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EFD1000 Installation Manual: Includes Instructions For Continued Airworthiness
EFD1000 Installation Manual: Includes Instructions For Continued Airworthiness
EFD1000
Installation Manual
Includes Instructions for Continued Airworthiness
It is important to review the entire Installation Manual before installing the EFD1000. The following
items are of special note and should be considered for planning and installation.
1. The integral EFD1000 ADAHRS uses air data and magnetic inputs as cross checks for the
aircraft attitude solution. Airspeed and altimeter maintenance checks will normally generate
warnings on the EFD1000 display and produce changes in the displayed attitude.
2. Pre Modification Planning, section 5, contains planning information for the EFD1000
installation. Correct replacement and proper placement of the aircraft instruments is critical
to maintain the aircraft certification. Certain instruments can be removed. More importantly,
certain instruments must not be removed. Generally, redundant attitude and air data
instruments are required, resulting in a safer and more capable aircraft after the installation.
3. The EFD1000 does not provide a synchro bootstrap output. If equipment on the aircraft
using the bootstrap output does not accept a low speed ARINC 429 signal provided by the
EFD1000, then the bootstrap-enabled slaved compass system should be retained.
4. The Primary Flight Display must be powered from the Battery Bus, not the avionics master
bus. This permits the pilot to shed the avionics load in flight and retain attitude, heading and
air data information. Installing the equipment on the avionics master bus violates the
provisions of the Aircraft Flight Manual supplement and is not approved under the STC. An
EFIS master switch on the Battery Bus is recommended.
5. The RSM contains magnetic elements used for heading and to cross check the attitude
solution. The RSM is sensitive to magnetic fields on the aircraft. Section 6.9 describes how
to locate the RSM. Note that mounting over the cabin can be problematic due to the
possibility of passengers using headsets with magnetic speakers. Be sure to exercise the
control cables while validating a location to consider all the magnetic field variations. A
satisfactory RSM location is an item to be checked on the Final Check Sheet.
6. Proper RSM orientation and placement is critical to the performance of the AHRS attitude and
heading solution. The OAT vent hole faces aft. See Figure 6.15. Use caution when installing
the RSM connector to avoid damaging the connector or wiring.
7. Structural mounting and lightning direct effects approval for Composite or fabric aircraft is
not included under the AML STC. For aircraft of composite or tube/fabric construction,
regulatory approval for the RSM structural mounting and lightning direct effects must be
obtained separately. See Section 6.9.3. Mounting the RSM on a pressure vessel also requires
separate structural approval.
8. Avionics integrations are shown in Section 9. The manufacturer’s documentation for the
integrated equipment must be used to validate the operation of the integrated equipment.
9. The installer must determine whether the design changes described in this document are
compatible with previously approved modifications.
10. Troubleshooting information is in Appendix A of this document.
11. To avoid damage to the equipment, do not place the EFD face down resting on the knobs.
12. The internal battery is normally disconnected for shipping the EFD1000. The battery must be
connected after completing post-installation testing and prior to maintenance release.
DOCUMENT # A-01-126-00 PAGE 2-225 Revision H
© Copyright 2009 Aspen Avionics Inc.
EFD1000 Installation Manual
The conditions and tests required for TSO approval of the EFD1000 System are minimum
performance standards. It is the responsibility of those installing this article either on or within
specific type or class of aircraft to determine that the aircraft installation conditions are within
the TSO standards. TSO articles must have separate approval for installation in an aircraft. The
article may be installed only if performed under 14 CFR Part 43 or the applicable airworthiness
requirements.
This manual contains FAA Approved installation instructions for installation of the Aspen™
EFD1000 system under the EFD1000 AML STC for use as a primary electronic flight display
during day/night IFR and VFR operations in those Part 23 Class I and II aircraft (as defined in AC
23.1309-1C) listed on the EFD1000 AML. Installation of the EFD1000 into US-registered 14CFR
Part 23 Class I or II aircraft not included in the EFD1000 AML, Part 23 class III or IV aircraft, any
part 25, 27, or 29 aircraft, or non-U.S. registered aircraft requires separate airworthiness
approval.
Table of Contents
1 INTRODUCTION ................................................................................................................. 11
2.1 PRIMARY FLIGHT DISPLAY (PFD) & CONFIGURATION MODULE (CM) ........................................ 15
2.1.1 ... General Specifications ............................................................................... 15
2.1.2 ... Operational Specifications: ........................................................................ 15
2.1.3 ... I/O Specifications:..................................................................................... 15
2.1.4 ... Certification Specifications: ....................................................................... 15
2.1.5 ... Design Eye Viewing Envelope..................................................................... 16
2.1.6 ... Outline Drawing: ....................................................................................... 17
2.2 REMOTE SENSOR UNIT (RSM): ...................................................................................... 17
2.2.1 ... General Specifications ............................................................................... 17
2.2.2 ... Operational Specifications: ........................................................................ 17
2.2.3 ... I/O Specifications:..................................................................................... 18
2.2.4 ... Certification Specifications: ....................................................................... 18
2.2.5 ... Outline Drawing: ....................................................................................... 18
2.3 ANALOG CONVERTER UNIT (ACU): ................................................................................ 19
2.3.1 ... General Specifications ............................................................................... 19
2.3.2 ... Operational Specifications: ........................................................................ 19
2.3.3 ... I/O Specifications:..................................................................................... 19
2.3.4 ... Certification Specifications: ....................................................................... 19
2.3.5 ... Outline Drawing: ....................................................................................... 20
3 SYSTEM DESCRIPTION......................................................................................................... 21
12 OPERATION...................................................................................................................... 166
1 Introduction
This Installation Manual is FAA Approved and contains detailed installation instructions for
installing the EFD1000 System into specific aircraft as listed in the EFD1000 AML-STC. There are
required FARs that must be complied with and followed to insure an airworthy installation. Section
5 Pre Modification Planning will guide you through these requirements.
List of the major components (by part number) that make up the EFD1000 system complying
with the standards prescribed in this TSO.
Description Manufacturer
Sonalert (continuous type) Mallory SC648S or equivalent
EFIS Master switch –rated for 7.5 amps cont. MS35059-22 or equivalent
Circuit Breaker/Switch 7.5amp (PFD) Potter Brumfield W31M-7.5 or equivalent
*Over Braid – light weight Alpha Wire P/N 2142 (1/4”), P/N 2146 (1/2”)
*Over Braid – medium weight Daburn P/N 2350-X, X=diameter (i.e., 1/2)
*used in lieu of double shielded wire
RSM Doubler Installer fabricated per Section 6.9.5
RSM Shim – may be required on extreme Installer fabricated per Section 6.9.9
mounting angles
RSM sealant non-pressure vessel mounting MIL-A-46146, Dow 738 or equiv.
RSM sealant pressure vessel mounting MIL-PRF-81733D, PS 870B-1/2 or equiv.
RSM Mating connector (installer fabricated) Aspen p/n A-06-566-00
7 conductor shielded cable, for installer M27500-A24SD7T23/ M27500-22TG7T14 or
fabricated harness using A-06-566-00 conn. equivalent
D-SUB connectors:
Hand Crimp Tool: Positronics P/N 9507-0-0-0 or equivalent
Insertion/Extraction Tools: Positronics P/N M81969/1-02 or equivalent
A.E. Petsche Co. – Double Shielded & RSM Cable Daburn Electronics & Cable Corp– Over Braid
2112 West Division St. 224 Pegasus Ave.
Arlington, TX 76012-3693 Northvale, NJ 07647
(817) 461-9473 (201) 768-5400
Info@aepetsche.com daburn@daburn.com
Registration of LRU part numbers and serial numbers must be recorded on the dealer portal of
the Aspen Avionics website at www.aspenavionics.com/dealerramp. Activating the warranty on
the EFD1000 system is just one important aspect of providing a satisfying installation
experience for our customers.
All components of the EFD1000 system are produced under Technical Standard Order
Authorization (TSOA).
All software components of the EFD1000 system are developed to RTCA DO-178B
criticality Level C with the exception of the GPS receiver software, which is for
emergency use only.
2. Deviate from ETSO-C2d to eliminate the requirement 3.2.3 in SAE AS 8019 that requires "the instrument
face to be marked with 'Airspeed' or 'IAS' and also with the applicable units of measure."
3. Deviate from ETSO-C4c 3.1.2 and SAE Aerospace Standard AS 8001 to use RTCA DO-160D instead of
RTCA DO-138 as the standard for Environmental Conditions and Test Procedures for Airborne
Equipment.
4. Deviate from SAE AS 392C Section 4.2.4 to not display ALTITUDE or ALT next to the tape indicating
altitude.
5. Deviate from ETSO-C10b 3.1.1 to use RTCA DO-160D instead of SAE AS 392C as the standard for
Environmental Conditions and Test Procedures for Airborne Equipment.
6. Deviate from SAE AS 392C Section 4.1. In lieu of a pointer moving in a clockwise direction, there is a
display of a vertical altitude scale/tape with digital readout. The altitude display comports with SAE ARP
4102-7 Appendix A Symbols 39 and 40.
For more information, see the Declaration of Design and Performance, Issue 4 or
subsequent, available from Aspen Avionics.
The following information defines the viewing envelope within which the EFD1000
complies with the Equipment standards:
Minimum and maximum distance from the center of the EFD1000 display surface:
From -30º to +30º (left/right), and +30º to -30º (top/bottom) perpendicular to the
EFD1000 front glass surface.
Environmental:
RTCA DO-160E.......................... See Environmental Qualification Form Section 13
Environmental:
RTCA DO-160E.......................... See Environmental Qualification Form Section 13
4. 3
2 0
4.7
1.60
3 System Description
The EFD1000 system is comprised of the Primary Flight Display (PFD), Remote Sensor Module
(RSM), Configuration Module (CM) and optional Analog Converter Unit (ACU). The flight deck
display is designed specifically for general aviation aircraft.
The EFD1000 system provides display of attitude, airspeed, altitude, direction of flight, vertical
speed, turn rate and turn quality. The system may optionally provide display of navigation
information, pilot-selectable indices (“bugs”), and annunciations to increase situational awareness
and enhance flight safety.
Three configurations, “Pilot”, “Pro”, and “Pro Digital” are available, which support different software
feature sets.
The PFD is a digital system that consists of a high resolution 6” diagonal color LCD display,
user controls, photocell and Micro SD data card slot. The rear portion of the unit consists of a
non-removable electronics module which contains a full air data computer, attitude heading
reference system, power supplies, backup battery, and dual processor electronics. Also on
the rear of the unit, a fan is provided to cool the backlight and electronics.
The PFD mounts to the front surface of most instrument panels. The electronics module and
cooling fins on the back are sized to fit into existing mechanical attitude and heading
indicator instrument panel holes.
The mechanical design allows the instrument to be installed in the place of the mechanical
gyroscopic attitude and heading indicators, without interfering with the surrounding
instruments. The installation will require minimal, if any, mechanical modifications to most
general aviation aircraft instrument panels.
The PFD contains a microSD card port and reader at the bottom of the display bezel. In the
future software updates and system upgrades will be loaded via this port.
The PFD is a pure digital system and natively supports both ARINC 429 and RS-232 digital
interfaces. In installations with a modern digital radio installation, the PFD connects directly
to the interfaced equipment.
In installations that require interfaces to non-ARINC avionics (i.e., older VLOC radios and
autopilots) the ACU is required to convert these signals into ARINC 429 for the PFD.
The RSM is required and connects directly to the PFD. It physically resembles a traditional GPS
antenna and follows the industry standard mounting hole pattern.
However, internally it is substantially more complex in that it contains all of the sensors that
must be remotely located from the PFD display unit.
The RSM is powered by the PFD through a shielded wire harness and contains the following
sub-systems:
The Configuration Module contains an EEPROM device which retains system configuration and
calibration data. The Configuration Module connects to the PFD through a short fabricated
harness and is fastened to the main wiring bundle of the PFD.
• Retains aircraft specific configuration, calibration data and user settings, allowing the
PFD to be swapped for service purposes without re-entering or re-calibrating the
installation.
• Contains a license key that configures the PFD software to either “Pilot”, “Pro”, or “Pro
Digital” feature set.
For the Pro model only, the optional Analog Converter Unit (ACU) provides compatibility with
older, analog-based avionics when required. The ACU converts and concentrates multiple
analog interfaces to digital ARINC 429 buses supported by the PFD. Control parameters, such
as desired heading, are also sent from the PFD to the ACU for conversion to analog format for
autopilot support.
The feature set of the “Pilot” system does not support interface to navigation equipment, and
therefore does not support the ACU interface. The ACU is required when any of the following
capabilities are required in a “Pro” installation:
If digital radios (i.e., Garmin 4XX/5XX series radios) are equipped in the aircraft and no other
aircraft interfaces (such as an advanced autopilot) are to be used, then the “Pro Digital”
configuration module can be used and the ACU is not required.
The system architecture in Figure 3.2 shows the relationships of the PFD, RSM, Configuration
Module and ACU.
The following diagrams show the different options for integrating with existing avionics in the
installed fleet. Most common digital VLOC radios (such as the Garmin 4xx/5xx series), and
“analog” VLOC radios are supported. The following diagrams show common installation
configurations, but do not represent all possible combinations.
The following configurations show a basic Pilot installation. The Pilot model does not support
the display of VLOC or GPS navigation deviation, only the GPS flight plan and position is
received and displayed. The Pilot model does not support the ACU and therefore autopilot
interfaces are not available.
The following configuration shows a Pro Digital installation, without an advanced autopilot
and flight director. No ACU is required for this installation. This installation would be used
when there is no analog VLOC receiver and the autopilot L/R input is dedicated to the GPS.
The PFD navigation source selection has no control over the autopilot input. Dual digital
radios may also be connected with or without a “Tracker” autopilot.
Tracker autopilots that use L/R steering can also be wired to an ACU so that the PFD displayed
navigation source L/R output is switched to the autopilot. These installations will be wired as
shown in Figure 4.3 minus the heading and course datum, flag, ILS Energize, and glide slope
signals.
The following configurations show Pro installations with autopilot integration, but without
analog VLOC interfaces. A backup Navigation indicator is required in installations that do not
have an integral CDI display on the GPS receiver or VLOC receiver. There must be one
navigation indicator available to the pilot in the event of a PFD or ACU failure.
The following configuration shows a Pro installation with autopilot integration, a single digital
VLOC/GPS, a single analog VLOC, and a single RS-232/ analog GPS. A backup Navigation
indicator is required in installations that do not have an integral CDI display on the GPS
receiver or VLOC receiver. There must be one navigation indicator available to the pilot in the
event of a PFD or ACU failure.
The following configuration shows a Pro installation with autopilot integration and dual analog
VLOC interfaces. Two ACUs are required for this installation. A backup Navigation indicator is
required in installations that do not have an integral CDI display on the GPS receiver or VLOC
receiver. There must be one navigation indicator available to the pilot in the event of a PFD or
ACU failure.
Complete Table 5.1 to insure that the aircraft to be modified is a candidate for installation of
the EFD1000 system using this AML-STC. It is required to have a PASS or NA for all rows in
order to use this AML-STC as the certification basis for the EFD1000 installation. NA means
Not Applicable because no interface will be made to that device. Only items 6, 7, 10, 11, 12
& 13 below may use NA in the PASS box.
In accordance with FAA Policy, the secondary attitude indicator requirement of FAR 23.1311
(a)(5) does not always apply to aircraft limited to VFR. See Section 5.2.8, Special
Considerations for Aircraft Limited to VFR.
The existing outside air temperature probe (if installed) and magnetic direction indicator
“whisky compass” may not be removed during the installation of the EFD1000 system.
Aircraft with existing pneumatic attitude, altitude, and airspeed instruments may relocate
them as necessary as described in Section 5.2.1. The standby airspeed and altimeter should
be connected to an independent pitot and static line (independent from PFD) whenever
available.
Aircraft that are all electric must keep the EFD1000 PFD on an independent power source from
the standby instruments as determined from the flow chart of Figure 5.1. The installer must
verify that the standby instruments are electrically isolated from the PFD through either of the
following two methods:
A) Standby instruments are powered by a dedicated standby battery separate from the
aircraft starter battery. [Note: The EFD1000 internal battery does not qualify as an
independent battery under FAR 23.1353(h)]
B) Dual independent electrical systems (dual alternators and dual batteries) with the PFD
on one system and the standby instruments on the other system.
The installation of dual independent electrical systems or a standby (emergency) battery is not
authorized by this STC. Separate installation approval would be required.
The Attitude indicator must be relocated to a position that meets FAR 23.1321(a). The
requirements are ±35 degrees from the pilot’s center line horizontally (± 21 inches
from centerline as defined by AC23-11) to an area just below the basic T configuration
to the glare shield vertically (see Figure 5.2 below). Standby instruments should be
mounted as close as practical to the primary instruments, but in no case outside ±35º.
NOTE: The existing instrument hole for the Vertical Speed indicator is one location
that meets this requirement.
Also note that some attitude indicators (i.e., KI-256) are the primary pitch and roll
reference for the autopilot and must remain in the aircraft but may be co-pilot or blind
mounted provided a standby attitude indicator is located within the pilot’s field of
view. For rate based autopilots the Turn and Bank Indicator will need to remain in the
aircraft, and may be relocated to the co-pilot side or blind mounted provided it is not
used as the autopilot mode controller. If used as the autopilot mode controller then it
must be located where it can be easily reached by the pilot while seated.
In a single PFD installation the existing airspeed indicator and altimeter may remain in
their original location. However, if the original location does not satisfy the basic “T”
configuration per FAR 23.1321(d) it will be required to “LOCK” the airspeed and
altitude tape in the PFD to “ON” via the installation menu. If the airspeed indicator is
not in position (AS) and the altimeter in position (AL) of Figure 5.3 below then the
TAPES must be “LOCKED ON” so that the pilot cannot de-clutter them from the display
during flight.
Likewise older aircraft panel layouts that do not have the airspeed indicator to the left,
or the altimeter to the right of the attitude indicator (AI) must either relocate the
instrument(s) to these positions or set the TAPES setting to “LOCK ON” in the
installation configuration menu.
The EFD1000 Flight Display will replace the existing Directional Gyro or HSI in the
panel. Provided the existing compass system is not driving a heading input to another
device in the aircraft, it may be removed from the aircraft at the operator’s discretion.
If another device is “bootstrapped” off of the compass then it will need to be
determined whether low speed ARINC 429 heading is accepted by this device and
rewired appropriately. If the other device only accepts ARINC 407 synchro heading
then it may be necessary to keep the existing compass system in the aircraft and move
the indicator to another location.
For certification reasons a backup navigation indicator is required for at least one type
of operation for which the aircraft is certificated. This means that in any installation in
an aircraft certified for IFR where the EFD1000 is the only display of navigation
information in the cockpit, a backup navigation indicator is required. This will ensure
that a failure of the EFD1000 system does not result in a complete loss of all
navigation data to the flight crew. A backup navigation indicator is not required for an
EFD1000 installation in aircraft limited to VFR.
Thus, for example, an installation that includes a panel mount GPS with an integral LCD
display that includes a CDI indicator would not require a backup nav indicator.
However, a configuration with no GPS and dual legacy VLOC radios that do not include
an integral display with CDI indications will require a backup nav indicator.
If there is already a dedicated indicator wired to an existing NAV Receiver or GPS then
it can be paralleled to the ACU as shown in Section 9.
WARNING: Failure to provide a backup Nav indicator when required will violate
the STC.
The SL-30 can be connected to the EFD1000 in one of two ways. The Resolver
configuration is preferred.
Resolver: The composite output from the SL-30 to the PFD will become invalid
whenever VOR monitor mode or localizer back course is selected on the SL-30. The
navigation source will show as failed on the PFD if either of these two modes is entered
and the SL-30 is the selected navigation source. If connected, the backup NAV
indicator will continue to function if either of these two modes is selected.
