Ata 34

Training Manual
B 737-300/400/500
ATA 34
Navigation
Lufthansa LAN
Technical Training For Training Purposes Only
Book No: B737 LLTT  LLTT
For training purposes and internal use only.
Copyright by Lufthansa LAN Technical Training
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa LAN Technical Training

NAVIGATION 737-3
FLIGHT ENVIRONMENT DATA

34-10
ATA 34 NAVIGATION
Revision: 16.03.2004
For Training Purposes Only
SCL VRC/RRH 26.08.2005 Page: 1

NAVIGATION 737-330/430/530

34-10
34-11 PITOT STATIC SYSTEM

GENERAL DESCRIPTION
The pitot-static system provides dynamic (pitot) and ambient (static) air pres-
sures to connected airplane equipment and instruments.
These pressures are used to determine
altitude,
airspeed and
mach number.
The pitot-static system consists of four combined pitot-static probes, two al-
ternate flush static ports and connecting tubing.
The pitot-static lines are self draining. Where this is impractical, drain traps
are provided.
Heater circuits are provided for anti-icing of the pitot static probes (Refer to
Chapter 30, Pitot Static Tubes, Alpha Vane and Temperature Probe Anti-Icing
System).

NAVIGATION 737-330/430/530

34-10
DRAIN TRAP AND TEST FITTING LOCATION

(FACING FORWARD)
UPPER LOWER
NO. 1 AND NO. 2 - LEFT SIDE OF
RIGHT RIGHT
E1 RACK
NO. 3, NO. 4, NO. 5, NO. 9 AND
P S S S S P NO. 10 - RIGHT SIDE OF E1 RACK
NO. 1 AUX NO. 13 NO. 6, NO. 7 AND NO. 8 - RIGHT
PITOT
SIDE OF NOSE WHEEL WELL
NO. 8 NO. 3
NO. 11 AND NO. 12 - LEFT SIDE
P/C AS 1 1 OF NOSE WHEEL WELL
DP
NO. 13, NO. 14, NO. 15 AND
NO. 16 RIGHT FORWARD SIDE OF
NO. 4
NOSE WHEEL WELL
NO. 1 AUX STATIC
NO. 14
INSTRUMENTS
___________
NO. 10 ALT COMBINED STANDBY
F/O PITOT ALTIMETER/AIRSPEED
NO. 6 AS
DADC INDICATOR
2
F/O STATIC M
NO. 9 METRIC ALTIMETER
NO. 5 ALT
ALT
AS ALTERNATE STATIC CABIN ALTIMETER
DP AND DIFFERENTIAL
PRESSURE INDICATOR
CAPT STATIC
CAPT STATIC
NO. 2 _________
EQUIPMENT
STATIC
P/C PRESSURE CONTROLLER

M NO. 11 DADC
PITOT
ALT 1 FLAP LOAD LIMITER

AS
CAPT PITOT AIRSPEED SWITCH
NO. 1
DIGITAL AIR
NO. 2 AUX STATIC DADC
NO. 15 DATA COMPUTER

NO. 7 AS 2 1 STATIC PORT
NO. 12
NO. 16
COMBINED PITOT
NO. 2 AUX PITOT
STATIC PROBE
P S S
S S P
DRAIN FITTINGS
UPPER LOWER STATIC LINE
LEFT LEFT 1 not on all A/C’s , see MM
PITOT LINE
Figure 1 Pitot Static System Schematic

Page:
NAVIGATION 737-330/430/530

34-10
MAINTENANCE PRACTICES
The AMM (34-11-01 P. 201) contains two tasks:
flush the pitot-static system to remove unwanted material from the system
and
drain the pitot-static system to remove unwanted liquid from the system.
The following parts point out only the highlights
Flush the pitot-static system

You do not have to flush the system before each system leakage check.
Disconnect instruments and systems from the pitot-static system.
Flush only one location at a time.
Drain the pitot-static system

