid onside heading to PFD (163: 12 )
O Valid roll attitude (325:30, 31)
P Valid along acceleration (HDG ref/AHRS = 375:30, 31)
(TRK ref/IRS = 362:30, 31)

*LINTRKMOD is true when the glideslope is captured and radio altitude is less than 1000 feet.

STRP-E External airplane strapping is not compatible with the FCC configuration ROM. Either the IAPS configuration
strapping is incorrect or the FCC has an incorrect software version.

SVO-AP An autopilot (pitch or roll) servo amplifier error is detected. This term sets with SVO-P or SVO-R. Refer to AMP-P
ERRORS and AMP-R ERRORS report parameters to isolate pitch/roll error. Suspect AHC, FCC, pitch/roll servos,
or mismatched discrete inputs; further investigation is required.

SVO-P A servo amplifier error in the pitch axis is detected. This means either a hardware failure occurred or that the in-
puts to the two halves of the pitch servo amplifier are not alike. Suspect AHC, FCC, pitch servo, or mismatched
discrete inputs; further investigation is required.

SVO-R A servo amplifier error in the roll axis is detected. This means either a hardware failure occurred or that the in-
puts to the two halves of the roll servo amplifier are not alike. Suspect AHC, FCC, roll servo, or mismatched dis-
crete inputs; further investigation is required.

SVO-YD A yaw damper servo amplifier error is detected. This means either a hardware failure occurred or that the inputs
to the two halves of the yaw servo amplifier are not alike. Suspect AHC, FCC, yaw servo, or mismatched discrete
inputs; further investigation is required.

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Table 5-95. Description of Report Mode Monitors.

NAME DESCRIPTION

TRIM A pitch or roll trim system failure is detected. Check the TRIM-P ERRORS report parameter to isolate pitch or roll
failure. Suspect the airplane pitch/roll trim system or the FCC.

TRMANN The pitch or roll trim fail annunciator test failed. Suspect an annunciator bulb.

WRP-AP An autopilot (pitch or roll) wraparound error is detected. Check the WRAP-P ERRORS and WRAP-R ERRORS re-
port parameters to isolate pitch or roll failure. Suspect the FCC.

WRP-Y A wraparound error in the yaw axis is detected. Suspect the FCC.

WRP-YD A yaw damper wraparound error is detected. Suspect the FCC.

WSWRN A windshear condition has been detected and windshear escape mode automatically selected while the autopilot is
engaged.

YD DIS The yaw damper is disengaged. The yaw damper must be engaged before autopilot engagement is allowed.

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5.10.12.2 Input Mode

VIEW INPUT MODE PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the MFD.
• Move the cursor to the FCC DIAGNOSTICS position using the DCP BRG pointer select switches. Push
the DCP RDR button to select FCC DIAGNOSTICS.
• The MFD displays instructions on how to enter FCC diagnostics:
1. Disengage the autopilot.
2. Simultaneously push any two FCP mode select buttons and the FD button and hold for one second.
The REPORT MODE diagnostic page is then displayed on the MFD.
3. Simultaneously push any two FCP mode select buttons to display the INPUT MODE diagnostic
page.
(a) Push any FCP mode select button to move the cursor to the next line.
(b) Turn the FCP VS/pitch wheel to change the parameter next to the cursor.
EXIT FCS DIAGNOSTICS:

• Simultaneously push any three FCP mode select buttons to exit FCC diagnostics.
• Turn the DCP FORMAT knob one detent to transfer control of the MFD display from the FCC to the
MDC. The MFD displays the MAINTENANCE MENU page.

The input mode displays a readout of selected signals received by the FCC. This mode is especially useful for
isolating a failed LRU that supplies data to the FCC. The input mode diagnostic page displays five lines of in-
put signals. Each line contains the signal name, a LEFT value, a RIGHT value, and a unit of measure (if ap-
plicable). FCP mode select buttons and VS/pitch wheel select the input mode operations. Refer to Figure 5-22.

The name column lists five input signals. The LEFT column displays the signal value at the input of the num-
ber 1 FCC computer. The RIGHT column displays the signal value at the input of the number 2 FCC com-
puter. Dashes display instead of a signal value if that input is missing, invalid, or not used (no system uses
every parameter). Table 5-96 is a complete list of input mode signals available for display, the signal source, a
signal description, and the units of measure.

The cursor always displays at the left edge of the name column. The cursor indicates which signal line is ac-
tive. Normally the cursor is yellow, and the FCP mode select buttons can be used to select signals. The cursor
is removed if AP XFR button is pushed; push the AP XFR button to reselect normal operation. Push any FCP
mode select button to move the cursor to the next line. Turn the VS/pitch wheel to change the signal displayed
on the cursored line to the previous or next item in the input mode parameter list. Table 5-96 lists input mode
parameters in alphanumeric order.

IOC labels display below the five signal lines in both the LEFT and RIGHT columns. The label in the LEFT
column indicates which IOC-3 concentrator input bus (IOC-LA or IOC-LB) is currently being used by the left
FCC computer. The label in the RIGHT column indicates which IOC-3 input bus (IOC-RA or IOC-RB) is being
used by the right FCC. Normally each FCC automatically selects which IOC bus to use; however the operator
may toggle to the other bus by engaging and then disengaging the autopilot. Both FCCs then attempt to use
the other IOC bus. If the new IOC bus is valid, the FCC uses the new bus. If the new IOC bus is invalid, the
FCC switches back to using the old valid bus.

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Figure 5-22. Input Mode Diagnostic Page

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Simultaneously push any two FCP mode select buttons to cycle the MFD display to the next FCS diagnostic
mode. When these buttons are pushed in input mode, the MFD displays the output mode diagnostic page. Si-
multaneously push any three FCP mode select buttons to exit FCC diagnostics.

The radar mode line annunciates the RTA operating mode; TCAS messages may annunciate below this line by
the right edge of the display. The display source indicator is an arrow that points left or right to indicate which
FCC is providing display data to the MFD. Note that both left and right FCC data displays, but only one FCC
actually transmits ASCII text to the MFD.

Table 5-96 lists all available input parameters. The most useful inputs are decoded and displayed with a unit
of measure (such as feet or degrees) so that this value can be easily compared with related displays/indications
in the airplane. Some inputs are useful only to engineering but are included in the table for completeness.

The SOURCE LRU (BUS WORD) column of Table 5-96 lists the name of the LRU that supplies each input
signal, the data bus (IOC-3, AHC-1, etc.) that supplies the input to the FCC, and the octal label of the data
word. Note that specific bit descriptions for these data words are not provided in this manual; refer to an
ARINC 429 specification.

The following examples show situations where the input diagnostic mode is a valuable troubleshooting tool:

a. The values displayed in the LEFT and RIGHT columns of any input signal should agree within reason.
For example, a line reading “ALT/B 15125 235 FEET” indicates an air data (ADC) problem in the side
that displays the incorrect barometric altitude value.
b. The input mode is very useful when checking out the FCP panel functions. Refer to the AP ENA,
Y/DTHS, KNBREF, and SWIXXX parameters. The engage parameters should be true when the engage
button is pushed and false when the button is released. The pitch knob parameter should increment
when the FCP VS/pitch wheel is turned. For example, the SWIHDG parameter should be true when the
HDG button on the FCP is pushed, and false when it is released.
c. Verify data from an external system by monitoring that input while the system is exercised or tested.
For example, the left IASREF input value should change as the IAS reference knob on the FCP is
turned. The VORBRG input value should be 0 DEG while the NAV receiver is in test mode.

The input data from external (non-FCS) units is first applied to IOC input/output concentrators and then
mapped to the FCC on redundant IOC-3 data buses. The AHC-1 input bus is applied directly (not through an
IOC) to the FCC computer. This external data displays as two input signal parameters, and is organized as
described below.

ARINC input data is formatted as a 32-bit word. Bits 1-8 contain the identification label of the word, bits 9-10
contain the SDI code, bits 11-13 contain pad (or secondary) data, bits 14-29 contain primary data, bits 30-31
contain the SSM code, and bit 32 is for parity.

ARINC WORD BITS DESCRIPTION

1-8 Label (octal)
9-10 SDI (source ident)
11-13 Pad/secondary data
14-29 Primary data
30-31 SSM (status)
32 Parity bit

Table 5-96 provides a descriptive name parameter and an “SSMPSI” parameter for each (external) input label.
These two input signals may be displayed to show all pertinent information provided in the input data word.
For example, preselect altitude information is provided in the 102 word. This information is presented in the
ALTREF and 102 parameters.

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The ALTREF input parameter displays the preselect altitude setting in feet. This information is decoded from
the primary data (bits 14 through 29) of word 102.

Note

Some primary data is not decoded into a signal value but instead is displayed as a hexadecimal
value. The unit of measure for these signals is displayed as “29-14H”.

The 102 input parameter displays the remaining pertinent information in three digits. The unit entry on this
line is SSMPSI. This means the three displayed digits are (in order): the SSM, Pad data, and the SDI.

• The SSM digit is 0 (failed), 1 (no computed data), 2 (unit in test), or 3 (normal). This digit is decoded
from bits 30 and 31 of the input word.
• The Pad digit lists miscellaneous information that is normally pad (0 = not used) or secondary data.
This digit is decoded from bits 11, 12, and 13 of the input word.
• The SDI digit is 0 (not used), 1 (left LRU), 2 (right LRU), or 3 (not used). This digit is decoded from bits
9 and 10 of the input word.

SSM PAD SDI

BITS: 31 30 13 12 11 10 9
BIT VALUE: 2 1 4 2 1 2 1
DISPLAYED SUM OF SUM OF SUM OF
VALUE: SET BITS SET BITS SET BITS

Table 5-96. Input Mode Parameter List.

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)

External input data words are displayed in 2 parameters. For example, parameters 124 and IOCMAP together display the data con-
tained in the 124 word received on the IOC-3 bus.
PRI = Primary (onside) unit; SEC = Secondary (offside unit)
102 ADC label 102 (IOC-3) SSM, Pad data, SDI (SSMPSI)
103 ADC label 103 (IOC-3) SSM, Pad data, SDI (SSMPSI)
104 ADC label 104 (IOC-3) SSM, Pad data, SDI (SSMPSI)
106 ADC label 106 (IOC-3) SSM, Pad data, SDI (SSMPSI)
116 PFD label 116 (IOC-3) SSM, Pad data, SDI (SSMPSI)
117 PFD label 117 (IOC-3) SSM, Pad data, SDI (SSMPSI)
121 FMC/PFD label 121 (IOC-3) SSM, Pad data, SDI (SSMPSI)
122 FMC/PFD label 122 (IOC-3) SSM, Pad data, SDI (SSMPSI)
124 IOC label 124 (IOC-3) SSM, Pad data, SDI (SSMPSI)
137LTP DCU label 137 (IOC-3) SSM, Pad data, SDI (SSMPSI)
137LTS DCU label 137 (IOC-3) SSM, Pad data, SDI (SSMPSI)
137RTP DCU label 137 (IOC-3) SSM, Pad data, SDI (SSMPSI)
137RTS DCU label 137 (IOC-3) SSM, Pad data, SDI (SSMPSI)
155PRI MFD label 155 (IOC-3) SSM, Pad data, SDI (SSMPSI)
163 PFD label 163 (IOC-3) SSM, Pad data, SDI (SSMPSI)
164 RAC label 164 (IOC-3) SSM, Pad data, SDI (SSMPSI)
200 SPC label 200 (IOC-3) SSM, Pad data, SDI (SSMPSI)
203 ADC label 203 (IOC-3) SSM, Pad data, SDI (SSMPSI)
204 ADC label 204 (IOC-3) SSM, Pad data, SDI (SSMPSI)
205 ADC label 205 (IOC-3) SSM, Pad data, SDI (SSMPSI)

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Table 5-96. Input Mode Parameter List.

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)

206 ADC label 206 (IOC-3) SSM, Pad data, SDI (SSMPSI)
207 ADC label 207 (IOC-3) SSM, Pad data, SDI (SSMPSI)
210 ADC label 210 (IOC-3) SSM, Pad data, SDI (SSMPSI)
212 ADC label 212 (IOC-3) SSM, Pad data, SDI (SSMPSI)
213 ADC label 213 (IOC-3) SSM, Pad data, SDI (SSMPSI)
215 ADC label 215 (IOC-3) SSM, Pad data, SDI (SSMPSI)
216 PFD label 216 (IOC-3) SSM, Pad data, SDI (SSMPSI)
221 SPC label 221 (IOC-3) SSM, Pad data, SDI (SSMPSI)
222 PFD label 222 (IOC-3) SSM, Pad data, SDI (SSMPSI)
223 SPC label 223 (IOC-3) SSM, Pad data, SDI (SSMPSI)
224 SPC label 224 (IOC-3) SSM, Pad data, SDI (SSMPSI)
225 SPC label 225 (IOC-3) SSM, Pad data, SDI (SSMPSI)
241 SPC label 241 (IOC-3) SSM, Pad data, SDI (SSMPSI)
251 PFD label 251 (IOC-3) SSM, Pad data, SDI (SSMPSI)
263 ADC label 263 (IOC-3) SSM, Pad data, SDI (SSMPSI)
270ADC ADC label 270 (IOC-3) SSM, Pad data, SDI (SSMPSI)
270AHR AHC/IRS label 270 (AHC-1) SSM, Pad data, SDI (SSMPSI)
271 ADC label 271 (IOC-3) SSM, Pad data, SDI (SSMPSI)
272FMS FMC/PFD label 272 (IOC-3) SSM, Pad data, SDI (SSMPSI)
272PDC DCU label 272 (IOC-3) SSM, Pad data, SDI (SSMPSI)
272SDC DCU label 272 (IOC-3) SSM, Pad data, SDI (SSMPSI)
301PDC SECU/DCU label 301 (IOC-3) SSM, Pad data, SDI (SSMPSI)
301PFD PFD label 301 (IOC-3) SSM, Pad data, SDI (SSMPSI)
301SDC SECU/DCU label 301 (IOC-3) SSM, Pad data, SDI (SSMPSI)
302 PFD label 302 (IOC-3) SSM, Pad data, SDI (SSMPSI)
302PRI DCU label 302 (IOC-3) SSM, Pad data, SDI (SSMPSI)
302SEC DCU label 302 (IOC-3) SSM, Pad data, SDI (SSMPSI)
303PRI DCU label 303 (IOC-3) SSM, Pad data, SDI (SSMPSI)
303SEC DCU label 303 (IOC-3) SSM, Pad data, SDI (SSMPSI)
304PRI SECU/DCU label 304 (IOC-3) SSM, Pad data, SDI (SSMPSI)
304SEC SECU/DCU label 304 (IOC-3) SSM, Pad data, SDI (SSMPSI)
310 DCU label 310 (IOC-3) SSM, Pad data, SDI (SSMPSI)
312 DCU label 312 (IOC-3) SSM, Pad data, SDI (SSMPSI)
314AHR IRS label 314 (IRS-1) SSM, Pad data, SDI (SSMPSI)
314DCU DCU label 314 (IRS-1) SSM, Pad data, SDI (SSMPSI)
315FMS FMC/PFD label 315 (IOC-3) SSM, Pad data, SDI (SSMPSI)
320 AHC/IRS label 320 (AHC-1) SSM, Pad data, SDI (SSMPSI)
323PRI DCU label 323 (IOC-3) SSM, Pad data, SDI (SSMPSI)
323SEC DCU label 323 (IOC-3) SSM, Pad data, SDI (SSMPSI)
324 AHC/IRS label 324 (AHC-1) SSM, Pad data, SDI (SSMPSI)
325 AHC/IRS label 325 (AHC-1) SSM, Pad data, SDI (SSMPSI)
326 AHC/IRS label 326 (AHC-1) SSM, Pad data, SDI (SSMPSI)
327 AHC/IRS label 327 (AHC-1) SSM, Pad data, SDI (SSMPSI)
330 AHC/IRS label 330 (AHC-1) SSM, Pad data, SDI (SSMPSI)
331 AHC/IRS label 331 (AHC-1) SSM, Pad data, SDI (SSMPSI)
332 AHC/IRS label 332 (AHC-1) SSM, Pad data, SDI (SSMPSI)
333 AHC/IRS label 333 (AHC-1) SSM, Pad data, SDI (SSMPSI)
336 IRS label 336 (IRS-1) SSM, Pad data, SDI (SSMPSI)
337 IRS label 337 (IRS-1) SSM, Pad data, SDI (SSMPSI)
362 IRS label 362 (IRS-1) SSM, Pad data, SDI (SSMPSI)
363 IRS label 363 (IRS-1) SSM, Pad data, SDI (SSMPSI)
364 AHC/IRS label 364 (AHC-1) SSM, Pad data, SDI (SSMPSI)

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Table 5-96. Input Mode Parameter List.

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)

372 FMC/PFD label 372 (IOC-3) SSM, Pad data, SDI (SSMPSI)
375 AHC label 375 (AHC-1) SSM, Pad data, SDI (SSMPSI)
376 AHC label 376 (AHC-1) SSM, Pad data, SDI (SSMPSI)
ACCA/H AHC label 375 (AHC-1) Acceleration, along heading (Gs)
ACCA/T AHC label 362 (AHC-1) Acceleration, along track (Gs)
ACCLAT AHC/IRS label 332 (AHC-1) Acceleration, lateral (Gs)
ACCLON AHC/IRS label 331 (AHC-1) Acceleration, longitudinal (Gs)
ACCNOR AHC/IRS label 333 (AHC-1) Acceleration, normal (Gs)
ACCVER AHC/IRS label 364 (AHC-1) Acceleration, vertical (Gs)
ACCX/H AHC label 376 (AHC-1) Acceleration, cross heading (Gs)
ACCX/T IRS label 363 (IRS-1) Acceleration, cross track (Gs)
ADLGC1 ADC label 270 (IOC-3) Air data logic word 1 (29-14H)
ADLGC2 ADC label 271 (IOC-3) Air data logic word 2 (29-14H)
AHRLGC AHC/IRS label 270 (AHC-1) AHRS logic word (29-14H)
AILANA DCU Analog aileron position (DEGREES)
AILCMD FCC sample/hold Aileron servo cmd wraparound (VOLTS)
AILMON FCC servo amplifier Aileron servo ampl monitor (TRUE/FALSE)
AILSER DCU label 310 (IOC-3) Aileron position feedback (DEGREES)
AILSVO SVO Aileron servo motor voltage (VOLTS)
*ALT/B ADC label 204 (IOC-3) Altitude, barometric (FEET)
ALT/P ADC label 203 (IOC-3) Altitude, pressure (FEET)
ALTREF ADC label 102 (IOC-3) Altitude reference, preselect (FEET)
AOA SPC label 221 (IOC-3) AOA, body (DEGREES)
AOACMP SPC label 223 (IOC-3) AOA, beta compensated (DEGREES)
AOANOR SPC label 241 (IOC-3) AOA, normalized (no units)
AOAPSH SPC label 224 (IOC-3) AOA, pusher (DEGREES)
AOAPZL SPC label 200 (IOC-3) AOA, pseudo zero lift (DEGREES)
AOASHK SPC label 225 (IOC-3) AOA, shaker (DEGREES)
AP CLU FCP serial AP clutch power (AP engaged) (TRUE/FALSE)
AP ENA FCP AP engage enable feedback (TRUE/FALSE)
AP RLY FCP serial AP engage relay feedback (TRUE/FALSE)
APCONA Yoke, AP DISC button Autopilot disconnect not (TRUE/FALSE)
APCONS Yoke/FCP, AP DISC button AP disconn not (TRUE/FALSE), serial input
ASVOER FCC servo amplifier Aileron servo error (VOLTS)
AXENG+ FCP Aux disengage input not, +28 V (TRUE/FALSE)
AXENG- FCP Aux disengage input not, gnd (TRUE/FALSE)
CMDPTH FMC/PFD label 122 (IOC-3) Command, pitch (DEG)
CMDROL FMC/PFD label 121 (IOC-3) Command, roll (DEG)
CRSDAT PFD label 301 (IOC-3) Course datum (DEG)
DEVLAT PFD label 116 (IOC-3) Deviation, lateral (29-14H)
DEVVER PFD label 117 (IOC-3) Deviation, vertical (29-14H)
DIS PFD label 251 (IOC-3) Distance (NM)
ELEANP DCU Elevator position, analog, primary (DEGREES)
ELEANS DCU Elevator position, analog, secondary (DEGREES)
ELECMD FCC sample/hold Elevator servo cmd wraparound (VOLTS)
ELEMON FCC servo amplifier Elevator servo ampl monitor (TRUE/FALSE)
ELESER DCU label 314 (IOC-3) Elevator position feedback (DEGREES)
ELESVO SVO Elevator servo motor voltage (VOLTS)
ESVOER FCC servo amplifier Elevator servo error (VOLTS)
FLPLTP DCU label 137 (IOC-3) Flap position, left primary (DEGREES)
FLPLTS DCU label 137 (IOC-3) Flap position, left secondary (DEGREES)
FLPRTP DCU label 137 (IOC-3) Flap position, right primary (DEGREES)

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Table 5-96. Input Mode Parameter List.

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)

FLPRTS DCU label 137 (IOC-3) Flap position, right secondary (DEGREES)
FMSLGC FMC/PFD label 272 (IOC-3) FMS logic word (29-14H)
FSPLTP DCU label 302 (IOC-3) Flight spoiler position, left primary (DEGREES)
FSPLTS DCU label 302 (IOC-3) Flight spoiler position, left secondary (DEGREES)
FSPRTP DCU label 303 (IOC-3) Flight spoiler position, right primary (DEGREES)
FSPRTS DCU label 303 (IOC-3) Flight spoiler position, right secondary (DEGREES)
GNDMX0 FCC internal Ground for multiplexer 0 (VOLTS)
GNDMX1 FCC internal Ground for multiplexer 1 (VOLTS)
*HDGERR PFD label 302 (IOC-3) Heading error (DEGREES)
HDGMAG AHC/IRS label 320 (AHC-1) Heading, magnetic (DEGREES)
HDGTRU IRS label 314 (IRS-1) Heading, true (DEGREES)
IAS ADC label 206 (IOC-3) Indicated airspeed (KNOTS)
IASREF ADC label 103 (IOC-3) Indicated airspeed reference (KNOTS)
IOCMAP IOC label 124 (IOC-3) IOC map version (29-14H)
KNBREF FCP Knob, vertical reference (HEX)
MACH ADC label 205 (IOC-3) Mach (MACH)
MACREF ADC label 106 (IOC-3) Mach reference (MACH)
*MEMORY FCC internal CPU Memory location contents (main processor address location)
MFDPRI MFD label 155 (IOC-3) MFD mode word (29-14H)
MMO ADC label 215 (IOC-3) Mach, max operating (MACH)
NAVLG1 PFD label 163 (IOC-3) NAV logic word 1 (29-14H)
NAVLG2 PFD label 216 (IOC-3) NAV logic word 2 (29-14H)
PBYTRX FCP Number of panel bytes received (HEX)
PDCLGC DCU label 272 (IOC-3) Primary DCU logic word (29-14H)
PNLTST FCP Panel wraparound test bit, oscillating (TRUE/FALSE)
*PTH AHC/IRS label 324 (AHC-1) Pitch (DEGREES)
PTHR/E IRS label 336 (IRS-1) Pitch rate, Euler (DEGREES/SECOND)
PTHRAT AHC/IRS label 326 (AHC-1) Pitch rate (DEGREES/SECOND)
RADALT RAC label 164 (IOC-3) Radio altitude (FEET)
*ROL AHC/IRS label 325 (AHC-1) Roll (DEGREES)
ROLR/E IRS label 337 (IRS-1) Roll rate, Euler (DEGREES/SECOND)
ROLRAT AHC/IRS label 327 (AHC-1) Roll rate (DEGREES/SECOND)
RSVOER FCC servo amplifier Rudder servo error (VOLTS)
RUDANA DCU Rudder position, analog (DEGREES)
RUDCMD FCC sample/hold Rudder servo cmd wraparound (VOLTS)
RUDMON FCC servo amplifier Rudder servo amplifier monitor (TRUE/FALSE)
RUDSER DCU label 312 (IOC-3) Rudder position feedback (DEGREES)
RUDSVO SVO Rudder servo motor voltage (VOLTS)
SAT ADC label 213 (IOC-3) Static air temperature (°C)
SDCLGC DCU label 272 (IOC-3) Secondary DCU logic word (29-14H)
SPOLTP SECU/DCU label 301 (IOC-3) Spoileron position, left, primary (DEGREES)
SPOLTS SECU/DCU label 301 (IOC-3) Spoileron position, left, secondary (DEGREES)
SPORTP SECU/DCU label 304 (IOC-3) Spoileron position, right, primary (DEGREES)
SPORTS SECU/DCU label 304 (IOC-3) Spoileron position, right, secondary (DEGREES)
STBPRI DCU label 323 (IOC-3) Stabilizer position, primary (DEGREES)
STBSEC DCU label 323 (IOC-3) Stabilizer position, secondary (DEGREES)
STPCFG CSU Strap, configuration (HEX)
STRAP0 Interconnect Option strap 0 (TRUE/FALSE)
STRAP1 Interconnect Option strap 1 (TRUE/FALSE)
STRAP2 Interconnect Option strap 2 (TRUE/FALSE)
STRAP3 Interconnect Option strap 3 (TRUE/FALSE)
STRAP4 Interconnect Option strap 4 (TRUE/FALSE)

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Table 5-96. Input Mode Parameter List.

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)

STRAP5 Interconnect Option strap 5 (TRUE/FALSE)

STRAP6 Interconnect Option strap 6 (TRUE/FALSE)
STRAP7 Interconnect Option strap 7 (TRUE/FALSE)
SWI1/2 FCP serial Switch, 1/2 BANK mode (TRUE/FALSE)
SWI2-1 FCP serial Switch, spare on byte 2, bit 1 (TRUE/FALSE)
SWI2-2 FCP serial Switch, spare on byte 2, bit 2 (TRUE/FALSE)
SWI2-4 FCP serial Switch, spare on byte 2, bit 4 (TRUE/FALSE)
SWIALT FCP serial Switch, ALT hold mode (TRUE/FALSE)
SWIAP FCP serial AP ENG relay feedback (TRUE/FALSE)
SWIAPP FCP serial Switch, APPR mode (TRUE/FALSE)
SWIB/C FCP serial Switch, back course (B/C) mode (TRUE/FALSE)
SWIBST Pedestal, RUD BOOST Switch, rudder boost arm (TRUE/FALSE)
SWICLI FCP serial Switch, CLIMB mode (TRUE/FALSE)
SWIDES FCP serial Switch, DESCEND mode (TRUE/FALSE)
SWIFD FCP serial Switch, FD off (TRUE/FALSE)
SWIG/A Throttle button Switch, GO AROUND mode (TRUE/FALSE)
SWIGAN Throttle button/FCP serial Switch, GO AROUND mode not (TRUE/FALSE)
SWIHDG FCP serial Switch, HDG mode (TRUE/FALSE)
SWIIAS FCP serial Switch, IAS mode (TRUE/FALSE)
SWILVL FCP serial Switch, LVL CHG mode (TRUE/FALSE)
SWIMAC FCP serial Switch, MACH mode (TRUE/FALSE)
SWINAV FCP serial Switch, NAV mode (TRUE/FALSE)
SWIPFL FCP serial Switch, IAS profile mode (TRUE/FALSE)
SWIPFM FCP serial Switch, PERFORM SELECT mode (TRUE/FALSE)
SWIPRE FCP serial Switch, ALT preselect mode (TRUE/FALSE)
SWISPD FCP serial Switch, SPEED mode (TRUE/FALSE)
SWISYN Yoke, SYNC button Switch, sync (TRUE/FALSE)
SWITRB FCP serial Switch, TURB mode (TRUE/FALSE)
SWIVNV FCP serial Switch, VNAV mode (TRUE/FALSE)
SWIVS FCP serial Switch, VS mode (TRUE/FALSE)
SWIXFR FCP serial Switch, AP XFR mode (TRUE/FALSE)
TAS ADC label 210 (IOC-3) True airspeed (KNOTS)
TRMARM FCC wraparound Trim arm (TRUE/FALSE)
TRMCMD FCC wraparound Trim command (TRUE/FALSE)
TRMNT+ FCP Manual trim switch not, +28 V dc (TRUE/FALSE)
TRMNT- FCP Manual trim switch not, gnd (TRUE/FALSE)
TRMOFF FCC wraparound Trim fail annunciator off (TRUE/FALSE)
TRMRAT Trim system Trim rate (VOLTS)
V2 ADC label 263 (IOC-3) V2, takeoff velocity (KNOTS)
VMO ADC label 207 (IOC-3) Max operating speed (KNOTS)
VORBRG PFD label 222 (IOC-3) VOR bearing (DEGREES)
VS ADC label 212 (IOC-3) Vertical speed (FEET/MINUTE)
VSREF ADC label 104 (IOC-3) Vertical speed reference (FEET/MINUTE)
WINDIR FMC/PFD label 372 (IOC-3) Wind direction (DEGREES)
WINSPD FMC/PFD label 315 (IOC-3) Wind speed (KNOTS)
Y/DLVR APP Engage lever up, yaw damper (TRUE/FALSE)
Y/DOTH Interconnect Yaw damper engaged, other channel (TRUE/FALSE)
Y/DTHS Interconnect Yaw damper engaged, this channel (TRUE/FALSE)
YAWRAT AHC/IRS label 330 (AHC-1) Yaw rate (DEGREES/SECOND)
YD MON FCC wraparound Yaw damper monitor valid (TRUE/FALSE)
* These items initially display.