Converter: VOR monitor mode or localizer back course mode are disabled from
selection on the SL-30. A backup NAV indicator (GI-106) cannot be connected without
a KN-72 between the SL-30 and indicator due to the fact that the OBS resolver inputs
become invalid with this configuration.
The EFD1000 is capable of displaying GPS annunciations on the HSI portion of the
display from those ARINC 429 connected GPS receivers that output these labels. If
using the PFD display for any required GPS annunciations verify that the GPS receiver
outputs these messages on the ARINC 429 bus.
The EFD1000 system uses an internal battery to permit operation of the EFD1000
during an aircraft charging system failure. If the aircraft bus voltage falls below a
nominal 12.5V +/-0.3V (14V electrical system) or 25.0V +/-0.6V (28V electrical
system), the EFD1000 will switch to the internal battery. The installer must ensure that
the aircraft electrical system attains the minimum voltage when the electrical system is
loaded to flight configuration and engine RPM is at or above the level necessary for
nominal alternator/generator output.
An “EFIS MASTER” switch or switch breaker to the PFD should be installed so the PFD
can remain off during engine start. Use of the EFIS MASTER switch will ensure that
electrical spikes and interrupts that can accompany engine start will not damage the
system or affect the long-term reliability of the equipment. The use of the EFIS
MASTER is recommended.
The PFD circuit breaker must be a trip free pull type and should be connected to the
switched battery bus as noted in the EFD1000 wiring diagram.
If available, connect the ACU to the avionics electrical bus. Otherwise, connecting the
ACU to the switched battery bus is permissible.
Relief from the requirement for a secondary attitude reference for VFR aircraft has been
provided in an FAA memorandum dated December 8, 2008, “Certification of Electronic
Displays in Part 23 Aircraft Limited to VFR (Visual Flight Rules) Operations; Project No.
SA9024SC-A, Aspen Avionics, Inc. FAA Approved Model List.” The Policy within this
Memorandum permits exclusion of 23.1311(a)(5) with respect to the requirement for a
secondary attitude indicator for aircraft limited to VFR.
The memorandum also discusses eliminating backup airspeed, heading and altitude,
however this requires additional safety assessment and mitigations that are not
covered in this STC. Only the Policy regarding the elimination of the requirement for a
secondary attitude indicator is addressed in this modification.
It is not intended to use this modification as a means to change the established kinds
of operations authorized (see 14 CFR §23.1525). Changes to the kinds of operations
authorized is beyond the scope of this modification and must be established
separately.
The following requirements must be met in order to install the EFD1000 without a
backup attitude indicator in U.S. registered Part 23 aircraft limited to VFR:
The aircraft should have a placard or equivalent acceptable means, stating “Operation
of This Aircraft is Limited to VFR Only”, or similar phraseology acceptable to the
Administrator, as required by § 23.1525, § 23.1559 and § 91.9. Since the kinds of
operations are limited to VFR, this placard or equivalent acceptable means should
already be in place, but should be verified.
For aircraft limited to VFR, airspeed, altitude, and magnetic compass information must
remain independent of the aircraft’s primary electrical power. This manual provides
means to maintain or establish this independence.
The following precautions are necessary for installations in aircraft with conventional landing
gear, due to the necessity of initializing the EFD1000 in a tail-down position:
The 30 minute back-up battery in the PFD is not approved for use as a power source to meet
the electrical power source requirement for single engine Part 135 IFR operations under 14
CFR 135.163.
Have the aircraft operator complete “Operator Configuration Checklist” in Appendix C so that
this data is available prior to configuring the system in Section 10. We suggest making a copy
of this form and have it signed by owner/operator, then put a copy in Installation Package.
5.6.1 Autopilot
The EFD1000 Pro with ACU emulates a KI-525A or NSD-360A HSI by providing HDG
Datum, CRS Datum, and navigation L/R outputs to a connected autopilot. Any
autopilot compatible with the KI-525A or NSD-360A HSI is compatible with the
EFD1000 System.
Similarly, the EFD1000 Pro with ACU emulates the KI-254, KI-256, G-550A, and 52C77
flight director indicators by accepting FD signals compatible with these indicators and
displaying them on the EFD. Any autopilots that output a flight director signal that is
compatible with the KI-254/256, G-550A, or 52C77 is compatible with the EFD1000
System.
Section 9 of this document shows interconnect diagrams for common autopilots that
are compatible with the EFD1000. Because the EFD1000 outputs Heading Datum and
Course Datum via the ACU the existing HSI/DG is no longer required to provide this
output to the autopilot.
In addition, some existing autopilots that have only a DG installed (i.e. no HSI) will gain
full HSI features with the installation of the EFD1000 System. Please check the
manufacturers’ installation data for any jumpers or hardware that needs to be added or
removed from the autopilot to add the HSI interface.
When the EFD1000 System is installed, the ACU controls all analog navigation signals
provided to the autopilot. Navigation signal output to the autopilot is switched
depending on which sensor is coupled to the EFD1000 HSI. Therefore the
LT/RT/UP/DN, flags, and ILS Energize must only be connected between the ACU and
autopilot, and there should be no direct connection between the navigation receiver
and the autopilot.
The autopilot’s flight director output may be paralleled from the autopilot to the
existing Flight Director and ACU so that it is displayed on both instruments. The FD
may also be connected to just the ACU for Flight Director display on the PFD when
there is no existing flight director.
Not all GPS navigator outputs are the same. Some navigators provide output to
support curved flight plan segments. Other navigators can only provide the straight
segments of a flight plan, and the curved segments are not depicted. Some navigators
provide an output that results in a straight-line depiction of a curved flight plan
segment, which should not be used. It is possible to connect the navigator in an
incorrect configuration, resulting in potentially misleading information to the pilot.
The following table identifies the correct configuration of compatible systems:
Garmin GNS-400 ARINC 429 ARINC 429 This connection method presents curved
Series approaches.
Other GPS navigators have not been evaluated and may be compatible. Contact Aspen
Avionics for information regarding additional navigators.
5.6.3 GPSS
GPS Steering provides a steering command to the autopilot through the HDG Datum
channel to provide for enroute, procedure turn, holding pattern, and turn anticipation
operation. GPSS through the EFD1000 is only available if Label 121 is transmitted by
the GPS over the ARINC 429 bus. RS-232 interfaces do not provide label 121;
therefore, for RS-232 GPS systems GPSS functionality is not provided.
Existing GPS/NAV switching from the GPS and VLOC receiver to the original HSI will be
removed as the PFD will provide this capability. The existing GPS and VLOC receivers
will be wired directly to the PFD or ACU(s) as per the installation drawings in Section 9.
Any analog connections from the GPS and/or VLOC receiver to the autopilot will be
removed and wired per the ACU to autopilot interfaces shown in Section 9.
5.6.5 Sonalert
A Sonalert may be installed to provide an audio tone to the pilot whenever an altitude
or minimums advisory is generated by the system.
NOTE: The Bendix/King KTA810/910 and KMH820/920 only accept High Speed
A429 heading and therefore are not compatible with this output. Contact
Aspen Avionics product support for suggestions on using an ARINC 429
low to high speed converter.
A second ACU is required when two (2) analog VLOC receivers are installed.
If there is insufficient clearance between the PFD and control column when the flight
controls are in the full nose down position, it will be required to flush mount or recess
mount the PFD in the instrument panel. Also the installer may choose to flush mount
the PFD for cosmetic reasons. In either case, flush mounting of the PFD is beyond the
scope of this manual and will require that the brackets be locally fabricated and the
instrument panel modification be separately approved.
6 Mechanical Installation
The EFD1000 installation will require mechanical modifications to the aircraft. The PFD, RSM, and
Configuration Module will be installed in all installations, while one (1) or two (2) ACU(s) may be
required in others. Most installations will require removing and relocating existing flight
instruments to alternate locations in the instrument panel to be used as standby instrumentation.
Inspect the equipment for evidence of shipping damage. If a damage claim is to be filed save
all shipping boxes and packing material to substantiate your claim.
To avoid damage to the equipment, do not place the EFD1000 Display face down on the knobs
The AML-STC requires that the PFD, RSM, CM, and ACU mounting locations be recorded on
Figure D1 of Appendix D. It is also required that an accurate description of wire and cable
routing be noted on the figure. This information will be required later to comply with the ICA.
Make a copy of the form and give to owner for inclusion in permanent aircraft records.
Make a log book entry at the completion of the installation indicating that the aircraft has
been modified in accordance with the EFD1000 AML-STC.
Use the weights in Table 6.1 and the moment arm of the mounting locations perform a weight
and balance calculation per AC 43.13-1B. Be sure to account for equipment removed.
The following mounting limitations must not be exceeded during the installation of the PFD
and RSM:
• The PFD must be mounted within ±8º of perpendicular to the aircraft waterline.
• The PFD must be mounted within 0.0±0.1º of the zero degree roll “wings level” axis.
• The RSM must be mounted within ±4º to the longitudinal axis of the aircraft (Fig. 6.8)
• The RSM must be mounted within ±10º of the 0º roll “wings level” axis (Fig. 6.10)
• The RSM must be mounted within ±10º to the zero pitch axis “waterline” of the
airframe (see Fig. 6.9). In no case may the PFD to RSM difference be greater than 18º
(8º of PFD tilt plus 10º of RSM tilt).
• RSM must be mounted to a relatively flat surface to prevent deformation of the aircraft
skin and must not allow more than a .030” gap between RSM and skin.
• RSM must not be mounted to a NO ZONE as pictured in Figure 6.7.
• Mounting the RSM to, or making penetrations through, the aircraft pressure vessel is
beyond the scope of this STC. Separate FAA approval of pressure vessel penetrations
required to accommodate RSM mounting is required prior to the installation of the
remaining EFD1000 system components under the EFD1000 AML-STC.
• Mounting the RSM to a composite or fabric skinned aircraft is beyond the scope of this
STC. Separate FAA approval of the RSM mounting is required for these aircraft.
All metal components must be grounded and bonded to the airframe with less than 3
milliohms resistance in accordance with FAR 23.867(a).
The PFD uses an installer fabricated braided bonding strap to ensure proper bonding to the
panel. The bond strap is attached with supplied screw (3/8th inch length) to back of PFD at
location just below and left of static port. The other end of strap is attached to PFD mounting
bracket screw at the backside of the panel.
The RSM does not require an RF ground plane, but it must be bonded to the airframe to meet
compliance with DO-160E EMI and Lightning certification requirements. The attached ground
wire on the RSM is not a bonding wire but is a shield ground for the pigtail over braid and
must be connected to airframe ground.
The ACU is bonded through its six (6) mounting holes and chassis when mounted to a metal
surface, otherwise a braided or single stranded wire bonding strap to airframe ground will
need to be fabricated for mounting on composite structures.
6.7 Cooling
The PFD contains an integral fan. The area near the fan must be unobstructed. Cooling air
improves heat dissipation and can improve equipment reliability. The RSM, ACU, and
Configuration Module have no cooling requirements.
DOCUMENT # A-01-126-00 PAGE 46-225 Revision H
© Copyright 2009 Aspen Avionics Inc.
EFD1000 Installation Manual
Mechanical installation of the PFD requires installing the included mounting bracket,
connecting a braided bonding strap between the PFD and panel, and installing pitot and static
connections to the two keyed quick release pressure fittings.
NOTE: To avoid damage to the equipment, do not place the EFD1000 Display face down
on the knobs.
The internal battery is normally disconnected for shipping and must be reconnected prior to
the Post Installation Flight Check and maintenance release of the aircraft.
Connection of the battery is performed as follows:
1. Remove the two screws that hold the battery cover in place. The battery cover is
located below the 44 pin connector on the PFD cylinder.
2. Remove the battery cover.
3. Plug the battery connector into the mating connector within the battery compartment.
4. Re-install the battery cover. Be careful to avoid pinching the wires with the cover.
5. Re-install the two screws to hold the battery cover in place.
6. Verify “Bat:” status on page 6 of the Main Menu shows “Charging” when external
power is supplied to the EFD1000.
The PFD must be mounted in the center position of the instrument panel per FAR
23.1321(d). If the two existing instrument holes that contain the attitude indicator and
direction indicator are not exactly centered, but are the closest instruments to the
center, then that position is acceptable for mounting the PFD.
PFD
The pre-drilled holes in the mounting bracket (see Figure 6.4) support both standard
3” round instrument holes, and 3ATI square cutouts. The bracket is centered on the
upper instrument hole. The lower portion of the bracket is provisioned with screw
slots, allowing variable vertical spacing configurations.
If the lower cutout is a 3ATI or other larger standard cutout, a commercially available
metal blanking plate should be used to flush fill the cutout. Use the PFD Mounting
Bracket as a template to cut the 2.10” diameter cutout for the fan and two 0.150”
diameter mounting holes. All cut edges should be treated to prevent corrosion.
The PFD is attached to the instrument panel in 6 places with MS24693-S30 (#6-32
flathead screws), NAS1149FN632P (washers), and MS21044N06 (#6-32 Nuts). It is also
acceptable to use existing #6 nut plates or equivalent.
1) Burnish the back of the instrument panel around one of the 6 mounting holes to
allow for bracket to instrument panel bonding through the screw/washer/nut.
2) Loosely install the bracket with the upper two mounting screws/nuts/washers as
shown in Figure 6.3.
3) Use an inclinometer on the top of the PFD bracket with the aircraft level to make
this adjustment. It may be necessary to slot the existing holes to align the bracket
in the roll axis.
4) The PFD must be mounted within 0.0±0.1º of the zero degree roll “wings level”
axis.
5) Fabricate an 8” bonding strap from braid and two ground lugs. Attach one ground
lug to a mounting screw on the backside of the panel (see Figure 6.2).
6) Install remaining PFD mounting bracket screws and nuts.
7) Tighten all six (6) mounting screws and nuts to 12 in-lbs anchoring the bracket to
the panel.
Aircraft with tilted instrument panels of 8º or less can install the PFD flat against the
panel. The tilt will later be removed electronically in the system configuration using
the Pitch Attitude Trim adjustment.
An 8” or shorter braided bonding strap is required between the screw (below and left
of the static port- see Figure 6.2) on the backside of the PFD to a location on the
backside of the instrument panel using one of the mounting screws and nuts. Verify
less than 3 milliohms resistance to airframe ground at bonding strap connection point.
Bonding Strap
Attachment Screw
Pitot and Static connections are made to the PFD via two keyed quick connect fittings.
These connections will typically require a “T fitting” to be installed in-line with the
existing altimeter and airspeed indicators.
The quick connectors are keyed such that they cannot be interchanged. Once the
correct quick connector is fastened to the pitot and static lines, they cannot be
inadvertently swapped on the rear of the PFD unit.
NOTE: The pitot quick connector will fit on the PFD static port but the static quick
connector cannot be inadvertently connected to the PFD pitot port due to the
keying.
Each connector has a 0.256” diameter barbed fitting that accepts a ¼” hose.
1) Insert “T” fitting into existing aircraft Pitot line and secure with Aero Seal 6604 or
equivalent hose clamp (see Figure 6.6).
2) Connect a length of pitot line tubing between the “T” fitting and the “P” quick
connector. Verify the length of tubing can be installed with no drip loop and that it
can be secured away from flight controls. Secure each end with Aero Seal 6604 or
equivalent hose clamps.
3) Insert “T” fitting into existing aircraft Static line and secure with Aero Seal 6604 or
equivalent hose clamp (see Figure 6.6).
4) Connect a length of static line tubing between the “T” fitting and the “S” quick
connector. Verify the length of tubing can be installed with no drip loop and that it
can be secured away from flight controls. Secure each end with Aero Seal 6604 or
equivalent hose clamps.
5) Secure pitot and static lines as necessary to prevent interference with other aircraft
structures and components.
CAUTION: Secure pitot and static lines so that they will not interfere with flight
controls and are not at risk of mechanical damage.
PITOT
PITOT
¼” ID TUBING
HOSE CLAMP
(4 PLACES)
STATIC
STATIC
¼” ID TUBING
STATIC QUICK
CONNECTOR
A-06-505-00
“T” FITTING SPLICE INTO STATIC LINE
A pitot static leak check is required after the installation of the quick connectors and
the PFD is installed. The quick connectors are designed such that they seal when
disconnected.
CAUTION: The RSM is an integral part of the attitude function of the AHRS. A stable and
magnetically quiet location for the RSM is essential for proper AHRS operation.
CAUTION: There are special considerations for mounting the RSM on composite, fabric and
pressurized aircraft. See §§6.9.2 and 6.9.3.
The RSM is typically installed near the tail of the aircraft on an unpressurized portion of the
airframe. As the RSM incorporates both the OAT sensor and the emergency GPS antenna, it
must be mounted on the top outside of the airframe. In addition, the RSM includes the
magnetic flux sensors which is why it is important to locate the RSM as far away from the
cabin and baggage (or “hat rack”) compartment as practical.
Unlike a GPS antenna that is used for primary navigation, the backup GPS usage and inherent
sensitivity do not require a full view of the sky. Therefore, the vertical stabilizer may partially
mask the antennas view of the sky/horizon. Installation on either side of the vertical fin is
acceptable.
The preferred RSM installation area is a minimum of 12 inches behind a typical baggage or
(hat rack) compartment to no closer than 39” from the end of the fuselage (see Figure 6.7).
The “Less Preferred” areas over the cabin should only be selected if impossible to find an
acceptable location within the “Preferred” area of Figure 6.7. See Note on following page.
The NO ZONE areas below are hot zones for a lightning strike and are not to be used for
mounting the RSM. The RSM must not be mounted to the wing, the top of the vertical
stabilizer, the horizontal stabilizer, the fuselage forward of the cabin, or within 39” as
measured from the fuselage aft end as shown.
The RSM should not be mounted within 18 inches of a VHF Comm antenna, 6 inches of a GPS
or ELT antenna, and within 2 inches of another RSM.
The RSM will need to be mounted to a relatively flat surface such that there is less than .030”
gap surrounding the RSM when installed. The RSM must not be mounted to an excessively
curved area which could become deformed upon mounting the RSM.
The installer must determine the best RSM location given the above factors. A
navigation quality handheld compass (i.e., hiking compass) can be used to find a
magnetically quiet area free from the effects of magnetic disturbances from flight
controls, autopilot servos, strobes, or any other large magnetic field appliance.
The RSM can detect magnetic fields in three dimensions. This means that magnetic
influences below the RSM can also affect performance. Be sure to evaluate potential
magnetic influences below the RSM.
NOTE: Changes to the magnetic field around the RSM can affect the RSM
calibration and require revalidation of the RSM performance.
Known sources of interference include (but are not limited to) the following types of
material located near the RSM (normally, these materials within 12 inches can cause
interference):
a. Steel-wound hose (e.g. SCAT d. Servos
tube) e. Trim motors
b. Steel hose clamps f. Poor bonding of electrical
c. Magnetized or magnetic connections
hardware g. Blower motors
Place a small handheld compass in the proposed RSM mounting location and move the
compass around the location looking for needle deflection. There should be no more
than 2º of compass needle movement within an area 18”x 18” around the proposed
location. Should the compass show excessive needle movement it will be required to
find a new location or, if feasible, treat the affected area with a degaussing coil.
Contact Aspen Avionics product support for information on obtaining or using a
handheld degaussing coil. A degaussing coil can be purchased at most audio and
video stores.
Operate flight controls from stop to stop and verify no more than 2º of compass needle
movement. Should the compass show excessive needle movement it will be required
to find a new location or degauss the flight control cables and or flight control
hardware.
Operate all electrical systems. The compass needle should not deflect more than 2
degrees during testing.
If a location cannot be found with less than 2 degrees of deflection then the electrical
device causing the interference will need to be determined. The device causing the
interference may need to be re-bonded or the wiring may need to be relocated.
If the compass does not show any deflection from electrical or mechanical sources then
that location should be acceptable to mount the RSM.
On pressurized aircraft it will be necessary for the RSM wiring to penetrate the aircraft
pressure vessel. The installer is responsible for obtaining proper documentation and
FAA approvals from either the airframe manufacturer or from a DER or FAA field office
for any penetrations of the pressure vessel or bulkhead.