The pitot-static system should be drained
periodically as specified in the Maintenance Planning Document,
when the airplane has subtained ground exposure to very heavy rainfall
(monsoon or tropical thundersqual).
NOTE: Turn on the probe heater for 5 minutes when the temperature is below
32 degrees F. Apply heat to the drain line and fittings before you drain them,
when it is necessary.
Furthermore the following duty cycles are described in the AMM:

Pitot-Static Probe Inspection/Check
(34-11-11 /601)
Pitot-Static Probe Cleaning/Painting

(34-11-11 /701)
Pitot-Static Probe Removal/Installation
(34-11-21 /401)

NAVIGATION 737-330/430/530

34-10
UPPER RIGHT
UPPER LEFT NOSE WHEEL WELL,
PROBE FORWARD BULKHEAD
(STA 248)
RIGHT FWD - DRAIN
UPPER RIGHT FITTINGS: 13,14,15 AND 16 1
PROBE RIGHT - DRAIN
(STA 248) FITTINGS: 6,7 AND 8 1
LEFT - DRAIN
LOWER LEFT FITTINGS: 11 AND 12
PROBE (STA 248) ALTERNATE
SEE A STATIC PORT SEE D
FWD
SEE B
LOWER RIGHT FWD
ALTERNATE
PROBE (STA 248)
STATIC PORT
(STA 406)
E1 RACK
ELECTRICAL AND ELECTRONIC
COMPARTMENT
E1 RACK, RIGHT SIDE

DRAIN FITTINGS:
3,4,5,9 AND 10 1
E1 RACK, LEFT SIDE
DRAIN FITTINGS: 1 AND 2
SEE D
PITOT STATIC SYSTEM DRAIN LOCATION
PITOT
STATIC
PROBE
IDENTIFICATION
PLACARD
PITOT DRAIN S2 STATIC PORT CAP BAYONET

HOLE FITTING RETAINING
S1 STATIC PORT LANYARD
PITOT STATIC PROBE ALTERNATE STATIC PORT

TYPICAL (2 RIGHT AND 2 LEFT) (LEFT AND RIGHT) 1 DRAINS 3,8,13,14,15 PITOT STATIC DRAIN FITTING
AND 16 INSTALLED ON
CDF D-ABWA-D-ABWC D
A B
AND DLH D-ABXA-D-ABXN
Figure 2 Pitot Static System Component Location

Page:
NAVIGATION 737-330/430/530

34-10
ADJUSTMENT / TEST
The part Adjustment/Test of the AMM 34-11-01 /501 describes the leak test of
the pitot-static system and contains two tasks:
Full-range leak test and
Low-range leak test.
Full-Range Leak Test (TASK 34-11-01-795-001)
Apply pressure to the pitot-static system equal to
22,500 +/-200 feet of altitude and
300 +/-5 knots of airspeed.
This TASK is necessary

after you flush the pitot/static-system,
after each airframe overhaul,
or when you remove a fitting,
when there is a leak or
the results of the low-range leak test are unsatisfactory.
Furthermore they point out
You can do a test of each pitot system separately.
You must test all static systems at the same time so that too much differe-
tial pressure does not start.
Install a Pitot/Static Probe Adapter on all four of the Pitot/Static Probes.
- Seal the pitot chamber drain hole on the botton of the probes with pres-
sure tape.
Low-Range Leak Test

Apply static pressure equal to
5,000 feet of altitude.
A low-range leak test is not necessary for the pitot systems because a high-
range leak test does the same thing.
You can do the low-range static system leak test to quickly make shure that the
static system is operationel.
A full-range leak test is necessary when there is a leak or the results of the low-
range leak test are unsatisfactory.