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5.10.12.3 Output Mode

VIEW OUTPUT MODE PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the MFD.
• Move the cursor to the FCC DIAGNOSTICS position using the DCP BRG pointer select switches. Push
the DCP RDR button to select FCC DIAGNOSTICS.
• The MFD displays instructions on how to enter FCC diagnostics:
1. Disengage the autopilot.
2. Simultaneously push any two FCP mode select buttons and the FD button and hold for one second.
The REPORT MODE diagnostic page is then displayed on the MFD.
3. Simultaneously push any two FCP mode select buttons to display the INPUT MODE diagnostic
page.
Simultaneously push any two FCP mode select buttons to display the OUTPUT MODE diagnostic
page.
a. Push any FCP mode select button to move the cursor to the next line.
b. Turn the FCP VS/pitch wheel to change the parameter next to the cursor.
EXIT FCS DIAGNOSTICS:

• Simultaneously push any three FCP mode select buttons to exit FCC diagnostics.
• Turn the DCP FORMAT knob one detent to transfer control of the MFD display from the FCC to the
MDC. The MFD displays the MAINTENANCE MENU page.

The output mode provides readout and control of selected FCC outputs. The output controlling feature of this
mode is enabled only when both FCCs are in diagnostic mode and the airplane is on the ground. The output
mode diagnostic page displays five lines of output signals. Each line contains the signal name, LEFT output,
RIGHT output, and modify options (if applicable). Line keys select the output mode operations. Refer to
Figure 5-23 for output mode page.

The name column lists five output signals. The LEFT column displays the output signal from the number 1
FCC computer. The RIGHT column displays the output signal from the number 2 FCC computer. Table 5-97
lists all available output parameters, a signal description, and the modification range.

The cursor always displays at the left edge of the name column. The cursor indicates which signal line is ac-
tive. Push any mode switch to move the cursor to the next line.

Turn the VS/pitch wheel to change the signal displayed on the cursored line to the previous or next item in the
output mode parameter list. Table 5-97 lists output mode parameters in alphanumeric order.

The FCC outputs can always be displayed but can only be controlled when both computers are in diagnostic
mode. Push the left or right FD button and any two mode select buttons to enter the left or right FCC into di-
agnostics mode. The PFD on each side shows a yellow TEST annunciator when the onside FCC is in diagnostic
mode. If it is possible to control (modify) any displayed output, the word “MODIFY” appears as a column
heading. If the active (cursored) line can be modified, then EITHER, BOTH, LEFT, or RIGHT displays on that
line in the MODIFY column. Instructions to modify the active (cursored) parameter appear at the bottom of
the MFD.

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Figure 5-23. Output Mode Diagnostic Page

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Note that the EITHER and BOTH modify options are not available unless both FCCs are in the output mode
(not just in diagnostics). Push the AP XFR button on the FCP to alternately select left and right side display
data and ensure that both FCCs are in output mode.

• When EITHER displays in the MODIFY column, the left and right FCC logic outputs can be modified
independently. Push the left FD button on the FCP to change the logic output of the left FCC. Push the
right FD button on the FCP to change the logic output of the right FCC.
• When BOTH displays in the MODIFY column, the left and right FCC linear outputs can be modified
synchronously. Push and hold the left FD button on the FCP to synchronize both linear outputs to the
“master FCC” value and then change both outputs in a minus direction. Push and hold the right FD
button on the FCP to synchronize both linear outputs to the “master FCC” value, and then change both
outputs in a plus direction. The “master FCC” is the one providing display data to the MFD (indicated
by the arrow at the center of the page and selected by the AP XFR button on the FCP).
• When LEFT displays in the MODIFY column, only the left FCC output can be modified. When RIGHT
displays in the MODIFY column, only the right FCC can be modified. Push the applicable FD button on
the FCP to change the modifiable output.

The display source indicator is an arrow that points left or right to indicate which FCC is providing display
data to the MFD. In the output mode, this indicator is especially useful. Both FCCs must be in the output
mode (not just in diagnostics) to fully utilize the modify options. Since only one FCC provides display data to
the MFD, it is helpful to push the AP XFR button and check the selected mode of the other FCC before begin-
ning troubleshooting effort using the output mode. The arrow also indicates the (controlling) “master FCC”
when both outputs are synchronously changed.

Simultaneously push any two FCP mode select buttons to cycle the MFD display to the next FCS diagnostic
mode. When these buttons are pushed in output mode, the MFD displays the report mode diagnostic page.

Simultaneously push any three FCP mode select buttons to exit FCC diagnostics. Turn the DCP FORMAT
knob one detent to transfer control of the MFD display from the FCC to the MDC. The MFD displays the
maintenance menu page.

The radar mode line annunciates the RTA operating mode; TCAS messages may annunciate below this line by
the right edge of the display.

The following examples show situations where the output diagnostic mode is a valuable troubleshooting tool:

a. Set the ANNUNS parameter to TRUE to light the airplane (and FCP) annunciators controlled by the
selected FCC. This is one way to verify the annunciator bulbs.
b. The output mode may also be used to drive the servos. First, set the 65APMN, 65YDMN, 86APMN, and
86YDMN parameters to TRUE. This overrides the FCC internal monitors to a valid condition. Then set
the AILCUT, ELECUT, and RUDCUT parameters to FALSE. This sets the FCC cutout logic so that the
autopilot/yaw damper can engage. Next, engage the autopilot/yaw damper. Select the AILCMD (or
ELECMD/RUDCMD) parameter and move the cursor to this line. Push the left or right FD button on
the FCP to apply a servo command voltage. The control wheel (or control column/rudder pedals) should
move as the servo runs. Note that the AP, YD, and CUT parameters must remain set as described above
or the system will not engage.
The output mode features several trim parameters that can be used to operate the airplane pitch trim sys-
tem. Note that the two FCC computers function together to run the servos and the pitch trim system. Some
trim parameters apply to only one FCC. These parameters display dashes in the unused (LEFT or RIGHT)
column.

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Table 5-97. Output Mode Parameter List.

NAME DESCRIPTION (MODIFY RANGE)

AILCMD Aileron servo command voltage (±10-V dc)

*AILCUT Aileron servo cutout logic (TRUE/FALSE)
*ANNUNS All annunciators on (TRUE/FALSE)
DNARM Trim down arm, right side only (TRUE/FALSE)
DNCMD Trim down command, percent of max, left side only (0 to 99.9%)
ELECMD Elevator servo command voltage (±10-V dc)
*ELECUT Elevator servo cutout logic (TRUE/FALSE)
PTH-FD Pitch command to flight director (±180° )
PTHSTR Pitch steering command, not used (±180° )
ROL-FD Roll command to flight director (±180° )
ROLSTR Roll steering command, not used (±180° )
RUDBST Rudder boost (TRUE/FALSE)
RUDCMD Rudder servo command voltage (±10-V dc)
RUDCUT Rudder servo cutout logic (TRUE/FALSE)
TRLY-P Pitch trim relay control, enables trim if engaged (TRUE/FALSE)
UPARM Trim up arm, left side only (TRUE/FALSE)
UPCMD Trim up command, percent of max, right side only (0 to 99.9%)
*65APMN 6502 I/O processor autopilot monitor valid (TRUE/FALSE)
65YDMN 6502 I/O processor yaw damper monitor valid (TRUE/FALSE)
*86APEN 8086 main processor autopilot engage enable (TRUE/FALSE)
86YDMN 8086 main processor yaw damper monitor valid (TRUE/FALSE)

* These items initially display.

65APMN, 65YDMN, 86APEN, 86YDMN must be true and AILCUT, ELECUT, RUDCUT must be false to engage.

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5.10.13 Configuration Strappin g Unit

VIEW CONFIGURATION STRAPPING UNIT PAGE:

• Set the remote maintenance switch to the MFD 1 or MFD 2 position. The MAINTENANCE MENU page
is displayed on the selected MFD.
• Move the cursor to the CONFIGURATION STRAPPING UNIT line using the DCP BRG select buttons.
Push the DCP RDR button to select CONFIGURATION STRAPPING UNIT.

EXIT:

• Push the DCP TFC button to return to the MAINTENANCE MENU page.
• Set the remote maintenance switch to the center (normal) position.

The MDC displays the bit configuration of the left and right configuration strapping units in a manner consis-
tent with the CSUs physical layout. Refer to Figure 5-24 for the CSU-4000. The left and right side CSUs are
strapped identically. The display shows the flight or maintenance crew any miscomparisons between the two
strapping units. If a miscomparison is detected, the strapping word with the fault is highlighted in yellow. Re-
fer to Figure 5-25 for configuration strapping unit page.

Refer to Table 5-98 through Table 5-114 for a bit definition of each strapping word. The CONFIGURATION
STRAPPING UNIT page bit pattern (1-16) corresponds to the octal label 360 bits 9 through 24. FCS, FMS,
and ATC strapping bit definitions are listed at the end of Table 5-114. These bits are not displayed on the
MFD, but are (also) programmed on the CSUs.

Figure 5-24. CSU-4000 Side View

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Figure 5-25. CSU-4100 Side View

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Table 5-98. CSU-4000/4100 Configuration Strapping Word 0 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) Terrain installed (1 = present)

10 (2) Spare
11 (3) Spare
12 (4) Spare

13 (5) Spare (CSU-4000) Expanded flight data recorder ((120 WPS) CSU-4100)
14 (6) Spare
15 (7) Spare
16 (8) Spare

17 (9) Spare
18 (10) Spare
19 (11) Spare
20 (12) Spare

21 (13) Spare
22 (14) Spare
23 (15) Spare
24 (16) Data parity (odd), bit 24 (strap 16) must be set to create odd data parity for bits 9 through 24.

25 0 (LSB)
26 0
27 0
28 0 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 *SSM code
31 *SSM code
32 Parity (odd)
*SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Functional test
1 1 Not used

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Table 5-99. CSU-4000/4100 Configuration Strapping Word 1 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) Cross-side NAV (0 = inhibit, 1 = allow)

10 (2) VNAV mode (0 = inhibit, 1 = allow)
11 (3) FD transfer (0 = inhibit, 1 = allow)
12 (4) FD display (0 = V-bar, 1 = XPTR)

13 (5) *BRG PTR select code

14 (6) *BRG PTR select code
15 (7) Spare
16 (8) Spare

17 (9) GPS sole means NAV (0 = not certified, 1 = certified)

18 (10) AFIS (1 = present)
19 (11) MLS 1 (1 = present)
20 (12) MLS 2 (1 = present)

21 (13) CDU type (0 = full alpha, 1 = shared)

22 (14) Spare
23 (15) Low speed cues enabled = 1
24 (16) Data parity (odd), bit 24 (strap 16) must be set to create odd data parity for bits 9 through 24.

25 1 (LSB)
26 0
27 0
28 0 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 **SSM code
31 **SSM code
32 Parity (odd)
*BRG PTR code bits: 14 13 BRG Pointer
0 0 No BRG pointers
0 1 One pointer
1 0 Two pointers
1 1 Not used
**SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-100. CSU-4000/4100 Configuration Strapping Word 2 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) *MLS type code

10 (2) *MLS type code
11 (3) ADF range (1 = 190.0-1799.5 kHz, 0 = extended)
12 (4) ADF 1 (1 = present)

13 (5) ADF 2 (1 = present)

14 (6) ADF type (1 = ADF-462, 0 = ADF-700)
15 (7) DME 1 (1 = present)
16 (8) DME 2 (1 = present)

17 (9) DME type (1 = DME-442, 0 = DME-700)

18 (10) EFD WIND/GS/VS data source (0 = FMS/ADC, 1 = IRS)
19 (11) VIR 1 (1 = present)
20 (12) VIR 2 (1 = present)

21 (13) VIR type (1 = VIR-432, 0 = VOR/ILS-700)

22 (14) TACAN 1 (1 = present)
23 (15) TACAN 2 (1 = present)
24 (16) TACAN type (1 = TCN-500, 0 = undefined)

25 0 (LSB)
26 1
27 0
28 0 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 **SSM code
31 **SSM code
32 Parity (odd)
*MLS type code bits: 10 9 MLS type
0 0 CMA-2000
0 1 Bendix
1 0 Undefined
1 1 Undefined
**SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-101. CSU-4000/4100 Configuration Strapping Word 3 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) HF 1 (1 = present) *BITS 12 11 HF RADIO TYPE

10 (2) HF 2 (1 = present) 0 0 HF-9031
11 (3) *HF type code 0 1 HF-9031A
12 (4) *HF type code 1 0 Undefined
1 1 Undefined
13 (5) **VHF range code
14 (6) **VHF range code **BITS 14 13 VHF RANGE
15 (7) VHF 1 (1 = present) 0 0 Undefined
16 (8) VHF 2 (1 = present) 0 1 118-151.975 MHz
1 0 118-136.975 MHz
17 (9) VHF 3 (1 = present) 1 1 118-135.975 MHz
18 (10) VHF type (1 = VHF-422, 0 = VHF-700)
19 (11) ***TDR 1 type code
20 (12) ***TDR 1 type code

21 (13) ***TDR 1 type code

22 (14) ***TDR 2 type code
23 (15) ***TDR 2 type code
24 (16) ***TDR 2 type code

25 1 (LSB)
26 1
27 0
28 0 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 SSM code
31 SSM code
32 Parity (odd)
***TDR type code: Bit 21 Bit 20 Bit 19 TDR 1 type
Bit 24 Bit 23 Bit 22 TDR 2 type
0 0 0 None
0 0 1 TDR-90/CAD-870
0 1 1 TDR-94
1 0 0 TDR-94D
1 0 1 TPR-720
1 1 0 Spare
1 1 1 Spare

SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
0 1 No computed data
1 0 Functional test
1 1 Not used

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Table 5-102. CSU-4000/4100 Configuration Strapping Word 4 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) *FMS configuration *BITS 11 10 9 FMS CONFIGURATION

10 (2) *FMS configuration 0 0 0 None
11 (3) *FMS configuration 0 0 1 Single FMC, single DCU
12 (4) FMS type (1 = Collins, 0 = Other) 0 1 0 Single FMC, dual CDU
0 1 1 Dual FMC, dual CDU
13 (5) Reserved 1 1 0 Triple FMC, triple CDU
14 (6) Reserved 1 1 1 Spare
15 (7) VLF 1 (1 = present)
16 (8) VLF 2 (1 = present) **GPS TYPE CODE BITS 18 17 GPS 1 TYPE
20 19 GPS 2 TYPE
17 (9) **GPS 1 type code 0 0 GPS-4000
18 (10) **GPS 1 type code 0 1 APR-4000
19 (11) **GPS 2 type code 1 0 Other GPS position sensor
20 (12) **GPS 2 type code 1 1 Other GPS APPR position sensor

21 (13) GPS 1 (1 = present)

22 (14) GPS 2 (1 = present)
23 (15) CCP (1 = present)
24 (16) EFD Altitude Source

25 0 (LSB)
26 0
27 1
28 0 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 ***SSM code
31 ***SSM code
32 Parity (odd)
***SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-103. CSU-4000/4100 Configuration Strapping Word 5 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) ATT/HDG 1 (1 = present)

10 (2) ATT/HDG 2 (1 = present)
11 (3) ATT/HDG 3 (1 = present)
12 (4) ATT/HDG 4 (1 = present)

13 (5) *IRS type code

14 (6) *IRS type code
15 (7) ATT/HDG 1 (1 = IRS, 0 = AHRS)
16 (8) ATT/HDG 2 (1 = IRS, 0 = AHRS)

17 (9) ATT/HDG 3 (1 = IRS, 0 = AHRS)

18 (10) ATT/HDG 4 (1 = IRS, 0 = AHRS)
19 (11) Ext clock 1 (1 = present)
20 (12) Ext clock 2 (1 = present)

21 (13) Clock type code (not defined)

22 (14) Clock type code (not defined)
23 (15) ADC 1 (1 = present)
24 (16) ADC 2 (1 = present)

25 1 (LSB)
26 0
27 1
28 0 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 **SSM code
31 **SSM code
32 Parity (odd)
*IRS type code: 14 13 IRS Type
0 0 Litton Alliance unit
0 1 Litton Regional Jet unit
1 0 Undefined
1 1 Undefined
**SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-104. CSU-4000/4100 Configuration Strapping Word 6 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) WXP (1 = dual, 0 = single)

10 (2) *WX configuration code *BITS 12 11 10 WX CONFIGURATION
11 (3) *WX configuration code 0 0 0 RTA-84X
12 (4) *WX configuration code 0 0 1 RTA-85X

13 (5) RAD ALT 1 (1 = present) **BITS 17 16 RAD ALT TYPE

14 (6) RAD ALT 2 (1 = present) 0 0 ALT-55B
15 (7) Lightning detection system (1 = present) 0 1 ALT-4000
16 (8) **RAD ALT type code 1 0 Undefined
1 1 Undefined
17 (9) **RAD ALT type code
18 (10) N1 reference (0 = Display on CDU) ***BITS 24 23 22 TCAS CONFIGURATION
19 (11) Spare 0 0 0 None
20 (12) ADC-3 (1 = present) 0 0 1 TTR-920
0 1 0 Bendix (TCAS II)
1 0 1 TTR-4000
21 (13) TCAS pitch cue (1 = enabled)
22 (14) ***TCAS configuration
23 (15) ***TCAS configuration
24 (16) ***TCAS configuration

25 0 (LSB)
26 1
27 1
28 0 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 ****SSM code
31 ****SSM code
32 Parity (odd)
****SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-105. CSU-4000/4100 Configuration Strapping Word 7 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) DCP 1 (1 = present)

10 (2) DCP 2 (1 = present)
11 (3) PFD 1 (1 = present)
12 (4) PFD 2 (1 = present)

13 (5) MFD 1 (1 = present)

14 (6) MFD 2 (1 = present)
15 (7) MFD 3 (1 = present)
16 (8) LDU 1 (1 = present)

17 (9) DBU (1 = present)

18 (10) DCU 3 (1 = present)
19 (11) EICAS display 1 (1 = present)
20 (12) EICAS display 2 (1 = present)

21 (13) EMS (1 = present)

22 (14) Marker beacon ANT 1 (1 = present)
23 (15) Marker beacon ANT 2 (1 = present)
24 (16) MFD size (0 = 7x7, 1 = 7x6)

25 1 (LSB)
26 1
27 1
28 0 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 *SSM code
31 *SSM code
32 Parity (odd)
*SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-106. CSU-4000/4100 Configuration Strapping Word 8 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) *Aircraft type code II (LSB) *BITS 16 15 14 13 12 11 10 9 AIRCRAFT TYPE

10 (2) *Aircraft type code II 0 0 0 0 X X X X Not used
11 (3) *Aircraft type code II 0 0 0 1 X X X X Saab 2000
12 (4) *Aircraft type code II (MSB) 0 0 1 0 X X X X Canadair CL-604
0 0 1 1 X X X X Falcon 2000
13 (5) *Aircraft type code I (LSB) 0 1 0 0 X X X X Learjet 60 (AMS-5000)
14 (6) *Aircraft type code I 0 1 0 1 X X X X T-1A Jayhawk/TC-X
15 (7) *Aircraft type code I 0 1 1 0 X X X X Canadair Regional Jet
16 (8) *Aircraft type code I (MSB) 0 1 1 1 X X X X IPTN N250
1 0 0 0 X X X X IAI Astra
17 (9) TCAS overlay display enabled = 1 1 0 0 1 X X X X IAI Galaxy
18 (10) TCAS only display enabled = 1 1 0 1 0 X X X X Beechjet 400A (AMS-5000)
19 (11) Expanded LOC enable = 1 1 0 1 1 0 0 0 0 Premier 1
20 (12) Rising runway enable = 1

21 (13) HGS 1 installed = 1

22 (14) HGS 2 installed = 1
23 (15) PFD 1 HGS display active = 1
24 (16) PFD 2 HGS display active = 1

25 0 (LSB)
26 0
27 0
28 1 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 **SSM code
31 **SSM code
32 Parity (odd)
**SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used
Note: The Aircraft Type Code I bits (13-16) must match IOC internal ROM code or no 360 words will be transmitted.

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Table 5-107. CSU-4000/4100 Configuration Strapping Word 9 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) VHF3/AUX VHF location (1=R VHF3/L AUX VHF, 0=L VHF3/R AUX VHF)
10 (2) AUX VHF (1 = present)
11 (3) Left MFD automatic TA pop-up = 1
12 (4) Right MFD automatic TA pop-up = 1

13 (5) HF channels (1 = ITU disable, 0 = all)

14 (6) RTU cross-side tuning (1 = full, 0 = “brick wall”)
15 (7) DME frequency range (1 = 108.00-117.95 MHz, 0 = extended)
16 (8) ACARS (1 = present)

17 (9) Display ranges (1 = transport, 0 = general aviation)

18 (10) Marker beacon sensor select (1 = internal, 0 = external RTU select)
19 (11) RTU HSI/CDI select (1 = CDI)
20 (12) RTU independent DME tuning (1 = enabled)

21 (13) DCP 5 nmi range (1 = enabled)

22 (14) DCP 600 nmi range (1 = enabled)
23 (15) L RTU CDI (1 = enabled)
24 (16) R RTU CDI (1 = enabled)

25 1 (LSB)
26 0
27 0
28 1 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 *SSM code
31 *SSM code
32 Parity (odd)
*SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-108. CSU-4000/4100 Configuration Strapping Word 10 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) FMS sync/independent select (0 = fixed, 1 = page selectable)

10 (2) FMS sync/independent default (0 = sync, 1 = independent)
11 (3) FMS lb/kg units select enable (1 = enabled)
12 (4) Spare

13 (5) FMS lb/kg units default (0 = lbs, 1 = kg)

14 (6) FMS IRS/attitude heading entry location (0 = page selectable, 1 = external)
15 (7) FMS gate entry select entry enable (1 = enabled)
16 (8) FMS flight number entry disable (1 = disabled)

17 (9) FMS MFD text window disable (1 = disabled)

18 (10) FMS hold speed select enable (1 = enabled)
19 (11) FMS hold speed default (0 = FAA hold, 1 = ICAO hold)
20 (12) FMS FAA hold speed (0 = FAA prop, 1 = FAA jet)

21 (13) *FMS ICAO hold speed code

22 (14) *FMS ICAO hold speed code
23 (15) FMS mag/true select enable (1 = enabled)
24 (16) FMS VHF 3 CDU access enable (1 = enabled)

25 0 (LSB)
26 1
27 0
28 1 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 **SSM code
31 **SSM code
32 Parity (odd)
*FMS ICAO hold speed bits: 22 21 ICAO HOLD SPEED
0 0 Category A
0 1 Category B
1 0 Category C
1 1 Not used
**SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-109. CSU-4000/4100 Configuration Strapping Word 11 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) Flight data recorder (1 = present)

10 (2) Ground Proximity Warning System (1 = present)
11 (3) MCDU port 4
12 (4) MCDU port 5

13 (5) MCDU port 5

14 (6) MCDU port 6
15 (7) Aircraft type variation (spare)
16 (8) Aircraft type variation (spare)

17 (9) Aircraft type variation (spare)

18 (10) Aircraft type variation (spare)
19 (11) Aircraft type variation (spare)
20 (12) *FMS aircraft performance configuration (LSB)

21 (13) *FMS aircraft performance configuration

22 (14) *FMS aircraft performance configuration
23 (15) *FMS aircraft performance configuration
24 (16) *FMS aircraft performance configuration (MSB)

25 1 (LSB)
26 1
27 0
28 1 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 **SSM code
31 **SSM code
32 Parity (odd)
*FMS A/C performance configuration bits: 24 23 22 21 20 FMS A/C PERFORMANCE CONFIGURATION
0 0 0 0 0 No performance
0 0 0 0 1 Test
0 0 0 1 0 3B1 H + H (OAT)
0 0 0 1 1 3A1 performance (OAT)
0 0 1 0 0 3B1 performance (OAT)
0 0 1 0 1 Spare
0 0 1 1 0 Spare
0 0 1 1 1 Spare
0 1 0 0 0 3A1 performance (Delta ISA)
0 1 0 0 1 3B1 performance (Delta ISA)
0 1 0 1 0 3B1 H + H Non-FAA (Delta ISA)
0 1 0 1 1 3B1 H + H FAA (Delta ISA)
0 1 1 0 0 Spare
thru
1 1 1 1 1 Spare

**SSM code bits: 31 30 LRU Status

0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-110. CSU-4000/4100 Configuration Strapping Word 12 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) RTU non-threat TCAS traffic select (1 = disabled)

10 (2) RTU TCAS control sync (1 = independent)
11 (3) RTU TCAS ABS/REL select (1 = disabled)
12 (4) RTU TCAS ABV/BEL select (1 = disabled)

13 (5) *RTU TCAS range code *BITS 15 14 13 RTU TCAS RANGE

14 (6) *RTU TCAS range code 0 0 0 Control disabled
15 (7) *RTU TCAS range code 0 0 1 6/12/20/40 nmi
16 (8) RTU echo error display (1 = color) 0 1 0 5/10/20/40 nmi
0 1 1 6/12 nmi
17 (9) RTU ATC select (1 = internal) 1 0 0 3/5/10/20/40 nmi
18 (10) RTU remote tune inhibit (1 = internal)
19 (11) **RTU timeout code **BITS 20 19 RTU TIMEOUT
20 (12) **RTU timeout code 0 0 Page and window
0 1 Page only
21 (13) VHF 8.33 kHz channel separation (1 = active) 1 0 Spare code
22 (14) Transponder flight (1 = active) 1 1 Function disabled
23 (15) ***RTU type code
24 (16) ***RTU type code ***BITS 24 23 RTU TYPE
0 0 RTU-40XX
25 0 (LSB) 0 1 RTU-42XX
26 0 1 0 Not used
27 1 1 1 Not used
28 1 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 ****SSM code
31 ****SSM code
32 Parity (odd)
****SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-111. CSU-4000/4100 Configuration Strapping Word 13 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9 (1) CDU radio tuning (0 = through FMC, 1 = direct)

10 (2) CDU engine display (1 = allow engine display)
11 (3) CDU GPS position (1 = allow GPS position display)
12 (4) Installed VORs as ILS only (1 = ILS only)

13 (5) GPS3 (1 = present)

14 (6) *GPS3 type code *BITS 15 14 GPS3 TYPE
15 (7) *GPS3 type code 0 0 GPS-4000
16 (8) Left RTU: display IRS init (1 = display) 0 1 APR-4000
1 0 Other GPS position sensor
17 (9) Right RTU: display IRS init (1 = display) 1 1 Other GPS APPR pos sensor
18 (10) Terrain peaks mode (1 = enabled)
19 (11) Left MFD automatic terrain pop-up (1 = automatic)
20 (12) Right MFD automatic terrain pop-up (1 = automatic)

21 (13) 0 Spare
22 (14) 0 Spare
23 (15) 0 Spare
24 (16) 0 Spare

25 1 (LSB)
26 0
27 1
28 1 (MSB, sub-address field)

29 L/R Source Code (0 = left, 1 = right)

30 **SSM code
31 **SSM code
32 Parity (odd)
**SSM code bits: 31 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used

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Table 5-112. CSU-4000/4100 Configuration Strapping Word 14 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9-24 0 Spare, 23- CFMS (1 = present)

25 0 (LSB)
26 1
27 1
28 1 (MSB, sub-address field)
29-32 Same as other CSU words

Table 5-113. CSU-4000/4100 Configuration Strapping Word 15 Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

9-24 0 Spare
25 1 (LSB)
26 1
27 1
28 1 (MSB, sub-address field)
29-32 Same as other CSU words

Table 5-114. CSU-4000/4100 Strapping Word Explanations.