CAUTION: Penetration of the pressure vessel is not approved under this STC and will
require separate approval.
CAUTION: Mounting the RSM on the pressure vessel is beyond the scope
of this STC and requires separate approval.
Approval for the structural aspects of mounting the RSM to a composite or fabric
skinned aircraft, including consideration for the direct effects of lightning, is beyond
the scope of the EFD1000 AML STC. Separate FAA approval for structural and lightning
direct effects considerations is required before mounting the RSM on these aircraft
types.
Though separate approval must be obtained for the RSM structural and lightning direct
effects, installation of the remaining EFD1000 system components is approved under
the EFD1000 AML-STC. This includes HIRF and lightning induced transient
susceptibility approval of the EFD1000 system installation (i.e. display, RSM, CM, ACU,
and associated wiring).
Maximum fore and aft tilt is in relation to the aircraft waterline. An aluminum shim
might be required to keep orientation within limits (see Section 6.9.9 for shim
fabrication).
Maximum side to side tilt is 10 degrees in relation to wings level. An aluminum shim
might be required to keep orientation within limits (see Section 6.9.9 for shim
fabrication).
This STC approves the use of the doubler shown in Figure 6.11 for Aluminum Skinned
aircraft only. Mounting the RSM to a composite or fabric aircraft is not approved by
this STC and will require that the installer obtain separate approval of the RSM
mounting on these classes of aircraft. After the RSM mounting has been approved, this
STC may be subsequently installed.
The doubler is to be fabricated by the installer using the dimensions and rivet holes as
shown. Should the installer wish to deviate from this doubler in size, rivet count, rivet
spacing, or doubler thickness, they are required to seek separate approval.
2) For aircraft skins 0.050” thick and less the doubler should be made from 0.050”
material. For aircraft skins thicker than 0.050 the doubler should be made from
material the same thickness as the skin.
6) Mask around the four (4) mounting holes the diameter of the mounting washers or
1/2" on the down side of the doubler (see Figure 6.12). Prime that side with epoxy
primer per MIL-P-23377 or equivalent. Do not prime the side that faces the aircraft
DOCUMENT # A-01-126-00 PAGE 58-225 Revision H
© Copyright 2009 Aspen Avionics Inc.
EFD1000 Installation Manual
skin. This allows for a doubler to aircraft skin bond and mounting washer to
doubler bond.
8) Using the doubler as a template match drill holes in aircraft fuselage at location
determined from Section 6.9.1. Doubler must be aligned to the longitudinal axis of
the aircraft to within ±4º (see Figure 6.8).
9) Remove burrs and break sharp edges on the aircraft skin (0.005” – 0.015”)
10) Burnish the aircraft skin on the inner surface in the area where the doubler will
mount. Apply Alodine 1201 and do not prime.
11) Mount a ground stud to the doubler for attachment of the RSM shield wire. Use an
MS24693-C52 #8-32 flathead screw and AN364-832A locknut or equivalent as
shown.
Countersink
Aircraft
Skin
Doubler
12) The doubler is attached to the inside surface of the aircraft skin with solid rivets.
• For aircraft skin less than 0.032 thick install with MS20470AD4 protruding head
rivets.
• For aircraft skin thickness of 0.032 install with NAS1097AD4 rivets flush in the
fuselage skin. Carefully control the countersink depth to not knife edge the
fuselage skin.
• For aircraft skin thicknesses 0.040 to 0.050 install with NAS1097AD4 rivets
flush in the fuselage skin.
• For aircraft skins 0.063 or thicker install with NAS1097AD5 rivets flush in the
fuselage skin.
13) Verify that the ground stud has less than 3 milliohms to ground.
1) It is not required to remove aircraft surface paint below RSM unless an aluminum
shim was required on extreme mounting angles. The shim must be bonded to the
fuselage. Bonding of RSM is through four (4) mounting screws to doubler.
3) Install the RSM on the aircraft and secure it using four (4) screws, four (4) washers,
and four (4) nuts from the RSM Installation Kit. Torque hardware to 12-15 in-lbs.
Installer may substitute nut plates for washers and nuts provided the nut plates are
attached to the doubler only and not the aircraft skin. The nut plates must be
stainless steel.
5) Apply a bead of non-corrosive sealant around the RSM and over each mounting
screw.
Aircraft Skin
Doubler
(installer fabricated)
FWD
If the RSM exceeds the mounting limits of Section 6.9.4 a shim will be required.
Fabricate a shim with the dimensions of the RSM base plate. Optionally the shim can
be made square and slightly larger than the RSM base plate for ease of construction
(see Figure 6.16).
The shim must not exceed the minimum and maximum thickness as shown in Figure
6.17.
2) Fabricate shim from 2024-T3 aluminum with the four (4) mounting holes and
0.625” cable pass-thru drilled through.
5) Mask off top side of shim 1/4” inside mounting surface of RSM and mask off a
similar area on the bottom so that these areas remain Alodine only (see Figure
6.18). Prime unmasked areas with epoxy primer per MIL-P-23377 or equivalent.
Paint to match aircraft color if desired.
6) The shim must be bonded to the aircraft skin by removing the paint and prepping
the aircraft surface where the shim and RSM will be mounted. Remove paint ½”
inside the outer footprint of the RSM mounting location. Burnish the aircraft skin
and apply Alodine 1201, do not prime.
7) Sandwich the shim between the aircraft skin and the RSM following the RSM
installation procedure in Section 6.9.7.
The ACU has no user interface, and therefore can be remote mounted. The optimum
mounting location is an area that minimizes wire runs to interfacing equipment. This typically
means near the autopilot computer if installed.
When mounting the ACU find a location in the aircraft of known load carrying capabilities such
as:
• Existing Avionics Shelf
• Baggage compartment
• Radio Rack
• Cockpit Floor
Mount ACU to existing shelf in any orientation using six (6) MS3506-X #6-32 screws,
six (6) NAS1149FN632P washers, and six (6) MS21044N06 #6-32 self locking nuts or
equivalent. Tighten nuts to 12 in-lbs.
An unpainted surface of the ACU case must be bonded to aircraft ground either
through mounting to a metal shelf or with an installer fabricated bonding strap of wire
braid or single stranded wire no more than 12 inches in length. Attach ground lug of
bonding strap to one of the mounting screws if required.
Verify ACU case to airframe ground has less than 3 milliohms of resistance.
Should a shelf or bracket need to be fabricated in order to install the ACU it is beyond
the scope of this STC and will require separate FAA approval for that modification.
1 19
20 37
1 13 1 8
14 25 9 15
The Configuration Module will be cable tied to the PFD wire harness. Leave just enough slack
in the cable ties so that the configuration module can slide along the PFD cable. This will
prevent strain on the configuration module connector while the PFD harness is manipulated
during installation and subsequent removal/replacement.
7 Electrical Installation
Perform an electrical load analysis to verify the aircraft complies with FAR 23.1351(a) using
the current draw of each installed component as determined from Table 7.1 below.
A 7.5 amp pull type circuit breaker or breaker/switch combination for the PFD will need to be
wired and mounted in a location accessible to the pilot while seated. The breaker will be
powered from the switched battery bus. When installing a switch, label it “EFIS Master” and
install in a location accessible to the pilot while seated. The switch must be rated for at least
7.5 amps continuous duty. Record the location of circuit breaker on Figure D1 of Appendix D.
A two (2) amp pull type circuit breaker for the ACU will need to be installed in a location
accessible to the pilot while seated. Wire the power source from the avionics bus (switched
battery bus if no avionics bus exists). The breaker is to be labeled “ACU” or “ACU #1” in a dual
ACU installation. If a second ACU is installed it will require its own two (2) amp breaker
labeled “ACU #2”. Record the location of circuit breaker(s) on Figure D1 of Appendix D.
Use of MIL-C-27500 shielded wire and MIL-W-22759 single conductor wire is recommended.
All wires should be fabricated as shown in Section 9 keeping all grounds as short as possible.
Wires and wiring bundles must be secured in such a way to eliminate risk of mechanical
damage and minimize exposure to heat and fluids per FAR 23.1365(e).
In order to meet HIRF and Lightning requirements it is required that the following cable
runs use either an over braid applied during fabrication or double shielded wires. The
over braid or double shield should extend within the back shell and must be grounded
at both ends.
• All ARINC 429 and RS-232 wiring into or out of the PFD require either a double
shielded wire or a tinned copper over braid be applied over the twisted shielded
pair. See Figure 7.1 below and NOTE 1 on Wiring Diagrams 9.4 through 9.14.
Over Braid or
Double Shield 1
GPS1
Twisted Shielded Pair or Pairs* RS-232 or A429
Over Braid or 1
Double Shield
PFD
*Twisted Shielded Pair or Pairs = all shielded
wires as shown on Wiring Diagrams in Section 9.
This may be one, two, or three sets of twisted
shielded pair. Over braid installed over top.
Over Braid or
Double Shield 1
ACU
Twisted Shielded Pair or Pairs* A429 PFD to ACU only
The following wires require shields to comply with HIRF and Lightning requirements:
• Aircraft power to the PFD requires a single stranded shielded wire from circuit
breaker to PFD. See Figure 9.1.
• The discrete output from the PFD to the Sonalert and the power wire from circuit
breaker to require a single stranded shielded wire. See Figure 9.1.
• PFD to Configuration Module comes as an assembly with color coded wires and
uses an over braid over non-shielded single conductor wires.
PFD to RSM wiring does not require the over braid or double shield, only what is
specified in Section 7.2.3.
ACU to GPS, ACU to VLOC receiver, and ACU to autopilot require no additional
shielding just what is specified in the wiring diagrams of Section 9.
Use tinned copper over braid or double shielded wires on all ARINC 429 and RS-232
wires entering or exiting the PFD back shell. Ground the over braid and wire shields
within the back shell. If using double shielded wire it may be difficult to terminate all
shields within the back shell. If this is the case then use a piece of tinned copper over
braid that extends at least 6 inches outside the back shell to cover all unshielded
wires(see Figure 7.2).
At the GPS/VLOC/ACU terminate the over braid within the back shell or as close as
possible. Ground the over braid at this end using a pigtail as short as possible. If
using double shielded wires then ground both shields at the GPS/VLOC/ACU with
pigtail as short as possible.
The PFD to RSM wiring run is made with a single cable seven (7) conductor shielded
wire. M27500-A24SD7T23, M27500-22TG7T14 or equivalent 22 or 24AWG seven (7)
conductor shielded cable can be used.
This cable assembly is prefabricated with the following wire color markings and will be
cut to length at the PFD.
Pin 1 White/Black
Pin 2 White/Red
Pin 3 White/Orange
Pin 4 White/Yellow
Pin 5 White/Green
Pin 6 White/Blue
Pin 7 White
Terminate the aircraft side of the RSM wiring with the Hirose circular connector from
installation kit as shown in Figure 7.3 below. Due to the compact design of the Hirose
connector it may be easier to solder the wires to the solder cups on the bench versus
inside the tail of the aircraft. Use a fine tip soldering iron for this procedure.
1. Pass the cable through the hood and metal cover. Strip back the insulation to
expose the shielding and wires with the dimensions that are shown.
2. Stake the metal clamper to the shield in the location shown. A hexagonal crimper
such as the ones used for BNC Coax connector assembly work can be used to
crimp it to approximately 5.2mm outside diameter.
3. Assemble the two pieces of the connector such that the solder cup piece is retained
by the ring. Discard the washer as it is not required.
4. Solder the seven (7) 24 AWG wires to the connector.
5. Thread metal cover onto connector.
6. Insert screw into metal cover so that it indents into metal clamper.
7. Put hood over metal cover.
M27500-22TG7T14 or
Qty 7 – 22 AWG conductors M27500-A24SD7T23 or equivalent
Connector
Metal Hood
Cover
10mm 4mm
To
20mm PFD
To Metal Clamper
RSM Screw
CAUTION: Do not run RSM wiring near high current devices such as strobes and air
conditioners and avoid running RSM wiring in same wire bundle as strobe
and air conditioning wiring bundles if at all practical.
PFD END
Terminate the shield at the PFD end inside the back shell. Attach pigtail ground wire to
shield and connect to ground screw as shown in Figure 7.4.
The Configuration Module (CM) connector comes as an assembly with color coded
wires within an over braid. The wires are inserted into the appropriate pins as shown
in Figure 9.1. The green wire with ground lug is attached to back shell.
Wire as shown in Figures 9.24, 9.25, and 9.26. Do not parallel more than one NAV
Indicator to each ACU. When paralleling the wiring make the splice as close to the
navigation receiver as practical. Do not splice the connection at the back of the NAV
indicator.
Wire autopilot to ACU as shown in Section 9. Remove any existing connections and
switching between GPS and NAV receivers to autopilot. Only ARINC 429 wiring may
remain between the GPS and autopilot for NAV mode GPSS. The ACU will perform all
switching functions to autopilot for GPS1, GPS2, NAV1, and NAV2.
8 Electrical Connections
The PFD will receive the following data on pin 8 when transmitted from the GPS
receiver. Data is accepted in packets coded in the industry standard "avionics" format
at a baud rate of 9600, 8 data bits, 1 stop bit, no parity. Packets are accepted at
approximately 1 Hz.
Serial packets are prefixed by an ASCII <STX> character (0x02 hex), and completed
with an ASCII <ETX> character (0x03 hex). Multiple messages consisting of an ID and
a Value are contained between the <STX> and <ETX>. Each message is terminated
with an ASCII carriage return (<CR> = 0x0d hex).
<STX><ID><VALUE><CR><ID><VALUE><CR><ID><VALUE><CR> …. <ID><VALUE><CR><ETX>
'w' messages are waypoint route information and correspond to the flight plan
programmed in the GPS navigator. A unique 'w' message is allocated for each waypoint
in the current flight plan. The following table describes the bit coding within the
message value field.
The PFD receives the following labels on pins (16, 17) and (20, 21) when transmitted
from a GPS receiver. ARINC 429 word definitions are implemented per GAMA Pub 11.
Label 332 GPS FPL Curved “CONIC ARC Course Change Angle”
Label 333 GPS FPL Curved “Airport Runway Azimuth
Label 334 GPS FPL Curved “Airport Runway Length
Label 335 GPS FPL Curved “Holding Pattern Azimuth”
Label 340 GPS FPL Curved “Procedure Turn Azimuth”
The PFD receives the following labels on Pins (18, 19) and (22, 23) when transmitted
from a VLOC receiver.
The PFD transmits the following labels on pins 26 and 27 for GPS receivers and
systems that require low speed ARINC 429 Magnetic Heading. Note - if an ACU is
installed then the connections for the GPS and Heading will be made at
ACU P3 pins 4 and 5.
8.2.2 Decision Height (DH) Input – PFD software version 1.1 or later
8.2.5 Autopilot
Output Voltage: ±150mVdc nominal, tracks the glide slope deviation input
signal to within 5%
Loading: Up to three 1000 ohm loads
Pitch Scaling: 0Vdc = null, -4.3Vdc = 10º up, +6.0Vdc = 10º down
Roll Scaling: 0Vdc = null, -0.6Vdc = 10º right, +0.6Vdc = 10º left
Load: 6650 ohms across single ended input
Pitch Scaling: 0Vdc = null, +0.5Vdc = 20º up, -0.5Vdc = 20º down
Roll Scaling: 0Vdc = null, +0.5Vdc = 20º right, -0.5Vdc = 20º left
Load: 6650 ohms across single ended input
Pitch Scaling: 6Vdc = null, 9Vdc = full up, 3Vdc = full down
Roll Scaling: 0Vdc = null, +10Vdc = full right, -10Vdc = full left
Load: 55000 ohms across differential input
The ACU transmits the following labels on P3 pins 4 and 5 for GPS receivers and
systems that require low speed ARINC 429 magnetic heading and selected course.
6 1
7
5 2
4 3
There will be some GPS receivers not shown on these drawings that will be compatible with the
EFD1000 system. The EFD1000 is compatible with ARINC 429, RS-232, and analog GPS receivers.
For flight plan information to be presented on the PFD an RS-232 or ARINC 429 interface is
required. Should an RS-232 or ARINC 429 bus not be available or incompatible then the GPS can
still be connected to the EFD1000 system using analog signals to drive the HSI deviation
indications. In this situation, GPS flight plan data will not be available. It will be up to the installer
to verify the interface is fully functional by performing a complete ground check of the system.
There are also VLOC receivers not shown in these drawings that can be connected either by ARINC
429 to the PFD or through VOR composite video into the ACU. Any radio with a nominal output of
0.5Vrms VOR or 0.35Vrms Localizer composite video format are supported. It will be up to the
installer to verify the interface is fully functional by performing a complete ground check of the
system.
The EFD1000 Pro with ACU emulates a Bendix King KI-525A and NSD-360A HSI by providing
outputs for HDG Datum and CRS Datum to an autopilot. The EFD1000 is compatible with any
autopilot that is compatible with a KI-525A or NSD-360A HSI. Should connections be made to an
autopilot not shown in these drawings the installer must verify the interface is fully functional by
performing a complete ground and flight check of the system per the autopilot manufacturer’s
installation manual or maintenance instructions.
The EFD1000 Pro with ACU also emulates the Bendix King KI-254/256, ARC G-550A, and Century
52C77 flight director indicators. All autopilots that output flight director signals that are KI-
254/256, G-550A, or 52C77 compatible are also compatible with the EFD1000 flight director
display.
To begin planning the electrical installation, select the drawing in the list below preceded by an “*”
that matches the aircraft equipment configuration, and then wire as shown. GPS1, GPS2, NAV1,
NAV2, and the autopilot are options on each page. Simply make the connections to the equipment
you plan to install and omit the units from the drawing you don’t. You will configure the system
later based upon the Configuration ID#s shown in the Configuration Matrix on each drawing.
Aspen Avionics Inc. uses the terms “GNAV” when referring to a combination GPS/VLOC Receiver
with an integral CDI source select (i.e., GNS-430), “GPS” for a standalone GPS Receiver (i.e., GNS-
400, KLN90B), and “VLOC” for stand alone VOR/Localizer equipment (i.e. KX-155, SL30).
NOTE : Although the drawings show the complete interface of connected equipment to the EFD1000
System, they do not show the complete connections for non-EFD1000 equipment. Other manufacturers’
reference documents must be used to verify complete interface to the aircraft.
DOCUMENT # A-01-126-00
as it pertains to the non-Aspen equipment, is for
reference only.
Configuration Matrix
(see Section 10)
ID#1 ID#2 Description
F NONE GPS1, No GPS2
PAGE 93-225
EFD1000 Over shield or over braid required on this wire
1
GPS150 Apollo bundle to comply with HIRF & Lightning. Extend
Revision H
EFD1000 Installation Manual
EFD1000 Installation Manual
This drawing is used for a single GNAV and autopilot interface only.
Use Figure 9.8 if adding a second GPS or Analog Nav2 receiver.