NAVIGATION 737-330/430/530

34-10
O’s
No.5
STATIC HOLES
DRAIN HOLE
Figure 3 Leak Test

NAVIGATION 737-330/430/530

34-12
34-12 AIR DATA SYSTEM

STANDBY INDICATORS
General
The following pneumatic Standby Indicators are installed in the cockpit:
a combined altimeter and airspeed indicator,
a metric altimeter

NAVIGATION 737-330/430/530

34-12
0
9 1
0 7 0 0 2
3
ALT
6 4
MB 5 IN. HG.
1 0 1 3 2 9 9 2
IAS KNOTS
350 380 43
BARO
Airspeed / Altitude Indicator
0
9 1
8 2
1 2 0 0
7 METER 3
6 MB 4
1 0 1 3
Metric Altimeter
Figure 4 Standby Indicators
NAVIGATION 737-330/430/530

34-12
DESCRIPTION
Altimeter / Airspeed Indicator Metric Altimeter
The standby airspeed/altimeter indicator is a combination of two flight instru- A metric altimeter is mounted on the captain’s instrument panel. The altimeter
ments which presents an integrated display of indicated airspeed and altitude is a drum-pointer type having a range of -300 to 15,000 meters.
The standby pneumatic airspeed indicator gives indicated airspeed 60 to 450 The pointer, which indicates in 100- and 20-meter increments, moves once
knots. A diaphragm within the instrument case is actuated by differential pres- around the dial for each 1000 meters of altitude. The altimeter counter con-
sure from the airplane pitot static system. sists of two mechanically driven drums. One drum indicates ten-thousand and
thousand meter increments and the other drum indicates hundred meter incre-
The diaphragm expands or contracts in proportion to the difference between ments.
the pressure around it and the pressure in it. The information is transferred With altitudes below zero meters, the ten-thousand meter drum displays the
from the diaphragm to the drum counter through mechanical linkage. word NEG.
The pointer shows indicated airspeed on a drum graduated in knots. The baro-set knob, located in the lower left hand corner of the altimeter, ad-
justs the baro-set readouts of inches of mercury and millibars. The baro-set
The standby altimeter is a drum-pointer type having a range of -1000 to range is from 22.00 to 30.99 inches of mercury and 745.0 to 1049.0 millibars.
50,000 feet. The pointer, which indicates feet in hundreds, move, once around The metric altimeter operates from direct static pressure from the captain’s
the dial for each 1000 feet of altitude. static system.
The drums display feet in thousands and hundreds. Indicators on the face of An instrument vibrator is provided in the altimeter to shake the instrument to
the altimeter show barometric pressure in inches of mercury and millibars. The prevent errors caused by mechanical linkage friction. Power to the vibrator is
barometric pressure is set by rotating the knob on the front of the instrument. supplied through a circuit breaker on panel P18.
An instrument vibrator is provided in the altimeter to shake the instrument to
prevent errors caused by mechanical linkage friction. Power to the vibrator is
NOTE: Some instruments have no vibrator.
supplied through a circuit breaker on panel P18.

NAVIGATION 737-330/430/530

34-12
Figure 5 Standby Indic. - Description

NAVIGATION 737-330/430/530

34-12
AIR DATA SYSTEM

General
The air data system consists of the air data instruments and two air data
computers. The air data instruments are the
Altimeter,
Mach/Airspeed Indicator and
TAT/SAT/TAS Indicator.
The following information are displayed on the instruments:

Altitude / Flight Level (ALT / FL)
Calibrated Airspeed (CAS)
Mach Number (M)
Maximum Speed Limit (VMO / MMO)
Selected Speed (AFS)
Temperature (TAT / SAT)
True Airspeed (TAS).
A baro setting on the altimeter will Influence the altimeter indication and the
electronic pressure controller.