OCTAL 360
DESCRIPTION
BIT NUMBER

FCS Strapping Word (Set on CSU, but not displayed on MFD)

Aircraft Configuration Code:

Bit 1 Bit 2 Bit 3 Bit 4 Bit 5 Bit 6 Bit 7 Bit 8 Aircraft Configuration
0 0 1 0 0 0 0 0 Canadair Regional Jet
FMS Strapping Word (Set on CSU, but not displayed on MFD, not used with CSU-4100)

1-8 Not used

ATC [A] Strapping Word (Set on CSU, but not displayed on MFD)

1-8 Not used

ATC [B] Strapping Word (Set on CSU, but not displayed on MFD, not used with CSU-4100)

1-8 Not used

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5.11 TESTING AND TROUBL ESHOOTING

The LRUs in the Canadair Regional Jet Avionics System are designed to be highly reliable units with excep-
tional MTBF (mean time between failure) performance. If a unit does fail, built-in diagnostic systems make
fault isolation much easier than was previously possible with conventional avionics systems.

Before beginning any test or troubleshooting effort, the flight-line technician must become familiar with the
diagnostics that are described in paragraph 5.9.1.6.13 of this section. Note that no carry-on test equipment is
required to operate the diagnostics but some troubleshooting equipment may prove helpful. Table 5-2 lists
suggested troubleshooting equipment.

Test and troubleshooting instructions are presented in two levels. Level 1 consists of viewing display pages to
see if the diagnostics have detected a failed LRU. Level 2 is a detailed manual approach to finding the mal-
functioning unit. Always begin test or troubleshooting effort with the level 1 procedure.

Caution

Do not remove any avionics LRU with power applied to the unit. Pull the appropriate circuit breaker
before removing the LRU or the unit may be damaged.

5.11.1 Level 1 Test/Troubleshoo ting

Table 5-115 is the level 1 test and troubleshooting procedure. Perform this procedure when a problem is first
suspected. This procedure is also useful as a system go/no-go test, and to verify proper system operation after a
maintenance action is completed. Figure 5-26 shows the first step of this procedure; diagnostics driving the
LRU STATUS page should identify the problem LRU at least 90 percent of the time. If this procedure does not
isolate the problem or if a failure is still suspected, then go to level 2 test/troubleshooting.

Note that the following units do not report to the level 1 diagnostics: CSU, FDU, ICC, LHP, RCP, SVL, and
SVO. If there is reason to suspect a failure in any of these units, then proceed directly to level 2
test/troubleshooting.

If the diagnostics do not operate, then suspect the DCP, MFD, MDC, or PWRs. Refer to Figure 5-6.

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Figure 5-26. LRU Fault Isolation

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Table 5-115. Level 1 Test/Troubleshooting Procedure.

STEP PROCEDURE

0.0 Apply power to all avionics systems. Wait 5 minutes for the diagnostic system to stabilize.

1.0 Select the MAINTENANCE MENU page by setting the remote maintenance switch (located behind the pilot’s seat) to the
MFD 1 or MFD 2 position. Select the LRU STATUS page from the MAINTENANCE MENU page.
If NO FAULTS displays: All reporting LRUs are normal. Go to step 2.0.
If LRU status is OFF-NO OUTPUT: Check for a tripped circuit breaker. If 28-volt power is applied to the unit, re-
place that LRU. Go to step 4.0.
If LRU status is FAILED: Replace that LRU. Go to step 4.0.
If LRU status is OVERHEAT: Check the cooling fan for that unit. If air is circulating, replace that LRU. Go to step
4.0.

2.0 If a problem is suspected for any nonreporting LRUs (listed below), go to level 2 test/troubleshooting.

Note

The following major LRUs do not report to the LRU STATUS page: FDU, RCP, SVL, and SVO.
If no problem is suspected, go to step 3.0.

3.0 If an autopilot or flight director problem is suspected, display the REPORT MODE diagnostic page (select FCC DIAG-
NOSTICS from the MAINTENANCE MENU page, then follow displayed instructions). Use FCP FD buttons to select a
SUMMARY of the left or right repair codes and investigate nonzero codes. If a LRU is replaced, go to step 0.0.
If REPAIR (error summary) code is nonzero: Investigate the code.
If AP/YD will not engage: Investigate AP ENG and YD ENG codes.
If AP/YD disengaged itself: Investigate AP DIS and YD DIS codes.
If FD (fail) annunciates on the PFD: Investigate STEER code.
If BOOST CODE is nonzero: Investigate the code.
If no problem is suspected (or if above codes are all zeros), go to step 5.0.

4.0 After replacing the suspect LRU, display the LRU STATUS page again. Wait 2 minutes for the diagnostic system to stabi-
lize.
If NO FAULTS displays: Go to step 5.0 if no additional problems are suspected. Otherwise go to step 2.0.
If the fault condition is not cleared or if a malfunction is still suspected go to level 2 test/troubleshooting.

5.0 No further troubleshooting is indicated.

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5.11.2 Level 2 Test/Troubleshoo ting

Level 2 test and troubleshooting is presented as a series of individual LRU test procedures. Paragraphs
5.11.2.1 through 5.11.2.82 provide a single-page test procedure for each avionics LRU. These pages are or-
ganized in LRU alphanumeric order; Table 5-116 is a test index.

If level 1 troubleshooting does not isolate a problem, then perform the applicable one-page test procedures to
identify the failed unit. After the failed unit is replaced, perform the level 1 procedure to verify trouble-
shooting success. Note that these test tables can also be used as a customer acceptance test for each LRU.
Either a systems rig or an airplane is required. Some general hints and reminders are provided below.

a. The avionics system is very symmetrical. Many subsystems contain two identical units (ie, DCP display
control panels). Faults in symmetrical systems can be effectively isolated by swapping identical LRUs
and seeing if the problem recurs.
Caution

The LRMs installed in the IAPS are electrostatic discharge sensitive (ESDS). Transport and store
these LRMs in their original shipping containers. Be careful not to damage the ICC when removing
or reseating the IAPS modules.

b. The IAPS PWR 1B module powers the diagnostic system. If diagnostics do not function, check that all
PWR monitor lights are on.
c. Autopilot and flight director problems are best handled by using the FCC DIAGNOSTICS. Specific
codes are available that represent the cause of an unexpected disengage, refusal to engage, and a FD
flag. A built-in “plain English” summary of any displayed FCS diagnostic code is also available. Re-
member that these codes are not saved after the airplane power is turned off.
d. A failed data bus may be caused by the transmitting LRU, the receiving LRU, or by a loose wire in a
mating connector contact. Check a suspect bus for continuity, 2-wire activity, and isolation from ground
potential. Typical bus levels (in V dc) are provided below.

ARINC 429 and ARINC 453 RS-422 or CSDB

BUS LEVEL HI NULL LO BUS LEVEL HI LO

A to B +10 0 -10 A to B +5 -5
A to gnd +5 0 -5 A to gnd +5 0
B to gnd -5 0 +5 B to gnd 0 +5

e. Refer to the system schematics provided in the Theory of Operation section. These diagrams show pin
numbers and interconnections for each LRU, and are designed to be a troubleshooting (also a training)
aid. These diagrams are especially useful when investigating fault codes on the LRU STATUS, LRU
DIAGNOSTIC DATA, and LRU FAULT HISTORY pages.
f. Refer to the Operation section of this manual to verify proper control action and display response. This
section is not intended for the pilot, but is meant to be used during flight-line troubleshooting.
g. The LRU DIAGNOSTIC DATA page displays diagnostic words currently received from each reporting
LRU. Instructions are provided in this section of the manual to read and interpret these words. The di-
agnostic words provide specific insights about the internal health of a suspect unit, and can be very help-
ful in understanding a difficult problem.
The LRU FAULT HISTORY page may provide valuable clues about recurring or intermittent problems.
Data from past flights is available for recall and analysis.

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Table 5-116. Level 2 Test/Troubleshooting Index.

PARAGRAPH PAGE PARAGRAPH PAGE

5.11.2.1 ADC 1 Test Procedure 5-226 5.11.2.42 HF 2 Test Procedures 5-269

5.11.2.2 ADC 2 Test Procedure 5-227 5.11.2.43 HF Coupler 1 Test Procedures 5-270
5.11.2.3 ADF 1 Test Procedure 5-228 5.11.2.44 HF Coupler 2 Test Procedures 5-271
5.11.2.4 ADF 2 Test Procedure 5-229 5.11.2.45 ICC Test Procedure 5-272
5.11.2.5 AHC 1 (and RCP 1) Test Procedure 5-230 5.9.16.46 IEC 1 Test Procedure 5-273
5.11.2.6 AHC 2 (and RCP 2) Test Procedure 5-232 5.9.16.47 IEC 2 Test Procedure 5-274
5.11.2.7 ALT 1 Test Procedure 5-234 5.11.2.48 IOC 1A Test Procedure 5-276
5.11.2.8 ALT 2 Test Procedure 5-235 5.11.2.49 IOC 1B Test Procedure 5-277
5.11.2.9 ANT-462B Test Procedure 5-236 5.11.2.50 IOC 2A Test Procedure 5-278
5.11.2.10 ARP 1 Test Procedure 5-237 5.11.2.51 IOC 2B Test Procedure 5-279
5.11.2.11 ARP 2 Test Procedure 5-239 5.11.2.52 LDU Test Procedure 5-280
5.11.2.12 CDU 1 Test Procedure 5-241 5.11.2.53 LHP-4000 Test Procedure 5-281
5.11.2.13 CDU 2 Test Procedure 5-242 5.11.2.54 LHP-4001 Test Procedure 5-282
5.11.2.14 CSU 1 Test Procedure 5-243 5.11.2.55 MDC Test Procedure 5-283
5.11.2.15 CSU 2 Test Procedure 5-244 5.11.2.56 MFD 1 Test Procedure 5-284
5.11.2.16 CTL Test Procedure 5-245 5.11.2.57 MFD 2 Test Procedure 5-285
5.11.2.17 DBU Test Procedure 5-246 5.11.2.58 PFD 1 Test Procedure 5-286
5.11.2.18 DCP 1 Test Procedure 5-247 5.11.2.59 PFD 2 Test Procedure 5-287
5.11.2.19 DCP 2 Test Procedure 5-248 5.11.2.60 PWR 1A Test Procedure 5-288
5.11.2.20 DCU 1 Test Procedure 5-249 5.11.2.61 PWR 1B Test Procedure 5-289
5.11.2.21 DCU 2 Test Procedure 5-250 5.11.2.62 PWR 2A Test Procedure 5-290
5.11.2.22 DCU 3 Test Procedure 5-251 5.11.2.63 PWR 2B Test Procedure 5-291
5.11.2.23 DLC Test Procedures 5-252 5.11.2.64 RAC 1 Test Procedure 5-292
5.11.2.24 DLM Test Procedures 5-253 5.11.2.65 RAC 2 Test Procedure 5-293
5.11.2.25 DME 1 Test Procedure 5-254 5.11.2.66 RTA Test Procedure 5-294
5.11.2.26 DME 2 Test Procedure 5-255 5.11.2.67 RTU 1 Test Procedure 5-295
5.11.2.27 ECP Test Procedure 5-256 5.11.2.68 RTU 2 Test Procedure 5-297
5.11.2.28 ED 1 Test Procedure 5-257 5.11.2.69 SVO (Aileron) Test Procedure 5-298
5.11.2.29 ED 2 Test Procedure 5-258 5.11.2.70 SVO (Elevator) Test Procedure 5-299
5.11.2.30 FCC 1 Test Procedure 5-259 5.11.2.71 SVL 1 (Rudder) Test Procedure 5-300
5.11.2.31 FCC 2 Test Procedure 5-260 5.11.2.72 SVL 2 (Rudder) Test Procedure 5-301
5.11.2.32 FCP Test Procedure 5-261 5.11.2.73 TDR 1 Test Procedure 5-302
5.11.2.33 FDU 1 Test Procedure 5-263 5.11.2.74 TDR 2 Test Procedure 5-303
5.11.2.34 FDU 2 Test Procedure 5-264 5.11.2.75 TTR (and TRE) Test Procedure 5-304
5.11.2.35 FMC 1 Test Procedure 5-265 5.11.2.76 VHF COMM 1 Test Procedure 5-305
5.11.2.36 FMC 2 Test Procedure 5-266 5.11.2.77 VHF COMM 2 Test Procedure 5-306
5.11.2.37 GPS ANT 1 Test Procedures 5-267 5.11.2.78 VHF COMM 3/AUX VHF Test Proce- 5-307
dure
5.11.2.38 GPS ANT 2 Test Procedures 5-267 5.11.2.79 VIR 1 Test Procedure 5-308
5.11.2.39 GPS 1 Test Procedure 5-267 5.11.2.80 VIR 2 Test Procedure 5-309
5.11.2.40 GPS 2 Test Procedure 5-267 5.11.2.81 WXP 1 Test Procedure 5-310
5.11.2.41 HF 1 Test Procedures 5-268 5.11.2.82 WXP 2 Test Procedure 5-311
Verify proper lighting and dim control for panel/pedestal units; specific instructions are not repeated in the test tables.

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5.11.2.1 ADC 1 Test Procedure

Note

The two ADCs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
Note that an airplane static check must be performed if pitot/static lines are removed from the com-
puter.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the
diagnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for in-
termittent faults and troubleshoot. Be sure the pedestal ADC REVERSION switch is set to NORM.

2.0 Check for these fail annunciations: ALT fail, A/S fail, or V/S fail on PFD. If any are present, check L-
ADC-3 bus to the PFD and MFD and L-ADC-1 bus to IOC. If wiring is normal, replace the ADC.

3.0 Momentarily push the TEST button on the ADC front panel. After a few seconds either the FAULT
or the VALID lamp (near the button) will light. If FAULT lamp remains lit, replace the ADC.

4.0 Display the LRU DIAGNOSTIC DATA page showing the ADC 1 word. Refer to Table 5-7. If bit 25
or 26 is set, replace the ACM module.

Note

The following two steps will fail if the ADC or ARP has a defective receiver or transmitter. The best
way to isolate a failed LRU is to swap like units; the problem will follow the failed LRU.

5.0 Turn the BARO knob on the left ARP and verify that the barometric display responds. If not, check
the L-ARP-1 bus; then test the ARP.

6.0 Turn the SPEED knob on the FCP and verify that the IAS reference value on both PFDs respond. If
not, check the wiring between the FCP and the ARP; then test the FCP.

7.0 Turn the ALT preselect knob on the FCP and verify that the altitude preselect display on both PFDs
respond. If not, check the wiring between the FCP and the ARP; then test the FCP.

8.0 If an air intake port or temperature sensor problem is suspected, then inspect as required. Pi-
tot/static input ports are located on both sides of the airplane near the radome. The temperature
sensors are located on both sides of the airplane, near the angle of attack vanes.

9.0 If an IAS/ALT relay problem is suspected, refer to the ADC system schematic and verify airplane
wiring. The ADC should trip each relay at a specific airspeed or altitude. The Canadair Regional
Jet relays trip at 191, 196, and 230 knots IAS. Push the ADC front panel TEST button to toggle the
relays.

10.0 If a standby power problem is suspected, pull the circuit breaker to remove primary power from ADC
pin P3-51. Standby power should still be applied to P3-48. The ADC should function normally.

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5.11.2.2 ADC 2 Test Procedure

Note

The two ADCs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
Note that an airplane static check must be performed if pitot/static lines are removed from the com-
puter.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the
diagnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for in-
termittent faults and troubleshoot. Be sure the pedestal ADC REVERSION switch is set to NORM.

2.0 Check for these fail annunciations: ALT fail, A/S fail, or V/S fail on PFD. If any are present, check R-
ADC-3 bus to the PFD and MFD and R-ADC-1 bus to IOC. If wiring is normal, replace the ADC.

3.0 Momentarily push the TEST button on the ADC front panel. After a few seconds either the FAULT
or the VALID lamp (near the button) will light. If FAULT lamp remains lit, replace the ADC.

4.0 Display the LRU DIAGNOSTIC DATA page showing the ADC 2 word. Refer to Table 5-7. If bit 25
or 26 is set, replace the ACM module.

Note

The following two steps will fail if the ADC or ARP has a defective receiver or transmitter. The best
way to isolate a failed LRU is to swap like units; the problem will follow the failed LRU.

5.0 Turn the BARO knob on the right ARP and verify that the barometric display responds. If not, check
the R-ARP-1 bus; then test the FCP.

6.0 Turn the SPEED knob on the FCP and verify that the IAS reference value on both PFDs respond. If
not, check the wiring between the FCP and the ARP; then test the FCP.

7.0 Turn the ALT preselect knob on the FCP and verify that the altitude preselect display on both PFDs
respond. If not, check the wiring between the FCP and the ARP; then test the ARP.

8.0 If an air intake port or temperature sensor problem is suspected, then inspect as required. Pi-
tot/static input ports are located on both sides of the airplane near the radome. The temperature
sensors are located on both sides of the airplane, near the angle of attack vanes.

9.0 If an IAS/ALT relay problem is suspected, refer to the ADC system schematic and verify airplane
wiring. The ADC should trip each relay at a specific airspeed or altitude. The Canadair Regional
Jet relays trip at 191, 196, and 230 knots IAS. Push the ADC front panel TEST button to toggle the
relays.

10.0 If a standby power problem is suspected, pull the circuit breaker to remove primary power from ADC
pin P3-51. Standby power should still be applied to P3-48. The ADC should function normally.

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5.11.2.3 ADF 1 Test Procedure

Note

The two ADFs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the
diagnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for in-
termittent faults and troubleshoot.

2.0 On the left DCP, push the BRG button to select ADF as the single-bar bearing pointer source.

3.0 Select the ADF 1 mode page on the left RTU by pushing the ADF line key twice.

4.0 Tune the ADF 1 to a local AM radio station using the left RTU. On the PFD and MFD, verify that
the bearing pointer indicates a reasonable bearing to the tuned station. Verify AM audio reception.

If test fails, verify that an open circuit is applied to ADF 1 pin P1-5 (RX PORT A/B ENBL). Then go
to step 6.0.

5.0 Select the ADF mode page on the left RTU and push the MODE line key (select ANT mode). Verify
that the bearing pointers disappear, but that audio is still received. Then push the MODE line key
to select ADF mode and verify that the pointers reappear.

6.0 Display the LRU DIAGNOSTIC DATA page showing the ADF 1 word on the MFD. Push the DCP
RDR button to select the HEX format diagnostic word. Select the ADF 1 mode page on the left RTU
by pushing the ADF line key twice. Then push and hold the TEST line key on ADF 1 page. Verify
that the bearing pointers turn 90 degrees, and that the ADF 1 diagnostic word is 400001. Release
the button and verify that the pointers return to the pretest bearing indication and the diagnostic
word is 600001.

If ADF 1 will not tune to a local station or if self-test fails, refer to Table 5-9 and investigate the inter-
nal ADF fault code (part of the diagnostic word). If the code indicates normal antenna power and a low
input signal level, test the ANT-462B. If the antenna tests normal, replace the ADF 1.

7.0 Push the RTU1 INHB reversion switch (RTU1 INHB button lights) and push the 1/2 button on the
right RTU (select ADF 1). Verify that bearing pointer indications remain correct. If not correct, verify
that RTU1 INHB switch applies a ground to ADF 1 pin P1-5 (RX PORT A/B ENBL). Push the RTU1
INHB reversion switch again (RTU1 INHB button extinguishes).

8.0 If a problem is suspected with BFO reception, select the ADF mode page on the left RTU and push the
TONE line key (select TONE ON mode). The ADF 1 provides a 1000-Hz aural output tone when re-
ceiving a keyed CW signal.

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5.11.2.4 ADF 2 Test Procedure

Note

The two ADFs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 On the right DCP, push the BRG button to select ADF as the single-bar bearing pointer source.

3.0 Select the ADF 2 mode page on the right RTU by pushing the ADF line key twice.

4.0 Tune the ADF 2 to a local AM radio station using the right RTU. On the PFD and MFD, verify that
the bearing pointer indicates a reasonable bearing to the tuned station. Verify AM audio reception.

If test fails, verify that an open circuit is applied to ADF 2 pin P1-5 (RX PORT A/B ENBL). Then go to
step 6.0.

5.0 Select the ADF mode page on the right RTU and push the MODE line key (select ANT mode). Verify
that the bearing pointers disappear, but that audio is still received. Then push the MODE line key to
select ADF mode and verify that the pointers reappear.

6.0 Display the LRU DIAGNOSTIC DATA page showing the ADF 2 word on the MFD. Push the DCP
RDR button to select the HEX format diagnostic word. Select the ADF 2 mode page on the right RTU
by pushing the ADF line key twice. Then push and hold the TEST line key on ADF 2 page. Verify that
the bearing pointers turn 90 degrees, and that the ADF 2 diagnostic word is 400002. Release the but-
ton and verify that the pointers return to the pretest bearing indication and the diagnostic word is
600002.

If ADF 2 will not tune to a local station or if self-test fails, refer to Table 5-9 and investigate the inter-
nal ADF fault code (part of the diagnostic word). If the code indicates normal antenna power and a low
input signal level, test the ANT-462B. If the antenna tests normal, replace the ADF 2.

7.0 Push the RTU2 INHB reversion switch (RTU2 INHB button lights) and push the 1/2 button on the left
RTU (select ADF 2). Verify that bearing pointer indications remain correct. If not correct, verify the
RTU2 INHB switch applies a ground to ADF 2 pin P1-5 (RX PORT A/B ENBL). Push the RTU2 INHB
reversion switch again (RTU1 INHB button extinguishes).

8.0 If a BFO reception problem is suspected, select the ADF mode page on the right RTU and push the
TONE line key (select TONE ON mode). The ADF 2 provides a 1000-Hz aural BFO tone when receiv-
ing a keyed CW signal.

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5.11.2.5 AHC 1 (and RCP 1) Test Procedure

Note

The two AHCs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
If the AHC is swapped or replaced, the RCP remains with the mount. If the RCP is replaced, a com-
pass swing must be performed.

Caution

Be extremely careful when handling the AHC, especially when setting the unit down on a fixture,
workbench, etc. Dropping one end as little as 19 mm (3/4 in) can damage gyro bearings. Store the
unit in its original shipping container when not in use and when carrying the unit between shops or
to the airplane for installation.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

Display the LRU DIAGNOSTIC DATA page showing the AHC 1 word. Refer to Table 5-10. If bit 17 is
set, test the FDU 1. If bit 29 is set, test ADC 1. If the ADC 1 tests normal, swap AHCs to isolate the
failed AHC input/airplane wiring fault.

Note

When an AHC is first installed, it may repeat initialization several times. Do not interrupt power to
the unit during this first initialization period. Subsequent initializations should complete in one or
two 70-second intervals.

2.0 If the AHRS power-up initialization is not successful, swap AHC 1 with (operational) AHC 2. If the
fault follows the suspect AHC, replace that AHC. If the AHC now in the AHC 1 mount no longer ini-
tializes, check the airplane wiring.

3.0 If both HDG fail (red boxed MAG on PFD and MFD) and ATT fail (red boxed ATT on PFD) annunciate
on the pilot displays, set the pedestal ATTD HDG reversion switch to 2. If both annunciations clear,
replace AHC 1. Set ATTD HDG switch to NORM.

4.0 If only ATT fail annunciates (HDG fail does not annunciate), set the ATTD HDG reversion switch to 2.
If ATT fail annunciation clears, replace AHC 1. Set ATTD HDG switch to NORM.

5.0 If only HDG fail annunciates (ATT fail does not annunciate), test the FDU 1.

6.0 If HDG compare (yellow boxed HDG) annunciates on the PFD and MFD and both AHCs are valid (no
ATT or HDG fail annunciations), set the DG/MAG switch from MAG to DG to MAG (fast slave) posi-
tion on both left and right remote panels. Make sure the airplane is not near any large metal objects.
External metallic objects like hangars, overhead power cables, and power carts can distort the AHRS
heading sensors.

If HDG compare does not clear, swap AHCs. If the incorrect heading indication follows the AHC, then
replace that computer. If the heading indications do not change, perform a compass swing or replace
the FDU/RCP. Note that the RCP has a very low failure rate.

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7.0 If attitude compare (yellow boxed PIT or ROL) annunciates on the PFD and both AHCs are valid (no
ATT or HDG fail annunciations), swap AHCs. If the incorrect attitude indication follows the AHC,
then replace that computer. If the attitude indications do not change, relevel the AHC mount(s).

8.0 The left remote MAG (fast slave) switch causes the AHC to fast slave to the FDU heading. If a prob-
lem is suspected with this switch, verify that +28 V dc is applied to AHC pin P1-26 when the MAG po-
sition is selected.

9.0 If a battery backup problem is suspected, pull the circuit breaker to remove primary power from AHC
pins P1-49 and P1-50. Battery power should still be applied to P1-51 and P1-52. The AHC should
function normally for approximately 10 minutes.

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5.11.2.6 AHC 2 (and RCP 2) Test Procedure

Note

The two AHCs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
If the AHC is swapped or replaced, the RCP remains with the mount. If the RCP is replaced, a com-
pass swing must be performed.