GNAV
EFD1000 2 2 5
CNX-80
GNS430(W)(AW) GNS530(W)(AW)
GNS-480
Over Braid or
Double Shield P4001 P4006 P5001 P5006 P5
1
429 GPS RX1A 16 _ _
46 46 4 4
429 GPS RX1B _ _ 24
17 47 47
ACU
P1
_ _ 24 5 4
429 RX2A 1 24
_ _ 25
429 RX2B 2 23 23
P3 3 3
_ _
429 TX2A 4 48(50) 48(50) 8
429 TX2B 5 _ _ 28
49(51) 49(51)
1
Over Braid or
Double Shield P3 Autopilot
VLOC/ACU RX2A 18 2 429 TX1A A See Figure:
U
T
VLOC/ACU RX2B 19 15 429 TX1B O 9.16 for Bendix King
P
I 9.17 for S-TEC
PFD 429 TX1A 26 1 429 RX1A L
O
9.18 for Century
PFD 429 TX1B 27 14 429 RX1B T 9.19 for Cessna ARC
9.20 – 9.23A Flight Director
GNAV #1
EFD1000 2 2 5
CNX-80
GNS430(W)(AW) GNS530(W)(AW)
GNS-480
Over Braid or
Double Shield P4001 P4006 P5001 P5006 P5
1
429 GPS RX1A 16 _ _
46 46 4 4
429 GPS RX1B _ _ 24
17 47 47
1
_ _ 24
429 VLOC RX2A 18 24 5 4
_ _
429 VLOC RX2B 19 23 23 25
ACU
P3 3 3
_ _
429 TX2A 4 48(50) 48(50) 8
429 TX2B 5 _ _
49(51) 49(51) 28
1
Over Braid or
Double Shield P3 RS-232/Analog GPS #2 - optional
To
G
ACU RX4A 22 2 429 TX1A P
EFD1000 RS-232 Flight Plan See Figure:
Pin 8
S
ACU RX4B 23 15 429 TX1B
# 9.12 for KLN89/B & KLN94
2
PFD 429 TX1A 26 1 429 RX1A
9.13 for KLN-90/A/B
I 9.14 for GX-50/60 & GX-55/65
N
PFD 429 TX1B 27 14 429 RX1B P
U
T
Configuration Matrix A
See Figure:
U
(see Section 10) T
O 9.16 for Bendix King
ID#1 ID#2 Description P
GNS430, No GPS2, I
9.17 for S-TEC
A D NAV2 L 9.18 for Century
GNS430, GPS2, O
A F No NAV2 T 9.19 for Cessna ARC
A H
GNS430, GPS2, 9.20 – 9.23A Flight Director
NAV2
GNS480, No GPS2,
Q D NAV2
GNS480, GPS2,
Q F No NAV2
GNS480, GPS2,
Q H NAV2
*GNS530 uses same config as GNS430
Figure 9.8 Pro Digital & Analog Mix with and w/o Autopilot Interface
GNAV #1
EFD1000 2
GNS430(W)(AW) GNS530(W)(AW)
Over Braid or
Double Shield P4001 P4006 P5001 P5006
1
429 GPS RX1A 16 46 _ _
46
_ _
429 GPS RX1B 17 47 47
1 _ _
VLOC/ACU RX2A 18 24 24
_ _
VLOC/ACU RX2B 19 23 23
3 3
1 _ _
EFD 429 TX1A 26 48(50) 48(50)
_ _
EFD 429 TX1B 27 49(51) 49(51)
GNAV #2
5 2
Optional
Back-Up GNS430(W)(AW) GNS530(W)(AW)
Over Braid or Nav
Double Shield Indicator P4001 P4006 P5001 P5006
1
_ _
429 GPS RX3A 20 46 46
_ _
429 GPS RX3B 21 47 47
1
_ _ 24
429 VLOC RX4A 22 24
_ _
429 VLOC RX4B 23 23 23
4
3 3
_ _
48(50) 48(50)
_ _
49(51) 49(51)
Configuration Matrix
(see Section 10)
ID#1 ID#2 Description 1 Over shield or over braid required on this If connecting a GPS(GPS400/500) for GNAV
4
GNS430, GNS430 wire bundle to comply with HIRF & Lightning. #2 then omit A429 wires to PFD pins 22&23.
A A No Autopilot Extend within back shell if possible. Ground
GNS430, GPS400 at both ends. 5 See Figure 9.24, 9.25, 9.26 for Back-Up
A C No Autopilot NAV recommendations.
*GNS530 uses same config as GNS430 2 See Figure 9.27 for GNS-430/530
*GPS500 uses same config as GPS400 configuration. 6 Refer to manufacturers’ documentation to
Contact Aspen Avionics product support for verify the integration data and for information
additional configurations ID’s if your 3 Use pins 48 & 49 or 50 & 51 not both. regarding checkout procedures. This drawing,
configuration is not shown.
as it pertains to the non-Aspen equipment, is
for reference only.
GPS RX1A 16 46 46 16 16 16
GPS RX1B 17 47 47 15 15 15
ACU #1
P3
3 3
429 TX2A 4 48(50) 48(50) 32 32 -
1
429 TX2B 5 49(51) 49(51) 33 33 -
Over Braid or
Double Shield
P3
# KX-155(A) &165(A)
1
KN-53
Optional
KX-170A/170B/175/175B
Back-Up SL-30
Nav
Indicator
5 Autopilot - optional
See Figure:
A
Over Braid or
Double Shield 1 U 9.16 for Bendix King
T
O 9.17 for S-TEC
PFD 429 TX1A 26 1 429 RX1A P
9.18 for Century
I
1
ACU #2 6
P3
Analog VLOC #2
1 429 RX1A V
L
14 429 RX1B O See Figure 9.15 for:
C
1
Over Braid or # KX-155(A) &165(A)
Double Shield 2
KN-53
429 VLOC RX4A 22 2 429 TX1A
Optional
KX-170A/170B/175/175B
429 VLOC RX4B 23 15 429 TX1B
Back-Up SL-30
Nav
Indicator
4
Configuration Matrix 4 See Figure 9.24, 9.25, 9.26 for Back-Up NAV
(see Section 10) recommendations. If no GPS installed then One
1 Over shield or over braid required on this wire backup NAV indicator is required.
ID#1 ID#2 Description bundle to comply with HIRF & Lightning. Extend
GPS1, No NAV1,
within back shell if possible. Ground at both ends. 5 Autopilot must be connected to ACU #1
D NONE
No NAV2
Configure GPS-400/500 Out for “Low GAMA 429 6 Omit ACU #2 if using only 1 Analog Nav.
GPS1,NAV1, 2
E NONE Graphics w/Int”, IN for “Honeywell EFIS”, VNAV for
No NAV2 7 Refer to manufacturers’ documentation to verify
E D GPS1, NAV1, NAV2 “Enable Labels” the integration data and for information regarding
No GPS1, NAV1, checkout procedures. This drawing, as it pertains
M NONE 3 Use pins 48 & 49 or 50 & 51 not both.
No NAV2 to the non-Aspen equipment, is for reference only.
M D No GPS1, NAV1,
NAV2 Figure 9.10 Pro ARINC 429 GPS & Dual Analog VLOC
with and w/o Autopilot Interface
Analog VLOC #1
V
L
O See Figure 9.15 for:
C
# KX-155(A) &165(A)
1
KN-53
Optional
KX-170A/170B/175/175B
Back-Up SL-30
Nav
Indicator
3 Autopilot - optional
See Figure:
1 A
Over Braid or U
Double Shield T 9.16 for Bendix King
O 9.17 for S-TEC
PFD 429 TX1A 26 1 429 RX1A P
I 9.18 for Century
L
PFD 429 TX1B 27 14 429 RX1B
O 9.19 for Cessna ARC
T 9.20 – 9.23A Flight Director
1
ACU #2 4
P3
Analog VLOC #2
1 429 RX1A V
L
14 429 RX1B O See Figure 9.15 for:
C
1
Over Braid or # KX-155(A) &165(A)
Double Shield 2
KN-53
429 VLOC RX4A 22 2 429 TX1A
Optional
KX-170A/170B/175/175B
429 VLOC RX4B 23 15 429 TX1B
Back-Up SL-30
Nav
Indicator
EFD1000 KLN-90/A/B
Over Braid or
Double Shield 1 P901
ACU
P3
OBS COS - 7
OBS SIN - 6 27 AC GROUND
OBS SIN + 18 26 OBS RESOLVER SIN
ROTOR (H) 20 31 OBS RESOLVER OUT
ROTOR (C) 8
2
K1
/GPS MODE SEL 17 NO
1 GPS DISPLAYED
ACFT PWR NC
P2 4
/OBS-LEG 7 33 /OBS-LEG
Existing
OBS/LEG
Over shield or over braid P1 switch
1 3
required on this wire bundle to
GPS +TO 14 21 +TO
comply with HIRF & Lightning.
Extend within back shell if GPS +FR 7 20 +FROM
possible. Ground at both ends.
GPS LAT FLG + 12 19 NAV FLG +
KLN-90B ONLY. These pins
2
are not connected on KLN-90 GPS LAT FLG - 5
and KLN90A units.
GPS +LT 4 25 D-BAR +LT/NAV FLG-
3 If existing installation has
external OBS/LEG switch then GPS +RT 11 22 D-BAR +RT
splice as shown.
GX-50/55/60/65
EFD1000
GX-55 GX-50
Over Braid or GX-65 GX-60
Double Shield 1
P1 P1
ACU
P2
_ OBS(HOLD)
/OBS-LEG 7 34
_ ACTIVE
/APPR ACTIVE 24 15
P1
_
GPS Vert FLG+ 15 28 Vert FLG+
_
GPS Vert FLG- 8 29 Vert FLG- 3
_
GPS +UP 13 30 Vert UP+
_
GPS +DN 6 31 Vert DN+
Over shield or over braid required on this wire Configure RS-232 TX Port for “MovMap” in
1 4
bundle to comply with HIRF & Lightning. Extend GPS.
within back shell if possible. Ground at both ends.
5 Refer to manufacturers’ documentation to
2 The GX-50/55/60/65 do not have an OBS verify the integration data and for information
connection. regarding checkout procedures. This drawing,
as it pertains to the non-Aspen equipment, is
3 The GX-50/60 share pin 29 between Vert FLG-
for reference only.
and NAV FLG-.
Figure 9.14 GX-50/60 & GX-55/65 RS-232 and Analog to ACU Interface
2 Glideslope interface is for units with GS option. 5 Refer to manufacturers’ documentation to verify the
integration data and for information regarding
checkout procedures. This drawing, as it pertains to
the non-Aspen equipment, is for reference only.
2
ACU KN-53 SL-30
P532 P1
P2
NAV Composite 1 B 19
Composite GND 20 15 37
3
/ILS Engage 2 12 33
GS +UP 12 P 30
GS +DN 31 14 31
GS +FLG 13 13 28
GS -FLG 32 R 32
1 If paralleling GS signals with backup NAV indicator 3 Diode required when paralleling ILS Energize wire
then splice wires as close to NAV receiver as with backup NAV indicator. See Figure 9.24. Use
possible. Do not parallel at back of NAV indicator 1N4005 or equivalent.
(see Figures 9.24 & 9.25)
4 Refer to manufacturers’ documentation to verify the
integration data and for information regarding
2 See Figure 9.27 for SL-30 configuration.
checkout procedures. This drawing, as it pertains to
the non-Aspen equipment, is for reference only.
4 4
ACU 1
KAP-140 KFC-150 KFC-200 KFC-225 KFC-250 KFC-275
P1401 P1402 P1901 P1902 P2951 P2952 P2251 P2252 J1 J2 P2201 P2202
P3
CRS DATUM 3 _ _ _ _ _ _
17 W W 16 W 32
2
HDG DATUM _ _ _ _ _ _
22 X H 16
DOCUMENT # A-01-126-00
2 2 H
_ _ _ _ _ _
CRS/HDG COM 11 27 20 M 28 M 33
_ _ _ _ _ _ _ _ 17 _
19 S
+15 OUT 9
HDG-CRS EXT 23
P2
_ _ _ _ _ _
+ RIGHT 18 25 17 A 26 A 2
24 _ U _ _ C 25 _ _ C 3 _
+ LEFT 37
_ _ _ _ _ _ _ _ _ _
+ LAT FLG 11 22 23
_ _ _ _ _ _ _ _ _ _
- LAT FLG 30 23 24
_ 9 _ _ _ _ _ 11
+UP 16 V M 12 M
+DN 35 _ _ _ _ _ _
10 19 K 52 K 28
_ _ _ _ _ _
+VERT FLG 17 31 21 C 14 C 27
_ 12 _ Y D _ _ 15 D _ _ 10
-VERT FLG 36
PAGE 107-225
_ _ AA _ _ AA _ _
/ILS ENERGIZE 5 7 B 7 22
_ _ _ _ _ _ _
P3
_ _ _ _ _ _ 34 _ _ _ _
/GPS MODE SEL 17 26
5
1 Autopilot can only be connected to ACU #1 in a 3 See Flight Director section Figure 9.20 for 6 Refer to autopilot manufacturers’
dual ACU configuration. command bar interface. documentation for autopilot-side integration
information (including autopilot STC
2 If the existing DG/HSI is to remain in the 4 KFC-250/275 HDG & CRS Datum for 3" compliance data) and for autopilot and flight
aircraft do not parallel HDG/CRS Datum with Instruments (KCS-55A) only. director checkout procedures. This drawing,
ACU. Cap and Stow at DG/HSI. as it pertains to the non-Aspen equipment, is
5 GPS Mode Sel. If connected on a WAAS
capable GPS will not allow the autopilot’s for reference only.
Configuration Matrix vertical mode to couple. It can be
(see Section 10) connected on all other GPS types.
Revision H
EFD1000 Installation Manual
EFD1000 Installation Manual
HDG and CRS Datum interconnect to S-TEC autopilot computers that are configured/wired for an NSD-360
(see Figure 9.17 for L/R/U/D analog interface)
REMOVE
ACU 1
P3 STEC
AP Computer
HDG-CRS OFFSET 25 NSD-360 (configured for
NSD-360)
66.5K 1% P1
NC 19 EXC. GND
HDG-CRS EXT 23 NC
/ILS ENERGIZE _ _ _ _ 1
5 44 9 9
1 Autopilot can only be connected to ACU #1 in a 4 Shield wires per existing autopilot specification single
dual ACU configuration. shielded or twisted shielded pair.
CAUTION: Damage to the ACU or autopilot computer could occur if wiring is not exactly as shown. Before connecting the autopilot
computer, the HDG and CRS Datum voltages should be checked per below. Also, if a DG was previously installed verify that the
DG Select Strap CD185-17 or CD220-42 or CD200-? is removed (not grounded) as it shorts the HDG and CRS inputs together.
Century
21/31
41/2000
ACU Configuration Matrix
Century
Heading (see Section 10)
P3 System
Adapter
Set ACU HSI TYPE = 1
CD175 Set ACU DATUM = REVERSED
HDG-CRS OFFSET 25
HDG-CRS EXT 23 19 4.8Vdc reference
CRS DATUM 3 2 2 HDG/CRS Datum Voltage
HDG DATUM 22 17 0º 4.8Vdc
- 90º 9.6Vdc
CRS/HDG COM 11 20
+90º 0.1Vdc
ACU
CD33 TO AMP
P3
R1
ROLL EXC T1
C 21 DATUM EXCITATION
PARALLEL WITH (5Khz) 10k 1
EXISTING WIRES
1/4W
ROLL EXC
F 10 SIGNAL COMMON
10K :10K
CD33 TO DG
HDG SIG T1
A 22 HDG DATUM
10k
1/4W
ROLL COM
B 11 CRS/HDG COM
10K :10K
C1 = .027uF min 50V
D (
N/C 3 CRS DATUM
E
L1 = 27mH
2
HDG SIG T1
A 22 HDG DATUM
10k
1/4W
11 CRS/HDG COM
10K :10K
CRS SIG T1
B 3 CRS DATUM
10k
CD33 TO AMP 1/4W
ROLL COM
B
10K :10K
_ _ a
/ILS ENERGIZE 5 9
1 Autopilot can only be connected to ACU #1 in a dual 4 Refer to autopilot manufacturers’ documentation for
ACU configuration. autopilot-side integration information (including
autopilot STC compliance data) and for autopilot and
2 Note – autopilot connections are shown at CA-550 flight director checkout procedures. This drawing, as
computer but may route through the S-550A Mode it pertains to the non-Aspen equipment, is for
selector. reference only.
3 See Flight Director section Figure 9.22 for
command bar interface.
300B/400B/
800B
ACU
P3 CA-550/FD
Configuration Matrix
J1-P4 J2-P5 (see Section 10)
_ Set ACU HSI TYPE = 1
HDG-CRS EXT 23 10
CRS DATUM _ 17
3
2 _
HDG DATUM 22 24
CRS/HDG COM 11 21 _
1 If the existing DG/HSI is to remain in the aircraft 3 Refer to autopilot manufacturers’ documentation for
do not parallel HDG/CRS Datum with ACU. autopilot-side integration information (including
Cap and Stow at DG/HSI or use switch. autopilot STC compliance data) and for autopilot and
flight director checkout procedures. This drawing, as
2 Existing DG installations must make CRS Datum it pertains to the non-Aspen equipment, is for
connection as shown to gain full HSI features. reference only.
ACU
NAV Receiver
without internal
P2 NAV Converter
NAV Composite 1
KX-155
Composite GND 20
KX-155A
/ILS Engage 2
KNS-80/81
GS +UP 12
KN-53
GS +DN 31 SL-30
GS +FLG 13
GS -FLG 32
NAV Indicator
and Converter
KI-203
KI-204
KI-208
KI-209
KN-72
1 Parallel all lines shown maintaining shielding as 4 KX-165 and KX-165A’s may be connected as
required. Splice connections as close to NAV shown to these indicators or they may be
receiver as possible. Do not splice from back of connected to units with an OBS Resolver.
NAV indicator.
5 Complete ACU to NAV hook-up is shown on
2 GS lines will only be connected on NAV units Figure 9.15.
with this option.
Some Nav Receivers have multiple GS outputs. 6 Refer to manufacturers’ documentation to
3 verify the integration data and for information
Separate outputs should be used in lieu of regarding checkout procedures. This drawing,
paralleling the 4 wires when available. as it pertains to the non-Aspen equipment, is
for reference only.
ACU
NAV Receiver
with internal
2 P2 NAV Converter
NAV Composite 1
Composite GND 20
/ILS Engage 2
GS +UP 12
GS +DN 31 3
GS +FLG 13
GS -FLG 32
KX-165
1 KX-165A
KNS-80/81
SL-30
NAV Indicator
KI-525A
KI-202 NAV FLG+
KI-206 NAV FLG-
CDI +RIGHT
KI-207 CDI +LEFT
KPI-552 + TO
GI-102/A + FROM
OBS RES A/H
GI-106/A OBS RES C
OBS RES D
OBS RES E
OBS RES F
OBS RES G
1 Parallel all lines shown maintaining shielding as 3 Some Nav Receivers have multiple GS outputs.
required. Splice connections as close to NAV Separate outputs should be used in lieu of
receiver as possible. Do not splice from back of paralleling the 4 wires when available.
NAV indicator.
4 Refer to manufacturers’ documentation to verify
2 Complete ACU to NAV hook-up is shown on the integration data and for information
Figure 9.15. regarding checkout procedures. This drawing,
as it pertains to the non-Aspen equipment, is
for reference only.
EFD1000
GPS/NAV Receiver
with internal NAV
Converter
See Figures
9.6 thru 9.9A
for EFD1000 ARINC 429 GNS-430
to GNAV GNS-530
interface
NAV Indicator
GPS Annun
VLOC Annun
1 GS +UP
GS +DN
KI-525A GS FLG+
GS FLG-
KI-202 NAV FLG+
KI-206 NAV FLG-
CDI +RIGHT
KI-207 CDI +LEFT
KPI-552 + TO
GI-102/A + FROM
OBS RES A/H
GI-106/A OBS RES C
OBS RES D
OBS RES E
OBS RES F
OBS RES G
Print a copy of Appendix B – Installation Final Check Sheet prior to starting any tests.
Log a Pass/Fail on check sheet then sign and date upon completion. Include copy of form in
permanent aircraft records.
NOTE: To avoid damage to the equipment, do not place the EFD1000 Display face down
on the knobs.
The following Test Equipment is required to complete the ground test procedure:
• Do not install the PFD, ACU, RSM or configuration module until instructed to do so
in the steps below.
• Perform a continuity check on all wires between the PFD, ACU, RSM, Configuration
Module and their associated connections per wiring diagrams.
• Verify over shields or over braids are installed on required wiring bundles.
• Apply aircraft power and close the EFIS and ACU circuit breakers and the EFIS
master switch if installed.
• Verify proper voltage on PFD main connector pins 1, 2, and 3 and that there are
proper grounds on pins 4, 5, and 6.