NAVIGATION 737-330/430/530

34-12
Altimeter
M-A/S Indicator
TAT/SAT/TAS Indicator
Figure 6 Air Data System

NAVIGATION 737-330/430/530

34-12
AIR DATA SYSTEM COMPONENTS

Air Data Computer
The following two ADC’s are in service :
Honeywell ADC and
Smith ADC.
Both ADC’s are really Hybrid Air Data Computers (HADC), that means that the
calculation is made digital but the output signals are available in digital and
analog format.
NOTE: AN OPERATION IN INTERMIXED VERSION IS NOT ALLOWED.
TWO HONEYWELL OR TWO SMITH ADC’S HAVE TO BE
INSTALLED.
(SINCE HONEYWELL ADC DOES NOT STATIC-SOURCE-ER-
ROR-CORRECTION, A DIFFERENCE IN ALTITUDE OF APPR. 30
FEET COULD BE EXPERIENCED).
TAT Probe
The total air temperature sensor (Rosemount Probe) contains two non-induc-
tive resistors and an anti-icing heater.
To keep on ground the temperature measurement free of sunshine or aircraft
body influencing,
A bleed air connection to the probe avoids an influence of sunshine or the air-
craft body if the aircrafft is on ground (aspirated TAT probe).

NAVIGATION 737-330/430/530

34-12
ADC2
ADC1
TAT Probe
(aspirated)
Honeywell DADC Smith DADC

Figure 7 Air Data System Component
NAVIGATION 737-330/430/530

34-12
DESCRIPTION
The DADC’s receive the following main information :
Pitot Pressure (ptot)
Static Pressure (ps)
Total Air Temperature (TAT).
The solid-state device compute the necessary air data information, required by
airplane displays and systems.
In addition to the above inputs, 115 V AC and 26 V AC are provided to multipin
connectors at the rear of the computer.
No ADC-XFER is possible on the 737. The ADC’s are directly connected via
digital buses or analog links, especially
from ADC 1 and 2:
- Autothrottle System (ATSC),
- Flight management Computer (FMC),
- ATC Transponder,
only from ADC 1:
- TAT/SAT/TAS Indicator,
- GPWS Computer,
- FDAMRU (Recorder/ACMS),
- Auto Slat System (aircrafts with
The block diagram shows only the system No.1.

NAVIGATION 737-330/430/530

34-12
(CIRCUIT CARD FOR

FLAP-LOAD-RELIEF, E11)
Figure 8 Block Diagram

NAVIGATION 737-330/430/530

34-12
DADC - OUTPUT DATA

DADC-1
SOURCE BUS L1 L2 L3 L4
ARINC 429
DIGITAL ARINC ATC EFIS TAT/
DATA WORD STALL
FCC 429 NO. 1 SYM SAT/ IRU
DESTINATION A/T GPWC WARN FMC FDAU
A A/S ATC GEN TAS NO. 1
1
RCVR NO. 2 NO. 1 IND
203 ALTITUDE X X X X X X X X
204 BARO-CORRECTED ALT-1 X X X X
205 MACH X X X X X
206 COMPUTED AIRSPEED X X X X X X X
210 TRUE AIRSPEED X X X X X X X

211 TOTAL AIR TEMPERATURE X X X
212 ALTITUDE RATE X X X X
213 STATIC AIR TEMPERATURE X X X
217 STATIC AIR PRESSURE X X

220 BARO-CORRECTED ALT-2 X
242 TOTAL AIR PRESSURE X DADC-2
ARINC 429 SOURCE BUS R1 R2 R3 R4
DIGITAL
DATA WORD ATC EFIS
STALL
FCC NO. 1 SYM IRU
DESTINATION A/T WARN FMC
B ATC GEN 2
NO. 2
NO. 2 NO. 2
203 ALTITUDE X X X X X X
204 BARO-CORRECTED ALT-1 X X X
205 MACH X X X X X
206 COMPUTED AIRSPEED X X X X X
210 TRUE AIRSPEED X X X X