Caution

Be extremely careful when handling the AHC, especially when setting the unit down on a fixture,
workbench, etc. Dropping one end as little as 19 mm (3/4 in) can damage gyro bearings. Store the
unit in its original shipping container when not in use and when carrying the unit between shops or
to the airplane for installation.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

Display the LRU DIAGNOSTIC DATA page showing the AHC 1 word. Refer to Table 5-10. If bit 17 is
set, test the FDU 2. If bit 29 is set, test ADC 2. If the ADC 2 tests normal, swap AHCs to isolate the
failed AHC input/airplane wiring fault.

Note

When an AHC is first installed, it may repeat initialization several times. Do not interrupt power to
the unit during this first initialization period. Subsequent initializations should complete in one or
two 70-second intervals.

2.0 If the AHRS power-up initialization is not successful, swap AHC 2 with (operational) AHC 1. If the
fault follows the suspect AHC, replace that AHC. If the AHC now in the AHC 2 mount no longer ini-
tializes, check the airplane wiring.

3.0 If both HDG fail (red boxed MAG on PFD and MFD) and ATT fail (red boxed ATT on PFD) annunciate
on the pilot displays, set the pedestal ATTD HDG reversion switch to 1. If both annunciations clear,
replace AHC 2. Set ATTD HDG switch to NORM.

4.0 If only ATT fail annunciates (HDG fail does not annunciate), set the ATTD HDG reversion switch to 1.
If ATT fail annunciation clears, replace AHC 2. Set ATTD HDG switch to NORM.

5.0 If only HDG fail annunciates (ATT fail does not annunciate), test the FDU 2.

6.0 If HDG compare (yellow boxed HDG) annunciates on the PFD and MFD and both AHCs are valid (no
ATT or HDG fail annunciations), set the DG/MAG switch from MAG to DG to MAG (fast slave) posi-
tion on both left and right remote panels. Make sure the airplane is not near any large metal objects.
External metallic objects like hangars, overhead power cables, and power carts can distort the AHRS
heading sensors.

If HDG compare does not clear, swap AHCs. If the incorrect heading indication follows the AHC, then
replace that computer. If the heading indications do not change, perform a compass swing or replace
the FDU/RCP. Note that the RCP has a very low failure rate.

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7.0 If attitude compare (yellow boxed PIT or ROL) annunciates on the PFD and both AHCs are valid (no
ATT or HDG fail annunciations), swap AHCs. If the incorrect attitude indication follows the AHC,
then replace that computer. If the attitude indications do not change, relevel the AHC mount(s).

8.0 The right remote MAG (fast slave) switch causes the AHC to fast slave to the FDU heading. If a prob-
lem is suspected with this switch, verify that +28 V dc is applied to AHC pin P1-26 when the MAG po-
sition is selected.

9.0 If a battery backup problem is suspected, pull the circuit breaker to remove primary power from AHC
pins P1-49 and P1-50. Battery power should still be applied to P1-51 and P1-52. The AHC should
function normally for approximately 10 minutes.

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5.11.2.7 ALT 1 Test Procedure

Note

The number 1 ALT and RAC must both be operational to provide radio altitude information to the
avionics units.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the ALT 1 does not report to the LRU STATUS page, but
any faults detected by these diagnostics should be resolved before beginning this procedure.

If a radio altimeter fault (RA) displays on the PFD, check the circuit breaker and verify that power is
applied to ALT pin P1-9.

Refer to Table 5-65. Check the RAC 1 diagnostic word bit 11 (altimeter fail). If bit 11 is set to 1, re-
place the ALT 1.

2.0 Verify that both PFDs display approximately 0-foot radio altitude. If the radio altitude is not 0-foot
(while on the runway), check the AID altimeter strapping or suspect an antenna failure.

3.0 Be sure the autopilot is not engaged.

4.0 Push and hold the (radio altitude) RA TEST switch on ARP 1. Verify that both PFDs display 50-feet
radio altitude. Release RA TEST switch.

If the test fails, verify that a ground is applied to P1-25 during test. If not, test the RAC. If P1-25 is
grounded during test, verify that the voltage differential from ALT pin P1-57 (+) to P1-59 (-) is +1.360
to +1.440 V dc during test. If not, replace the ALT 1. If voltage is correct (but test fails), test the RAC
1.

5.0 If a problem is suspected with the FCS WARN output from the ALT 1, verify that P1-8 is an open cir-
cuit during test. This discrete is applied to the RAC 1.

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5.11.2.8 ALT 2 Test Procedure

Note

The number 2 ALT and RAC must both be operational to provide radio altitude information to the
avionics units.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the ALT 2 does not report to the LRU STATUS page, but
any faults detected by these diagnostics should be resolved before beginning this procedure.

If a radio altimeter fault (RA) displays on the PFD, check the circuit breaker and verify that power is
applied to ALT pin P1-9.

Refer to Table 5-65. Check the RAC 2 diagnostic word bit 11 (altimeter fail). If bit 11 is set to 1, re-
place the ALT 2.

2.0 Verify that both PFDs display approximately 0-foot radio altitude. If the radio altitude is not 0-foot
(while on the runway), check the AID altimeter strapping or suspect an antenna failure.

3.0 Be sure the autopilot is not engaged.

4.0 Push and hold the (radio altitude) RA TEST switch on ARP 2. Verify that both PFDs display 50-feet
radio altitude. Release RA TEST switch.

If the test fails, verify that a ground is applied to P1-25 during test. If not, test the RAC. If P1-25 is
grounded during test, verify that the voltage differential from ALT pin P1-57 (+) to P1-59 (-) is +1.360
to +1.440 V dc during test. If not, replace the ALT 2. If voltage is correct (but test fails), test the RAC
2.

5.0 If a problem is suspected with the FCS WARN output from the ALT 2, verify that P1-8 is an open cir-
cuit during test. This discrete is applied to the RAC 2.

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5.11.2.9 ANT-462B Test Procedur e

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the ANT-462B does not report to the LRU DIAGNOSTIC
DATA page, but any faults detected by these diagnostics should be resolved before beginning this pro-
cedure. Check the ADF 1 and ADF 2 diagnostic words for any detected antenna problems.

2.0 Test both ADF receivers before beginning this procedure. Be sure to tune an AM station that uses a
nearby transmitting tower, and move away from possible interference sources. If each ADF passes its
test procedure, then the ANT-462B is also operational.

3.0 If two ADFs are installed and only one of them passes its test procedure, swap receivers to isolate the
failed ADF or ANT/wiring problem.

4.0 Select the ADF mode page on the left RTU and push the MODE line key (select ADF mode). Verify the
ADF 1/ANT interface wiring as follows:

a. +15-V dc on ADF 1 pin P1-9 (ANT B+).

b. -12-V dc on ADF 1 pin P1-17 (LOOP B-); present only in ADF mode.

c. Voltage activity on ADF 1 pins P1-37 (SIN MOD) and P1-41 (COS MOD) as the receiver is re-
tuned to a valid local frequency.

d. Select ANT mode. Connect a wire to the A1 coax input jack of the receiver and verify AM audio
reception. Then select ADF mode.

If any of these steps fail, replace the ADF 1. If all steps pass (and an ADF 1 problem exists), check the
airplane wiring to the antenna. If wiring is correct, replace the ANT-462B.

5.0 For ADF 2, repeat step 4.0 using the right RTU to select modes for the right ADF. Verify the ADF
2/ANT interface by checking the same pins specified above, but on the ADF 2 receiver.

If any steps fail, replace the ADF 2. If all steps pass (and an ADF 2 problem exists), check the airplane
wiring to the antenna. If wiring is correct, replace the ANT-462B.

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5.11.2.10 ARP 1 Test Procedure

Note

The two ARPs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
The ARP receives discrete switch inputs from the FCP SPEED and ALT knobs. These knob inputs
and the ARP SPEED REFS and BARO functions are output on a RS-422 bus. The DH/MDA knob
outputs discrete switch lines to the DCP. The RA TEST button outputs a discrete to the RAC.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the ARP does not report to the LRU DIAGNOSTIC DATA
page, but any faults detected by these diagnostics should be resolved before beginning this procedure.

2.0 Push the HPA/IN button (if necessary) to select HPA format on the PFD 1 barometric pressure display.
Turn the BARO knob and verify that the display responds. Push the STD button and verify that the
display changes to 1013 hecto Pascals. Push the HPA/IN button to select inches of mercury (IN). Turn
the BARO knob and verify that the display responds. Push the STD button and verify that the display
changes to 29.92 IN.

3.0 Turn the TGT/VSPDS knob to the VSPDS position. Push the SEL button to sequentially select the V1,
VR, or V2 airspeed reference. Turn the SPEED REFS SET (left inner) knob and verify that the refer-
ence value on the PFD responds. Push the center ON/OFF switch to enable or disable display of this
bug on the airspeed scale.

4.0 Set the DH/MDA knob to the DH position. Turn the DH SET knob and verify that decision height dis-
plays on PFD 1, and that the numerical DH value responds to knob movement. Push the PUSH OFF
switch (in the knob) and verify that the DH display alternately selects and deselects with each push.

5.0 Set the DH/MDA knob to the MDA position. Turn the MDA SET knob and verify that minimum deci-
sion altitude displays on PFD 1, and that the numerical MDA value responds to knob movement. Push
the PUSH OFF switch (in the knob) and verify that the MDA display alternately selects and deselects
with each push.

6.0 Push and hold the RA TEST button to initiate radio altimeter self-test. If the self-test is successful, a
radio altitude of 50 feet should display on PFD 1. If 50 feet does not display, verify that a ground is
applied from ARP pin P1-V to RAC pin P1-40 while the RA TEST button is pushed. If a ground is pre-
sent, test the ALT.

7.0 Turn the FCP ALT knob and verify that the preselect altitude display on PFD 1 responds. Push the
center CANCEL switch on this knob to cancel altitude alerts.

8.0 Turn the FCP SPEED knob and verify that the IAS or Mach reference value display on PFD 1 re-
sponds. Push the center IAS/MACH switch on this knob to select IAS or Mach reference.

9.0 If the (optional) FL 180 alert function is suspect, set the FL 180 switch (on left reversion panel) to EN-
ABL. The barometric pressure display is now enabled to flash at 18 000 feet altitude. This alert is
canceled or disabled when the FL 180 switch is set to DSABL.

10.0 An alternate way to test the ARP knob functions (also FCP SPEED and ALT inputs) is provided below.
If these tests pass, the knobs are operational. If a knob fails an above test but passes these tests, check
wiring; if wiring is correct, test receiving unit.

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 maintenance 523-0776290

SEL A: 0.5 V 5.0 V 0.5 V

SEL B: 0.5 V 0.5 V 5.0 V

Turn DH SET knob and verify that dc voltage pairs at pins SEL A (P1-X) and SEL B (P1-Y) sequen-
tially change (as shown above) at each knob detent.

For example: Suppose 0.5-V dc is measured at pin X (referenced to ground) and also at pin Y (refer-
enced to ground). Turn the DH SET knob one click. The voltage at pin X should be 5-V dc and the
voltage at pin Y should be 0.5-V dc. Turn the knob another click. The voltage at pin X should be 0.5-V
dc and the voltage at pin Y should be 5.0-V dc. At the next click, both voltages should again be 0.5-V
dc.

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5.11.2.11 ARP 2 Test Procedure

Note

The two ARPs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
The ARP receives discrete switch inputs from the FCP SPEED and ALT knobs. These knob inputs
and the ARP SPEED REFS and BARO functions are output on a RS-422 bus. The DH/MDA knob
outputs discrete switch lines to the DCP. The RA TEST button outputs a discrete to the RAC.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the ARP does not report to the LRU DIAGNOSTIC DATA
page, but any faults detected by these diagnostics should be resolved before beginning this procedure.

2.0 Push the HPA/IN button (if necessary) to select HPA format on the PFD 2 barometric pressure display.
Turn the BARO knob and verify that the display responds. Push the STD button and verify that the
display changes to 1013 hecto Pascals. Push the HPA/IN button to select inches of mercury (IN). Turn
the BARO knob and verify that the display responds. Push the STD button and verify that the display
changes to 29.92 IN.

3.0 Turn the TGT/VSPDS knob to the VSPDS position. Push the SEL button to sequentially select the V1,
VR, or V2 airspeed reference. Turn the SPEED REFS SET (left inner) knob and verify that the refer-
ence value on the PFD responds. Push the center ON/OFF switch to enable or disable display of this
bug on the airspeed scale.

4.0 Set the DH/MDA knob to the DH position. Turn the DH SET knob and verify that decision height dis-
plays on PFD 1, and that the numerical DH value responds to knob movement. Push the PUSH OFF
switch (in the knob) and verify that the DH display alternately selects and deselects with each push.

5.0 Set the DH/MDA knob to the MDA position. Turn the MDA SET knob and verify that minimum deci-
sion altitude displays on PFD 1, and that the numerical MDA value responds to knob movement. Push
the PUSH OFF switch (in the knob) and verify that the MDA display alternately selects and deselects
with each push.

6.0 Push and hold the RA TEST button to initiate radio altimeter self-test. If the self-test is successful, a
radio altitude of 50 feet should display on PFD 2. If 50 feet does not display, verify that a ground is
applied from ARP pin P1-V to RAC pin P1-40 while the RA TEST button is pushed. If a ground is pre-
sent, test the ALT.

7.0 Turn the FCP ALT knob and verify that the preselect altitude display on PFD 2 responds. Push the
center CANCEL switch on this knob to cancel altitude alerts.

8.0 Turn the FCP SPEED knob and verify that the IAS or Mach reference value display on PFD 2 re-
sponds. Push the center IAS/MACH switch on this knob to select IAS or Mach reference.

9.0 If the (optional) FL 180 alert function is suspect, set the FL 180 switch (on left reversion panel) to EN-
ABL. The barometric pressure display is now enabled to flash at 18 000 feet altitude. This alert is
canceled or disabled when the FL 180 switch is set to DSABL.

10.0 An alternate way to test the ARP knob functions (also FCP SPEED and ALT inputs) is provided below.
If these tests pass, the knobs are operational. If a knob fails an above test but passes these tests, check
wiring; if wiring is correct, test receiving unit.

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 maintenance 523-0776290

SEL A: 0.5 V 5.0 V 0.5 V

SEL B: 0.5 V 0.5 V 5.0 V

Turn DH SET knob and verify that dc voltage pairs at pins SEL A (P1-X) and SEL B (P1-Y) sequen-
tially change (as shown above) at each knob detent.

For example: Suppose 0.5-V dc is measured at pin X (referenced to ground) and at pin Y (referenced to
ground). Turn the DH SET knob one click. The voltage at pin X should be 5-V dc and the voltage at
pin Y should be 0.5-V dc. Turn the knob another click. The voltage at pin X should be 0.5-V dc and the
voltage at pin Y should be 5.0-V dc. At the next click, both voltages should again be 0.5-V dc.

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5.11.2.12 CDU 1 Test Procedure

Note

The two CDUs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If the display is blank, check the circuit breaker.

3.0 If “FMS FAULT” annunciates (on CDU), test the FMC. This message can mean a failed L-FMS-3 to
the CDU or a failed FMC.

4.0 If “CDU FAULT” annunciates (on CDU), replace the CDU.

5.0 Check all CDU line keys, pushbuttons, and knobs for sticking or improper operation.

Alternately push the function keys and verify proper CDU displays. Line keys select functions on some
pages and alphanumeric keys write on the scratch pad line.

If a function is suspect, test the appropriate unit. For example: If the VHF COM radio will not retune,
ensure that the (pedestal) FMS TUNE INHIBIT switch is set to NORM. If switch is correct, test the
RTU and the VHF.

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5.11.2.13 CDU 2 Test Procedure

Note

The two CDUs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If the display is blank, check the circuit breaker.

3.0 If “FMS FAULT” annunciates (on CDU), test the FMC. This message can mean a failed R-FMS-3 to
the CDU or a failed FMC.

4.0 If “CDU FAULT” annunciates (on CDU), replace the CDU.

5.0 Check all CDU line keys, pushbuttons, and knobs for sticking or improper operation.

Alternately push the function keys and verify proper CDU displays. Line keys select functions on some
pages and alphanumeric keys write on the scratch pad line.

If a function is suspect, test the appropriate unit. For example: If the VHF COM radio will not retune,
ensure that the (pedestal) FMS TUNE INHIBIT switch is set to NORM. If switch is correct, test the
RTU and the VHF.

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5.11.2.14 CSU 1 Test Procedure

Note

The two CSUs may be swapped with each other to verify IAPS wiring and to isolate a failed unit.

1.0 Check the LRU STATUS page and troubleshoot. Note that the CSU does not report to the LRU
STATUS page, but any faults detected by these diagnostics should be resolved before beginning this
procedure.

The CSU contains several make-or-break links that program the specific avionics configuration. The
CSU has a very low failure rate. The CSU test consists of reading program configuration words that
have been sensed by the IOCs and the FCCs.

2.0 Display the MAINTENANCE MENU page on the MFD, then select the CENTRAL STRAPPING UNIT
CONFIG page. Verify the left and right side strapping words are identical. If a miscomparison is de-
tected, the strapping word is displayed in yellow. Refer to Table 5-98 through Table 5-114 to interpret
the strapping configuration words.

3.0 Enter FCS DIAGNOSTICS and display the INPUT MODE page. Select the STPCFG parameter. Ver-
ify that this line reads 84 04. The ‘8’ digit is a SDI strap that is hard-wired in the IAPS card cage; the
‘4’ digits are programmed by the CSU.

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5.11.2.15 CSU 2 Test Procedure

Note

The two CSUs may be swapped with each other to verify IAPS wiring and to isolate a failed unit.

1.0 Check the LRU STATUS page and troubleshoot. Note that the CSU does not report to the LRU
STATUS page, but any faults detected by these diagnostics should be resolved before beginning this
procedure.

The CSU contains several make-or-break links that program the specific avionics configuration. The
CSU has a very low failure rate. The CSU test consists of reading program configuration words that
have been sensed by the IOCs and the FCCs.

2.0 Display the MAINTENANCE MENU page on the MFD, then select the CENTRAL STRAPPING UNIT
CONFIG page. Verify the left and right side strapping words are identical. If a miscomparison is de-
tected, the strapping word is displayed in yellow. Refer to Table 5-98 through Table 5-114 to interpret
the strapping configuration words.

3.0 Enter FCS DIAGNOSTICS and display the INPUT MODE page. Select the STPCFG parameter. Ver-
ify that this line reads 84 04. The ‘8’ digit is a SDI strap that is hard-wired in the IAPS card cage; the
‘4’ digits are programmed by the CSU.

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5.11.2.16 CTL Test Procedure

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the CTL does not report to the LRU DIAGNOSTIC DATA
page, but any faults detected by these diagnostics should be resolved before beginning this procedure.

2.0 Turn the CTL mode selector switch to OFF and then to the STBY position. Observe the COM and
NAV frequency windows display a 1 followed by all eights and TX annunciates below the frequency
display for five seconds. Verify the frequencies shown in the COM and NAV windows are the same as
shown for the active COM and NAV on the number 1 RTU.

3.0 Turn the CTL mode selector switch to the ON position. STANDBY is annunciated on the COM 1 and
NAV 1 lines of the RTU to indicate the CTL is tuning the radios. Set the CTL COM/NAV select switch
to the COM position. Turn the CTL frequency select knobs and verify the CTL changes only the fre-
quency of the number 1 COM. Verify the number 1 RTU shows the same COM 1 frequency as the
CTL.

If COM 1 radio will not retune, check the CTL CSDB-1 output bus and the CSDB tuning select P1-B
(gnd = CSDB) discrete to the COM 1 radio.

4.0 Select the NAV position with the COM/NAV switch. Turn the CTL frequency select knobs and verify
the CTL changes only the frequency of the number 1 NAV. Verify the number 1 RTU shows the same
NAV 1 frequency as the CTL.

If NAV 1 radio will not retune, check the CTL CSDB-2 output bus and the CSDB tuning select P1-C
(gnd = CSDB) discrete to the NAV 1 radio.

5.0 If a problem is suspected with the (optional) MKR SENSE external switch, test the VIR radio using
that function. If the test fails, verify wiring to the CTL as follows:

The remote MKR SENSE switch applies an open (LO sensitivity) or a ground (HI sensitivity) to pin
P1-d.

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5.11.2.17 DBU Test Procedure

Note

The DBU is operational if both FMS systems can successfully read from a data base diskette and if
the MDC can successfully read and write maintenance files to diskette.

1.0 Check the DBU front panel indicator lights. Verify the green POWER light is on. If not, verify that
power is applied to DBU pin P1-B/D (+28-V dc). If power is present, replace the DBU.

The red FAIL indicator lights if a unit failure is detected. Replace the DBU if the FAIL indicator re-
mains lit.

2.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

The DBU polls each interface once every two second to see if service is required. On the LRU DIAG-
NOSTIC DATA page check the MDC label 350 bit 18 in Table 5-58, and check IAPS FMC label 350 bit
17 (input absent = 1) in Table 5-41 for DBU bus activity to the MDC/FMCs.

Refer to Table 5-22. On the LRU DIAGNOSTIC DATA page, check the DBU label 351 bits 22 (L-
FMC), 23 (R-FMC), 24 (L-MDC), and 25 (T-FMC-5) (no activity = 1) for LRU bus activity to the DBU.

3.0 Select the maintenance menu page on the MFD. Move the cursor to the DISK OPERATIONS line us-
ing the DCP BRG select buttons. Push the DCP RDR button to select DISK OPERATIONS page.

Insert a blank diskette. Select the WRITE FILES TO DISK line. Verify that the MFD displays a list
of files that may be downloaded to diskette.

Select the LRU FAULT HISTORY line and then ACCEPT to begin the write operation. If the MFD
displays a DBU NOT AVAILABLE error message, be sure the diskette is properly inserted in the DBU.
If any other error message displays, repeat this step with another blank diskette.

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5.11.2.18 DCP 1 Test Procedure

Note

The two DCPs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 Be sure that all pedestal reversion switches are set to NORM. If “DCP” fail annunciates on the left
PFD or MFD, replace the left DCP.

3.0 Operate the DCP and verify that all controls function normally. Note that WXP control inputs, ARP
DH/MDA set inputs, and FCP heading and course select inputs are applied through the DCP to the
PFD and MFD. Test the DCP controls as follows:

Push the single-bar BRG button and verify the single-bar bearing pointer appears on the left side PFD
and MFD. Push the double-bar BRG button and verify the double-bar bearing pointer appears on the
number 1 PFD and MFD.

Push the RDR button and verify the weather radar display appears on the number 1 MFD. Turn the
RANGE knob and verify the radar range is controlled. Push the TFC button and verify the TCAS traf-
fic display appears on the number 1 MFD.

Turn the FORMAT knob to select the HSI format on the MFD. Turn the NAV SOURCE knob to select
VOR 1. Push the X-SIDE button and verify the cross-side NAV source is displayed on the number 1
PFD and MFD.

Note

If any DCP control does not operate correctly, set the pedestal DISP CONT reversion switch to 2.
Operate the right-side DCP and test that function using the (on-side) left displays. If operation is
normal, replace DCP 1. If test still fails, test the L-DCP-1 output to the number 1 PFD and MFD to
isolate the failed EFD display unit. Set DCP switch to NORM.

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5.11.2.19 DCP 2 Test Procedure

Note

The two DCPs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 Be sure that all pedestal reversion switches are set to NORM. If “DCP” fail annunciates on the right
PFD or MFD, replace the right DCP.

3.0 Operate the DCP and verify that all controls function normally. Note that WXP control inputs, ARP
DH/MDA set inputs, and FCP heading and course select inputs are applied through the DCP to the
PFD and MFD. Test the DSP controls as follows:

Push the single-bar BRG button and verify the single-bar bearing pointer appears on the number 2
PFD and MFD. Push the double-bar BRG button and verify the double-bar bearing pointer appears on
the number 2 PFD and MFD.

Push the RDR button and verify the weather radar display appears on the number 2 MFD. Turn the
RANGE knob and verify the radar range is controlled. Push the TFC button and verify the TCAS traf-
fic display appears on the number 2 MFD.

Turn the FORMAT knob to select the HSI format on the MFD. Turn the NAV SOURCE knob to select
VOR 2. Push the X-SIDE button and verify the cross-side NAV source is displayed on the number 2
PFD and MFD.

Note

If any DCP control does not operate correctly, set the pedestal DISP CONT reversion switch to 1.
Operate the left-side DCP and test that function using the (on-side) right displays. If operation is
normal, replace DCP 2. If test still fails, test the R-DCP-1 output to the number 2 PFD and MFD to
isolate the failed EFD display unit. Set DCP switch to NORM.

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5.11.2.20 DCU 1 Test Procedure

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If a problem is suspected with a discrete input or output to the DCU, refer to the EICAS system sche-
matic and check each input or output. Refer to Table 5-24. On the LRU DIAGNOSTIC DATA page
check the DCU label 350 bits 22, 23, and 24 for discrete faults in the DCU.

3.0 If a problem is suspected with an analog input or output to the DCU, refer to the EICAS system sche-
matic and check each input or output. Refer to Table 5-24. On the LRU DIAGNOSTIC DATA page
check the DCU label 350 bits 18 and 19 for analog I/O faults in the DCU.

4.0 On the center control panel, push the AURAL WARN TEST switch to the 1 position to test the left
DCU aural warnings.

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5.11.2.21 DCU 2 Test Procedure

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If a problem is suspected with a discrete input or output to the DCU, refer to the EICAS system sche-
matic and check each input or output. Refer to Table 5-24. On the LRU DIAGNOSTIC DATA page
check the DCU label 350 bits 22, 23, and 24 for discrete faults in the DCU.

3.0 If a problem is suspected with an analog input or output to the DCU, refer to the EICAS system sche-
matic and check each input or output. Refer to Table 5-24. On the LRU DIAGNOSTIC DATA page
check the DCU label 350 bits 18 and 19 for analog I/O faults in the DCU.

4.0 On the center control panel, push the AURAL WARN TEST switch to the 2 position to test the right
DCU aural warnings.

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5.11.2.22 DCU 3 Test Procedure

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If a problem is suspected with a discrete input or output to the DCU, refer to the EICAS system sche-
matic and check each input or output. Refer to Table 5-24. On the LRU DIAGNOSTIC DATA page
check the DCU label 350 bits 22, 23, and 24 for discrete faults in the DCU.

3.0 If a problem is suspected with an analog input or output to the DCU, refer to the EICAS system sche-
matic and check each input or output. Refer to Table 5-24. On the LRU DIAGNOSTIC DATA page
check the DCU label 350 bits 18 and 19 for analog I/O faults in the DCU.

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5.11.2.23 DLC Test Procedures

Note

The DLC-800 Data Link Control, DLM-721C Data Link Management Unit, and auxiliary VHF-
422A/422C VHF COMM Transceiver do not report diagnostic words to the MDC-4000 Maintenance
Diagnostics Computer.

1.0 The DLC-800 has a touch sensitive display screen. All items that may be selected are indicated by in-
verse video touch targets on the screen. Touch each touch target and verify that each selection changes
to normal video with an inverse border when touched. If test fails, suspect the DLC.

2.0 Touch the LGHT PAGE key to select the DISPLAY LIGHTING page. Adjust the display brightness
using the DECREASE or INCREASE keys. Cover the front panel light sensor and verify the display
brightness decreases (time delayed).

3.0 Select the CLOCK SET page and touch the GROUND key to request a UTC time update. UTC OK
annunciates on the CLOCK SET page when the time update is received. This verifies the ACARS sys-
tem can send and receive messages.