• Push in all applicable circuit breakers and apply power. Verify PFD displays
“INITIALIZING” after 5 seconds.
NOTE: AHRS Flags may take up to 3 minutes to clear. Airspeed and Altitude flags
may take up to 20 minutes to clear at temperatures below -20ºC.
• Verify braided bonding strap is installed between PFD ground stud and airframe
ground.
• Verify PFD mounting bracket is bonded to instrument panel with less than 3
milliohms resistance.
• Verify ACU(s) chassis is bonded to airframe with less than 3 milliohms resistance.
• Verify RSM base plate or doubler plate is bonded to airframe with less than 3
milliohms resistance.
Configure the EFD1000 system prior to running the ground test procedure. The
configuration pages are accessed through the PFD display using the MENU button
and the lower Right Control Knob labeled MODE/SYNC.
The Main Menu operation is accessed by pushing the “MENU” button. See Section
10.4.5 for information on entering the INSTALLATION MENU.
When no fields are enabled for editing, rotating the right control knob clockwise
advances to the next menu page and counterclockwise advances to a previous
menu page.
Editable menu items are displayed in white text on a blue background, non-editable
menus items are green text on a blue background while grey text on a blue
background is disabled from editing.
Pushing the line select key adjacent to an editable field enables the associated field for
editing. The field turns magenta when enabled and the right control knob reads “Edit
Value”.
When the field is enabled for editing rotating the right control knob will adjust the
value. Pushing the right control knob or the adjacent line select key will exit from the
editable field.
The Main Menu consists of 7 pages that are pilot selectable. The menus are shown as
they appear on the display of the PFD. The options for each editable field are displayed
to the right of each line select key. See Operation Section 12.12 for a detailed
description of the MAIN MENU pilot configurable settings.
changes to these values and then change VSPD EDIT back to LOCKED or as
required.
The Installation Menu is entered from the Main Menu “SYSTEM STATUS PAGE” (page 7
of 7). Simultaneously push and hold the MENU key, Line Select Key #1 and Line Select
Key #2 for 3 seconds while the airspeed is below 30 units.
Whenever the warning message in Figure 10.9 is displayed, pressing either control
knob shall advance the Installation menu.
WARNING:
THE INSTALLATION MENU CONFIGURATION
SETTINGS MUST BE SET IN ACCORDANCE
WITH THE APPROVED INSTALLATION
INSTRUCTIONS. UNAUTHORIZED
MODIFICATION OF THESE INSTALLATION
SETTINGS MAY INVALIDATE THE TYPE
CERTIFICATED STATUS OF THIS AIRCRAFT
AND/OR RENDER IT UNAIRWORTHY.
To exit the Installation Menu at any time press the MENU button. All data will be saved
as displayed. The system will reboot and “INITIALIZING” will appear on the display for
approximately 15 seconds.
WARNING: Only a Certified Mechanic may set the values on Installation Menu
pages 1 and 2. The values must match the certified speeds in the
Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or
other legal form of documentation (e.g., Placard).
Vno: Maximum Structural Cruise speed (beginning of yellow band). For aircraft with no
published yellow speed band set Vno = Vne.
Vfe: Maximum Flap Extend speed (top of white band) - set to Vfe = Vs on
aircraft with no flaps
Vso: Full Flap Stall speed (bottom of white band) - set to Vso = Vs on aircraft
with no flaps
WARNING: Only a Certified Mechanic may set the values on Installation Menu
pages 1 and 2. The values must match the certified speeds in the
Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or
other legal form of documentation (e.g., Placard).
Vyse: Single Engine best rate of climb (blue marker) on multi engine aircraft – set to
zero “0” on single engine aircraft.
Vmc: Single Engine minimum control speed (red marker) on multi engine aircraft – set to
zero “0” on single engine aircraft.
Initial Flap Extension Speed – set to zero “0” on aircraft without a published initial
flap extension speed. For aircraft that have a published speed at which the first
notch of flap may be deployed, set to that published value.
M
E MENU OPTIONS
N
U
TAPES: UNLOCKED = Must only be set when Airspeed and Altimeter are still in
basic T configuration. With this setting the pilot can turn airspeed and
altitude tapes on or off via “TPS” Hot Key.
LOCK OFF = Must be used when aircraft has VMO “Barber Pole” airspeed
indicator. Tapes are turned off and cannot be turned on by pilot
LOCK ON = This setting required whenever Altimeter or Airspeed Indicator
has been relocated from basic T configuration. Tapes are always enabled
and cannot be turned off by pilot.
VSPD EDIT: UNLOCKED = pilot can modify value of VSPEED textual markers in Main
Menu.
LOCKED = the pilot cannot modify the values of the VSPEED textual
markers in the Main Menu.
Use the following flowchart to determine the proper configuration for the TAPES setting of
Installation Menu 3.
START
Requirements for
configuring Installation
Menu 3 “TAPES”
Figure 10.13
NO
Is Altimeter and
Airspeed Indicator still YES
in Basic “T” TAPES must be
configuration? configured to
LOCK OFF
NO
TAPES can be
configured to
UNLOCKED or any
other customer
preference
TAPES must be
configured to
LOCK ON
STOP
M
E MENU OPTIONS
N
U
RSM GPS USAGE: Set to EMER ONLY. “RSM GPS REVERSION EMER USE ONLY” will appear
on PFD if all connected GPS receivers fail. Do not set to VFR as it is not approved for
use at this time. Configuring for VFR will disable the RSM GPS receiver.
PITCH ATT TRIM: Pitch Attitude Trim is used to compensate for aircraft instrument
panels that are inclined with respect to the aircraft leveling indices. The EFD1000 AHRS
performance and the RSM calibration depend on the AHRS sensor orientation to the
aircraft waterline using the aircraft leveling indices.
CAUTION: Do not use the “PITCH ATT TRIM” adjustment to align the Aircraft
Reference Symbol to a zero pitch mark for level flight. Though such an
adjustment appears to be a natural step, incorrect adjustment of the PITCH
ATT TRIM may result in incorrect pitch, roll and heading values. For non-
tilted panel installations, the EFD1000 AHRS must show zero degrees pitch
when the aircraft is leveled using the aircraft leveling indices. Adjustment
of the PITCH ATT TRIM to set the Aircraft Reference Symbol to a zero pitch
mark for level-flight may result in improper PFD alignment.
NOTE: Once the PFD is installed and properly aligned, the Aircraft Reference
Symbol level-flight pitch attitude indication changes with speed and
aircraft loading and cannot be adjusted by the pilot.
See 14CFR 23.1303(f).
Adjust the PITCH ATT TRIM value using one of the two methods shown below.
NOTE: PFD software version 1.0 does not show the CORRECTED PITCH ATTITUDE
and CORRECTED ROLL ATTITUDE as in Figures 10.14A and 10.14B. For
a PFD with software v1.0, the PITCH ATT TRIM value must equal the
amount of instrument panel tilt from the aircraft leveling indices. For
example, instrument panels 90º to the aircraft leveling indices will set this
value to 0.0º. Aircraft with 8º instrument panels (bottom of panel is closer
to the pilot than the top) will set this value to +8.0º.
1) Press the PITCH ATT TRIM line select key (Figure 10.14) and use the bottom right
knob to enter a value for PITCH ATT TRIM that results in the CORRECTED PITCH
ATTITUDE (Figure 10.14A) equaling the value read on the inclinometer. For PFD
software v1.0 a value for PITCH ATT TRIM is entered which results in the Artificial
Horizons attitude pitch indication being equal to the inclinometer. It may also be set to
the amount of panel tilt as determined through measurement.
2) Press the PITCH ATT TRIM line select key.
Level the airplane in pitch in accordance with the aircraft manufacturer’s procedure.
Then change the PITCH ATT TRIM adjustment to make the CORRECTED PITCH
ATTITUDE equal to 0.0°.
1) Level the aircraft in pitch using the aircraft manufacturer’s procedure.
2) Press the PITCH ATT TRIM line select key (Figure 10.14) and then use the bottom
right knob to enter a value for PITCH ATT TRIM that will result in the CORRECTED
PITCH ATTITUDE (Figure 10.14B) equaling 0.0º. For PFD software v1.0 a value for PITCH
ATT TRIM is entered which results in the Artificial Horizons attitude pitch indication
being equal to 0.0º.
3) Press the PITCH ATT TRIM line select key.
ROLL ATT TRIM: Roll Attitude Trim is used to align the roll reference mark of the PFD to
zero degrees when the aircraft is wings level. With the aircraft wings level change the
ROLL ATT TRIM adjustment to make the CORRECTED ROLL ATTITUDE equal to 0.0º.
Should more than 2º of correction be required the mechanical mounting of the PFD for
level in the panel should be re-verified (EFD1000 PFD Software version 1.1 and later).
If you wired the drawing exactly as shown you would select ID#1 = H and ID#2 = D.
This would mean you have a RS-232/Analog GPS1 (i.e., KLN-94, GX-55) with an
Analog NAV1 (i.e., KX-155A) and an Analog NAV2 (i.e., KX-155A).
If you have the above installation without a NAV2 then select ID#1 = H and ID#2 =
NONE.
If you have the above installation with no NAV1 or NAV2 (just GPS and autopilot) then
select ID#1 = G and ID#2 = NONE.
Whenever the GPS / NAV #1 and/or #2 selection(s) have been made or changed, the
“ACCEPT CHANGES?” and “REJECT CHANGES?” menu options shall be enabled.
Once the “ACCEPT CHANGES?” option is selected and the validity of the GPS / NAV #1
and #2 selections has been determined, the annunciation shown in Figure 10.16 shall
be displayed for 5 seconds, and then return the “NAV SET UP” menu page to its initial
state with the accepted GPS / NAV #1 and #2 selections.
NAVIGATION CONFIGURATION
ACCEPTED
If the “ACCEPT CHANGES?” option is selected and the GPS / NAV #1 and #2 selections
are determined invalid, the routine shall reject current GPS / NAV #1 and #2 selections
(i.e. revert to previously stored selections (if any)), display the annunciation shown in
Figure 10.17 for 5 seconds, and return the “NAV SET UP” menu page to its initial state.
COMPOSITE PHASE (VOR1, VOR2): Most modern navigation receivers will be set to (0, 0)
as VOR1 and VOR2 will have VOR composite outputs with zero degree phase shift. For
receivers with VOR composite outputs that are 180º out of phase (i.e., ARC RT-385) set
to 180 as required (EFD1000 PFD Software version 1.1 and later).
RS-232 SETUP: Set to NORMAL per Table 5.1. WPT ONLY is not authorized.
Below is an example from Figure 9.16 showing a KI-525A Emulation with a Bendix
King autopilot. In this case you would set the ACU HSI TYPE =0:
Below is an example from Figure 9.20 showing a KI-256 Emulation. In this case you
would set the ACU FD TYPE =1:
FD ROLL OFFSET ADJ: Flight Director Roll Offset is used to align the PFD Command
Bars to the Command Bars on the mechanical FD instrument in the roll axis. Positive
number increases roll in RIGHT (clockwise) direction. Negative number increases roll in
LEFT (counterclockwise) direction.
FD PITCH OFFSET ADJ: Flight Director Pitch Offset is used to align the PFD Command
Bars to the Command Bars on the mechanical FD instrument in the pitch axis. Positive
number increases pitch in UP direction. Negative number increases pitch in DOWN
direction.
PFD software version 1.0 only - Since the command bars are not visible in the
Installation Menu you will need to make note of how many degrees the bars must
move to be aligned. Next enter the noted offset value, then exit the menu and
check command bars for alignment, then enter Installation Menu again if
necessary to make any further adjustment.
PFD software version 1.1 and later - The value of the command bars position is
digitally shown in the top portion of the Installation Menu when the autopilot’s
flight director is valid and engaged. This will assist you in aligning the PFD flight
director to the mechanical flight director indicator.
INSTALLATION MENU PAGE 10 – RSM Calibration (PFD software version 1.0 only)
The following menu will be used in the next section to calibrate and validate the
magnetometer in the RSM. Heading errors that are all in the same direction (all high or
all low of actual) can be corrected in this menu.
INSTALLATION MENU PAGE 10 – RSM Calibration (PFD software version 1.1 and later)
The following menu will be used in the next section to calibrate and validate the
magnetometer in the RSM. Heading errors of up to +/- 6.0º can be calibrated at 30º
increments beginning with North.
M
E MENU OPTIONS
N
U
ACTION: ACCEPTS
ACCEPT CALIBRATION?
CALIBRATION
ACTION: REJECTS
REJECT CALIBRATION?
CALIBRATION
HEADING VALUE TO BE
HDG SEL: 030º ADJUSTED IN 30º
INCREMENTS
Insert copy in permanent aircraft records for use with Appendix D - Instructions for Continued
Airworthiness.
Installation Date:
Aircraft Model: EFD1000 S/N
Aircraft Type: RSM S/N
Aircraft S/N: ACU S/N
CM S/N
INSTRUCTIONS:
Fill in all non-shaded areas of Table 10.1
EFD1000 PFD Software Version 1.0 requires that the “HDG OFFSET” field, as described in 10.5.3.1, be
recorded below.
The Remote Sensor Module must be calibrated by performing a compass swing in the
aircraft for any new installations and any follow up maintenance activities that could
affect RSM accuracy.
Such activities might include but are not limited to the replacement of the RSM,
replacement of the Configuration Module, installation of a mechanical or electrical
device in the vicinity to the RSM, installation of an appliance that might generate a
magnetic interference.
NOTE: Before replacing the RSM and/or the Configuration Module, determine if the
current installation has had SB2009-02 applied by referring to the EFD1000 Configuration
Chart or the aircraft logs. If so, do not replace the Configuration Module or RSM without
completing the calibrations as identified in the SB2009-02. Contact an Aspen Avionics FSE for
more information.
• At the completion of the 60 seconds the aircraft will have made at least a 450º
circle (360º + 90º) to approximately two complete circles (720º).
• At the end of the 60 second timer four headings about 90º apart will be
checked against a calibrated heading source (i.e., site compass, compass rose).
• If PFD heading is acceptable then the calibration is Accepted.
• If the PFD heading is not within tolerance then it is Rejected and the calibration
procedure is re-run.
• After the calibration is accepted headings are checked using a calibrated
reference (i.e., a sight compass) every 30º (starting from North) to verify that
the heading accuracy is within ±4º.
• EFD1000 PFD software version 1.1 and subsequent will allow the heading to be
calibrated every 30º.
In some installations it might not be possible to achieve +/- 4º accuracy during the
RSM calibration with the aircraft tail wheel on the ground. If feasible and necessary, the
RSM calibration can be performed in the aircraft flight attitude (with the aircraft tail
wheel lifted off the ground). Contact Aspen Avionics product support for tail dragger
RSM calibration assistance.
The RSM calibration routine is accomplished using the Installation Menu “RSM
CALIBRATION” menu page. See Section 10.4.5 (Installation Menu Access) for
instructions on entering the INSTALLATION MENU.
CAUTION: The “PITCH ATT TRIM “ and “ROLL ATT TRIM” must be set correctly on
Installation Menu page 4 of 11 prior to calibrating the RSM.
On the “RSM CALIBRATION” menu page the current calibrated heading (to the
nearest 0.1 degrees) will be continuously displayed adjacent to the “CAL HDG:”
menu field.
NOTE: Verify CAL HDG is within 25 degrees of a calibrated compass source prior
to starting the RSM Calibration. This is a rough check of the hard and soft
iron effects (magnetic interference) in the vicinity of the RSM. Should the
CAL HDG be greater than 25 degrees then the RSM location should be re-
surveyed per Section 6.9.1.
With aircraft stationary at (POSITION 1) of Figure 10.24 press the “START CALIBRATION”
line select key. The annunciation shown in Figure 10.26 will be displayed with a
countdown timer that begins with 10 secs and counts down to 0 secs.
CAUTION: Do not press ACCEPT Calibration without moving the aircraft in the
procedure below as corruption to the configuration module could occur.
MAGNETOMETER CALIBRATION
IN PROGRESS
When the menu of Figure 10.27 is displayed immediately begin taxiing the aircraft
clockwise or counter-clockwise at a constant rate of no faster than 1 turn every 30
seconds. About half normal taxi speed or a brisk walking speed is about right.
Approximately 10 seconds after initial movement (see POSITION A) the aircraft should
be taxiing at a constant rate (CR) throughout the rest of the procedure. When the
countdown timer is reached between one and a quarter turns (450º) (POSITION B) and
two turns (720º) (POSITION D) should have been completed. While turning the aircraft
do not stop the aircraft until the end of the 60 second timer and Figure 10.28 appears.
If you find that the timing of the turns was not right such that “Magnetometer
Calibration Complete” message occurs between B & D of Figure 10.24, then REJECT the
results and re-run the procedure.
MAGNETOMETER CALIBRATION
IN PROGRESS
At the end of the calibration routine the “ACCEPT CALIBRATION?” and “REJECT
CALIBRATION?” menu options will be enabled.
MAGNETOMETER CALIBRATION
COMPLETE
Pressing the “ACCEPT CALIBRATION” selection shall accept the calibration results,
display the annunciation shown in Figure 10.29 for 5 seconds, and return the “RSM
CALIBRATION” menu page to its initial state.
MAGNETOMETER CALIBRATION
ACCEPTED
Pressing the “REJECT CALIBRATION” selection shall reject the calibration results. Reject
the results if the calibration was poor or a previously stored calibration has better
heading accuracies.
MAGNETOMETER CALIBRATION
REJECTED
10.5.3.2 Heading Offset Adjustment (PFD software version 1.1 and subsequent)
When the calibration routine is complete and the results have been accepted the CAL HDG
value will be displayed.
MAGNETOMETER CALIBRATION
MAGNETOMETER CALIBRATION
Now repeat the process above for all other headings in 30º increments from 60º to 360º.
Press the MENU key to exit the Installation Menu. Continue with heading accuracy tests in
Section 10.5.4.
NOTE: In some aircraft, prop wash and wind during ground operations can create
inconsistent pressures in the pitot-static system. The pressures can affect the ADAHRS,
resulting in small pitch and heading perturbations. Before reading the aircraft headings
for the purposes of calibration, ensure the attitude solution has stabilized and is not
influenced by external winds and pressures. The disturbances normally settle out over a
period of 15 to 60 seconds. Idle power or temporarily selecting the alternate static
source can sometimes eliminate the effect.
As a final check, position the aircraft on the headings shown on “Installation Final Check
Sheet” of Appendix B and verify heading (viewed on HSI display) is within +/- 4 degrees
using a calibrated heading source (i.e., sight compass, compass rose). Record actual PFD
headings in the table for inclusion in aircraft maintenance records.
If any heading is outside ±4º then rerun the Calibration Procedure and or Heading Offset
adjustment.
With aircraft engine(s) running monitor current aircraft heading on PFD and exercise flight
controls stop to stop including flaps and any electric trim tabs. Verify the heading (viewed
on HSI display) does not change on the PFD by more than 2º. If movement of flight
controls causes more than a 2º heading change then it may be necessary to degauss the
flight controls including the cables. A handheld degausser can be found at most audio
and video stores.
If the operation of any electrical system causes the heading to change by more than 2º the
RSM wiring may need to be relocated away from the offending system. The offending
system may also have a bonding issue to the airframe that needs to be corrected.
Run engine(s) from idle to take off power and verify that the heading does not change by
more than 2º.
If replacing the RSM or the Configuration Module, conduct a flight check in accordance
with paragraph 11.2, Basic HSI/DG Flight Checks. If this is a new installation, proceed
with paragraph 10.6.
Ground Testing consists of checking for proper operation of the following items:
a) Using Installation Final Check Sheet of Appendix B record the aircraft speed
settings from the Aircraft Flight Manual in the IAS Setting column. Set the
Pitot/Static test set for 5000 ft above field elevation. Increase airspeed to Vne and
check all Speed Bands and Speed Markers listed in table.
a) With the Pitot/Static tester still set for 5000 ft above field elevation and with BARO
Set to 29.92 in. Hg. on the PFD (see Section 12), verify altitude tape displays
altitude within ±40ft of the calibrated test set altitude.
a) Verify the OAT displays on the Data Bar and is not dashed.