211 TOTAL AIR TEMPERATURE X X
212 ALTITUDE RATE X X X
213 STATIC AIR TEMPERATURE X X
217 STATIC AIR PRESSURE X X

220 BARO-CORRECTED ALT-2 X
242 TOTAL AIR PRESSURE X

Page: 18
NAVIGATION 737-330/430/530

34-12
Figure 9 ADS - System Schematic

NAVIGATION 737-330/430/530

34-12
ALTIMETER
Inputs
Cpt’s and FO’s indicator gets the altitude information in a synchro-format :
ALT carse (synchro)
ALT fine (synchro)
ALT valid (discrete)
Indication
Each altimeter is an electric drum-pointer type that recieves altitude informa-
tion from the air data computer.
The altitude is displayed in 1000-, 100-, and 20-foot increments on counters
and in 100- and 20-foot increments by a pointer which reads against a fixed
scale. The range of the altimeter if from -1000 to 50,000 feet with altitudes
below sea level displayed by the rotating pointer and a NEG flag covering the
counter.
Baro Correction
A barometric pressure setting knob is provided to adjust the pressure setting
which is displayed in both millibars and inches of mercury.
The altimeters provide a barometric corrected resolver altitude signal to the
DADC’s and a barometric corrected potentiometer signal to the cabin pressuri-
zation system
Flag
A warning flag will cover the counter drums in the event of a failure.

NAVIGATION 737-330/430/530

34-12
ALT coarse
ALT valid
ALT fine
Altitude Bug
Baro Set Knob

Altitude Knob
Flag Indication
Baro Correction
DADC 1 DADC 2
Cabin Pressure Controller

Figure 10 Altimeter
NAVIGATION 737-330/430/530
FLIGHT ENVIRONMENT
34-12
ELECTRICAL ALTIMETER DESCRIPTION

Flag
A warning flag will cover the counter drums in the event of a failure.
The failure monitor will show the flag in the event of the following:
loss of electrical power to the indicator (26 V AC),
loss of flag signal from the DADC,
excessive servo null voltage,
loss of input synchro signal and
internal indicator malfunction.
PWR
The power source is 26V AC.

NAVIGATION 737-330/430/530
FLIGHT ENVIRONMENT
34-12
A 26V AC B POWER -
DC
SUPPLY +
AC A
E
SIN HIGH LEVEL 0
ALTITUDE DETECTION 9 1
1 COARSE IN F TY
COS
G
LIMITER
G
T 8 3 1 7 00 2
1
27
7 ALT 3
SIN (BELOW MB IN.HG.
NEG 1 0 13 29 9 2
H 00.000)
ALTITUDE
2 J TY 6 4
FINE IN COS 5
K
DIFFERENTAL
C
5V AC
LTG PWR MB IN HG
1 0 1 3 2 9 9 2
D DC
ALTITUDE G
VALID 3 IN T
5 M BARO
W OFF
26V AC
X
SIN
T
BARO COM G
RSLVR V RS T
OUTPUT
(FOR DADC) U COS
NONLINEAR
BARO N MECHANISM
CORR POT P
(CHAP 21)
R
(FOR CAB
PRESS CONTROL)
ELECTRIC ALTIMETER
Figure 11 El. Altimeter - Schematic

Page: 23
NAVIGATION 737-330/430/530

34-12
MACH / AIRSPEED INDICATOR (MASI)

Inputs Indication
Cpt’s and FO’s indicator gets the altitude and airspeed information from the The mach/airspeed indicator is a combination of two flight instruments, presen-
respective ADC in a synchro-format : ting an integrated display of computed airspeed and mach number.
ALT carse (synchro) Computed airspeed derived from the air data computer, which is corrected
ALT fine (synchro) for static pressure source error, drives the airspeed pointer from 60- thru
450-knot range of airspeed.
CAS (synchro)
Mach number indication is presented on a two drum digital readout through
ALT valid (discrete)
the range .40 to .99 mach. Below .40 mach the readout is covered by a
CAS valid (discrete). black mask. The indicator computes mach from inputs of airspeed and alti-
From the Flight Control Computer (FCC) the indicator receives tude signals from the air data computer.
A/S command signal (DC) The colored pointer on the indicator shows maximum operating speed of the
FCC valid (discrete) airplane as a function of corrected altitude from the air data computer.
The indicator generates also a VMO signal for controlling the maximum
operating airspeed output signal to actuate an aural warning when maxi-
mum operating speed is exceeded.
The speed reference marker (target bug) is electrically fed from the AFCS
system. The ”INOP” flag indicates the absence of an operational AFCS sy-
stem and the target bug will store at 440 knots.
Pulling the bug set knob out will place the target bug in manual mode and
will retract ”INOP” flag.
When operating in the manual mode, an ”M” flag will appear in view at top
of indicator. White peripheral pointers may be set manually to any desired
airspeeds.
Flags
The flags Mach, VMO,A/S, INOP monitors their associated indication