4.0 If FAIL annunciates on the DLC MAIN MENU active advisory line, then push and hold the TEST but-
ton on the DLM front panel. All three LED indicator lamps illuminate for a nominal three second pe-
riod then extinguish for a nominal threes second period. If no failures are detected the PASS LED il-
luminates. If an internal DLM failure is detected, the LRU FAIL LED illuminates. Replace the data
link management unit (DLM). If a DLC failure is detected, the CONTROL FAIL LED illuminates.
Replace the data link control (DLC).

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5.11.2.24 DLM Test Procedures

Note

The DLC-800 Data Link Control, DLM-702B Data Link Management Unit, and auxiliary VHF-
422A/422C VHF COMM Transceiver do not report diagnostic words to the MDC-4000 Maintenance
Diagnostics Computer.

1.0 Push and hold the TEST button on the DLM front panel. All three LED indicator lamps illuminate for
a nominal three second period then extinguish for a nominal three second period. If no failures are de-
tected the PASS LED illuminates. If an internal DLM failure is detected, the LRU FAIL LED illumi-
nates. Replace the data link management unit (DLM). If an external DLC failure is detected, the
CONTROL FAIL LED illuminates. Replace the data link control (DLC).

2.0 Select the MAINT MENU from the DLC MAIN MENU page. The MAINT MENU page provides access
to various sensor information and test functions.

a. I/O SYSTEMS page show the current status of external I/O systems interfaced to the DLM. The
following device statuses may annunciate: (----) no computed data, (OK) no failure detected,
(MUTE) subsystem assumed not to be installed, (TEST) subsystem test in progress, (FAIL) sub-
system reporting failure, or (INOP) no input activity.
b. SENSORS page shows the current status of selected sensor inputs to the DLM.

c. VHF CNTRL page provides access to the vhf communications functions. LINK TEST key causes
the system to transmit queued messages on set data frequency. If no message is queued, then a
label Q0 is transmitted.

d. MU DEBUG MENU page provides access to management unit internal maintenance and trou-
bleshooting pages.

1. STATUS page shows the current operational status of the management unit processors.
STAT annunciations are OK, INOP, or N/A.

2. 429 MONITOR page provides access to all received ARINC 429 bus data words.

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5.11.2.25 DME 1 Test Procedure

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 Tune the VIR 1 (and DME 1) to a VOR frequency such as 117.00 MHz using the left RTU. Use the left
DCP to select VOR/LOC as the active course NAV sensor, and to select HSI format on the left MFD.

3.0 Tune the VIR 1 (and DME 1) to a local VOR frequency using the left RTU. Verify that the distance in-
dication on the MFD is reasonable. If test fails, verify that an open circuit is applied to DME 1 pin P1-
42 (RX PORT A/B ENBL). Check the DME antenna.

4.0 Push the RTU1 INHB reversion switch (RTU1 INHB button lights) and push the 1/2 button on the
right RTU (select VOR 1). Verify that distance indication remains correct and that the VIR radio re-
sponds to the right RTU. If not correct, verify that RTU1 INHB switch applies a ground to DME 1 pin
P1-42 (RX PORT A/B ENBL). Push the RTU1 INHB reversion switch again (RTU1 INHB button ex-
tinguishes).

5.0 Note the VOR 1 frequency displayed on the left RTU. Push the DME-H button on the RTU. Verify
that DME hold annunciates on the RTU 1.

6.0 Tune the VIR 1 to a different frequency using the left RTU. Push the NAV ACT line key twice to select
the NAV mode page on the RTU and verify that the HOLD frequency is the same as that noted in step
3.0. Then push the DME-H button and verify that the DME retunes to the new frequency.

7.0 If a L-band suppression problem is suspected, verify that a blanking pulse is applied from pin P1-14
when DME 1 transmits.

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5.11.2.26 DME 2 Test Procedure

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 Tune the VIR 2 (and DME 2) to a VOR frequency such as 117.00 MHz using the right RTU. Use the
right DCP to select VOR/LOC as the active course NAV sensor, and to select HSI format on the right
MFD.

3.0 Use the right DCP to select VOR/LOC as the active course NAV sensor, and to select HSI format on the
right MFD. Tune the VIR 2 (and DME 2) to a local VOR frequency using the right RTU. Verify that
the distance indication on the MFD is reasonable. If test fails, verify that an open circuit is applied to
DME 2 pin P1-42 (RX PORT A/B ENBL). Check the DME antenna.

4.0 Push the RTU2 INHB reversion switch (RTU2 INHB button lights) and push the 1/2 button on the left
RTU (select VOR 2). Verify that distance indication remains correct and that the VIR radio responds
to the left RTU. If not correct, verify that RTU2 INHB switch applies a ground to DME 2 pin P1-42
(RX PORT A/B ENBL). Push the RTU2 INHB reversion switch again (RTU2 INHB button extin-
guishes).

5.0 Note the VOR 2 frequency displayed on the right RTU. Push the DME-H button on the RTU. Verify
that DME hold annunciates on the RTU 2.

6.0 Tune the VIR 2 to a different frequency using the right RTU. Push the NAV ACT line key twice to se-
lect the NAV mode page on the RTU and verify that the HOLD frequency is the same as that noted in
step 3.0. Then push the DME-H button and verify that the DME retunes to the new frequency.

7.0 If a L-band suppression problem is suspected, verify that a blanking pulse is applied from pin P1-14
when DME 2 transmits.

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5.11.2.27 ECP Test Procedure

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 Turn the pilot and copilot display reversionary switches to the EICAS position. The secondary EICAS
page is shown on the left and right MFDs, and right EICAS display.

Push the ECP FUEL button and verify the fuel page is shown on both MFDs and the right EICAS dis-
play. If not, check the ECP-1 bus to number 1 MFD or check the ECP-2 bus to the number 2 MFD and
right EICAS display.

3.0 Pull the ECP circuit breaker to remove primary power from ECP pin P1-Y. Push the ECP PRI button
and verify the primary EICAS page is shown on both MFDs and right EICAS display. Push the ECP
STAT button and verify the status page is shown on both MFDs and the right EICAS display. Push
the ECP CAS button and verify the CAS messages are shown on both MFDs and the right EICAS dis-
play. Push the ECP STEP button and verify the next EICAS page is shown on both MFDs and the
right EICAS display.

Reapply primary power to the ECP. Turn the pilot and copilot display reversionary switches to the
NORM position.

4.0 On the center pedestal, turn the EICAS reversionary switch to the ED 1 position. The right EICAS
display blanks and the left EICAS display can be controlled by the ECP.

Push the ECP STEP button and verify the various pages are shown on the left EICAS display. If not,
check the ECP-1 bus to the left EICAS display.

On the center pedestal, turn the EICAS reversionary switch to the ED 2 position. The left EICAS dis-
play blanks and the primary page is shown on the right EICAS display.

Push the ECP STEP button and verify the various pages are shown on the right EICAS display. If not,
check the ECP-2 bus to the right EICAS display.

Turn the EICAS reversionary switch to the NORM position.

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5.11.2.28 ED 1 Test Procedure

Note

The ED 1 may be swapped with any of the PFDs or the MFDs to verify airplane wiring and to isolate
a failed unit. Each unit will display (ED/MFD/PFD) information according to its mount strapping.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If the display is blank, check the circuit breaker and make sure the EICAS reversionary switch is in
the NORM position. Then swap the ED with an (operational) PFD to isolate a failed ED or airplane
wiring problem.

3.0 If DISPLAY TEMP annunciates on the ED, check the cooling fan installed in the ED mount.

4.0 Set the EICAS reversion switch to ED 2, and verify the primary EICAS display appears on the right
ED and the left ED blanks.

Set the EICAS reversion switch to ED 1, and verify the primary EICAS display appears on the left ED
and the right ED blanks. ECP buttons are enabled to control the ED-1 display. Push the ECP STEP
button and verify the primary display changes to the status display.

Set the EICAS reversion switch to NORM position.

5.0 Select primary display on ED-2 and compare with ED-1. If a problem with the input buses is sus-
pected, check the L-DCU-2, R-DCU-2, C-DCU-2, L-DCU-3, and R-DCU-3 buses for activity.

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5.11.2.29 ED 2 Test Procedure

Note

The ED 2 may be swapped with any of the PFDs or the MFDs to verify airplane wiring and to isolate
a failed unit. Each unit will display (ED/MFD/PFD) information according to its mount strapping.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If the display is blank, check the circuit breaker and make sure the EICAS reversionary switch is in
the NORM position. Then swap the ED with an (operational) PFD to isolate a failed ED or airplane
wiring problem.

3.0 If DISPLAY TEMP annunciates on the ED, check the cooling fan installed in the ED mount.

4.0 Set the EICAS reversion switch to ED 1, and verify the right ED blanks and the ECP buttons are en-
abled to control the left ED display. Push the ECP STEP button and verify the primary display
changes to the status display.

Set the EICAS reversion switch to ED 2, and verify the left ED blanks and the primary EICAS display
appears on the right side ED.

Set the EICAS reversion switch to NORM position.

5.0 Select primary display on ED 2 and compare with ED 1. If a problem with the input busses is sus-
pected, check the L-DCU-2, R-DCU-2, C-DCU-2, L-DCU-3, and R-DCU-3 busses for activity.

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5.11.2.30 FCC 1 Test Procedure

Note

When investigating an autopilot problem, check the FCS report mode diagnostic codes. When inves-
tigating a flight director problem, the two FCCs may be swapped with each other to verify airplane
wiring and to isolate a failed unit. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that FCC 1 diagnostics are disabled if the PWR 1A module fails.

AUTOPILOT PROBLEM:
2.0 On the MAINTENANCE MENU page, enter FCC DIAGNOSTICS and display the REPORT MODE
page. Refer to paragraph 5.10.12.1 and investigate all nonzero codes. Remember to push the left or
right FD button for a “plain english” FCC repair code summary. The lines of explanation display in or-
der of priority (top line is highest priority). If more than one problem exists, solve the highest priority
problem first; related problems may also disappear.

Note

If a FCC column is blank, replace that left or right FCC. If the FCC DIAGNOSTICS will not display
or if the page unexpectedly blanks, replace the FCC providing display data to the MFD (indicated by
arrow in center of page).

Record each 6-digit REPAIR code (error summary) if all digits are not 0.
If autopilot/yaw damper will not engage: Record all six digits of each AP ENG and YD ENG code.
If autopilot/yaw damper disengaged itself: Record all six digits of each AP DIS and YD DIS code.

3.0 If a flight control panel problem is suspected, test the FCP.

4.0 If a servo problem is suspected, test the SVOs.

FLIGHT DIRECTOR PROBLEM:

5.0 If FD (fail) annunciates on either PFD, record and investigate the 6-digit STEER codes displayed on
the REPORT mode page.

6.0 If a pilot-side mode select problem is suspected, test the FCP.

7.0 Exit FCC DIAGNOSTICS and check that the AP and YD are not engaged. Push the HDG button on
the FCP. Momentarily push the HDG sync switch on the FCP. Turn the HDG knob (on FCP) and ver-
ify that the flight director command bars (on PFD 1) respond laterally.

8.0 Push the SPEED button (select IAS mode) on FCP. Turn the SPEED reference knob on the FCP and
verify that the command bars respond vertically.

9.0 Push the SYNC button on the left control wheel and verify that the SPEED reference goes to zero and
that the command bars null.

10.0 If a pitch trim problem is suspected, verify proper operation. Move the control wheel back and verify
nose down trim; move the wheel forward and verify nose up trim. Refer to paragraph 5.10.12.3 and set
FCC trim outputs to isolate a FCC/pitch trim interface problem. Refer to the FCS system schematic
and verify the pitch trim I/O at the ICC external connectors.

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5.11.2.31 FCC 2 Test Procedure

Note

When investigating an autopilot problem, check the FCS report mode diagnostic codes. When inves-
tigating a flight director problem, the two FCCs may be swapped with each other to verify airplane
wiring and to isolate a failed unit. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that FCC 2 diagnostics are disabled if the PWR 2A module fails.

AUTOPILOT PROBLEM:
2.0 On the MAINTENANCE MENU page, enter FCC DIAGNOSTICS and display the REPORT MODE
page. Refer to paragraph 5.6.10.1, and investigate all nonzero codes. Remember to push the left or
right FD button for a “plain english” FCC repair code summary. The lines of explanation display in or-
der of priority (top line is highest priority). If more than one problem exists, solve the highest priority
problem first; related problems may also disappear.

Note

If a FCC column is blank, replace that left or right FCC. If the FCC DIAGNOSTICS will not display
or if the page unexpectedly blanks, replace the FCC providing display data to the MFD (indicated by
arrow in center of page).

Record each 6-digit REPAIR code (error summary) if all digits are not 0.
If autopilot/yaw damper will not engage: Record all six digits of each AP ENG and YD ENG code.
If autopilot/yaw damper disengaged itself: Record all six digits of each AP DIS and YD DIS code.

3.0 If a flight control panel problem is suspected, test the FCP.

4.0 If a servo problem is suspected, test the SVOs.

FLIGHT DIRECTOR PROBLEM:

5.0 If FD (fail) annunciates on either PFD, record and investigate the 6-digit STEER codes displayed on
the REPORT mode page.

6.0 If a pilot-side mode select problem is suspected, test the FCP.

7.0 Exit FCC DIAGNOSTICS and check that the AP and YD are not engaged. Push the HDG button on
the FCP. Momentarily push the HDG sync switch on the FCP. Turn the HDG knob (on FCP) and ver-
ify that the flight director command bars (on PFD 2) respond laterally.

8.0 Push the SPEED button (select IAS mode) on FCP. Turn the SPEED reference knob on the FCP and
verify that the command bars respond vertically.

9.0 Push the SYNC button on the left control wheel and verify that the SPEED reference goes to zero and
that the command bars null.

10.0 If a pitch trim problem is suspected, verify proper operation. Move the control wheel back and verify
nose down trim; move the wheel forward and verify nose up trim. Refer to paragraph 5.10.12.3 and set
FCC trim outputs to isolate a FCC/pitch trim interface problem. Refer to the FCS system schematic
and verify the pitch trim I/O at the ICC external connectors.

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5.11.2.32 FCP Test Procedure

Note

The two FCCs may be swapped with each other to verify airplane wiring and to help isolate a mode
select problem.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that FCP +5 V dc A isolation power is supplied by the PWR 1A
module and +5 V dc B isolation power is supplied by the PWR 2A module in the IAPS.

2.0 If the FCP is completely dead (no active outputs), verify that power is applied to FCP pins P1-M (+28-V
dc A), P2-M (+28-V dc B), P1-R (+5-V dc A ISOL), and P2-R (+5-V dc B ISOL). If power is present, re-
place the FCP. If power is not present, check circuit breakers and the airplane wiring.

3.0 Engage the yaw dampers. Note that at least one yaw damper has to be engaged before the autopilot
will engage. Push the FCP AP ENG button and verify the engage indicators light. If the indicators
will not light, verify the FCP inputs specified below.

Check for +28-V dc at these pins: P1-a, AA P2-a, AA

Check for an open at these pins: P1-BB, FF, GG P2-BB, FF, GG.

4.0 Verify that pushing the FCP AP DIS bar down disengages the autopilot. Verify that pushing each AP
DISC, GO AROUND, and manual trim switch disengages the autopilot.

5.0 Push each of the FCP mode buttons “on” and verify that the mode indicators light, and that the se-
lected mode annunciates on both PFDs. Then push the button again and verify that both annuncia-
tions clear. If any button fails this test, go to step 6.0.

6.0 Enter FCC DIAGNOSTICS and display the INPUT MODE page. Select the following parameters and
verify proper LEFT and RIGHT inputs to the FCC.

PARAMETER ACTION/RESULT
AP ENA Push AP ENG button and verify TRUE while button is pushed.
SWIXFR Push AP XFR button and verify TRUE until button is released.
SWITRB Push TURB button and verify TRUE until button is released.
SWISPD Push SPEED button and verify TRUE until button is released.
SWIAPP Push APPR button and verify TRUE until button is released.
SWIB/C Push B/C button and verify TRUE until button is released.
SWIHDG Push HDG button and verify TRUE until button is released.
SWINAV Push NAV button and verify TRUE until button is released.
SWI1/2 Push 1/2 BANK button and verify TRUE until button is released.
SWIALT Push ALT button and verify TRUE until button is released.
SWIVS Push VS button and verify TRUE until button is released.
KNBREF Turn pitch wheel and verify vertical counter value changes.

Exit FCC DIAGNOSTICS.

If some (but not all) buttons pass this test, replace the FCP. If none of the buttons pass, suspect the
FCP TO FCC 1 BUS for left inputs or FCP TO FCC 2 BUS for right inputs. If left mode indicators will
not light, suspect the FCC 1 TO FCP BUS. If right mode indicators will not light, suspect the FCC 2
TO FCP BUS.

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7.0 If a problem is suspected with the mode indicator dimming, verify that +28 V dc is applied to FCP pin
P1-V (left) and P2-V (right).

8.0 Select VOR 1 as the active NAV source (on DCP 1). Tune the VOR 1 receiver to a local station or to a
ground test frequency.

9.0 Rotate the CRS 1 knob and verify that the active course display and active course pointer on the left
PFD and MFD respond. Push the PUSH DIRECT switch (in the CRS 1 knob) and verify that the ac-
tive course shows an angle direct to the tuned station. If test fails, go to step 14.0.
10.0 Repeat step 9.0 using the CRS 2 knob and the right PFD and MFD displays. If test fails, go to step
14.0.
11.0 Turn the HDG knob and verify that the heading bug on both PFDs responds. Push the PUSH SYNC
switch (in the HDG knob) and verify that both heading bugs move to the lubber line. If test fails, go to
step 14.0.
12.0 Turn the SPEED knob and verify that the ias reference bug (same shape as heading bug) on both PFDs
responds. Push the IAS/MACH switch (in the SPEED knob) to select IAS or Mach reference speed hold
mode. If test fails, go to step 14.0.
13.0 Turn the ALT knob and verify that the preselected altitude display on both PFDs responds. Push the
PUSH CANCEL switch (in the ALT knob) to cancel altitude alerts. If test fails, go to step 14.0.
14.0 An alternate way to test the FCP knob functions is provided below. If these tests pass, the FCP knobs
are operational. If a knob fails an above test but passes these tests, check FCP to ARP/DCP wiring; if
wiring is correct, test left or right ARP or DCP.
SEL A: 0.5 V 5.0 V 0.5 V
SEL B: 0.5 V 0.5 V 5.0 V
Turn CRS 1 knob and verify that dc voltage pairs at pins SEL A (P1-A) and SEL B (P1-B) sequentially
change (as shown above) at each knob detent.

For example: Suppose 0.5-V dc is measured at pin P1-A and at pin P1-B (both referenced to ground).
Turn the CRS 1 knob one click. The voltage at pin P1-A should be 5-V dc and the voltage at pin P1-B
should be 0.5-V dc. Turn the knob another click. The voltage at pin P1-A should be 0.5-V dc and the
voltage at pin P1-B should be 5.0-V dc. At the next click, both voltages should again be 0.5-V dc.

Turn CRS 2 knob and verify that dc voltage pairs at pins SEL A (P2-A) and SEL B (P2-B) sequentially
change at each knob detent.

Turn HDG knob and verify that dc voltage pairs at HDG-1 SEL A (P1-E) and SEL B (P1-F), and HDG-
2 SEL A (P2-E) and SEL B (P2-F) sequentially change at each knob detent.

Verify that while a knob inset button is pushed, a ground is applied to the proper pin(s). CRS 1
grounds pin P1-D (DIRECT TO), CRS 2 grounds pin P2-D (DIRECT TO), and HDG grounds pins P1-G
and P2-G (SYNC).

Turn SPEED knob and verify that dc voltage pairs at SPEED BUG-1 SEL A (P1-v) and SEL B (P1-w),
and SPEED BUG-2 SEL A (P2-v) and SEL B (P2-w) sequentially change at each knob detent.

Turn ALT knob and verify that dc voltage pairs at PRESEL ALT-1 SEL A (P1-H) and SEL B (P1-J),
and PRESEL ALT-2 SEL A (P2-H) and SEL B (P2-J) sequentially change at each knob detent.

Verify that while a knob inset button is pushed, a ground is applied to the proper pin(s). SPEED but-
ton grounds pin P1-x and P2-x (IAS/MACH), and ALT button grounds pins P1-K and P2-K (CANCEL).

15.0 If a servo engage (clutch) problem is suspected, test the SVOs.

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5.11.2.33 FDU 1 Test Procedure

Note

If the FDU is swapped or replaced, a compass swing must be performed. If any FDU mounting
hardware is replaced, ensure that new hardware is made of nonmagnetic material.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. Note that the FDU does not report to the LRU STATUS page, but any faults
detected by these diagnostics should be resolved before beginning this procedure. Refer to Table 5-10.
If the AHRS diagnostic word 350 bit 17 is set (1), a flux detector problem has been detected. This code
is caused by a failed AHC 1 or a failed FDU 1. Swap AHCs to isolate the failed AHC or FDU/wiring
problem.

2.0 If both heading fail (red boxed MAG, DG, or TRU on PFD and MFD) and attitude fail (red boxed ATT
on PFD) annunciate on the pilot displays, test the AHC 1.

If HDG compare (yellow boxed HDG) annunciates on MFD 1, test the AHC 1.

3.0 If only heading fail annunciates (ATT fail does not annunciate), swap AHC computers. If the problem
follows the suspect computer, replace the AHC.

If heading fail still annunciates on MFD 1, check that the RCP 1 setup mode switch is open. If RCP
switch is off, check FDU/AHC wiring. If wiring is correct, replace the FDU. Refer to the note at the
top of this page.

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5.11.2.34 FDU 2 Test Procedure

Note

If the FDU is swapped or replaced, a compass swing must be performed. If any FDU mounting
hardware is replaced, ensure that new hardware is made of nonmagnetic material.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. Note that the FDU does not report to the LRU STATUS page, but any faults
detected by these diagnostics should be resolved before beginning this procedure.

Refer to Table 5-10. If the AHRS diagnostic word 350 bit 17 is set (1), a flux detector problem has been
detected. This code is caused by a failed AHC 2 or a failed FDU 2. Swap AHCs to isolate the failed
AHC or FDU/wiring problem.

2.0 If both heading fail (red boxed MAG, DG, or TRU on PFD and MFD) and attitude fail (red boxed ATT
on PFD) annunciate on the pilot displays, test the AHC 2.

If HDG compare (yellow boxed HDG) annunciates on MFD 2, test the AHC 2.

3.0 If only heading fail annunciates (ATT fail does not annunciate), swap AHC computers. If the problem
follows the suspect computer, replace the AHC.

If heading fail still annunciates on MFD 2, check that the RCP 2 setup mode switch is open. If RCP
switch is off, check FDU/AHC wiring. If wiring is correct, replace the FDU. Refer to the note at the
top of this page.

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5.11.2.35 FMC 1 Test Procedure

Note

The two FMCs may be swapped with each other to verify internal ICC connections and to isolate a
failed unit. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

Note that the FMC is powered by the PWR 1B module in the IAPS. Be sure that the PWR 1B is opera-
tional before replacing the FMC computer.

2.0 If “FMS FAULT” annunciates on the left CDU, cycle the FMS A circuit breaker. If this message an-
nunciates again, verify that the L-FMC-3 bus is active at the CDU 1 input (pins P1-A/B). If the bus is
not active at the CDU and the airplane wiring is correct, replace the FMC.

3.0 On the left CDU, select the radio tuning page and retune the COM 1 radio. Verify that the left RTU
responds and shows the new frequency in the ACT COM display.

4.0 Display the present position map on the MFD. Verify that the map appears reasonable and that
navaid symbols are displayed. If map does not display, replace the FMC.

5.0 If a data base update problem exists, suspect the DBU or the FMC. Test the DBU. If the DBU tests
normal, replace the FMC.

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5.11.2.36 FMC 2 Test Procedure

Note

The two FMCs may be swapped with each other to verify internal ICC connections and to isolate a
failed unit. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

Note that the FMC is powered by the PWR 2B module in the IAPS. Be sure that the PWR 2B is opera-
tional before replacing the FMC computer.

2.0 If “FMS FAULT” annunciates on the right CDU, cycle the FMS B circuit breaker. If this message an-
nunciates again, verify that the R-FMC-3 bus is active at the CDU 2 input (pins P1-A/B). If the bus is
not active at the CDU and the airplane wiring is correct, replace the FMC.

3.0 On the right CDU, select the radio tuning page and retune the COM 2 radio. Verify that the right
RTU responds and shows the new frequency in the ACT COM display.

4.0 Display the present position map on the MFD. Verify that the map appears reasonable and that
navaid symbols are displayed. If map does not display, replace the FMC.

5.0 If a data base update problem exists, suspect the DBU or the FMC. Test the DBU. If the DBU tests
normal, replace the FMC.

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5.11.2.37 GPS ANT 1 Test Procedu res

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Check the GPS 1 diagnostic word for any detected antenna problems.

2.0 Test the GPS receiver before beginning this procedure. If the GPS receiver passes it's test procedure,
then the GPS antenna is operational.

3.0 If two GPS receivers are installed and only one of them passes it's test procedure, swap receivers to
isolate the failed receiver or antenna/wiring problem.

5.11.2.38 GPS ANT 2 Test Procedu res

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Check the GPS 2 diagnostic word for any detected antenna problems.

2.0 Test the GPS receiver before beginning this procedure. If the GPS receiver passes it test procedure,
then the GPS antenna is operational.

3.0 If two GPS receivers are installed and only one of them passes its test procedure, swap receivers to
isolate the failed receiver or antenna/wiring problem.

5.11.2.39 GPS 1 Test Procedure

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

5.11.2.40 GPS 2 Test Procedure

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

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5.11.2.41 HF 1 Test Procedures

1.0 Select the HF COM page on the number 1 RTU, then push ACT line key to window the squelch annun-
ciator. Turn the small tuning knob counterclockwise to select SQ0 (squelch off). Check that the HF
COM audio becomes noisy. Turn the small tuning knob clockwise to select SQ1, SQ2, or SQ3 (squelch
on). If test fails, suspect the RTU 1 or the HF 1.

2.0 Push the ACT line key to window the frequency. Tune the HF 1 radio to a local ground control fre-
quency. Check that the left RTU shows this frequency. Frequency is dashed after three seconds if the
frequency echo is wrong or not received.

Warning

Be sure all personnel are clear of the hf antenna when transmitting. Do not touch the rf output ter-
minal on the antenna coupler, the antenna lead-in wire, the insulated feedthrough, or the antenna
itself while the system is transmitting. Serious rf burns can result from direct contact with the
above items when the system is transmitting.

3.0 Momentarily push the HF push-to-talk (PTT) switch to tune the antenna coupler. A steady 1000 Hz
tone is applied to the headsets as the coupler tunes. The tune cycle for a frequency that was tuned be-
fore is approximately 30 milliseconds and the tune cycle for a new frequency is nominally less than one
second, up to six seconds maximum.

If a fault occurs during the tune cycle, the steady 1000 Hz tone changes to a beeping tone. To clear the
fault, move the frequency selection off the frequency and back again. Push the PTT switch momentar-
ily again to tune the coupler. If the fault will not clear, replace the coupler.

4.0 Request a radio check from the tower and verify proper transmit and receive operation. Ensure that
the microphone and airplane audio system are functional.

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5.11.2.42 HF 2 Test Procedures

1.0 Select the HF COM page on the number 2 RTU, then push ACT line key to window the squelch annun-
ciator. Turn the small tuning knob counterclockwise to select SQ0 (squelch off). Check that the HF
COM audio becomes noisy. Turn the small tuning knob clockwise to select SQ1, SQ2, or SQ3 (squelch
on). If test fails, suspect the RTU 2 or the HF 2.