Refer to GPS manufacturers’ instructions for operating GPS receiver and verifying a
complete and fully functional interface.
NOTE: If the basemap does not correctly orient on the compass card, ensure that
the GPS is configured for magnetic north reference.
c) Select GPS1 on the PFD and verify the CRS pointer auto-slews (if enabled) to the
desired track (DTK). To enable AUTOCRS go to Main Menu page 1.
d) Select OBS or Hold Mode (if available) on the GPS and verify that the CRS knob on
the PFD has control over the CRS pointer (manual-slew).
e) Verify the To/From and Left/Right deflection has the correct polarity.
NOTE: The EFD1000 system will not display a VDI (GPS LPV Glide Slope) indicator
without an activated valid LPV approach with APPROACH mode active.
g) Verify that the OBS resolver output (if available) reads correctly on the GPS.
h) Turn off the GPS receiver and verify GPS1 is red slashed and goes invalid on PFD.
RSM GPS
a) With RSM GPS enabled verify RSM in yellow box does not appear on left side of HSI
display. Absence of RSM annunciation verifies correct operation of RSM GPS. See
Installation Menu 4 for instructions on enabling the RSM GPS module.
a) Select NAV1 on the PFD and create a valid and invalid condition with a Nav Signal
Generator verifying that the NAV Flag is displayed (Red Slash) when invalid.
b) Tune an ILS frequency on the Nav Receiver and verify the LDI (Localizer) scale is
displayed on the ADI portion of the PFD.
c) Tune the Nav Signal Generator to the ILS test frequency and generate a valid Glide
Slope signal. Verify the VDI (Glide Slope) scale appears on the right side of the ADI.
d) Generate a signal above and below the Glide Slope beam and verify proper polarity
of the GS deviation for Fly Up and Fly Down on the PFD.
NOTE: The EFD1000 system will not display a VDI (Glide Slope) indicator without
both valid localizer and Glide Slope signals.
a) Verify the backup navigation indicator continues to function after pulling the PFD
and ACU circuit breakers.
Refer to autopilot manufacturers’ post installation check out procedures for complete
autopilot post installation ground checks. At a minimum complete the following
checks to verify the EFD1000 interface is satisfactory.
a) If installed, center the HDG Bug under the lubber line and engage the autopilot
and select HDG Mode.
b) The FD (if installed) should be level and the yoke should not turn.
c) Move the HDG Bug left of the lubber line and the FD and or yoke should bank
left.
d) Move the HDG Bug to right of lubber line and the FD and or yoke should bank
right.
e) With NAV1 selected on the PFD and a valid Nav Signal generated engage the
autopilot in NAV Mode and verify that the FD and/or yoke follow the CRS
Pointer in phasing.
g) Engage APPR Mode and verify that the autopilot responds correctly to a
generated Fly Up and Fly Down command. For autopilots that monitor the GS
FLAG, generate an invalid GS Signal and verify autopilot responds accordingly.
a) If installed, engage the Flight Director (FD) in HDG Mode and verify that the
command bars are in view.
NOTE: Some rate based autopilots may require a valid vertical mode be engaged
to view the flight director.
b) Adjust the HDG Bug to the right of the lubber line. Verify the command bars
indicate bank right. Adjust the HDG Bug to the left of the lubber line and verify
the command bars indicate bank left.
d) Generate a pitch up command with the flight director and verify FD bars
indicate pitch up. Generate a pitch down command with the flight director and
verify FD bars indicate pitch down.
b) Then adjust the BARO setting (increasing altitude on the tape) until the solid
yellow altitude flag is seen on the PFD (just left of Selected Altitude window).
10.6.12 Decision Height (DH) Test – PFD software version 1.1 or later
b) Press the Test button on the Radar Altimeter Indicator and verify that the DH
annunciation displays on the PFD.
c) For KRA-10A installations it may be necessary to turn the DH off and then push
and hold the DH Test knob while turning it clockwise until the DH light comes
on.
a) Verify proper operation of any ancillary components that are using the Low
Speed ARINC 429 heading output from the EFD1000 system.
Verify the tapes are “LOCKED” or “UNLOCKED” as required by the flowchart in Figure
10.13.
a) If TAPES are LOCKED ON - IAS and Altitude tapes should be visible and pressing
the “TPS” line select key should have no effect.
b) If TAPES are LOCKED OFF – IAS and Altitude tapes should not be displayed on
PFD and “TPS” line select key has no effect.
c) If TAPES are UNLOCKED – then pressing “TPS” line select key will de-clutter IAS
and Altitude tapes from PFD.
Monitor the PFD for Flags, Red-X indications, Red Slashes, heading changes, altitude
changes, airspeed changes, attitude changes or any error messages while performing
the following Test:
c) Operate all aircraft lighting including position lights, strobe lights, navigation
lights, and all other forms of lighting for 20 seconds each.
d) Operate all environmental equipment including fans, air conditioning, heaters, and
all other forms of environmental control equipment for 20 seconds each.
e) Operate Fuel pump(s), deice boots, windshield heat, prop heat, etc.
a) With the PFD mounted in the instrument panel push the control column (yoke or
stick) all the way forward (nose down) and verify there is sufficient clearance
between the PFD, and its knobs, and the control column. With the control column
fully forward move it from lock to lock (full right to full left) and verify there is
sufficient clearance between the PFD, and its knobs, and the control column.
The EFD internal battery is normally disconnected before shipment to ensure the
battery is fully charged when it is delivered to the customer. To ensure that the
battery is connected perform the following:
Fly the aircraft in straight and level flight and verify that the ADI roll indication is level
with reference to the horizon. Observe the Slip Indicator is centered under the Roll
pointer and adjust rudder trim if available to center.
a) Make a coordinated 30 degree banked turn to the right and verify that the ADI roll
indication is correct with reference to the horizon.
b) Make a coordinated 30 degree banked turn to the left and verify the ADI roll
indication is correct with reference to the horizon.
c) Pitch the aircraft up 10 degrees and verify the ADI pitch indication is correct with
reference to the horizon.
d) Pitch the aircraft down 10 degrees and verify the ADI pitch indication is correct
with reference to the horizon.
a) Make a 180 degree coordinated turn to the right and verify that the compass scale
and numerical heading indication correctly track the aircraft heading during the
turn.
b) Make a 180 degree coordinated turn to the left and verify that the compass scale
and numerical heading indication correctly track the aircraft heading during the
turn.
c) Then turn from West to North (30° Angle of Bank) and, using an outside reference,
roll out to a northerly heading. (In the Southern Hemisphere, also turn West to
South)
d) Immediately after the aircraft rolls out, record the heading indication.
e) Maintain the same heading by outside visual reference. There may be some
movement of the heading indicator as the heading system stabilizes.
f) When the heading stabilizes, record the heading again. Then perform the test
from East to North (In the southern Hemisphere, also turn east to South).
g) If the difference between the heading on rollout and the heading after stabilizing
is more than 7°, refer to the Troubleshooting Guide, Appendix A.
11.3 ILS Flight Checks (if no autopilot, otherwise jump to Section 11.4)
a) Hand fly an ILS approach and verify that the raw data on the PFD for Lateral and
Vertical Deviation Indicators are correctly displayed. Check the CDI indication for
correct needle displacement.
With wings level and the HDG Bug centered under the lubber line, deselect GPSS and
engage the autopilot in HDG Mode and ALT Hold Mode (if available). Verify that the
aircraft makes no abrupt turns during engagement and the aircraft continues to track
straight.
a) Now turn the HDG Bug 10 degrees to the right and verify the aircraft smoothly
turns to the right with a bank angle not exceeding 10 degrees. If 10 degrees was
acceptable in performance then proceed by turning the HDG Bug 90 degrees to
the right and verify the aircraft makes a standard rate turn and smoothly rolls out
on to the correct Heading.
c) With VLOC1 selected (VOR1 source indication) and a VOR Station tuned. Adjust the
CRS pointer to center the CDI. Engage the autopilot in NAV Mode and verify the
aircraft tracks to the VOR.
e) Enter a valid flight plan or Direct To on the GPS. Couple the GPS to the HSI.
Engage the autopilot in NAV Mode, verify the autopilot tracks the GPS. (Note: GPSS
is disabled for this test, this test is verifying the GPS deviations to the autopilot)
g) For GPS receivers using ARINC 429 interfaces, enable GPSS and engage the
autopilot in HDG Mode. Verify the autopilot tracks the GPS flight plan. Place the
GPS into OBS (HOLD) Mode (some GPS installations may require manual disabling
of AUTOCRS). Use the CRS Pointer on the HSI to steer the autopilot via the GPS.
With the HDG Bug centered, press the GPSS button again and verify the HDG Bug
controls the autopilot as before.
h) Perform an ILS approach using VLOC1 (ILS1 source indication). Verify that the
autopilot tracks the localizer, then captures and tracks the glideslope if installed.
j) If your GPS supports GPS WAAS LPV approaches, perform an LPV approach using
GPS1. Verify that the autopilot tracks the GPS lateral approach guidance, then
captures and tracks the GPS LPV vertical guidance.
This completes the flight test. If everything was satisfactory then document the completion of the
Test Flight in aircraft log book in accordance with FAR 91.407(b).
12 Operation
The operation section describes all of the features of the PRO model with all available sensor
options configured. Should your installation not include a particular sensor (i.e., NAV2,
autopilot) then that system feature will be not available. The PRO DIGITAL model has all the
features of the PRO minus the autopilot interface. Likewise if you have the PILOT model which
does not have navigational and autopilot interfaces the operational features associated with
those sensors will be not available. The PILOT model is similar to the PRO minus the following
features:
12.1.1 Overview
Pilot interaction with the EFD1000 is accomplished through two knobs with
push/rotate function and 11 buttons located on the display bezel. Refer to
Figure 12.1.
Two control knobs are used to control pilot settable bugs and references.
Three lower push buttons, located between the control knobs, are used to select
navigation sources for the bearing pointers and the HSI.
Three dedicated buttons on the upper side of the right bezel control map range,
display reversion, and provide access the main menu.
Five soft keys on the lower half of the right bezel control frequently used commands,
such as the HSI mode or map de-clutter setting. These five keys are also used when
navigating the main menu.
To enhance safety, the EFD1000 includes an internal battery that allows the system to
continue to operate in the event of a failure of the aircraft electrical system. This
ensures that in addition to the standby instruments, the EFD1000 primary flight
instrument continues to remain available for a period of time following the loss of all
external supply power.
This internal battery is not required by regulation; however, it is good practice to verify
that the charge state of the battery prior to takeoff.
The typical EFD1000 installation receives aircraft power from the battery bus via a
dedicated circuit breaker and optional EFIS Master Switch.
Whenever indicated airspeed is invalid or below 30 KIAS the EFD1000 will power up
and power down with the application or removal of external power. A message is
presented during the normal power down sequence to enable the pilot to abort the
shutdown and switch to internal battery.
When IAS is greater than 30 KIAS and the input voltage drops below 12.8V (14V
Electrical System) or 25.6V (28V Electrical System) the EFD will automatically switch to
its internal battery (e.g. aircraft charging system failure).
The EFD1000 internal battery will provide at least 30 minutes of power when it is fully
charged. The battery provides power to the display head, RSM and emergency GPS.
Reducing the backlight intensity will extend the battery operating time.
When operating from battery, a red “ON BAT” annunciation and battery charge status
indication is presented in the lower portion of the Attitude Indicator.
A unit operating from battery may be powered off using the “Shut Down” command
available in the Power Settings Menu.
In the unlikely event that the normal power control is not working, the EFD may be
forced to shut down by first pulling its associated circuit breaker and then pressing
and holding the REV button for at least 5 seconds.
Battery charge status may be viewed from the “Power Settings” page of the Main Menu.
General
Two control knobs on the EFD bezel are used to adjust pilot editable data fields. The left
knob adjusts data fields on the left side of the display, and the right knob adjusts data
fields on the right side of the display.
The knob logic includes active and inactive states to prevent inadvertent adjustment of
editable fields. After 10 seconds of inactivity, the knob returns to an inactive “home”
state. A single push activates an inactive knob. Pushing the knob again will advance the
knob to the next editable field in a round-robin sequence.
When inactive, the knob legend is rendered in Cyan. Once activated, the knob legend
and associated data field and bug (where appropriate) are rendered in magenta.
The left control knob adjusts the CDI Course Set “CRS” and Indicated Airspeed Bug “IAS”
editable fields. To adjust these values PUSH the knob in a round robin fashion until the
desired field text turns magenta, then ROTATE the knob to set the value (clockwise to
increase, counterclockwise to decrease).
The right control knob controls Heading Bug “HDG”, Altitude Bug “ALT”, Barometric
Pressure Setting “BARO”, and Minimums setting “MIN” editable fields in that order. To
adjust these values PUSH the knob in a round robin fashion until the desired field text
turns magenta, then ROTATE the knob to set the value (clockwise to increase,
counterclockwise to decrease).
To adjust the “MIN” field, the field must first be enabled using the MINs hot key.
The following procedures are used to adjust pilot editable data on the EFD1000:
To set the heading bug, repeatedly PUSH the right control knob until the HDG field is
enabled for editing. ROTATE the knob to the desired setting.
To set the altitude bug, repeatedly PUSH the right control knob until the ALT field is
enabled for editing. ROTATE the knob to the desired setting.
To set the barometric pressure, repeatedly PUSH the right control knob until the BARO
field is enabled for editing. ROTATE the knob to the desired setting.
Minimums Set
To set the MINIMUMS alert, repeatedly PUSH the right control knob until the MIN field is
enabled for editing. ROTATE the knob to the desired setting.
The minimums field must first be enabled via the Hot Keys before it may be adjusted.
To select the CDI value, repeatedly PUSH the left control knob until the CRS field is
enabled for editing. ROTATE the knob to the desired value. When the CDI navigation
source is selected to a GPS and AUTOCRS is enabled the course is automatically set by
the GPS and is not pilot adjustable.
To set the indicated airspeed bug, repeatedly PUSH the left control knob until the IAS
field is enabled for editing. ROTATE the knob to the desired setting.
Editable fields may be synchronized as a function of data type as described in Table 12.1 below.
Whenever a control knob is held for approximately one second the active data type will be
“sync’d” as follows:
IAS The airspeed bug is set to the HDG The heading bug is set to
current IAS. the current heading.
VOR CRS The CRS is set to the bearing to ALT The altimeter bug is set to
the tuned VOR Station (this will the current altitude.
result in the deviation bar
centering with a “TO” indication).
ILS CRS The CRS is set to the current BARO The barometric pressure is
aircraft heading. set to standard pressure of
29.92 in Hg or 1013 mB.
GPS CRS AUTOCRS disabled – CRS is set to MIN The MINIMUMS value is set
the Desired Track to the GPS to the current altitude.
active waypoint.
AUTOCRS enabled – No effect.
NOTE: AUTOCRS is
enabled/disabled via the Main
menu.
During normal operations, the five line select soft-keys on the lower right side of the display
bezel are referred to as “Hot Keys.” Hot Keys provide single-action access to frequently used
functions. An electronic legend adjacent to each Hot Key indicates its hot key function. When
the legend is green, the function is active. When it is grey, the function is inactive. The legend
always annunciates the current state.
Tapes
Hot key 1 enables/disables the display of the airspeed and altitude tapes. In some
installation where the backup airspeed and altitude instruments are not installed
adjacent to the EFD1000 system the TPS hot key will be disabled and it will not be
possible for the pilot to disable the airspeed and altitude tapes.
Minimums
Hot Key 2 enables / disables the MINIMUMS display. When enabled, the minimums field
is available for editing and minimums alerts are provided. When disabled, no minimums
alerting is provided and the field may not be selected for editing. Upon enabling the
MINs field, the right knob cursor is activated for editing the MINs value.
Hot Key 3 toggles the compass between a 360 rose display and a 100 deg ARC display.
Hot Key 4 is used to enable the basemap and control the amount of basemap symbology
that is presented to the pilot. Refer to Section 12.10 Situational Awareness Map Display
for additional information about the basemap.
Each successive push of the MAP hot key will change the basemap declutter level in a
round robin sequence. Available selections are HIGH, MEDIUM, LOW, FP ONLY and OFF.
In the HIGH, MEDIUM, and LOW settings the basemap symbology is rendered according
to selections made by the pilot in the main menu.
The FP ONLY selection displays just the flight plan legs and waypoints associated with
the GPS flight plan, and no other basemap features.
Separate basemap declutter and range settings are retained for the 360 and ARC
compass modes.
A basemap feature display level icon is presented with the range in the lower left portion
of the display as follows:
Hot Key 5 is used to enable or disable GPS Steering (GPSS) outputs to the autopilot. See
Section 12.11 for more information about GPSS.
Overview
The pilot may couple navigation data from external GPS or VOR/Localizer (VLOC) radio
system to the HSI and bearing pointers. Navigation source selection is controlled by the
three buttons located between the control knobs.
The center button is used to control the source coupled to the Course Deviation
Indicator on the HSI.
The left button controls the source coupled to the single-needle bearing pointer.
The right button controls the source coupled to the double-needle bearing pointer.
To couple a navigation source to a bearing pointer or the CDI press the associated
button to sequence between the available sources in a round-robin sequence. Available
sources are VLOC1, GPS1, VLOC2 and GPS2.
For integrated GPS/VHF radios, such as the Garmin GNS4xx/5xx, control of the data type
(i.e. GPS or VLOC) coupled to HSI course deviation indicator (but not for bearing pointers)
is controlled by the radio. When coupled to a radio of this type, the EFD1000 will not
toggle the operating state of the radio, but will annunciate the radio’s current operating
state in the CDI Nav Source display field. If the integrated radio is not reporting its
current state to the EFD1000, such as when the equipment is OFF, failed, or a GPS
waypoint has not been programmed, the EFD1000 will default to the VLOC mode.
Refer to the operating instructions or Aircraft Flight Manual Supplement for the
associated GPS or VLOC radio system for instructions on how to operate that equipment.
The name of the currently coupled CDI or bearing pointer navigation source will be
displayed directly above the associated button. When the coupled source data is invalid
or not available, the legend is slashed with a red line.
The PFD includes an adjustable LCD backlight that provides both automatic and manual
brightness adjustments over a wide dimmable range. A single bezel-mounted photocell
measures the ambient light, allowing an automatic dimming mode to be selected by the pilot.
Manual dimming control is enabled by the pilot to override the photocell input and adjust the
display to any desired intensity level (except off).
To adjust backlight intensity, press the MENU button and then press the left control knob to
toggle between auto (BRT AUTO) and manual brightness (BRT ADJUST) control.
To manually adjust the brightness, with BRT ADJUST displayed above the left knob rotate the
knob until the desired brightness level is set.
When operating on the internal battery, backlight intensity setting is capped at a value of 70 for
both manual and automatic operation.
Under extreme temperature conditions, such as may be encountered during ground operations
on extremely hot days, the system backlight will automatically dim to an intensity of 30
whenever internal sensors determine that the system operating temperature has exceeded
65ºC. Should this occur the pilot should take steps to reduce the cockpit ambient temperature.
The EFD1000 basemap range may be set to ranges of 2.5, 5, 10, 15, 20, 30, 40, 60, 80, 100,
and 200 nautical miles. Map range is measured from the own ship position to the outside of
the compass arc.
To increase the range push the ‘+’ side of the range key located on the upper right side of the
bezel. To decrease the range push the ‘–‘ side of the key. The currently selected map range is
displayed in the lower left corner of the display.
Single PFD installations do not have any display reversion capability that can be activated by
the REV button. As such, the reversion function is inoperative in single display installations.