NAVIGATION 737-330/430/530

34-12
A/S COMMAND
VMO SELECT
ALT coarse
CAS valid
ALT valid
ALT fine
CAS
Airspeed Bug Airspeed Bug MAN Flag
Airspeed Bug
Ext. Index Marker Inop Flag
276
Airspeed Set Knob

VMO/MMO WARNING
Flag Indication
Figure 12 Mach /Airspeed Indicator

Page: 25
NAVIGATION 737-330/430/530

34-12
M-A/S INDICATOR DESCRIPTION

Flags
The flags Mach, VMO,A/S monitors their associated
Servo Loop,
Input Signal from ADC,
Input vali Signal from ADC,
The flag INOP monitors
Servo Loop,
Input Signal from FCC,
FCC valid Signal,
Ref. Voltage +/-5 V DC.
All of the flags monitor
the Indicator PWR (26 V AC).
PWR
The power source is 26 V AC.

NAVIGATION 737-330/430/530

34-12
26V AC POWER INPUT 2 POWER AC

B 1 SUPPLY DC
H M
0-5V AC PANEL LIGHTS 3
C DC AIRSPEED COUNTER DRIVE 60
4
80
COMPUTED 5 400 MACH
3 AIRSPEED 6 CDR
M MACH 100
INPUT 7
350
V MO IN 120
OP
2:1 AIRSPEED POINTER DRIVE
300
ANTI
A/S 140
AMBIGUITY DIAL
AUTOTHROTTLE CIRCUIT DC NONLINEARITY 2:1 250 KNOTS
EXCITATION 26V AC CAM 160
(NOT USED IN 737 AC) 19 200 180
AUTO THROTTLE OUTPUT 17

(NOT USED IN 737 AC) 18
OVERSPEED SWITCH OUTPUT 34
35
OVERSPEED SWITCH 1 CAS FLAG
4 AIRSPEED VALID IN 12
DC
DC 2:1
TARGET AIRSPEED INPUT 22 AIRSPEED CURSOR DRIVE

M
(22-31-00)
MANUAL AIRSPEED INPUT

+5V DC 21
TARGET AIRSPEED (SWITCH PULLED)
REFFERENCE INPUT
5V DC 23 2
TARGET AIRSPEED VALID IN 29 2 MANUAL FLAG

DC DC
AIRSPEED CURSOR INOP FLAG
DC
MACH FLAG
MACH WARNING TEST IN 36 DC 3
OVERSPEED
5 ALT VALID 3 IN 33
VMO AND MMO VMO/MMO POINTER DRIVE
37 OVERSPEED M
38
VMO/MMO CURVE PROCESSOR

39 Vmo FLAG
SELECT INPUT
40
41 SYNCHRO
TO DIGITAL
CONVERTER
30 AC 3 RETRACTS FROM VIEW AT MACH 0.4
1 COARSE ALTITUDE INPUT 31 SYNCHRO DC
32 MULTIPLEXER
MACH COUNTER DRIVE
8 M
2 FINE ALTITUDE INPUT 9
10 AC
2 PULL OUT TO ENGAGE CLUTCH FOR MANUAL AIRSPEED INPUT AND
SET CURSOR WHEN AUTOTHROTTLE SYSTEM INSTALLED.
PUSH IN FOR AUTO CONTROL BY FMS.
ELECTRIC MACH AIRSPEED INDICATOR
Figure 13 MASI - Schematic