2.0 Push the ACT line key to window the frequency. Tune the HF 2 radio to a local ground control fre-
quency. Check that the right RTU shows this frequency. Frequency is dashed after three seconds if
the frequency echo is wrong or not received.

Warning

Be sure all personnel are clear of the hf antenna when transmitting. Do not touch the rf output ter-
minal on the antenna coupler, the antenna lead-in wire, the insulated feedthrough, or the antenna
itself while the system is transmitting. Serious rf burns can result from direct contact with the
above items when the system is transmitting.

3.0 Momentarily push the HF push-to-talk (PTT) switch to tune the antenna coupler. A steady 1000 Hz
tone is applied to the headsets as the coupler tunes. The tune cycle for a frequency that was tuned be-
fore is approximately 30 milliseconds and the tune cycle for a new frequency is nominally less than one
second, up to six seconds maximum.

If a fault occurs during the tune cycle, the steady 1000 Hz tone changes to a beeping tone. To clear the
fault, move the frequency selection off the frequency and back again. Push the PTT switch momentar-
ily again to tune the coupler. If the fault will not clear, replace the coupler.

4.0 Request a radio check from the tower and verify proper transmit and receive operation. Ensure that
the microphone and airplane audio system are functional.

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5.11.2.43 HF Coupler 1 Test Proce dures

1.0 Push the ACT line key to window the frequency. Tune the HF 1 radio to a local ground control fre-
quency. Check that the left RTU shows this frequency. Frequency is dashed after three seconds if the
frequency echo is wrong or not received.

Warning

Be sure all personnel are clear of the hf antenna when transmitting. Do not touch the rf output ter-
minal on the antenna coupler, the antenna lead-in wire, the insulated feedthrough, or the antenna
itself while the system is transmitting. Serious rf burns can result from direct contact with the
above items when the system is transmitting.

2.0 Momentarily push the HF push-to-talk (PTT) switch to tune the antenna coupler. A steady 1000 Hz
tone is applied to the headsets as the coupler tunes. The tune cycle for a frequency that was tuned be-
fore is approximately 30 milliseconds and the tune cycle for a new frequency is nominally less than one
second, up to six seconds maximum.

If a fault occurs during the tune cycle, the steady 1000 Hz tone changes to a beeping tone. To clear the
fault, move the frequency selection off the frequency and back again. Push the PTT switch momentar-
ily again to tune the coupler. If the fault will not clear, replace the coupler.

3.0 Request a radio check from the tower and verify proper transmit and receive operation. Ensure that
the microphone and aircraft audio system are functional.

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5.11.2.44 HF Coupler 2 Test Proce dures

1.0 Push the ACT line key to window the frequency. Tune the HF 2 radio to a local ground control fre-
quency. Check that the right RTU shows this frequency. Frequency is dashed after three seconds if
the frequency echo is wrong or not received.

Warning

Be sure all personnel are clear of the hf antenna when transmitting. Do not touch the rf output ter-
minal on the antenna coupler, the antenna lead-in wire, the insulated feedthrough, or the antenna
itself while the system is transmitting. Serious rf burns can result from direct contact with the
above items when the system is transmitting.

2.0 Momentarily push the HF push-to-talk (PTT) switch to tune the antenna coupler. A steady 1000 Hz
tone is applied to the headsets as the coupler tunes. The tune cycle for a frequency that was tuned be-
fore is approximately 30 milliseconds and the tune cycle for a new frequency is nominally less than one
second, up to six seconds maximum.

If a fault occurs during the tune cycle, the steady 1000 Hz tone changes to a beeping tone. To clear the
fault, move the frequency selection off the frequency and back again. Push the PTT switch momentar-
ily again to tune the coupler. If the fault will not clear, replace the coupler.

3.0 Request a radio check from the tower and verify proper transmit and receive operation. Ensure that
the microphone and aircraft audio system are functional.

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5.11.2.45 ICC Test Procedure

Caution

The LRMs installed in the ICC are electrostatic discharge sensitive (ESDS). Transport and store
these modules in their original shipping containers.

Note

The ICC card cage has a very low failure rate. Most IAPS fault isolation is accomplished by swap-
ping the internal LRM modules. The ICC itself is rarely at fault. When testing or troubleshooting
the ICC, always watch for any loose connection, damaged connector, or improperly seated LRM mod-
ule.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the ICC does not report to the LRU STATUS page, but any
faults detected by these diagnostics should be resolved before beginning this procedure.

If the LRU STATUS page displays any fault code for a resident LRM (IOC, PWR, FCC, FMC, or MDC),
troubleshoot that problem first. Note that the (resident) CSU, IEC, and LHP units do not report to di-
agnostics. If all resident LRMs are operational, then the ICC is also operational.

If a resident LRM is reported as failed but functions properly in a different slot, then suspect an inter-
nal ICC failure. For example: if an IOC 1A is reported FAILED but this module functions properly in
the IOC 1B slot, then the ICC probably has a broken or shorted connection in the 1A quadrant; replace
the ICC.

2.0 If a power problem is suspected, check that +28 V dc is properly applied to the IAPS. Each PWR mod-
ule has green status LEDs. Check that all four LEDs are lit on each PWR module. If not, swap the
failed PWR module with an operational PWR module to isolate the fault to the module or wiring. The
ICC is functionally divided into four independently powered quadrants as defined below.

ICC QUADRANT: 1A 1B 2A 2B
IAPS POWER: L/P4-H/M L/P4-K/M R/P4-H/M R/P4-K/M
RESIDENT LRM: PWR 1A PWR 1B PWR 2A PWR 2B
IOC 1A IOC 1B IOC 2A IOC 2B
FCC 1 FMC 1 FCC 2 FMC 2
MDC

The CSU and LHP modules do not require power. The IEC 1 receives left environmental power at
L/P4-F/M; IEC 2 receives right environmental power at R/P4-F/M.

3.0 If an IAPS cooling problem is suspected, first test the IECs. If swapping IECs indicates a failed ICC
temperature sensor (both IECs function), replace the ICC.

4.0 Remember that the ICC is a Collins LRU; do not repair or modify the ICC without proper authoriza-
tion. If the ICC does fail, remove all resident LRMs from the ICC, install a replacement ICC, and then
reinstall resident LRMs in the new ICC

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5.0 Refer to the IAPS Card Cage Repair Manual for the internal pin numbers and functions. The following
extender cards are used with the ICC: 2-row extender card (CPN 687-0969-001), and 4-row LHP ex-
tender card (CPN 828-2626-001).

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5.11.2.46 IEC 1 Test Procedure

Note

The two IECs may be swapped with each other to verify internal ICC connections and to isolate a
failed unit. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. If the IEC detects an internal failure, an IAPS CARD RACK diagnostic dis-
plays. Red LEDs on the IEC module light to identify the failure.

LED FAILURE
QA TRANSDUCER ICC quadrant A temperature sensor short/open
QB TRANSDUCER ICC quadrant B temperature sensor short/open
FAN SPEED MON IEC fan speed is not within limits
HTR OVER TEMP Not used (heater monitor)
HTR ARM Not installed (heater monitor)
HTR CMD Not installed (heater monitor)

2.0 Check that power is applied to IAPS pin L/P4-F. This is an environmental power input that is applied
through the LHP-4000 to the IEC 1. Note that IEC power is not provided by a PWR module.

Note

The IEC 1 monitors (ICC) temperature sensors in the 1A and 1B quadrants of the IAPS. If either
temperature exceeds 23° C (73° F), the IEC cooling fan should run. When both temperatures are less
than 23° C, the fan should be off. If either temperature falls below -40° C (-40° F), the IEC should dis-
able the 1A and 1B PWRs. QA TRANSDUCER and QB TRANSDUCER lights on the IEC module
identify an IEC/temperature sensor failure.

3.0 If necessary, warm the ICC to at least 23° C (73° F), and verify that the IEC cooling fan runs. Then hold
the hub of the fan to physically stop the fan from turning. Verify that the FAN SPEED MON light
comes on after about 5 seconds. Release the hub and verify that the fan spins and the light goes off.

4.0 If a left side IAPS cooling problem exists, suspect the (internal) IEC cooling fan or a failed ICC tem-
perature sensor. Swap IECs to isolate the failed IEC or ICC. If both IECs function properly in the IEC
2 slot, then test the ICC.

5.0 If a left side (-40° C) PWR module shut-down problem is suspected, swap IEC and PWR modules to
isolate a failed unit.

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5.11.2.47 IEC 2 Test Procedure

Note

The two IECs may be swapped with each other to verify internal ICC connections and to isolate a
failed unit. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. If the IEC detects an internal failure, an IAPS CARD RACK diagnostic dis-
plays. Red LEDs on the IEC module light to identify the failure.

LED FAILURE
QA TRANSDUCER ICC quadrant A temperature sensor short/open
QB TRANSDUCER ICC quadrant B temperature sensor short/open
FAN SPEED MON IEC fan speed is not within limits
HTR OVER TEMP Not used (heater monitor)
HTR ARM Not installed (heater monitor)
HTR CMD Not installed (heater monitor)

2.0 Check that power is applied to IAPS pin R/P4-F. This is an environmental power input that is applied
through the LHP-4001 to the IEC 2. Note that IEC power is not provided by a PWR module.

Note

The IEC 2 monitors (ICC) temperature sensors in the 2A and 2B quadrants of the IAPS. If either
temperature exceeds 23° C (73° F), the IEC cooling fan should run. When both temperatures are less
than 23° C, the fan should be off. If either temperature falls below -40° C (-40° F), the IEC should dis-
able the 2A and 2B PWRs. QA TRANSDUCER and QB TRANSDUCER lights on the IEC module
identify an IEC/temperature sensor failure.

3.0 If necessary, warm the ICC to at least 23° C (73° F), and verify that the IEC cooling fan runs. Then hold
the hub of the fan to physically stop the fan from turning. Verify that the FAN SPEED MON light
comes on after about 5 seconds. Release the hub and verify that the fan spins and the light goes off.

4.0 If a right side IAPS cooling problem exists, suspect the (internal) IEC cooling fan or a failed ICC tem-
perature sensor. Swap IECs to isolate the failed IEC or ICC. If both IECs function properly in the IEC
1 slot, then test the ICC.

5.0 If a right side (-40° C) PWR module shut-down problem is suspected, swap IEC and PWR modules to
isolate a failed unit.

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5.11.2.48 IOC 1A Test Procedure

Note

The four IOCs may be swapped with each other in any combination to verify internal ICC connec-
tions and to isolate a failed unit. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. If no faults are detected by these diagnostics, then the IOC 1A is operational.

2.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 1A failure, then test the
PWR 1A. The IOC 1A diagnostics are disabled when this power module fails.

3.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate any IOC 1A failure, then swap the
IOC 1A with an operational IOC module (any IOC not listed on the LRU STATUS page). If the faults
follow the suspect IOC module, replace that IOC. If the same faults are still detected in the 1A quad-
rant, then test the ICC.

4.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 1B overheat fault that is
not cleared by testing (swapping) PWRs, then the problem may be a stuck IOC input. Swap the IOC
1A with an operational IOC. If the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

5.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate an IEC 1 fault that is not cleared
by testing (swapping) IECs, then the problem may be a stuck IOC input. Swap the IOC 1A with an op-
erational IOC. If the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

6.0 The IOC 1A and IOC 1B units both read left-side system configuration straps by strobing the number 1
CSU. If a strapping error is suspected, first test the CSU 1. Swap IOC and CSU units to isolate a
failed unit.

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5.11.2.49 IOC 1B Test Procedure

Note

The four IOCs may be swapped with each other in any combination to verify internal ICC connec-
tions and to isolate a failed unit. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. If no faults are detected by these diagnostics, then the IOC 1B is operational.

2.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 1B failure, then test the
PWR 1B. The IOC 1B diagnostics are disabled when this power module fails.

3.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate any IOC 1B failure, then swap the
IOC 1B with an operational IOC module (any IOC not listed on the LRU STATUS page). If the faults
follow the suspect IOC module, replace that IOC. If the same faults are still detected in the 1B quad-
rant, then test the ICC.

4.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 1A overheat fault that is
not cleared by testing (swapping) PWRs, then the problem may be a stuck IOC input. Swap the IOC
1B with an operational IOC. If the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

5.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicates an IEC 1 fault that is not cleared
by testing (swapping) IECs, then the problem may be a stuck IOC input. Swap the IOC 1B with an op-
erational IOC. If the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

6.0 The IOC 1A and IOC 1B units both read left-side system configuration straps by strobing the number 1
CSU. If a strapping error is suspected, first test the CSU 1. Swap IOC and CSU units to isolate a
failed unit.

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5.11.2.50 IOC 2A Test Procedure

Note

The four IOCs may be swapped with each other in any combination to verify internal ICC connec-
tions and to isolate a failed unit. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. If no faults are detected by these diagnostics, then the IOC 2A is operational.

2.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 2A failure, then test the
PWR 2A. The IOC 2A diagnostics are disabled when this power module fails.

3.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate any IOC 2A failure, then swap the
IOC 2A with an operational IOC module (any IOC not listed on the LRU STATUS page). If the faults
follow the suspect IOC module, replace that IOC. If the same faults are still detected in the 2A quad-
rant, then test the ICC.

4.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 2B overheat fault that is
not cleared by testing (swapping) PWRs, then the problem may be a stuck IOC input. Swap the IOC
2A with an operational IOC. If the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

5.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate an IEC 2 fault that is not cleared
by testing (swapping) IECs, then the problem may be a stuck IOC input. Swap the IOC 2A with an op-
erational IOC. If the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

6.0 The IOC 2A and IOC 2B units both read right-side system configuration straps by strobing the number
2 CSU. If a strapping error is suspected, first test the CSU 2. Swap IOC and CSU units to isolate a
failed unit.

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5.11.2.51 IOC 2B Test Procedure

Note

The four IOCs may be swapped with each other in any combination to verify internal ICC connec-
tions and to isolate a failed unit. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. If no faults are detected by these diagnostics, then the IOC 2B is operational.

2.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 2B failure, then test the
PWR 2B. The IOC 2B diagnostics are disabled when this power module fails.

3.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate any IOC 2B failure, then swap the
IOC 2B with an operational IOC module (any IOC not listed on the LRU STATUS page). If the faults
follow the suspect IOC module, replace that IOC. If the same faults are still detected in the 2B quad-
rant, then test the ICC.

4.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate a PWR 2A overheat fault that is
not cleared by testing (swapping) PWRs, then the problem may be a stuck IOC input. Swap the IOC
2B with an operational IOC. If the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

5.0 If the LRU STATUS and LRU DIAGNOSTIC DATA pages indicate an IEC 2 fault that is not cleared
by testing (swapping) IECs, then the problem may be a stuck IOC input. Swap the IOC 2B with an op-
erational IOC. If the fault clears, then replace the suspect IOC. Otherwise, test the ICC.

6.0 The IOC 2A and IOC 2B units both read right-side system configuration straps by strobing the number
2 CSU. If a strapping error is suspected, first test the CSU 2. Swap IOC and CSU units to isolate a
failed unit.

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5.11.2.52 LDU Test Procedure

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 Push the LAMP TEST button on the center control panel to light the panel indicators. If a lamp does
not light, suspect a burned out bulb.

3.0 Display the LRU DIAGNOSTIC DATA page showing the LDU label 350 word. Refer to Table 5-57. If
any bit 16 through 22 is set (test fail), replace the lamp driver unit.

If bit 13, 14, or 15 is set (DCU bus inactive), check the DCU-6 buses for activity. Suspect the DCU or
wiring.

4.0 Display the LRU DIAGNOSTIC DATA page showing the DCU label 352 word. Refer to Table 5-26. If
bit 13 is set (LDU input fault), check the LDU buses for activity. Suspect the LDU or wiring.

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5.11.2.53 LHP-4000 Test Procedur e

Note

The LHP-4000 contains the left side IAPS connectors (L/P1 through L/P4) and provides an I/O pro-
tection interface between internal LRM and external (non-IAPS) units. The LHP-4000 contains only
passive components and has a very low failure rate.

The LHP-4001 provides right side IAPS protection. Do not swap LHP modules to isolate a failure;
the LHPs are not identical.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. Note that the LHP-4000 does not report to the LRU STATUS page, but any
faults detected by these diagnostics should be resolved before beginning this procedure.

If a problem is suspected with any IAPS LRM, test that LRM first. If all left side IAPS units are op-
erational, then the LHP-4000 is also operational.

2.0 If a LHP-4000 failure is suspected, first check the suspect signal I/O at the IAPS connector (L/P1
through L/P4). Then refer to the IAPS system schematic and swap LRMs to isolate a LRM or LHP/ICC
failure. If swapping LRMs indicates a LHP/ICC failure, then remove the LHP and perform a visual in-
spection to help isolate the failed LHP or ICC.

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5.11.2.54 LHP-4001 Test Procedur e

Note

The LHP-4001 contains the right side IAPS connectors (R/P1 through R/P4) and provides an I/O
protection interface between internal LRM and external (non-IAPS) units. The LHP-4001 contains
only passive components and has a very low failure rate.

The LHP-4000 provides left side IAPS protection. Do not swap LHP modules to isolate a failure;
the LHPs are not identical.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. Note that the LHP-4001 does not report to the LRU STATUS page, but any
faults detected by these diagnostics should be resolved before beginning this procedure.

If a problem is suspected with any IAPS LRM, test that LRM first. If all right side IAPS units are op-
erational, then the LHP-4001 is also operational.

2.0 If a LHP-4001 failure is suspected, first check the suspect signal I/O at the IAPS connector (R/P1
through R/P4). Then refer to the IAPS system schematic and swap LRMs to isolate a LRM or
LHP/ICC failure. If swapping LRMs indicates a LHP/ICC failure, then remove the LHP and perform a
visual inspection to help isolate the failed LHP or ICC.

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5.11.2.55 MDC Test Procedure

1.0 The MDC must be operational to use the diagnostic system. The MDC outputs diagnostic pages to
both MFDs. Set the remote maintenance switch to the MFD 1 position. The MAINTENANCE MENU
page is displayed on the MFD 1. Set the remote maintenance switch to the MFD 2 position. The
MAINTENANCE MENU page is displayed on the MFD 2.

If both MFDs are blank, replace the MDC. If only one MFD is blank, swap the MFD and PFD to iso-
late the failed MFD input/airplane wiring fault.

2.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

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5.11.2.56 MFD 1 Test Procedure

Note

The MFD 1 may be swapped with any of the PFDs, MFD 2, or the EDs to verify airplane wiring and
to isolate a failed unit. Each unit will display (ED/MFD/PFD) information according to its mount
strapping.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If DISPLAY TEMP annunciates on the MFD, check the cooling fan installed in the MFD mount.

3.0 Turn the FORMAT knob (on the DCP) to select the HSI display on the MFD. This display shows navi-
gation information in a 360-degree compass rose format. Verify that the heading indication on the
MFD is valid and reasonable. If not, check the L-AHC-2 input bus. Note that radar information does
not display in the HSI format.

4.0 Turn the FORMAT knob (on the DCP) to select the sector display on the MFD. Push the RDR button
(on the DCP) to display the weather radar overlay. If radar does not display, check the WXT-1 input
bus.

Push the TFC button (on the DCP) to select the TCAS traffic display on the MFD. The TCAS traffic
map is a dynamic, heading-up pictorial that shows nearby transponder equipped airplane. If TCAS
traffic map does not display, check the TA/RA-1 input bus.

5.0 On the center reversion panel, turn the ATTD HDG switch to the 2 position (ground applied to MFD
pin P1-6J). Verify MAG 2, DG 2, or TRU 2 is annunciated on MFD, and the heading indication does
not change. If test fails check the (cross-side) R-AHC-3 input bus. Turn the ATTD HDG switch to the
NORM position.

On the center reversion panel, turn the DISP CONT switch to the 2 position (ground applied to MFD
pin P1-5K). Verify DCP 2 is annunciated on MFD 1. Check (cross-side) R-DCP-2 bus for activity if
control is not enabled. Turn the DISP CONT switch to the NORM position.

On the center reversion panel, turn the AIR DATA switch to the 2 position (ground applied to MFD pin
P1-7F). ADC 2 is annunciated only on PFD 1. Turn the AIR DATA switch to the NORM position.

6.0 Turn the left side panel reversion switch to PFD position. Verify MFD 1 now shows a PFD display and
PFD 1 is blank. Turn the reversion switch to the NORM position.

Turn the left side panel reversion switch to EICAS position. Verify MFD 1 now shows an EICAS dis-
play. Push the STEP button on ECP panel, and verify different EICAS pages are shown on MFD 1.

Turn the reversion switch to the NORM position. The reversion switch must be in the NORM position
to show the maintenance display. Set the remote maintenance switch to the MFD 1 position. Verify
MFD 1 now shows the MAINTENANCE MENU page.

If a reversion display will not appear, refer to the MFD 1 system schematic and test the configuration
input pins P1-1D, 6K, and 8H.

7.0 Display the LRU DIAGNOSTIC DATA page showing the MFD 1 label 350 word. Refer to Table 5-59.
If any bits 11 through 14 are set, check the appropriate IOC-1 input bus.

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5.11.2.57 MFD 2 Test Procedure

Note

The MFD 2 may be swapped with any of the PFDs, MFD 1, or the EDs to verify airplane wiring and
to isolate a failed unit. Each unit will display (ED/MFD/PFD) information according to its mount
strapping.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If DISPLAY TEMP annunciates on the MFD, check the cooling fan installed in the MFD mount.

3.0 Turn the FORMAT knob (on the DCP) to select the HSI display on the MFD. This display shows navi-
gation information in a 360-degree compass rose format. Verify that the heading indication on the
MFD is valid and reasonable. If not, check the R-AHC-2 input bus. Note that radar information does
not display in the HSI format.

4.0 Turn the FORMAT knob (on the DCP) to select the sector display on the MFD. Push the RDR button
(on the DCP) to display the weather radar overlay. If radar does not display, check the WXT-1 input
bus.

Push the TFC button (on the DCP) to select the TCAS traffic display on the MFD. The TCAS traffic
map is a dynamic, heading-up pictorial that shows nearby transponder equipped airplane. If TCAS
traffic map does not display, check the TA/RA-2 input bus.

5.0 On the center reversion panel, turn the ATTD HDG switch to the 1 position (ground applied to MFD
pin P1-6J). Verify MAG 1, DG 1, or TRU 1 is annunciated on MFD, and the heading indication does
not change. If test fails check the (cross-side) L-AHC-3 input bus. Turn the ATTD HDG switch to the
NORM position.

On the center reversion panel, turn the DISP CONT switch to the 1 position (ground applied to MFD
pin P1-5K). Verify DCP 1 is annunciated on MFD 2. Check (cross-side) L-DCP-2 bus for activity if con-
trol is not enabled. Turn the DISP CONT switch to the NORM position.

On the center reversion panel, turn the AIR DATA switch to the 1 position (ground applied to MFD pin
P1-7F). ADC 1 is annunciated only on PFD 2. Turn the AIR DATA switch to the NORM position.

6.0 Turn the right side panel reversion switch to PFD position. Verify MFD 2 now shows a PFD display
and PFD 2 is blank. Turn the reversion switch to the NORM position.

Turn the right side panel reversion switch to EICAS position. Verify MFD 2 now shows an EICAS dis-
play. Push the STEP button on ECP panel, and verify different EICAS pages are shown on MFD 2.

Turn the reversion switch to the NORM position. The reversion switch must be in the NORM position
to show the maintenance display. Set the remote maintenance switch to the MFD 2 position. Verify
MFD 2 now shows the MAINTENANCE MENU page.

If a reversion display will not appear, refer to the MFD 2 system schematic and test the configuration
input pins P1-1D, 6K, and 8H.

7.0 Refer to Table 5-59. Display the LRU DIAGNOSTIC DATA page showing the MFD 2 label 350 word.
If any bits 11 through 14 are set, check the appropriate IOC-1 input bus.

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5.11.2.58 PFD 1 Test Procedure

Note

The PFD 1 may be swapped with any of the MFDs, PFD 2, or the EDs to verify airplane wiring and
to isolate a failed unit. Each unit will display (ED/MFD/PFD) information according to its mount
strapping.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 Display the LRU DIAGNOSTIC DATA page showing the PFD 1 label 350 word. Refer to Table 5-62.
If any bits 11 through 14 are set, check the appropriate IOC-1 input bus.

3.0 If DISPLAY TEMP annunciates on the PFD, check the cooling fan installed in the PFD mount.

4.0 Verify that the heading indication on the PFD is valid and reasonable. If not, check the L-AHC-2 input
bus.

On the center reversion panel, turn the ATTD HDG switch to the 2 position (ground applied to PFD
pin P1-6J). Verify MAG 2, DG 2, or TRU 2 is annunciated on PFD, and the heading indication does not
change. If test fails check the (cross-side) R-AHC-3 input bus. Turn the ATTD HDG switch to the
NORM position.

5.0 Turn the BARO set knob (on ARP 1) to set the barometric pressure display on the PFD. Verify that the
baro pressure, altitude, and airspeed indication on the PFD is valid and reasonable. If not, check the
L-ADC-3 input bus.

On the center reversion panel, turn the AIR DATA switch to the 2 position (ground applied to PFD pin
P1-7F). ADC 2 is annunciated on PFD 1. If not, check the (cross-side) R-ADC-2 input bus. Turn the
AIR DATA switch to the NORM position.

6.0 Turn the NAV SOURCE knob (on the DCP). Verify the possible NAV SOURCES are shown on the
PFD. If not, check the L-DCP-1 input bus.

On the center reversion panel, turn the DISP CONT switch to the 2 position (ground applied to PFD
pin P1-5K). Verify DCP 2 is annunciated on PFD 1. Check (cross-side) R-DCP-2 bus for activity if con-
trol is not enabled. Turn the DISP CONT switch to the NORM position.

7.0 Turn the left side panel reversion switch to the PFD position. Verify MFD 1 now shows a PFD display
and PFD 1 is blank. Turn the reversion switch to the NORM position.

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 maintenance 523-0776290

5.11.2.59 PFD 2 Test Procedure

Note

The PFD 2 may be swapped with any of the MFDs, PFD 1, or the EDs to verify airplane wiring and
to isolate a failed unit. Each unit will display (ED/MFD/PFD) information according to its mount
strapping.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 Display the LRU DIAGNOSTIC DATA page showing the PFD 1 label 350 word. Refer to Table 5-62.
If any bits 11 through 14 are set, check the appropriate IOC-1 input bus.

3.0 If DISPLAY TEMP annunciates on the PFD, check the cooling fan installed in the PFD mount.

4.0 Verify that the heading indication on the PFD is valid and reasonable. If not, check the R-AHC-2 input
bus.

On the center reversion panel, turn the ATTD HDG switch to the 1 position (ground applied to PFD
pin P1-6J). Verify MAG 1, DG 1, or TRU 1 is annunciated on PFD, and the heading indication does not
change. If test fails check the (cross-side) L-AHC-3 input bus. Turn the ATTD HDG switch to the
NORM position.

5.0 Turn the BARO set knob (on ARP 2) to set the barometric pressure display on the PFD. Verify that the
baro pressure, altitude, and airspeed indication on the PFD is valid and reasonable. If not, check the
R-ADC-3 input bus.

On the center reversion panel, turn the AIR DATA switch to the 1 position (ground applied to PFD pin
P1-7F). ADC 1 is annunciated on PFD 2. If not, check the (cross-side) L-ADC-2 input bus. Turn the
AIR DATA switch to the NORM position.