In addition to display reversion control, the REV button may be used to force the unit to power
off should, for example, the display stop responding to pilot inputs. When external power has
been removed, pressing and holding the REV button for 5 Seconds will produce in an
immediate system shut down. When external power is available, pressing and holding the REV
button for 5 seconds will result in a system restart.
While the button is pressed, the following annunciation is provided adjacent to the button
The Attitude Indicator consists of a conventional blue over brown attitude ‘ball’ rendered
behind a fixed aircraft symbol to display pitch, roll and slip/skid information. The
horizon line is represented by a fixed white line extending to each edge of the display
area separating the blue sky and brown ground of the artificial horizon. A fixed roll
pointer reads degrees of bank against a moveable roll scale.
The AHRS attitude solution continually self-monitors and will present a “CROSS CHECK
ATTITUDE” annunciation whenever it determines that the AHRS solution may be
degraded. Should this alert be presented, the pilot should immediately cross compare
the attitude against backup sources of attitude information.
Pitch Markings
The pitch scale consists of minor pitch marks in 2.5º increments up to ±20º and major
pitch marks in 10º increments up to ±90º.
Roll Markings
The roll scale is indicated by tick marks at 10º, 20º, 30º, 45º and 60º on both sides of
the zero roll inverted solid white triangle. The 45º marks are represented as hollow
triangles.
Slip / skid is indicated by the lateral position of the white rectangle under the roll
pointer. One rectangle width is equivalent to one ball width of a conventional
inclinometer.
Red chevrons are presented on the pitch ladder to guide in unusual attitude recovery.
The Chevrons come in to view at pitch attitudes greater than 15º nose up or 10º nose
down). The Chevrons indicate the direction of the horizon.
Airspeed is indicated by a moving airspeed tape against a fixed position airspeed pointer.
A digital, drum-type readout is provided adjacent to the fixed pointer. Tick marks are
provided every 10 knots. The integral ADC will compute airspeeds between 20 kts (23mph)
to 450 kts (518mph). Outside of this range the airspeed value is dashed.
NOTE: The airspeed tape and drum may be de-cluttered from the display by pilot
selection or through installer configuration.
Speed Bands
Color speed bands are displayed on the indicated airspeed tape corresponding to the
colored arcs found on a traditional airspeed instrument. The range of these markings
are determined by the Federal Regulations, and correspond to the aircraft limiting
speeds that are identified in the Aircraft Flight Manual.
The color bands are configured during installation and are not pilot-adjustable.
Red >VNE Red arc displayed at all speeds above aircraft never
exceed speed (VNE)
Yellow VNO – VNE Yellow arc extending from maximum structural cruising
speed (VNO) to never exceed speed (VNE).
White VSO – VFE White arc corresponding to the flap operating range
extending from the full-flap stall speed (VSO) up to the
full flap extend speed (VFE)
Red <VSO Red arc extending from the bottom of the airspeed tape
range up to full flap stall speed (VSO). This band is
disabled on the ground and during takeoff.
Speed Markers
Color speed markers are displayed on the indicated airspeed tape corresponding to the
colored radial lines found on traditional airspeed instruments. These speed markers are
depicted in accordance with requirements in the Federal Regulations, and correspond to
the aircraft limiting speeds that are identified in the Aircraft Flight Manual.
The color markers are configured during installation and are not pilot-adjustable.
Red Line VNE A Red line is displayed across the airspeed tape at the
aircraft never exceed speed (VNE)
V-Speed Markings
Pilot-adjustable V-speeds can be configured and/or viewed via the Main Menu. Choices
include: Va, Vbg (best glide speed), Vr, Vref, Vx, and Vy. and for retractable gear aircraft: Vle
and Vlo
12.9.3 Altimeter
Altitude is indicated by a moving altitude tape against a fixed position altitude pointer. A
digital, rolling drum readout indicating altitude values to the closest 20 feet is provided
adjacent to the fixed pointer. Minor tick marks are provided every 20 feet and major tick
marks are provided every 100 feet. The thousands and ten-thousands digits are larger
than all other digits. Negative altitudes are indicated by a “-“ sign preceding the
numerical altitude value in the drum.
Selected Altitude
Altitude Bug
Altitude Pointer/Drum
“MINIMUMS” Set
The barometric pressure value can be entered in either inches of mercury (IN) or
millibars (mB), as configured in the Main Menu GENERAL SETTINGS page.
The barometric pressure setting is retained over a power cycle of the equipment.
Altitude Alerts
Visual (and optional aural) altitude alerts are generated for level-off and deviation
conditions. A yellow, level-off alert illuminates next to the selected altitude numerical
field when the aircraft is within 15 seconds or 200 feet (whichever is greater) of the
selected altitude. When an optional aural alerter is installed, a 1 second tone is
provided.
After reaching the selected altitude if the aircraft altitude deviates by more than ±200
feet from the preselect value then a flashing yellow altitude deviation alert is generated,
accompanied by a one second tone from the optional aural alerter.
Whenever the vertical speed exceeds +/- 100 fpm the vertical speed is indicated by a
rising/sinking white vertical tape and associated scale markers immediately to the right
of the compass rose. A numerical indication or current aircraft vertical speed is shown
directly above the tape. Rates of ±2000 feet per minute (FPM) are indicated by the tape
while the numerical value will display rates of up to ±9990 FPM. A triangle caps the tape
whenever rates exceed ±2000 FPM.
In the ARC compass mode only the digital vertical speed value is presented.
Figure 12.15 – Positive Rate of Climb Figure 12.16 – Rate Exceeding 2000 fpm
A rate of turn indicator with a range of 0 to 6 degrees per second is provided on both
the 360 and ARC Compass modes. The indicator consists of a curved white tape
originating from the heading index mark and extending in the direction of the turn along
the outer curve of the compass card.
The rate of turn indicator features scale marks for standard and half standard rate turns
(“Standard” rate of turn = 3 degrees per second). When the rate of turn exceeds 4.5
degrees per second, an arrowhead is added to the end of the tape to show that the rate
of turn has exceeded the limits of the instrument.
12.9.6 Data Bar (TAS, GS, OAT, Winds, Barometric pressure Set)
The Data Bar visually separates the upper and lower halves of the EFD display. True
Airspeed (TAS), GPS Ground Speed (GS), Outside Air Temperature (OAT), Wind Direction,
Wind Speed, and Barometric Pressure Setting data are all presented in the data bar.
The traditional HSI is an instrument which combines a Direction Indicator overlaid with a
rotating Course Deviation Indicator (CDI). The HSI on the EFD1000 can be presented in
either a full 360 degree compass rose mode, or in a 100 deg ARC format. Within the
ARC mode, the pilot may select (via the main menu) between two different formats of
CDI presentation – ARC HSI mode and ARC CDI mode.
The ARC HSI mode, presents traditional rotating CDI symbology which resembles that
used in the HSI 360 Compass mode. The ARC CDI mode presents a fixed, non-rotating
CDI resembling that used in contemporary GPS navigation displays.
Figure 12.20 – ARC HSI Mode Figure 12.21 – ARC CDI Mode
A Lateral Deviation Indicator (LDI) is presented on the attitude indicator whenever the
pilot has selected an ILS, LOC, LOC(BC), or a GPS Approach Mode to the HSI and valid
lateral guidance is being provided.
Back course deviation indications are automatically corrected for reverse sensing.
Therefore, there is no further pilot action required to enable reverse sensing other than
setting the inbound course on the HSI. “BC” will be annunciated to the left of the “LDI”
indicator.
A Vertical Deviation Indicator (VDI) is presented on the attitude indicator whenever the
LDI is shown and valid vertical guidance is provided, such as from an ILS or WAAS GPS
A Navigation Source Information Block is presented in the upper left corner of the HSI
display area. The Source Information Block indicates the navigation source coupled to
the HSI and its associated mode (e.g. VOR, ILS, LOC, etc). Information is provided related
to the coupled source including, when available, waypoint or navaid identifier or
frequency, bearing and distance, and the estimated time to the active waypoint.
Whenever the lateral deviation exceeds the maximum displayable range of 2.5 dots, the
deviation needle of the CDI and the deviation diamond of the LDI or VDI is rendered as a
hollow ghosted image “pegged” on the corresponding side.
Figure 12.24 – Off Scale CDI Figure 12.25 – Off Scale VDI and LDI
The pilot may configure the EFD1000 via the main menu to enable Auto Course Select so
that a connected GPS will automatically set the course (CRS) value whenever the GPS is
auto sequencing between waypoints. This capability relieves the pilot from manually
setting the course at each waypoint transition along a GPS route. When Auto Course
Select is active the pilot cannot edit the CRS value.
Auto Course Select is indicated by an inverted green “A” presented adjacent to the
numerical CRS value and the “CRS” knob legend.
GPS Annunciations
When a compatible GPS system is coupled to the HSI, annunciations of MSG, WPT, TERM
or APPR, and INTEG that are associated with that GPS navigation source are shown on the
HSI display whenever these annunciations are output by the GPS. If a configured GPS
fails, an amber failure annunciation is also provided indicating the failed GPS (i.e. “GPS1”,
“GPS2”, “RSMGPS”). No other GPS annunciations are provided on the EFD1000 display.
Refer to the GPS Flight Manual for information related to GPS annunciations, including a
list of all possible annunciations that can be provided by any particular GPS system.
General
Two bearing pointers that show the radial of a VOR station or the bearing to a GPS
waypoint are provided. Bearing Pointers are only available in the 360 Compass mode.
Any available navigation source may be connected to either bearing pointer. If
connected to a source that does not provide angular bearing data, such as a localizer,
the bearing pointer is not presented and the source is flagged as invalid.
Each bearing pointer has an associated source information block that displays
information about the source of bearing pointer data (when available). Information that
can be displayed includes distance to station and either the station identifier or the
tuned frequency.
Basemap
The basemap presents map symbols for nearby navaids, intersections, airports, GPS
flight plan waypoints, including curved and straight flight legs. Basemap data is
presented whenever the EFD1000 system is connected to a compatible GPS system. The
DOCUMENT # A-01-126-00 PAGE 185-225 Revision H
© Copyright 2009 Aspen Avionics Inc.
EFD1000 Installation Manual
basemap symbols underlay all other instruments and annunciations in the lower half of
the display. Map and flight plan elements are received from the GPS, and are only
available when connected to a compatible GPS unit (i.e., Garmin GNS4xx/5xx).
The base map is always oriented with magnetic heading up and centered so that the
current aircraft position coincides with the aircraft own ship symbol.
Map Features
When available, flight plan waypoints, airports, VORs, DMEs, NDBs, and intersection
symbols are rendered as shown in Figure 12.30 below. Map feature identifiers, when
displayed, are shown adjacent to their associated symbol.
Flight Plan
When a flight plan is received from a compatible GPS system the Basemap will show the
current and future flight plan waypoints and legs. The active leg waypoint and its
associated identifier are displayed in magenta. Other waypoints and legs are white.
Depending on the range and selected feature display level, waypoint identifiers are
displayed adjacent to their associated waypoints.
Flight plan depictions are rotated within the display to maintain their correct compass
orientations at all times.
Position and flight plan data for the basemap is provided at all times by GPS1, except
when GPS2 is the navigation source coupled to the HSI. In the event that GPS1 fails, the
basemap will continue to present flight plan and mapping symbols that were received
from GPS1, but will use position data from GPS2. When the basemap position is in the
reversion mode, no flight leg or fly-to waypoint is indicated as ‘active’ (i.e. in magenta),
no fly to waypoint data is provided (e.g. bearing, distance, etc), and navigation data
coupled to the CDI is flagged as invalid.
When an alternate GPS is being used as the Base map position source, the message
“GPS# REVERSION” (where “#” indicates the source of the reversionary GPS position,
either “1” or “2” ) is presented.
When the RSM GPS is enabled at installation this emergency-use only non-certified GPS may
be used as the basemap position source, but only when all external GPS systems have failed
or become invalid. In this case, the basemap will continue to show the last programmed
flight plan information from the external GPS system, but no active flight leg or fly to
waypoint is indicated and the GPS navigation data coupled to the CDI will be flagged
invalid.
The RSM GPS will only be activated upon failure of the external GPS system and cannot be
used as a primary source of position data.
When the RSM GPS is being used as the base map position source, the message: “RSM GPS
REVERSION EMER USE ONLY” is presented.
General
The EFD1000 can connect with many legacy autopilot systems that are typically found in
general aviation aircraft. The EFD1000 emulates the HSI and/or Flight Director (FD)
indicator with which the autopilot was originally certified. Autopilot integration is
limited to heading bug and navigation integration, including vertical approach modes.
When connected to an autopilot system that includes Nav or Approach couplers, the EFD
also acts as a navigation source switch to the autopilot. This assures that the navigation
information presented on the PFD is the same as that being provided to the autopilot.
This arrangement also eliminates the need for any external autopilot navigation source
switch selectors or relays.
The EFD1000 does not currently provide vertical coupling to barometric references such
as altitude hold, vertical speed, or altitude capture.
GPSS
When GPSS is enabled, a digital GPS steering command generated by a compatible GPS
system (such as the Garmin GNS430) will be passed to the autopilot in the form of a
heading command. To have the autopilot follow this GPS steering command, engage the
autopilot in heading mode and select GPSS via the GPSS hot key on the PFD.
When GPSS is not selected, the autopilot will follow the heading bug value manually set
by the pilot.
If the connected GPS system does not provide the required roll steering command, the
GPSS legend adjacent to the GPSS Hot Key will be rendered in grey and it will not be
possible to enable GPSS operation via the Hot Key.
NOTE: Refer the Aircraft Flight Manual Supplement for your GPS system for information
about GPSS steering commands that may be output by that system. The autopilot
must be in Heading Mode to receive GPSS signals from the EFD1000.
Flight Director
When connected to a compatible autopilot system the EFD1000 will display a single-cue
flight director. The flight director command bars visually represent the lateral and
vertical steering cues transmitted to the PFD by the autopilot. When the FD output from
the autopilot is unavailable or flagged invalid, the FD command bars are removed from
the display.
Whenever the EFD1000 installed configuration includes connections to GPS, VLOC and
autopilot systems, the EFD1000 acts as a conduit of data between the navigation radios and
the autopilot system. This configuration enables any navigation sensor available for display
on the EFD system to be coupled to the autopilot.
1. Using the CDI Nav Source Select switch, couple a tuned/valid VLOC radio to the HSI
and set the desired course.
2. Set the EFD1000 heading bug to a value that will intercept the desired course
3. Engage the autopilot in heading mode and verify that the aircraft turns to the
desired heading
4. ARM the nav mode of the autopilot by selecting its NAV mode.
5. Monitor the CDI deflection and verify that upon intercepting the desired course that
the autopilot switches to NAV Capture, and turns to track the desired course
1. With a valid flight plan programmed in the GPS, use the CDI Nav Source Select
Switch to couple the GPS to the HSI.
2. With GPSS OFF, set the EFD1000 heading bug to a value that will intercept the active
leg of the flight plan.
- OR-
Select GPSS ON via the GPSS Hot Key.
3. Engage the autopilot in heading mode and verify that the aircraft turns to a heading
to intercept the active leg of the flight plan.
4. ARM the nav mode of the autopilot by selecting its NAV mode.
5. Monitor the CDI deflection and verify that upon intercepting the flight plan leg that
the autopilot switches to NAV Capture, and turns to track the desired course.
1. Use the CDI Nav Source Select Switch, couple a tuned/valid ILS radio frequency to
the HSI, and set the desired approach course.
2. Set the EFD1000 heading bug to a value that will intercept the desired course, or as
instructed by ATC
3. Engage the autopilot in heading mode and verify that the aircraft turns to the
desired heading
4. Once cleared for the ILS approach, arm the autopilot’s Approach mode.
5. Monitor the CDI localizer deflection and verify upon intercepting the localizer that
the autopilot switches to Approach NAV Capture, turns to track the localizer course,
and arms the glide slope.
6. Monitor the autopilot localizer tracking performance. Upon intercepting the glide
slope verify that the autopilot switches from glide slope ARM to glide slope capture,
and initiates a descent to track the glide slope.
1. With a valid GPS Approach programmed in the GPS, use the CDI Nav Source Select
switch to couple the GPS to the HSI.
2. With GPSS OFF, set the EFD1000 heading bug to a value that will intercept the active
leg of the flight plan.
- OR-
Select GPSS ON via the GPSS Hot Key.
3. Engage the autopilot in heading mode and verify that the aircraft turns to a heading
to intercept the active leg of the approach
4. Monitor the CDI cross track deviation and verify that upon intercepting the active leg
of the approach that the autopilot turns to track the GPS Approach guidance
5. Once cleared for the GPS LPV approach, arm the autopilot’s Approach mode.
6. Monitor the CDI GPS Lateral Deviation and verify that while tracking and/or
intercepting the final approach course that once the GPS APPROACH mode goes
active and LPV vertical deviation is presented on the EFD that the autopilot arms the
glide slope.
7. Monitor the autopilot lateral approach course tracking. Upon intercepting the LPV
glide slope verify that the autopilot switches from glide slope ARM to glide slope
capture, and initiates a descent to track the LPV glide slope.
1. With a valid GPS Approach programmed in the GPS, use the CDI Nav Source Select
switch to couple the GPS to the HSI.
2. Select GPSS ON via the GPSS Hot Key.
3. Engage the autopilot in heading mode and verify that the aircraft turns to a heading
to intercept the active leg of the approach
4. Monitor the CDI cross track deviation and progress along the ILS GPS Approach
Underlay
5. Verify that the ILS frequency is tuned
6. Once cleared for the ILS approach, couple the EFD1000 HSI to the tuned ILS (if not
done automatically by the coupled radio) and arm the autopilot’s Approach mode.
7. Monitor the CDI localizer deflection and verify that upon intercepting the localizer
that the autopilot switches to Approach NAV Capture, turns to track the localizer
course, and arms the glide slope.
8. Monitor the autopilot localizer tracking performance. Upon intercepting the glide
slope verify that the autopilot switches from glide slope ARM to glide slope capture,
and initiates a descent to track the glide slope.
The EFD1000 Main Menu is used to adjust various system configuration settings and
preferences. To select the Main Menu, press the MENU button on the right side of the
display bezel. To exit the Menu, press the MENU button again.
Once the Main Menu is activated, rotating the lower right control knob will select the
various menu pages. The current menu page is indicated by the page name and legend
“page # of #”, and by the location of the green segment within the segmented menu
navigation bar displayed at the bottom of the display.
Each menu page shows a series of menu selections adjacent to the right bezel line select
keys. Editable menu selections are indicated by white text, while status only or non-
editable items are shown in green. Items that have been inhibited from editing are
shown in gray.
Pressing a line select key adjacent to an editable field enables the item for editing,
indicated by showing the editable value in magenta. Rotating the lower right control
knob adjusts the editable value. Changes are effective immediately.
ON
To exit the edit mode press the adjacent line select key, press the right control knob, or
leave the menu by pressing the MENU button.
From the 360 and ARC Map Settings Pages the pilot may configure the way basemap
features are displayed in both the 360 and ARC HSI views. For each feature, the pilot
may select either “ON”, “AUTO”, or “OFF”.
When a display feature is selected “ON”, it will always be displayed on the basemap.
The V-Speed settings page allows the pilot to set the values at which V-Speed markers
will be presented on the airspeed tape. V-Speed values may be set for:
NOTE: V-Speed editing may be inhibited in the installation configuration menus. When
inhibited, V-speed values are rendered in grey and cannot be adjusted by the
pilot.
The POWER SETTINGS Page is used to monitor and control the source of power to the
EFD1000, including overriding automatic power states. From the POWER SETTINGS Page
the pilot may:
• Switch to Battery Power from external power
• Switch to External Power from Battery Power
• Shut down or Restart the unit
• View the External Power Source Voltage
• View the Internal Battery Status
System Status
The SYSTEM STATUS page is used to display information about the EFD1000 system and
software. From the SYSTEM STATUS page the pilot may:
Temperature and Altitude 4.0 Equipment tested to Category A1, Decompress to 55,000”, Controlled temp
(Pressurized) and pressurized to <15,000’
Temperature and Altitude 4.0 Equipment tested to Category C1, Controlled temp and non-pressurized to
(Unpressurized) 35,000’
Loss of Cooling 4.5.5 Equipment tested to Category Y, 300 minutes min.