SCL VRC/RRH 26.08.2005 Page:27
Page: 27
NAVIGATION 737-330/430/530

34-12
TAT/SAT/TAS INDICATOR
Input
The combination indicator of Total Air Temperature, Static Air Temperature and
True Airspeed gets its information via ARINC 429 only from the ADC No.1.
Indication
The indicator is a digital type and it presents the information as a liquid crystal
display (LCD). It is mounted on the FO’s panel.
The TAT, SAT and TAS displays are selected individuelly one at a time by pres-
sing the pushbutton on the front of the indicator and the displays appear in the
order listed.
The range of each display is as follows:
TAT -99 C to +50 C
SAT -99 C to +60 C
TAS 130 to 599 KNOTS
Flag
Instead of a flag the display will be blank in case of a failure.
Test
During the ’’Master Dim and Test’’ cycle selected in the cockpit the indicator
cycles sequently between Test Display (2 sec) and blank (1 sec).

NAVIGATION 737-330/430/530

34-12
from ADC 1
ARINC 429
2 Seconds
TEST
1 Second
Function Selector
Push Button
Failure Indication: (blank Display)
Figure 14 TAT - SAT - TAS Indicator

NAVIGATION 737-330/430/530

34-12
TAT/SAT/TAS INDICATOR DESCRIPTION

Flag
Instead of a flag the display will be blank under the following conditions:
Indicator PWR Failure (26 V AC)
Processor Failure
Loss of information more than 5 seconds.
PWR
The power source is 26 V AC.

NAVIGATION 737-330/430/530

34-12
ELEX
PWR TAT IND
1 HI DC
2
26V AC LO POWER LOW VOLTAGE FAILURE
1 SUPPLY MONITOR
MONITOR MONITOR
P18 CB PNL
3
RESET
5V AC
LTG PWR
4 MHZ TAT
4 CLOCK
OSCILLATOR LCD
MICRO
DRIVER C
COMPUTER KT
SAT TAS
MASTER DIM 13 TEST
AND TEST
12
FUNCTION FUNCTION
SELECT SELECT
FUNCTION MEMORY
SELECT
SWITCH
FROM DADC NO1:

ARINC 8 ARINC CONTROL
429 9 429 DATA
DIGITAL RECEIVER INPUT

BUS 2
11
TAT / SAT / TAS INDICATOR
Figure 15 TAT/SAT/TAS INDICATOR, Schematic

NAVIGATION 737-330/430/530

34-12
AIR DATA - EFIS DISPLAY

General
The 737 fleet is equipt with an EFIS (Electronic Flight Instrument System), in- EHSI
stead of conventionally ADI’s and HSI’s. - NCD is displayed by three dashes if the TAS decreases
below 100 KNOTS.
Inputs
- In case of an inoperative TAS-calculation no information is displyed.
Normally Cpt’s indicators EADI (Electronic ADI) and EHSI (Electronic HSI) are
controlled by the Symol Generator No.1, which is direct connected to the ADC
No.1.
Normally FO’s indicators EADI (Electronic ADI) and EHSI (Electronic HSI) are
controlled by the Symol Generator No.2, which is direct connected to the ADC
No.2.
In case of an EFIS SG Fairure, the remining one may be used for both side
after manually EFIS-switching.
In this case, Cpt’s and FO’s indications are on same source.
Indication
EADI
According to the EFIS SG Pin Programming the left side of display may be
used for
- Fast/Slow indication or
- Speed (CAS) on a vertical scale with a Mach Information below this
scale (after exceeding M>.40).
EHSI
In the left top corner of the indicator
- TAS (True Airspeed ) is displayed within a range between
100 to 599 KNOTS.
Below 100 KNOTS, the display only shows dashes (- - -).
Flags
EADI
- SPD Flag comes in view if the Fast/Slow indication is inoperative (Fast/
Slow programming) or the CAS display is inoperative (Speed Scale pro-
gramming).
- MACH Flag comes in view if the Mach indication is inoperative (Speed
Scale programming).
NCD is indicated by three dashes if the CAS decreases 45 KNOTS.