6.0 Turn the NAV SOURCE knob (on DCP 2). Verify the possible NAV SOURCES are shown on the PFD.
If not, check the R-DCP-1 input bus.

On the center reversion panel, turn the DISP CONT switch to the 1 position (ground applied to PFD
pin P1-5K). Verify DCP 1 is annunciated on PFD 2. Check (cross-side) L-DCP-2 bus for activity if con-
trol is not enabled. Turn the DISP CONT switch to the NORM position.

7.0 Turn the right side panel reversion switch to the PFD position. Verify MFD 2 now shows a PFD dis-
play and PFD 2 is blank. Turn the reversion switch to the NORM position.

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5.11.2.60 PWR 1A Test Procedure

Note

The four PWRs may be swapped with each other in any combination to verify internal ICC connec-
tions, to isolate a failed unit, and to provide a known-good power source to resident LRMs in that
quadrant of the IAPS. When swapping PWRs, remember that the PWR 1B powers the diagnostic
system. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. If no power faults are detected by these diagnostics, then the PWR 1A
is operational.

Note

The PWR 1A supplies primary power to the IOC 1A, FCC 1, and FCP isolation power.

2.0 If PWR 1A OVERHEATED displays on the LRU STATUS page, a PWR 1A overheat condition is de-
tected. Check the left-side IEC cooling fan.

Green LEDs on the PWR module identify the condition of the PWR module.

LED OFF FAILURE

CTRL No +28 V dc power on L/P4-H to the 1A quadrant or IEC has shutdown below -40 ° C.
+5 OUT Internal fault in the PWR or an IAPS module has caused the under/overvoltage moni-
tor to trip.
+5 ISO Internal fault in the PWR module or external fault in the FCP has shutdown the ISO
+5 V dc output.
+12 AUX Not used.

If the IAPS environment is normal, swap the PWR 1A with an operational PWR module (any PWR not
listed on the LRU STATUS page). If the problem does not clear or follow the PWR, test the IOC 1B.

3.0 If PWR 1A NO OUTPUT displays on the LRU STATUS page, a PWR 1A failure is detected. First
check the FCS A circuit breaker and verify that all LEDs on the PWR 1A module are lit. If the CTRL
LED is not lit, check that power is applied to ICC pin L/P4-H. Swap PWRs to isolate a failed PWR or
ICC.

4.0 If the LRU STATUS page indicates a FCP fault, check for +5-V dc on ICC pin L/P2-13/12 (FCP ISOL
1A). If power is not present and +5 ISO LED is not lit, swap PWRs to isolate a failed PWR or ICC.

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5.11.2.61 PWR 1B Test Procedure

Note

The four PWRs may be swapped with each other in any combination to verify internal ICC connec-
tions, to isolate a failed unit, and to provide a known-good power source to resident LRMs in that
quadrant of the IAPS. When swapping PWRs, remember that the PWR 1B powers the diagnostic
system. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. If no power faults are detected by these diagnostics, then the PWR 1B
is operational.

Note

The PWR 1B supplies primary power to the IOC 1B, FMC 1, and MDC.

2.0 If PWR 1B OVERHEATED displays on the LRU STATUS page, a PWR 1B overheat condition is de-
tected. Check the left-side IEC cooling fan.

Green LEDs on the PWR module identify the condition of the PWR module.

LED OFF FAILURE

CTRL No +28 V dc power on L/P4-K to the 1B quadrant or IEC has shutdown below -40 ° C.
+5 OUT Internal fault in the PWR or an IAPS module has caused the under/overvoltage moni-
tor to trip.
+5 ISO Not used in quadrant 1B.
+12 AUX Not used.

If the IAPS environment is normal, swap the PWR 1B with an operational PWR module (any PWR not
listed on the LRU STATUS page). If the problem does not clear or follow the PWR, test the IOC 1A.

3.0 If PWR 1B NO OUTPUT displays on the LRU STATUS page, a PWR 1B failure is detected. First
check the FMS A circuit breaker and verify that all LEDs on the PWR 1B module are lit. If the CTRL
LED is not lit, check that power is applied to ICC pin L/P4-K. Swap PWRs to isolate a failed PWR or
ICC.

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5.11.2.62 PWR 2A Test Procedure

Note

The four PWRs may be swapped with each other in any combination to verify internal ICC connec-
tions, to isolate a failed unit, and to provide a known-good power source to resident LRMs in that
quadrant of the IAPS. When swapping PWRs, remember that the PWR 1B powers the diagnostic
system. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. If no power faults are detected by these diagnostics, then the PWR 2A
is operational.

Note

The PWR 2A supplies primary power to the IOC 2A, FCC 2, and FCP isolation power.

2.0 If PWR 2A OVERHEATED displays on the LRU STATUS page, a PWR 2A overheat condition is de-
tected. Check the right-side IEC cooling fan.

Green LEDs on the PWR module identify the condition of the PWR module.

LED OFF FAILURE

CTRL No +28 V dc power on R/P4-H to the 2A quadrant or IEC has shutdown below -40 ° C.
+5 OUT Internal fault in the PWR or an IAPS module has caused the under/overvoltage moni-
tor to trip.
+5 ISO Internal fault in the PWR module or external fault in the FCP has shutdown the ISO
+5 V dc output.
+12 AUX Not used.

If the IAPS environment is normal, swap the PWR 2A with an operational PWR module (any PWR not
listed on the LRU STATUS page). If the problem does not clear or follow the PWR, test the IOC 2B.

3.0 If PWR 2A NO OUTPUT displays on the LRU STATUS page, a PWR 2A failure is detected. First
check the FCS B circuit breaker and verify that all LEDs on the PWR 2A module are lit. If the CTRL
LED is not lit, check that power is applied to ICC pin R/P4-H. Swap PWRs to isolate a failed PWR or
ICC.

4.0 If the LRU STATUS page indicates a FCP fault, check for +5-V dc on ICC pin R/P2-13/12 (FCP ISOL
2A). If power is not present and +5 ISO LED is not lit, swap PWRs to isolate a failed PWR or ICC.

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5.11.2.63 PWR 2B Test Procedure

Note

The four PWRs may be swapped with each other in any combination to verify internal ICC connec-
tions, to isolate a failed unit, and to provide a known-good power source to resident LRMs in that
quadrant of the IAPS. When swapping PWRs, remember that the PWR 1B powers the diagnostic
system. Refer to ESDS caution in paragraph 5.11.2.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. If no power faults are detected by these diagnostics, then the PWR 2B
is operational.

Note

The PWR 2B supplies primary power to the IOC 2B and FMC 2.

2.0 If PWR 2B OVERHEATED displays on the LRU STATUS page, a PWR 2B overheat condition is de-
tected. Check the right-side IEC cooling fan.

Green LEDs on the PWR module identify the condition of the PWR module.

LED OFF FAILURE

CTRL No +28 V dc power on R/P4-K to the 2B quadrant or IEC has shutdown below -40 ° C.
+5 OUT Internal fault in the PWR or an IAPS module has caused the under/overvoltage moni-
tor to trip.
+5 ISO Not used in quadrant 2B.
+12 AUX Not used.

If the IAPS environment is normal, swap the PWR 2B with an operational PWR module (any PWR not
listed on the LRU STATUS page). If the problem does not clear or follow the PWR, test the IOC 2A.

3.0 If PWR 2B NO OUTPUT displays on the LRU STATUS page, a PWR 2B failure is detected. First
check the FMS B circuit breaker and verify that all LEDs on the PWR 2B module are lit. If the LEDs
are not lit, check that power is applied to ICC pin R/P4-K. Swap PWRs to isolate a failed PWR or ICC.

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5.11.2.64 RAC 1 Test Procedure

Note

The number 1 ALT and RAC must both be operational to provide radio altitude information to most
avionics units.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation.

If the LRU STATUS page shows a radio altimeter fault, test ALT 1.

If the LRU DIAGNOSTIC DATA page shows a RADIO ALT CONV fault, check the circuit breaker and
verify that RAC 1 power is supplied as follows: +28-V dc is applied RAC 1 pin P1-17; -15-V dc is applied
from ALT 1 pin P1-51 to RAC 1 pin P1-31. Power ground is at RAC 1 pins P1-9 and P1-33. If power is
present and diagnostic page shows an RAC fault, replace the RAC 1.

2.0 If not already done, test the ALT 1 before continuing this procedure. This unit must be operational to
completely test the RAC 1.

3.0 Be sure the autopilot is not engaged.

4.0 Push and hold the (radio altitude) RA TEST switch on the left ARP. Verify the left PFD displays 50-
foot radio altitude. Release RA TEST switch.

5.0 Perform this test only if a radio altitude test failed (step 4.0). Otherwise go to step 6.0.

First, verify that a ground is applied to RAC 1 pin P1-40 during test. If not, refer to the RAC 1 system
schematic.

Verify that a ground is applied from RAC 1 pin P1-29 to ALT 1 pin P1-25 during test. If not, replace
the RAC 1.

Verify that the voltage differential at RAC 1 pin P1-34 (+) to P1-1 (-) is +1.360 to +1.440 V dc during
test. If ALT voltage is correct, replace the RAC 1. If voltage is not correct, check the ALT/RAC wiring.

6.0 If a FCS WARN problem is suspected, verify that an open circuit is applied from ALT 1 pin P1-8 to
RAC 1 pin P1-23 when radio altitude is off-scale or when in test mode.

7.0 If a problem is suspected with the L-RAC-1 bus output to the IAPS concentrators, check for bus activity
at RAC 1 pins P1-2/3.

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5.11.2.65 RAC 2 Test Procedure

Note

The number 2 ALT and RAC must both be operational to provide radio altitude information to most
avionics units.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation.

If the LRU STATUS page shows a radio altimeter fault, test ALT 2.

If the LRU DIAGNOSTIC DATA page shows a RADIO ALT CONV fault, check the circuit breaker and
verify that RAC 2 power is supplied as follows: +28-V dc is applied RAC 2 pin P1-17; -15-V dc is applied
from ALT 2 pin P1-51 to RAC 2 pin P1-31. Power ground is at RAC 2 pins P1-9 and P1-33. If power is
present and diagnostic page shows an RAC fault, replace the RAC 2.

2.0 If not already done, test the ALT 2 before continuing this procedure. This unit must be operational to
completely test the RAC 2.

3.0 Be sure the autopilot is not engaged.

4.0 Push and hold the (radio altitude) RA TEST switch on the right ARP. Verify the right PFD displays
50-foot radio altitude. Release RA TEST switch.

5.0 Perform this test only if a radio altitude test failed (step 4.0). Otherwise go to step 6.0.

First, verify that a ground is applied to RAC 2 pin P1-40 during test. If not, refer to the RAC 2 system
schematic.

Verify that a ground is applied from RAC 2 pin P1-29 to ALT 1 pin P1-25 during test. If not, replace
the RAC 2.

Verify that the voltage differential at RAC 2 pin P1-34 (+) to P1-1 (-) is +1.360 to +1.440 V dc during
test. If ALT voltage is correct, replace the RAC 2. If voltage is not correct, check the ALT/RAC wiring.

6.0 If a FCS WARN problem is suspected, verify that an open circuit is applied from ALT 2 pin P1-8 to
RAC 2 pin P1-23 when radio altitude is off-scale or when in test mode.

7.0 If a problem is suspected with the R-RAC-1 bus output to the IAPS concentrators, check for bus activ-
ity at RAC 2 pins P1-2/3.

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5.11.2.66 RTA Test Procedure

Warning

The area within the scan arc and within 0.65 meters (2 feet) of an operating RTA Weather Radar
System constitutes a hazardous area. Do not operate the system in any mode other than standby
(STBY) or test (TEST) when the antenna might scan over personnel within that range. Never turn
on the transmitter while in a hanger. FAA Advisory Circular 20-68B, or superseding documents,
provide additional details regarding the radiation hazards associated with ground operation of air-
borne weather radar.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation.

Note that the RTA reports diagnostics through the MFD display. The WXT-1 output bus from the RTA
is applied to the left and right side MFDs. The MFD then supplies this information on the MFD-1 bus
through IOCs to the diagnostic system. If the MFD fails, diagnostics stop monitoring the RTA.

On both WXPs, turn the mode select knob to the TEST position. If the LRU STATUS page shows an
OFF/NO OUTPUT fault, check the RTA circuit breaker and verify that power is applied to RTA pins
P1-17, 18, and 36. Power ground is at RTA pins P1-19 and 37. Check for a ground enable at RTA pin
P1-16.

2.0 On both DCPs, push the RDR button to select the radar display and verify the radar test pattern ap-
pears on the MFD displays. Turn the DCP RANGE knob and verify that the radar display range
changes.

3.0 On both WXPs, turn the TILT knob and verify the tilt angle is shown on the MFDs.

If test fails, check the WXP-1, DCP-1, MFD-1, LB-GP BUS 3, and RB-GP BUS 3 data buses. These
buses provide control information from the WXP through the DCP, MFD, and IAPS concentrators, and
then to the RTA.

4.0 Tow the airplane outside and remove the radome. Select WX or GND MAP mode, and from a distance
verify smooth scan and tilt mechanical motion. Turn the TILT knob on the WXP and check for vertical
tilt (and zero) response. If necessary, clean and lubricate the RTA according to paragraph 5.2.1.

Select weather display and 10 mile range on the MFD. Verify that a target displays on the MFD. Ad-
just the WXP TILT control between +15 and -5 degrees. Observe that close in ground targets appear at
the lower tilt settings and any local detectable weather appears at the higher tilt settings. Turn the
WXP gain knob and verify that target size/intensity changes with gain (+ GAIN = increased size and
intensity).

Remove airplane power and reinstall the radome.

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5.11.2.67 RTU 1 Test Procedure

Note

The two RTUs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If the RTU 1 is completely dead, check circuit breakers and verify that power is applied to pins P1-98
and P1-99. If power is present, replace RTU 1.

3.0 Use the left RTU to tune the VHF COM, VOR 1, TDR 1 (transponder code), and ADF 1 radios. Verify
that each radio retunes by monitoring the ACTIVE frequency displayed on RTU 1.

If a radio will not retune, test that radio. If none of the (left side) radios retune, check the L-RTU-2
output bus and the RTU reversion switches. Swap RTUs to isolate the fault.

Note that the RTU receives IOC strapping words to determine radio tuning configuration for the avi-
onics system. These strapping words define the radios installed in the airplane and extended fre-
quency options. If the RTU radio type displays are not correct, verify the CSU strapping.

4.0 Set the remote FMS TUNE switch to NORM. Use the CDU to retune the VHF COM radio. Verify that
the left RTU displays the new VHF frequency/channel. If the RTU does not respond, verify that
ground is applied to pin P1-49 (RMT TUNE ENABLE) and check the LA-GP BUS 1, LB-GP BUS 2,
RA-GP BUS 1, and RB-GP BUS 2 input data buses.

Set the remote FMS TUNE switch to INHIBIT. Repeat step 4.0 and verify that the RTU does not re-
spond to a new frequency from the CDU. If test fails, verify that an open is applied to pin P1-49 (RMT
TUNE ENABLE). Then set FMS TUNE switch to NORM.

5.0 Push the RTU1 INHB reversion switch (RTU1 INHB button lights) and verify that the left RTU dis-
play blanks. If test fails, verify that a ground is applied to pin P1-58 (L-RTU DISABLE CMD). Push
the RTU1 INHB reversion switch again and verify the RTU1 INHB button is extinguished.

6.0 Push the RTU2 INHB reversion switch (RTU2 INHB button lights). Push the 1/2 button on the left
RTU (select VHF 2, etc) and verify that the left RTU can retune the right side radios. If test fails, ver-
ify that a ground is applied to pin P1-48 (XRTU DISABLED MSG), check the RA-GP BUS 1 and RB-
GP BUS 2 input data bus, and check the L-RTU-1 output data bus. Push the RTU2 INHB reversion
switch again and verify the RTU2 INHB button is extinguished.

7.0 If a problem is suspected with the remote external switches, test the radio using that function. If the
test fails, verify wiring to the RTU as follows:

The remote ATC select switch applies a ground to pin P1-74 for ATC standby mode. A ground on pin
P1-32 selects TDR 2. An open on both pins selects TDR 1.

The AIR DATA reversion switch set to ADC 2 position applies a ground to pin P1-79 and the RTU de-
selects the ADC 1 altitude data. The AIR DATA reversion switch set to ADC 1 position applies a
ground to pin P1-63 and the RTU deselects the ADC 2 altitude data.

The (optional) remote IDENT button applies a momentary ground to pin P1-27.

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8.0 Set the CTL mode switch to ON. Use the CTL to retune the COM 1 and NAV 1 radios. Verify that the
left RTU displays the new VHF frequency/channel and STBY annunciates over the COM 1 and NAV 1
frequencies. If the RTU does not respond, verify that ground is applied to pin P1-50 (CTL TUNING)
and check the CTL CSDB-1 AND CTL CSDB-2 output data buses. Set the CTL mode switch to STBY.

9.0 If a problem is suspected with any RTU pushbutton, test the radio using that function. If the test fails,
swap units to isolate the failed RTU or radio.

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5.11.2.68 RTU 2 Test Procedure

Note

The two RTUs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If the RTU 2 is completely dead, check circuit breakers and verify that power is applied to pins P1-98
and P1-99. If power is present, replace RTU 2.

3.0 Use the right RTU to tune the VHF COM 2, VOR 2, TDR 2 (transponder code), and ADF 2 radios.
Verify that each radio retunes by monitoring the ACTIVE frequency displayed on RTU 2.

If a radio will not retune, test that radio. If none of the (right side) radios retune, check the R-RTU-2
output bus and the RTU reversion switches. Swap RTUs to isolate the fault.

Note that the RTU receives IOC strapping words to determine radio tuning configuration for the avi-
onics system. These strapping words define the radios installed in the airplane and extended fre-
quency options. If the RTU radio type displays are not correct, verify the CSU strapping.

4.0 Set the remote FMS TUNE switch to NORM. Use the CDU to retune the VHF COM radio. Verify that
the right RTU displays the new VHF frequency/channel. If the RTU does not respond, verify that
ground is applied to pin P1-49 (RMT TUNE ENABLE) and check the LA-GP BUS 1, LB-GP BUS 2,
RA-GP BUS 1, and RB-GP BUS 2 input data buses.

Set the remote FMS TUNE switch to INHIBIT. Repeat step 4.0 and verify that the RTU does not re-
spond to a new frequency from the CDU. If test fails, verify that an open is applied to pin P1-49 (RMT
TUNE ENABLE). Then set remote FMS TUNE switch to NORM.

5.0 Push the RTU2 INHB reversion switch (RTU2 INHB button lights) and verify that the right RTU dis-
play blanks. If test fails, verify that a ground is applied to pin P1-58 (R-RTU DISABLE CMD). Push
the RTU2 INHB reversion switch again and verify the RTU2 INHB button is extinguished.

6.0 Push the RTU1 INHB reversion switch (RTU1 INHB button lights). Push the 1/2 button on the right
RTU (select VHF 1, etc) and verify that the right RTU can retune the left side radios. If test fails, ver-
ify that a ground is applied to pin P1-48 (XRTU DISABLED MSG), check the LA-GP BUS 1 and LB-GP
BUS 2 input data bus, and check the R-RTU-1 output data bus. Push the RTU1 INHB reversion
switch again and verify the RTU1 INHB button is extinguished.

7.0 If a problem is suspected with the remote external switches, test the radio using that function. If the
test fails, verify wiring to the RTU as follows:

The remote ATC select switch applies a ground to pin P1-74 for ATC STANDBY mode. A ground on
pin P1-32 selects TDR 2. An open on both pins selects TDR 1.

The AIR DATA reversion switch set to ADC 2 position applies a ground to pin P1-79 and the RTU de-
selects the ADC 1 altitude data. The AIR DATA reversion switch set to ADC 1 position applies a
ground to pin P1-63 and the RTU deselects the ADC 2 altitude data.

The (optional) remote IDENT button applies a momentary ground to pin P1-27.

8.0 If a problem is suspected with any RTU pushbutton, test the radio using that function. If the test fails,
swap units to isolate the failed RTU or radio.

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5.11.2.69 SVO (Aileron) Test Proce dure

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the SVO does not report to the LRU STATUS page, but any
faults detected by these diagnostics should be resolved before beginning this procedure.

Note

Both FCCs operate together to drive each servo. If an autopilot/servo problem is suspected, first test
the two FCCs and investigate all nonzero REPORT MODE codes per paragraph 5.10.12.1. Be cer-
tain both FCCs are operational before replacing any servo.

2.0 Verify the control wheel moves freely in a left/right direction. If not, check the servo mount control
linkage. Center the control wheel.

3.0 Engage the yaw dampers and the autopilot. Verify that AP engage indicators light, and the control
wheel resists forced movement.

If the autopilot will not engage, test the FCCs. Note that at least one yaw damper must be engaged be-
fore the autopilot will engage.

If the control wheel moves easily, verify that +28-V dc is applied from FCP P2-k to SVO pin P1-C (AIL
ENG CLUTCH) while the autopilot is engaged. If not, check airplane wiring and test the FCP.

4.0 Select HDG mode on FCP, then turn the HDG knob clockwise. Verify that the control wheel moves
right. Push the heading SYNC button, verify the heading bug moves to the lubber line and the control
wheel returns to center. The ailerons should respond accordingly.

If test fails, check the servo mount control linkage and the airplane wiring. If linkage and wiring are
correct, replace the aileron (roll) SVO.

5.0 Disengage the autopilot. Verify that the control wheel moves freely.

6.0 An alternate way to test the aileron SVO is provided below.

Put both FCCs into FCS DIAGNOSTICS, and select the OUTPUT MODE on both sides. If necessary,
set the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the AILCUT parameter
to FALSE.

Engage the autopilot.

Display the AILCMD parameter, and put the cursor on this line. Push the left or right FD buttons on
the FCP to apply a servo command output. Verify that the control wheel and the ailerons respond.

The aileron position is shown on the EICAS data page labeled FLIGHT CONTROLS. Push the F/CTL
button on the ECP. The FLIGHT CONTROLS data page is shown on ED 2.

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5.11.2.70 SVO (Elevator) Test Proc edure

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the SVO does not report to the LRU STATUS page, but any
faults detected by these diagnostics should be resolved before beginning this procedure.

Note

Both FCCs operate together to drive each servo. If an autopilot/servo problem is suspected, first test
the two FCCs and investigate all nonzero REPORT MODE codes per paragraph 5.10.12.1. Be cer-
tain that both FCCs are operational before replacing any servo.

2.0 Verify that the control wheel moves freely in a fore/aft direction. If not, check the servo mount control
linkage. Center the control wheel.

3.0 Engage the yaw dampers and the autopilot. Verify that AP engage indicators light, and the control
wheel resists forced movement.

If the autopilot will not engage, test the FCCs. Note that at least one yaw damper must be engaged be-
fore the autopilot will engage.

If the control wheel moves easily, verify that +28-V dc is applied from FCP P1-k to SVO pin P1-E
(ELEV ENG CLUTCH) while the autopilot is engaged. If not, check airplane wiring and test the FCP.

4.0 Turn the FCP pitch wheel forward, and then backward. Verify that the control wheel moves forward
and then backward. The elevators should respond accordingly.

If test fails, check the servo mount control linkage and the airplane wiring. If linkage and wiring are
correct, replace the elevator (pitch) SVO.

5.0 Disengage the autopilot. Verify that the control wheel moves freely.

6.0 An alternate way to test the elevator SVO is provided below.

Put both FCCs into FCS DIAGNOSTICS, and select the OUTPUT MODE on both sides. If necessary,
set the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the ELECUT parame-
ter to FALSE.

Engage the autopilot.

Display the ELECMD parameter, and put the cursor on this line. Push the left or right FD buttons on
the FCP to apply a servo command output. Verify that the control wheel and the elevators respond.

The elevator position is shown on the EICAS data page labeled FLIGHT CONTROLS. Push the F/CTL
button on the ECP. The FLIGHT CONTROLS data page is shown on ED 2.

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5.11.2.71 SVL 1 (Rudder) Test Pro cedure

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the SVL does not report to the LRU STATUS page, but any
faults detected by these diagnostics should be resolved before beginning this procedure.

Note

Each FCC operates one linear actuator (SVL). If a yaw damper/servo problem is suspected, first test
the two FCCs and investigate all nonzero REPORT MODE codes. Be certain that both FCCs are op-
erational before replacing any servo.

2.0 Verify that the rudder pedals move freely in both directions. If not, check the control linkage. The
SVL is a linear actuator and does not move the rudder pedals.

3.0 Engage the number 1 yaw damper. If the yaw damper will not engage, refer to the FCS system sche-
matic and check the yaw damper panel inputs and outputs.

Verify that +28-V dc (YD MON A) is applied from FCC L/P2-57 through YD 1 ENGAGE button to hold
engage relay closed.

Number 1 +28-V dc power input is applied through engage relay to SVL 1 P1-L (YD 1 ENGAGE, re-
leases brake).

SW +28-V dc A from FCP P1-C is applied through engage relay to FCC 1 L/P2-34 (YD ENG LEVER UP
A) and FCC 2 R/P2-33 (YD ENG LEVER UP A).

Number 1 +28-V dc power input is applied to SVL 1 P1-G (PWR).

4.0 Put both FCCs into FCS DIAGNOSTICS, and select the OUTPUT MODE on both sides. If necessary,
set the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the RUDCUT parame-
ter to FALSE.

Engage the number 1 yaw damper and autopilot.

Display the RUDCMD parameter, and put the cursor on this line. Push the left or right FD buttons on
the FCP to apply a servo command output. Verify that the rudder control surface responds.

The rudder position is shown on the EICAS data page labeled FLIGHT CONTROLS. Push the F/CTL
button on the ECP. The FLIGHT CONTROLS data page is shown on ED 2.

If the rudder does not move, check the YD DRIVE A (FCC 1 L/P2-9/10) signal, the YD POSITION A
(FCC 1 L/P2-2/1) signal, and airplane wiring to the SVL 1.

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5.11.2.72 SVL 2 (Rudder) Test Pro cedure

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot. Note that the SVL does not report to the LRU STATUS page, but any
faults detected by these diagnostics should be resolved before beginning this procedure.

Note

Each FCC operates one linear actuator (SVL). If a yaw damper/servo problem is suspected, first test
the two FCCs and investigate all nonzero REPORT MODE codes. Be certain that both FCCs are op-
erational before replacing any servo.

2.0 Verify that the rudder pedals move freely in both directions. If not, check the control linkage. The
SVL is a linear actuator and does not move the rudder pedals.

3.0 Engage the number 2 yaw damper. If the yaw damper will not engage, refer to the FCS system sche-
matic and check the yaw damper panel inputs and outputs.

Verify that +28-V dc (YD MON B) is applied from FCC R/P2-57 through YD 2 ENGAGE button to hold
engage relay closed.

Number 2 +28-V dc power input is applied through engage relay to SVL 2 P1-L (YD 2 ENGAGE, re-
leases brake).

SW +28-V dc B from FCP P2-C is applied through engage relay to FCC 2 R/P2-34 (YD ENG LEVER
UP B) and FCC 1 L/P2-33 (YD ENG LEVER UP B).

Number 2 +28-V dc power input is applied to SVL 2 P1-G (PWR).

4.0 Put both FCCs into FCS DIAGNOSTICS, and select the OUTPUT MODE on both sides. If necessary,
set the 65APMN, 86APMN, 65YDMN, and 86YDMN parameters to TRUE; set the RUDCUT parame-
ter to FALSE.