Temperature Variation 5.0 Equipment tested to Category C
Humidity 6.0 Equipment tested to Category A, standard humidity environment
Operational Shock and 7.0 Equipment tested to Category B, standard operational shock and crash safety
Crash Safety
Vibration (Fixed Wing) 8.0 Equipment tested to Category S, aircraft Zone 2 for Fixed Wing Reciprocating &
Turboprop Engines, Multi Eng over 5700 KG (12,500 lbs), Multi Eng Less than
5700 KG (12,500 lbs), and Single Eng Less than 5700 KG (12,500 lbs) using
vibration test curve M.
Explosive Atmosphere 9.0 Equipment identified as Category X, no test performed
Waterproofness 10.0 Equipment identified as Category X, no test performed
Fluids Susceptibility 11.0 Equipment identified as Category X, no test performed
Sand and Dust 12.0 Equipment identified as Category X, no test performed
Fungus 13.0 Equipment identified as Category X, no test performed
Salt Fog Test 14.0 Equipment identified as Category X, no test performed
Magnetic Effect 15.0 Equipment tested to Category Z, causes < 0.5 deg deflection to compass 0.3
meter away
Power Input 16.0 Equipment tested to Category B
Voltage Spike 17.0 Equipment tested to Category A
Audio Freq Conducted 18.0 Equipment tested to Category B
Susceptibility
Induced Signal 19.0 Equipment tested to Category ZC
Susceptibility
RF Susceptibility 20.0 Equipment tested for conducted susceptibility to Category W and for radiated
susceptibility Category W. Bench test to show compliance with interim HIRF
rules. 100V/m
RF Emissions 21.0 Equipment tested to Category M, significant EM apertures, not in direct view of
radio receiver antenna (Equipment mounted in cockpit or cabin area)
Lighting Induced Transient 22.0 Equipment tested to Category B3K33, moderately exposed all-metal airframes,
airframes composed of metal framework and all composite skin panels or carbon
fiber composite airframes whose major surface areas have been protected with
metal meshes or foils
Lightning Direct Effects 23.0 Equipment identified as Category X, no test performed
Temperature and Altitude 4.0 Equipment tested to Category F2, non-controlled temp and non-pressurized to
55,000’
Temperature Variation 5.0 Equipment tested to Category A, external, non-temperature controlled - 10 deg.
C/minute
Humidity 6.0 Equipment tested to Category C, external humidity environment
Operational Shocks 7.0 Equipment tested to Category A
Vibration 8.0 Equipment tested to Category S, aircraft Zone 1 for Fixed Wing Reciprocating &
Turboprop Engines, Multi Eng Less than 5700 KG (12,500 lbs) (does not include
structure directly affected by jet efflux), and Single Eng Less than 5700 KG
(12,500 lbs) using vibration test curve M.
Explosive Atmosphere 9.0 Equipment identified as Category X, no test performed
Waterproofness 10.0 Equipment tested to Category S
Fluid Susceptibility 11.0 Equipment tested to Category F, deicing fluids and aircraft cleaning compounds
only
Sand and Dust 12.0 Equipment identified as Category X, no test performed
Fungus 13.0 Equipment identified as Category X, no test performed
Salt Fog Test 14.0 Equipment identified as Category X, no test performed
Magnetic Effect 15.0 Equipment tested to Category Z, causes < 0.5 deg deflection to compass 0.3
meter away
Power Input 16.0 n/a - Powered from PFD display
Voltage Spike 17.0 n/a - Powered from PFD display
Audio Freq Conducted 18.0 n/a - Powered from PFD display
Susceptibility
Induced Signal 19.0 Equipment tested to Category ZC
Susceptibility
RF Susceptibility 20.0 Equipment tested to Category WW, (Conducted/Radiated) Bench test to show
compliance with interim HIRF rules. 100V/m
RF Emissions 21.0 Equipment tested to Category H, direct view of radio receiver antenna.
(equipment mounted outside airframe)
Lighting Induced Transient 22.0 Equipment tested to Category B3K33, moderately exposed all-metal airframes,
airframes composed of metal framework and all composite skin panels or carbon
fiber composite airframes whose major surface areas have been protected with
metal meshes or foils
Lightning Direct Effects 23.0 Equipment tested to Category 2A, mounted in area with sweptback attachment,
but no hang on
Icing 24.0 Equipment tested to Category C, external environment
ESD 25.0 Equipment tested to Category A
Fire, Flammability 26.0 Equipment identified as Category X, no test performed
Other Tests Fire resistance was conducted by analysis in accordance with Federal Aviation
Regulations Part 25, Appendix F.
Temp/ Altitude 4.0 Equipment tested to Category A1, controlled temp and pressurized to <15,000’
(Pressurized)
Temp/ Altitude 4.0 Equipment tested to Category C1, controlled temp and non-pressurized to
(Unpressurized) 35,000’
Temperature Variation 5.0 Equipment tested to Category C, internal, temperature controlled - 2 deg.
C/minute
Humidity 6.0 Equipment tested to Category A
Operational Shocks and 7.0 Equipment tested to Category B
Crash Safety
Vibration (Fixed Wing) 8.0 Equipment tested to Category S, aircraft Zone 2 for Fixed Wing Reciprocating &
Turboprop Engines, Multi Eng over 5700 KG (12,500 lbs), Multi Eng Less than
5700 KG (12,500 lbs), and Single Eng Less than 5700 KG (12,500 lbs) using
vibration test curve M.
Explosive Atmosphere 9.0 Equipment identified as Category X, no test performed
Magnetic Effect 15.0 Equipment tested to Category Z , causes < 1.0 deg deflection to compass 0.3
meter away
Power Input 16.0 Equipment tested to Category B
APPENDIX A
TROUBLESHOOTING
System Troubleshooting
Fault Cause Corrective Action
Display does not power on a) PFD missing A/C power a) Check PFD circuit breaker, PFD on/off
(Note: there can be up to a 20 switch on panel, wiring, and A/C battery
second delay from the voltage > 11.5 volts.
application of power to a b) PFD may have been b) Switch unit off using “REV” button or
visible display) improperly shut down “SHUT DOWN” command from Main
Menu page 6.
c) PFD missing A/C ground c) Check wiring to PFD
d) PFD is defective d) Repair or replace PFD
Display does not power off a) Airspeed is above 30kts a) Normal operation
(Note: PFD will switch to b) PFD may have been switched b) Switch unit off using “REV” button or
internal battery if airspeed is to internal battery “SHUT DOWN” command from Main
greater than 30kts.) Menu page 6.
c) PFD may have been c) Hold “REV” button for 20 seconds or
improperly shut down unplug PFD internal battery for 3
seconds
d) PFD is defective d) Repair or replace PFD
Display flashes on/off, a) Configuration Module a) Check CM plug and wiring from PFD
black/white or blue/white unplugged or miss wired to CM
repetitively b) RSM or CM wiring short b) Verify RSM pin 6 or CM pin 1 is not
shorted to aircraft ground or another
pin.
c) Configuration module c) Repair or replace CM
defective
d) PFD defective d) Repair or replace PFD
“CONFIG MODULE LINK FAIL” a) Configuration Module a) Check CM plug and wiring from PFD
message unplugged or miss wired to CM
b) Configuration module b) Repair or replace CM
defective
c) PFD defective c) Repair or replace PFD
“INITIALIZING” message for a) RSM to PFD communication a) Check RSM to PFD wiring for shorts or
more than 30 seconds (Note: At lost opens.
-20ºC and below the message may b) RSM failed b) Repair or replace RSM
take up to 3 minutes to clear) c) PFD failed c) Repair or replace PFD
“RSM LINK FAIL” message a) RSM to PFD communication a) Check RSM to PFD wiring for shorts or
lost opens.
b) RSM failed b) Repair or replace RSM
c) PFD failed c) Repair or replace PFD
“WRONG CONFIG MODULE” a) PFD is at one software level a) Convert config module per
message and config module is at a appropriate service bulletin.
different software level
ALTIMETER, AIRSPEED, VSI FAIL a) Air data sensor has not had a) Allow up to 20 minutes at temps
(RED-X) sufficient warm-up time. below -20ºC for flags to clear
b) Pitot/static lines reversed
b) Connect pitot line to “P” port and
c) Air data sensor failed static line to “S” port on PFD
c) Repair or replace PFD
Red Slash through Navigation a) GPS or VLOC receiver turned a) Turn on GPS or VLOC receiver
Sensor (i.e., GPS1, NAV2) off.
b) GPS does not have a valid b) Allow GPS to acquire a position and
“TO” waypoint and position enter a flight plan or Direct To
c) GPS or VLOC receiver failed c) See GPS/VLOC manufacturers’
d) ACU not powered instructions for troubleshooting
e) Wiring fault between sensor d) Check ACU circuit breaker
and ACU or PFD e) Check wiring between GPS/VLOC and
f) ACU to PFD wiring fault. ACU or PFD
f) Check ACU circuit breaker, check ACU
to PFD A429 wiring and ACU to sensor
g) ACU is defective. wiring
h) PFD is defective. g) Repair or replace ACU
h) Repair or replace PFD
GPS1 or GPS2 selection not a) GPS receiver turned off a) Turn on GPS and initialize
available on Display (GNS430 b) GPS does not have a valid b) Allow GPS to acquire a position and
and GNS530 only) “TO” waypoint and position enter a flight plan or Direct To
c) GNS CDI is selected to VLOC. c) Verify the GNS CDI is selected to GPS.
d) GPS to PFD A429 wiring d) Check A429 wiring for shorts, opens
issue. or crossed A and B lines.
e) GPS defective. e) Repair or replace GPS
f) PFD defective. f) Repair or replace PFD
Autopilot or analog NAV/GPS a) ACU chassis not grounded a) Ground ACU chassis to airframe
inoperative b) ACU not powered ground
b) Check ACU circuit breaker and
c) ACU to sensor wiring power/grounds
d) ACU to PFD wiring c) Check ACU to sensor wiring
e) ACU fault d) Check ACU to PFD A429 wiring
f) PFD fault e) Repair or replace ACU
f) Repair or replace PFD
APPENDIX B
The following pages must be printed and used during checkout. The Section number refers to the
section in the manual where the test is performed. This form must be included in document
package to be included in aircraft maintenance records.
10.6.17 Internal Battery Test (the EFD is normally shipped with the
internal batter disconnected)
6.4 Weight and Balance performed
APPENDIX C
Aircraft Tail #:
Owner/Operator:
I request that the following settings be configured into my EFD1000 PFD as described below.
These airspeeds must match the requirements for the aircraft above and must match the values in
the Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or other legal form of
documentation (e.g., Placard).
Vne
Vno
Vfe
Vs
Vso
Vyse Multi engine only
I also would like my VSpeed Textual Markers set as per below: (Note – these may be edited by the
pilot unless LOCKED). Insert a zero “0” in any field you wish not to appear on display.
VA
Vbg
Vref
Vr
Vx
Vy
Vlo Retractable Gear only
I would like my Airspeed Textual Markers above: LOCKED / UNLOCKED (circle one)
APPENDIX D
AIRCRAFT MAKE:
AIRCRAFT MODEL:
Modification of an aircraft under the EFD1000 AML Supplemental Type Certificate obligates the
aircraft operator to include the maintenance information provided by this document in the
operator’s Aircraft Maintenance Manual and operator’s Aircraft Scheduled Maintenance Program.
This ICA provides instructions necessary for authorized personnel to inspect and maintain the
EFD1000 system installed by the EFD1000 AML-STC. The following data may be required for this
maintenance:
The EFD1000 system is comprised of the Primary Flight Display (PFD), Remote Sensor Module
(RSM), Configuration Module (CM) and optional Analog Converter Unit (ACU).
The EFD1000 system provides display of attitude, airspeed, altitude, direction of flight, vertical
speed, turn rate, and turn quality. The system may optionally provide display of navigation
information through interfaces to GPS Receivers and/or VHF Navigation Receivers.
When interfaced with a compatible autopilot, the EFD1000 system provides heading and course
datum information to the autopilot, which enables the autopilot to follow the Course and Heading
values set by the pilot on the EFD1000.
Refer to EFD1000 Installation Manual A-01-126-00 Rev. C or later, or AFMS for instructions on
system operation.
D.4 Servicing
The PFD, RSM, ACU, CM have no field serviceable components. Return defective units to Aspen
Avionics or an authorized dealer.
None required
See document A-01-126-00 Rev. C or later Section 1.5 for special tools required.
There are no Airworthiness limitations associated with the installation of this appliance. The
Airworthiness Limitations Section is FAA approved and specifies maintenance required under 14
CFR § 43.16 and § 91.403 unless an alternate program has been FAA approved.
Any revision to this document will be available on the Aspen Avionics website at
www.aspenavionics.com. Significant changes or revisions will be electronically mailed to dealers
on record at the time the revision is available.
All maintenance is considered “ON CONDITION” unless otherwise noted in these ICA’s.
Internal Battery
The 30 minute back-up battery in the PFD is not approved as a required power source to
meet electrical power requirement for essential equipment following loss of aircraft power
generation equipment. Because the battery is not “required” equipment, it is up to the
operator to replace the battery when its performance no longer meets his/her
expectations. However, the battery must be replaced by the end of its’ useful life of five (5)
years. Status of the battery can be determined by switching the PFD to internal battery
power by:
After a short delay the percentage of battery charge remaining is displayed on the PFD as:
Instructions for battery replacement are contained in Section D.12. Contact customer
service at Aspen Avionics or an authorized Aspen Avionics Dealer for a replacement battery.
Display Backlight
The PFD display backlight has a median expected life of 50,000 operating hours.
Replacement of the lamp is on-condition as it may last longer or shorter than 50,000
hours. It is up to the operator to determine whether the backlighting has become too dim
for its intended use.
The ACU, RSM, and Configuration Module require no periodic maintenance or calibration.
All units, brackets, installation hardware and wiring of the EFD1000 system should be checked as
defined below during annual inspection. Items found to be defective should be repaired or
replaced prior to returning the aircraft to service.
PFD Inspection
The PFD should be inspected for damage and its operation should be verified using
documents from Section D1 of these ICA’s. The PFD wiring should be checked for damage,
chafing, or excessive wear. The PFD braided bonding strap should be checked for proper
termination at the PFD and aircraft grounding point to maintain HIRF and Lightning
compliance. Verify less than 3 milliohms from PFD ground stud to airframe ground. The
installation of the PFD should be inspected for corrosion on the PFD and the structure it is
mounted on. The fasteners should be inspected for tightness and general condition.
ACU Inspection
The ACU should be inspected for damage and its operation should be verified using
documents from Section D1 of these ICA’s. ACU wiring should be checked for damage,
chafing, or excessive wear. Verify ACU chassis bonding to airframe ground is less than 3
milliohms to maintain HIRF and Lightning compliance. The installation of the ACU should
be inspected for corrosion on the ACU and the structure it is mounted on. The fasteners
should be inspected for tightness and general condition.
RSM Inspection
The RSM should be visually inspected for damage and wear on the lightning strip. RSM
wiring should be checked for damage, chafing, or excessive wear. Verify RSM doubler plate
bonding to airframe ground is less than 3 milliohms to maintain HIRF and Lightning
compliance. This can be checked with a milliohm meter between one of the RSM mounting
screws and airframe ground. The RSM installation and doubler should be inspected for
corrosion on the RSM, the RSM shim (optional), the fuselage skin, and the doubler. The
installation should be inspected for cracks in the fuselage, and loose or damaged fasteners.
D.11 Troubleshooting
This section provides instructions for removal and replacement of LRU’s that have been previously
installed in the aircraft. No special tools are required for the removal and replacement of any
system LRU’s. If an LRU is found to be defective it should be removed and returned to Aspen
Avionics for repair or replacement.
PFD Removal
Verify power is off. Carefully insert a flat blade screw driver into the locking mechanism on
the top center of the PFD. While gently prying pull back the top of the PFD and extract from
bracket. Remove nut securing braided ground strap to PFD. Remove pitot and static quick
connectors by pulling back outer spring loaded locking sleeve while unplugging
connectors. To remove 44 pin D-sub connector unscrew both jackscrews fully and pull
connector straight back.
PFD Replacement
Verify power is off. Install 44 pin D-sub connector and tighten jackscrews until connector
is fully seated. Install pitot and static lines to back of PFD by firmly pressing the fitting
until fully seated (pitot and static quick connectors are keyed and cannot be crossed).
Gently pull on connector to ensure proper connection. Connect braided bonding strap to
PFD with nut. Insert bottom of PFD into bracket and pivot top forward until it locks into
place on bracket.
Perform pitot and static leak check and verify the airspeed and altitude indications on the
EFD correspond to the values set on the pitot static test set.
Perform return to service test by verifying no sensors are flagged invalid and there are no
RED-X’s on display. Perform sonalert test in Section 10.6.11.
ACU Removal
Verify power is off. Remove ACU by unscrewing the jackscrews of all three D-sub
connectors. Gently remove the connectors by pulling straight out. Remove the six (6) 6-32
mounting screws securing the ACU to the aircraft and remove unit from aircraft.
ACU Replacement
Verify power is off. Install ACU in mounting location and install six (6) 6-32 mounting
screws through holes in ACU mounting tabs. Install all three (3) D-sub connectors securing
each with the two jackscrews per connector.
DOCUMENT # A-01-126-00 PAGE 221-225 Revision H
© Copyright 2009 Aspen Avionics Inc.
EFD1000 Installation Manual
RSM Removal
Verify power is off. It will be necessary to gain access to the underside of the RSM mounting
location in order to unplug the RSM connector. Unscrew RSM electrical connector from
inside and undo shield ground wire from ground stud. Remove sealant from around base
of RSM and on mounting screws. Remove four (4) 8-32 non-ferrous mounting screws from
RSM and remove RSM from aircraft taking care to guide 24 inch “pigtail” connector out
through ½ inch hole in aircraft skin.
RSM Replacement
Verify power is off. Verify O-ring on RSM is in good condition with no cracking or
flattening. Contact Aspen Avionics for replacement O-ring if required. Verify RSM shim is
installed between aircraft skin and RSM if required. Feed circular connector down through ½
inch hole in aircraft skin and mount RSM (vent hole faces aft) with four (4) 8-32 non-
ferrous screws. It is critical that the screws be non-ferrous to prevent the introduction of
compass errors. Connect electrical connector from inside and cable tie connector and
harness to prevent interference with flight controls as per AC43.13. Connect shield ground
wire to ground stud. Re-seal around base and on top of four mounting screws of RSM
using one of the following non-corrosive sealants:
Perform RSM Calibration per Section 10.5 of this manual. Also check OAT operation per
Section 10.6.4 and check RSM GPS operation per Section 10.6.6.
CM Removal
Verify power is off. Cut the two (2) cable ties affixing the CMU to the PFD wiring harness.
Unplug the Molex connector by pressing down on the locking tab and gently pulling the
connector from the module.
CM Replacement
Verify power is off. Plug the Molex connector into the module until it clicks. Cable tie the
module to the PFD wiring harness being careful to prevent interference with flight controls
per AC43.13.
Perform the post-installation unit configuration per section 10.4.5 of this manual.
INSTRUCTIONS:
1. Draw in RSM and optional ACU and autopilot locations as done for PFD below.
2. Draw in circuit breaker locations.
3. Draw in PFD to RSM cable routing.
4. Draw in ACU to PFD and ACU to autopilot cable routing.
A) PFD (CM is wired within 12” of PFD) E) PFD circuit breaker location
B) RSM F) ACU#1 circuit breaker location - optional
C) ACU#1 – optional G) ACU#2 circuit breaker location – optional
D) ACU#2 – optional H) Autopilot computer location