Engage the number 2 yaw damper and autopilot.

Display the RUDCMD parameter, and put the cursor on this line. Push the left or right FD buttons on
the FCP to apply a servo command output. Verify that the rudder control surface responds.

The rudder position is shown on the EICAS data page labeled FLIGHT CONTROLS. Push the F/CTL
button on the ECP. The FLIGHT CONTROLS data page is shown on ED 2.

If the rudder does on move, check the YD DRIVE B (FCC 2 R/P2-9/10) signal, the YD POSITION B
(FCC 2 R/P2-2/1) signal, and airplane wiring to the SVL 2.

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5.11.2.73 TDR 1 Test Procedure

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If necessary, set the ATC select switch to 1 so that ATC1 (not STBY or ATC2) appears on the RTU ATC
display line.

Note

Transponder operation may be tested with help from the local control tower. Check proper mode-A
(ident), mode-C (altitude), and mode-S (select) transmissions at various ATC codes.

On the ATC mode page, select ALT OFF (mode-C no altitude) or ON ALT (mode-C) operation. Mode-
S operation is automatic. The mode-S airplane identification is set by strapping in the interconnect.
Each airplane “N” number has unique straps; contact the local FAA office for strapping details.

3.0 Select the ATC mode page on the left RTU. Then push RTU 1 IDENT button. Check that the identifi-
cation annunciator (ID) momentarily appears on the RTU.

4.0 Push the right RTU IDENT button. Check that the identification annunciator (ID) momentarily ap-
pears on the left RTU.

5.0 Check that the ALT display line on the ATC mode page shows a reasonable altitude. This is the uncor-
rected barometric altitude (transmitted in mode-C), and may not exactly agree with the corrected
barometric altitude displayed on left PFD.

6.0 If a problem is suspected with the RTU transponder controls or with the TDR transmitter, operate
each control and check response with the local tower:

Push the IDENT button on the RTU 1 (or remote IDENT button) to “squawk ident.” This is a mode-A
transmission.

Set the ATC select switch to STBY, RTU displays STBY (not ATC1 or ATC2), and verify that the TDR
cannot transmit. Set the ATC select switch to TDR 1, verify the TDR can now transmit replies. Check
with the local tower/air traffic controller to verify mode-A, mode-C, and mode-S transmissions. Refer to
notes on this page.

7.0 Display the LRU DIAGNOSTIC DATA page showing the TDR 1 word on the MFD. Refer to Table
5-82. Verify that bit 28 is not set. If bit 28 is set, check the TCAS TTR-TX-1 input bus.

8.0 Display the LRU DIAGNOSTIC DATA page showing the TCAS computer word on the MFD. Refer to
Table 5-81. Verify that bit 16 is not set. If bit 16 is set, check the L-TDR-XT output bus to the TTR.

9.0 If a L-band suppression problem is suspected, check that a blanking pulse is applied from pin P1-29
when TDR 1 transmits.

10.0 If an antenna problem is suspected, use a ramp tester to isolate a top/bottom antenna failure.

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5.11.2.74 TDR 2 Test Procedure

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 If necessary, set the ATC select switch to 2 so that ATC2 (not STBY or ATC1) appears on the RTU ATC
display line.

Note

Transponder operation may be tested with help from the local control tower. Check proper mode-A
(ident), mode-C (altitude), and mode-S (select) transmissions at various ATC codes.

On the ATC mode page, select ALT OFF (mode-C no altitude) or ON ALT (mode-C) operation. Mode-S
operation is automatic. The mode-S airplane identification is set by strapping in the interconnect.
Each airplane “N” number has unique straps; contact the local FAA office for strapping details.

3.0 Select the ATC mode page on the right RTU. Then push RTU 2 IDENT button. Check that the identi-
fication annunciator (ID) momentarily appears on the right RTU.

4.0 Push the left RTU IDENT button. Check that the identification annunciator (ID) momentarily ap-
pears on the left RTU.

5.0 Check that the ALT display line on the ATC mode page shows a reasonable altitude. This is the uncor-
rected barometric altitude (transmitted in mode-C), and may not exactly agree with the corrected
barometric altitude displayed on right PFD.

6.0 If a problem is suspected with the RTU transponder controls or with the TDR transmitter, operate
each control and check response with the local tower:

Push the IDENT button on the RTU 2 (or remote IDENT button) to “squawk ident.” This is a mode-A
transmission.

Set the ATC select switch to STBY, RTU displays STBY (not ATC1 or ATC2), and verify that the TDR
cannot transmit. Set the ATC select switch to TDR 2, verify the TDR can now transmit replies. Check
with the local tower/air traffic controller to verify mode-A, mode-C, and mode-S transmissions. Refer to
notes on this page.

7.0 Display the LRU DIAGNOSTIC DATA page showing the TDR 2 word on the MFD. Refer to Table
5-82. Verify that bit 28 is not set. If bit 28 is set, check the TCAS TTR-TX-2 input bus.

8.0 Display the LRU DIAGNOSTIC DATA page showing the TCAS computer word on the MFD. Refer to
Table 5-81. Verify that bit 17 is not set. If bit 17 is set, check the R-TDR-XT output bus to the TTR.

9.0 If a L-band suppression problem is suspected, check that a blanking pulse is applied from pin P1-29
when TDR 2 transmits.

10.0 If an antenna problem is suspected, use a ramp tester to isolate a top/bottom antenna failure.

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5.11.2.75 TTR (and TRE) Test Pro cedure

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

Note that the TTR reports diagnostics through the PFD and MFD displays. The TCAS-TA/RA-1 out-
put bus from the TTR is applied to PFD 1 and MFD 1. The TCAS-TA/RA-2 output bus from the TTR is
applied to PFD 2 and MFD 2. The PFDs and MFDs then supply this information through IOCs to the
diagnostic system.

2.0 Display the LRU DIAGNOSTIC DATA page showing the TCAS word on the MFD. Refer to Table 5-81.
If bit 16 or 17 is set, check the L-TDR-XT bus from TDR 1 to the TTR or check the R-TDR-XT bus from
TDR 2 to the TTR. If bit 12 is set, replace the TRE top antenna. If bit 13 is set, replace the bottom an-
tenna.

Display the LRU DIAGNOSTIC DATA page showing the TDR 1 word on the MFD. Refer to Table
5-82. Verify that bit 28 is not set. If bit 28 is set, check the TTR-TX-1 bus input to the transponder.
Display the LRU DIAGNOSTIC DATA page showing the TDR 2 word on the MFD. Verify that bit 28
is not set. If bit 28 is set, check the TTR-TX-2 bus input to the transponder.

3.0 On the DCP, push the TFC key to display the TCAS traffic map on the MFD. Turn the RANGE knob
on the DCP to select the 5 mile display range.

4.0 Turn the ATC select switch to the STBY position. Verify that TCAS OFF annunciates on the MFD.

5.0 On the left RTU, push the TCAS line key twice to select TCAS mode page. Then push and hold TEST
line key (on TCAS page) to initiate TCAS (also TDR) self test. This test normally takes about 8 seconds
to complete. Verify the following results:

MFD displays “TCAS-TEST” during test.

Each PFD displays VS/TCAS/RA OFF flags, illuminates all RA arc lights, and operates the VS pointer
during test. If test fails, check the TCAS-TA/RA-1 and TCAS-TA/RA-2 buses.

MFD traffic display shows the TCAS self-test pictorial. This display shows four intruder symbols.

SYMBOL POSITION DISTANCE REL ALTITUDE VS ARROW

SOLID-RED SQUARE 3:00 2 NMI +02 -
SOLID-YELLOW CIRCLE 9:00 2 NMI -02 UP
SOLID-CYAN DIAMOND 1:00 3.6 NMI -10 DOWN
OPEN-CYAN DIAMOND 11:00 3.6 NMI +10 -

After test is complete, the “TCAS SYSTEM TEST OK” voice message should be audible and the “TTR
PASS” panel indicator should light. If “TTR FAIL” indicator lights, check the other TTR lamps to iden-
tify the failed function.

6.0 If a L-band suppression problem is suspected, check that a blanking pulse is applied from pin P1C-12
when TTR transmits.

7.0 If a problem is suspected with the TCAS option straps, refer to the Canadair wiring diagram for TTR
strapping

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5.11.2.76 VHF COMM 1 Test Proce dure

Note

The two VHFs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 Display the LRU DIAGNOSTIC DATA page showing the VHF COMM 1 word on the MFD. Refer to
Table 5-83. If bits 18, 19, and 22 are set, the fault code number 26 indicates reflected power is abnor-
mal, replace the number 1 VHF COM antenna.

3.0 Select the COM mode page on the left RTU, then push the SQUELCH line key to select OFF. Check
that the VHF COM audio becomes noisy. Push the SQUELCH line key again to select ON. If test
fails, suspect the RTU 1 or the VHF 1.

4.0 Use the left RTU and tune the VHF 1 radio to a local ground control frequency. Check that the left
RTU shows this frequency.

5.0 Request a radio check from the tower and verify proper transmit and receive operation. Ensure that
the microphone and airplane audio system are functional. If test fails, check that an open circuit is ap-
plied to VHF 1 pin P1-14 (RX PORT A/B ENBL).

6.0 Push the 1/2 button on the right RTU (select VHF 1). Use the right RTU and retune the VHF 1; repeat
the radio check. If test fails, check the R-RTU-3 cross-side data bus to RTU 1 pin P1-40/41.

7.0 Push the RTU1 INHB reversion switch (RTU1 INHB button lights). Push the 1/2 button on the right
RTU (select VHF 1). Use the right RTU and retune the VHF 1; repeat the radio check. If test fails,
check that a ground is applied to VHF 1 pin P1-14 (RX PORT A/B ENBL).

8.0 Set the CTL mode switch to ON and check that the VHF COMM 1 remains operational. Use the CTL
and retune the VHF COMM 1. If the radio does not respond, check that a ground is applied to VHF
COMM 1 pin P1-32 (ARINC 429/CSDB PORT SEL) and check the CTL CSDB-1 data bus. The RTU 1
shows the frequency selected for VHF COMM 1. Set the CTL mode switch to STBY.

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5.11.2.77 VHF COMM 2 Test Proce dure

Note

The two VHFs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 Display the LRU DIAGNOSTIC DATA page showing the VHF COMM 2 word on the MFD. Refer to
Table 5-83. If bits 18, 19, and 22 are set, the fault code number 26 indicates reflected power is abnor-
mal, replace the number 2 VHF COM antenna.

3.0 Select the COM mode page on the right RTU, then push the SQUELCH line key to select OFF. Check
that the VHF COM audio becomes noisy. Push the SQUELCH line key again to select ON. If test
fails, suspect the RTU 2 or the VHF 2.

4.0 Use the right RTU and tune the VHF 2 radio to a local ground control frequency. Check that the right
RTU shows this frequency.

5.0 Request a radio check from the tower and verify proper transmit and receive operation. Ensure that
the microphone and airplane audio system are functional. If test fails, check that an open circuit is ap-
plied to VHF 2 pin P1-14 (RX PORT A/B ENBL).

6.0 Push the 1/2 button on the left RTU (select VHF 2). Use the left RTU and retune the VHF 2; repeat
the radio check. If test fails, check the L-RTU-3 cross-side data bus to RTU 2 pin P1-40/41.

7.0 Push the RTU2 INHB reversion switch (RTU2 INHB button lights). Push the 1/2 button on the left
RTU (select VHF 2). Use the left RTU and retune the VHF 2; repeat the radio check. If test fails,
check that a ground is applied to VHF 2 pin P1-14 (RX PORT A/B ENBL).

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5.11.2.78 VHF COMM 3/AUX VHF Test Procedure

Note

The VHFs may be swapped with each other to verify airplane wiring and to isolate a failed unit. The
VHF radio may be installed as a number 3 COMM or an ACARS AUX VHF. The number 3 VHF
COMM reports a diagnostic word to the MDC. The ACARS AUX VHF does not report a diagnostic
word to the MDC. Go to step 8.0.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.
2.0 Display the LRU DIAGNOSTIC DATA page showing the VHF COMM 3 word on the MFD. Refer to
Table 5-83. If bits 18, 19, and 22 are set, the fault code number 26 indicates reflected power is abnor-
mal, replace the number 3 VHF COM antenna.

3.0 Select the COM mode page on the left RTU, then push the SQUELCH line key to select OFF. Check
that the VHF COM audio becomes noisy. Push the SQUELCH line key again to select ON. If test
fails, suspect the RTU 1 or the VHF 3.

4.0 Use the left RTU and tune the VHF 3 radio to a local ground control frequency. Check that the left
RTU shows this frequency.

5.0 Request a radio check from the tower and verify proper transmit and receive operation. Ensure that
the microphone and airplane audio system are functional. If test fails, check that an open circuit is ap-
plied to VHF 3 pin P1-14 (RX PORT A/B ENBL).

6.0 Push the 1/2 button on the right RTU (select VHF 3). Use the right RTU and retune the VHF 3; repeat
the radio check. If test fails, check the R-RTU-3 cross-side data bus to RTU 1 pin P1-40/41.

7.0 Push the RTU1 INHB reversion switch (RTU1 INHB button lights). Push the 1/2 button on the right
RTU (select VHF 3). Use the right RTU and retune the VHF 3; repeat the radio check. If test fails,
check that a ground is applied to VHF 3 pin P1-14 (RX PORT A/B ENBL).

Note

If an ACARS system is installed, the AUX VHF does not report diagnostic words to the MDC. Do the
following steps to test the ACARS AUX VHF.

8.0 On the DLC-800 Data Link Control, touch the CLOCK SET key to select the CLOCK SET page. Then
touch the GROUND key to request a UTC time update. UTC OK annunciates on the CLOCK SET
page when the time update is received. This verifies the ACARS system can send and receive mes-
sages.

9.0 Select the MAINT MENU from the DLC-800 MAIN MENU page. The MAINT MENU page provides
access to various sensor information and test functions. Touch the VHF CNTRL key to access the vhf
communications functions. LINK TEST key causes the system to transmit queued messages on set
data frequency. If no message is queued, then a label Q0 is transmitted.

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5.11.2.79 VIR 1 Test Procedure

Note

The two VIRs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 On the left DCP, turn the NAV SOURCE knob to select VOR/LOC as the active course NAV sensor.
Turn the FORMAT knob to select HSI format on the MFD 1.

3.0 Tune the VIR 1 to a local VOR frequency and zero the course deviation on the MFD 1. Verify NAV
audio ident. Check that the course indication on the MFD 1 is reasonable. If test fails, check that an
open circuit is applied to VIR 1 pin P1-31 (RX PORT A/B ENBL).

4.0 Push the RTU1 INHB reversion switch (RTU1 INHB button lights) and push the 1/2 button on the
right RTU (select VOR 1). Verify that course indication remains correct; check that the VIR 1 responds
to the right RTU. If the radio does not respond, check that RTU1 INHB switch applies a ground to VIR
1 pin P1-31 (RX PORT A/B ENBL). Push the RTU1 INHB reversion switch again and verify the RTU1
INHB button extinguishes.

5.0 Set the (optional) FMS TUNE INHIBIT reversion switch to NORM and check that the VIR 1 remains
operational and course indications are correct. Use the CDU and retune the VIR 1. If the radio does
not respond, check that a ground is applied to VIR 1 pin P2-8 (BURST TUNE) and check the LB-GP
BUS 3 data bus. Then set the FMS TUNE INHIBIT reversion switch to INHB.

6.0 Set the CTL mode switch to ON and check that the VIR 1 remains operational and course indications
are correct. Use the CTL and retune the VIR 1. If the radio does not respond, check that a ground is
applied to VIR 1 pin P1-6 (ARINC 429/CSDB PORT SEL) and check the CTL CSDB-2 data bus. The
RTU 1 shows the frequency selected for VIR 1. Set the CTL mode switch to STBY.

7.0 If a problem is suspected with the VOR/LOC, GS, or MB receivers, inject valid signals into the antenna
inputs to isolate a receiver/antenna fault. A ramp tester is required to test marker beacon sensitivity.

8.0 If glideslope compare (yellow GS) or localizer compare (yellow LOC) annunciate on either PFD, test
both VIR radios. These annunciations mean the glideslope or localizer deviation outputs from the two
VIRs do not agree.

9.0 If a problem is suspected with the L-VIR-2 bus output to the GPWS, check for activity at GPWS pins
P1B-11C/11D.

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5.11.2.80 VIR 2 Test Procedure

Note

The two VIRs may be swapped with each other to verify airplane wiring and to isolate a failed unit.

1.0 Check the LRU STATUS page, LRU DIAGNOSTIC DATA page, and troubleshoot according to the di-
agnostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for inter-
mittent faults and troubleshoot.

2.0 On the right DCP, turn the NAV SOURCE knob to select VOR/LOC as the active course NAV sensor.
Turn the FORMAT knob to select HSI format on the MFD 2.

3.0 Tune the VIR 2 to a local VOR frequency and zero the course deviation on the MFD 2. Verify NAV
audio ident. Check that the course indication on the MFD 2 is reasonable. If test fails, check that an
open circuit is applied to VIR 2 pin P1-31 (RX PORT A/B ENBL).

4.0 Push the RTU2 INHB reversion switch (RTU2 INHB button lights) and push the 1/2 button on the left
RTU (select VOR 2). Verify that course indication remains correct; check that the VIR 2 responds to
the right RTU. If the radio does not respond, check that RTU2 INHB switch applies a ground to VIR 2
pin P1-31 (RX PORT A/B ENBL). Push the RTU2 INHB reversion switch again and verify the RTU2
INHB button extinguishes.

5.0 Set the (optional) FMS TUNE INHIBIT reversion switch to NORM and check that VIR 2 remains op-
erational and course indications are correct. Use the CDU and retune VIR 2. If the radio does not re-
spond, check that a ground is applied to VIR 2 pin P2-8 (BURST TUNE) and check the RB-GP BUS 3
data bus. Then set the FMS TUNE INHIBIT reversion switch to INHB.

6.0 If a problem is suspected with the VOR/LOC, GS, or MB receivers, inject valid signals into the antenna
inputs to isolate a receiver/antenna fault. A ramp tester is required to test marker beacon sensitivity.

7.0 If glideslope compare (yellow GS) or localizer compare (yellow LOC) annunciate on either PFD, test
both VIR radios. These annunciations mean the glideslope or localizer deviation outputs from the two
VIRs do not agree.

8.0 If a problem is suspected with the R-VIR-2 bus output to the GPWS, check for activity at GPWS pins
P1B-10A/10B.

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5.11.2.81 WXP 1 Test Procedure

Warning

The area within the scan arc and within 0.65 meters (2 feet) of an operating RTA Weather Radar
System constitutes a hazardous area. Do not operate the system in any mode other than standby
(STBY) or test (TEST) when the antenna might scan over personnel within that range. Never turn
on the transmitter while in a hanger. FAA Advisory Circular 20-68B, or superseding documents,
provide additional details regarding the radiation hazards associated with ground operation of air-
borne weather radar.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for intermit-
tent faults and troubleshoot.

Note that the WXP reports diagnostics through the DCP panel and MFD display. The MFD then sup-
plies this information on the MFD-1 bus through IOCs to the diagnostic system. If the MFD fails, di-
agnostics stop monitoring the RTA.

Note

If two WXPs are installed, they may be swapped with each other to verify airplane wiring and to
isolate a failed unit.

2.0 Turn the WXP mode select knob to the TEST position. The WXP outputs a ground on pin P1-S (RE-
MOTE ON) to the RTA pin P1-16.

3.0 On both DCPs, push the RDR button to select the radar display and verify the radar test pattern ap-
pears on the MFD displays. Turn the DCP RANGE knob and verify that the radar display range
changes.

4.0 On the WXP, turn the TILT knob and verify the tilt angle is shown on the MFDs. Push the AUTO tilt
button and verify the letter A appears in front of the tilt angle annunciation.

If none of the WXP controls function, check the WXP-1, DCP-1, MFD-1, LB-GP BUS 3, and RB-GP
BUS 3 data buses. These buses provide control information from the WXP through the DCP, MFD,
and IAPS concentrators, and then to the RTA. Check the LRU DIAGNOSTIC DATA pages for bus ac-
tivity at the receiving unit.

If only one WXP function fails, test the WXP.

5.0 Turn the GAIN knob from the -3 to +3 positions and verify the GAIN is shown on the MFDs.

Push the GCS (ground clutter suppression) button and verify GCS is shown on the MFDs.

Push the SEC (sector) pushbutton and verify the MFD test pattern scan changes from 120-degree scan
to a 60-degree scan.

Push the XFR (transfer) pushbutton and verify the range is controlled by the cross-side DCP RANGE
knob.

Push the STAB (stabilization) button and verify USTB is shown on the MFDs.

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5.11.2.82 WXP 2 Test Procedure

Warning

The area within the scan arc and within 0.65 meters (2 feet) of an operating RTA Weather Radar
System constitutes a hazardous area. Do not operate the system in any mode other than standby
(STBY) or test (TEST) when the antenna might scan over personnel within that range. Never turn
on the transmitter while in a hanger. FAA Advisory Circular 20-68B, or superseding documents,
provide additional details regarding the radiation hazards associated with ground operation of air-
borne weather radar.

1.0 Check the LRU STATUS and LRU DIAGNOSTIC DATA pages and troubleshoot according to the diag-
nostic word explanation. If no faults are present, check the LRU FAULT HISTORY page for intermit-
tent faults and troubleshoot.

Note that the WXP reports diagnostics through the DCP panel and MFD display. The MFD then sup-
plies this information on the MFD-1 bus through IOCs to the diagnostic system. If the MFD fails, di-
agnostics stop monitoring the RTA.

Note

If two WXPs are installed, they may be swapped with each other to verify airplane wiring and to
isolate a failed unit.

2.0 Turn the WXP mode select knob to the TEST position. The WXP outputs a ground on pin P1-S (RE-
MOTE ON) to RTA pin P1-16.

3.0 On both DCPs, push the RDR button to select the radar display and verify the radar test pattern ap-
pears on the MFD displays. Turn the DCP RANGE knob and verify that the radar display range
changes.

4.0 On the WXP, turn the TILT knob and verify the tilt angle is shown on the MFDs. Push the AUTO tilt
button and verify the letter A appears in front of the tilt angle annunciation.

If none of the WXP controls function, check the WXP-1, DCP-1, MFD-1, LB-GP BUS 3, and RB-GP
BUS 3 data buses. These buses provide control information from the WXP through the DCP, MFD,
and IAPS concentrators, and then to the RTA. Check the LRU DIAGNOSTIC DATA pages for bus ac-
tivity at the receiving unit.

If only one WXP function fails, test the WXP.

5.0 Turn the GAIN knob from the -3 to +3 positions and verify the GAIN is shown on the MFDs.

Push the GCS (ground clutter suppression) button and verify GCS is shown on the MFDs.

Push the SEC (sector) pushbutton and verify the MFD test pattern scan changes from 120-degree scan
to a 60-degree scan.

Push the XFR (transfer) pushbutton and verify the range is controlled by the cross-side DCP RANGE
knob.

Push the STAB (stabilization) button and verify USTB is shown on the MFDs.

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5.12 GROUNDING AND HIRF GUIDELINES

Notes on the system interconnect diagram (provided on Figure 5-27) describe recommended methods and
techniques for reducing the hazards of high intensity radiated fields (HIRF). These are general recommenda-
tions that apply to wiring modification/repair and new installations. Sheet 2 of the interconnect shows the pre-
ferred method for grounding the shields of shielded wires.

5.13 SYSTEM INTERCONNE CT DIAGRAM

Figure 5-27 is a system wiring diagram. Interconnect information is also provided in the system schematic
diagrams in the Theory of Operation section of this manual.

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Figure 5-27 (Sheet 1 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 2 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 3 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 4 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 5 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 6 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 7 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 8 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 9 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 10 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 11 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 12 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

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Figure 5-27 (Sheet 13 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-327

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Figure 5-27 (Sheet 14 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-328

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Figure 5-27 (Sheet 15 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-329

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Figure 5-27 (Sheet 16 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-330

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Figure 5-27 (Sheet 17 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-331

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Figure 5-27 (Sheet 18 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-332

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Figure 5-27 (Sheet 19 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-333

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Figure 5-27 (Sheet 20 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-334

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Figure 5-27 (Sheet 21 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-335

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Figure 5-27 (Sheet 22 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-336

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Figure 5-27 (Sheet 23 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-337

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Figure 5-27 (Sheet 24 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-338

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Figure 5-27 (Sheet 25 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-339

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Figure 5-27 (Sheet 26 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-340

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Figure 5-27 (Sheet 27 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-341

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Figure 5-27 (Sheet 28 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-342

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Figure 5-27 (Sheet 29 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-343

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Figure 5-27 (Sheet 30 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-344

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Figure 5-27 (Sheet 31 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-345

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Figure 5-27 (Sheet 32 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-346

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Figure 5-27 (Sheet 33 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-347

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Figure 5-27 (Sheet 34 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-348

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Figure 5-27 (Sheet 35 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-349

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Figure 5-27 (Sheet 36 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-350

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Figure 5-27 (Sheet 37 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-351

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Figure 5-27 (Sheet 38 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-352

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Figure 5-27 (Sheet 39 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-353

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Figure 5-27 (Sheet 40 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-354

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Figure 5-27 (Sheet 41 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-355

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Figure 5-27 (Sheet 42 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-356

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Figure 5-27 (Sheet 43 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-357

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Figure 5-27 (Sheet 44 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-358

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Figure 5-27 (Sheet 45 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-359

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Figure 5-27 (Sheet 46 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-360

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Figure 5-27 (Sheet 47 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-361

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Figure 5-27 (Sheet 48 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-362

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Figure 5-27 (Sheet 49 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-363

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Figure 5-27 (Sheet 50 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-364

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Figure 5-27 (Sheet 51 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-365

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Figure 5-27 (Sheet 52 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-366

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Figure 5-27 (Sheet 53 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-367

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Figure 5-27 (Sheet 54 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-368

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Figure 5-27 (Sheet 55 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-369

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Figure 5-27 (Sheet 56 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-370

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Figure 5-27 (Sheet 57 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-371

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Figure 5-27 (Sheet 58 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-372

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Figure 5-27 (Sheet 59 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-373

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Figure 5-27 (Sheet 60 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-374

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Figure 5-27 (Sheet 61 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-375

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Figure 5-27 (Sheet 62 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-376

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Figure 5-27 (Sheet 63 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-377

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Figure 5-27 (Sheet 64 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-378

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Figure 5-27 (Sheet 65 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-379

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Figure 5-27 (Sheet 66 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-380

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Figure 5-27 (Sheet 67 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-381

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Figure 5-27 (Sheet 68 of 68). Regional Jet Avionics System, Interconnect Wiring Diagram

Revised 1 February 2000 5-382

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6th Edition, 1 February 2000

Service Bulletins and Service Information Letters

(Refer to latest edition/addendum of the General
Aviation Equipment Service Bulletin/Information
Letter Index 523-0766944 for up-to-date listing.)

SB/SIL
Number Unit Title Date
1-89R3 ADC-86/850 Periodic Recertification of the ADC-86/850 Air Data Com- Aug 10/98
puters According to Federal Aviation Regulation (FAR)
Part 91

1-93 FCS-4000 System Installation in the Canadair Regional Jet May 25/93

1-96 ADS-850A Equipment Compatibility Dec 6/96

1-97R2 FMC-4100 Replace FMC-4100 with FMC-4200 Aug 10/98