NAVIGATION 737-330/430/530

34-12
Figure 16 AIR DATA - EFIS Display

NAVIGATION 737-330/430/530

34-12
AIR DATA SYSTEM ADJUSTMENT/TEST

General Make sure the TAT/SAT/TAS indicator goes out of view in less than 5 sec.
This procedure contains two tasks: Close ADC CB.
Operational Test, including BIT-Test (Built In Test) of the ADC and Make sure all the warning flags go out of view.
System Test, including tests of ADC installation, air data indicators and the Set the LIGHTS-Switch on the center instruments panel to TEST position.
pneumatic system. - Make sure all parts of the TAT/SAT/TAS indicator flash on and off.
Operational Test
The ADS operational test is a BIT (built-in-test) test. The test TAT Probe
operates from the controls on the front panel of the ADC. During
the test, stable outputs are sent to the air data instruments and Adjustment/Test (34-12-31 /501)
are monitored. The test makes sure of the conditions that follow: TAT Probe Resistance Test
The ADC electronics operate correctly. TAT Probe Heater Test
The interface and warning system between the computer and instruments operate WARNING: Do not touch temperature probe while heater is on. Probe
correctly. temperature in still air may exeed 200 F (94 C). Heater may be
tested for operation by feeling for heat radiation in the near vicinity
The instruments operate when signals are sent to them.
of the probe to avoid possibility of personnel being burned.
Preparation for the Test
CAUTION: Do not operate heater for more than 5 minutes while airplane is
Supply electrical PWR.
on the ground. Extended operation may shorten heater life.
Close ADS CB’s.
Make shure the IRS operate correctly (AMM 34-28-0X/501). Cleaning/Painting (P.701)
Close the TAT CB. TAT Probe Cleaning
WARNING: Make sure the probe heat is not on. This can cause injury to
ADS Test persons.
Open ADC CB.
CAUTION : Remove the material from the air inlet carefully. You can cause
Make sure the warning flags on these instruments come into view in less
damage to the sensing element during the cleaning procedure.
than the time shown

- Altimeter - 5 sec Do not use fluids that contain sodium chloride or sulfur compounds
- VSI -15 sec to clean the probe. sodium chlorid and sulfur can cause premature
- M-A/S-Ind. -10 sec of the probe.
MACH
A/S
VMO.

NAVIGATION 737-330/430/530

34-12
Altimeter
M-A/S Indicator
ELECTRICAL
CONNECTOR
GASKET
ASPIRATION
TUBE FITTING
MOUNTING SCREW
(6 PLACES)
Figure 17 Air Data Computer Self-Test 1

NAVIGATION 737-330/430/530

34-12
Operational Test (cont.)
Airplanes with Honeywell ADC’s Airplanes with Smith ADC’s
Set the TEST SELECT switch on the ADC to the FUNCTION position. Set the SELF-TEST switch on the ADC to the TEST position.
Push and hold the PUSH TO TEST switch on the ADC. Make sure the ADC front panel shows ’’88’’ for 3 sec and then ’’AA’’.
- Make sure the TEST VALID WHEN LIT light comes on in appr. 30 sec.
NOTE:
Make sure you see these values on the air data indicators: Test will continue for 60 sec. 50 sec after the output reach a stable condition,
Altitude 10.000 +/- 40 ft the ADC front panel display will flash.
This shows the end of the test is near.
Mach 0.785 +/- 0.01
Momentarily set the SEF-TEST switch to the TEST position again and the out-
Airspeed 440 +/- 2 kts
put will stay on for 60 sec.
TAT +0.14 +/- 2 C
If failures are found with the ADC or the sensor inputs, the ADC front panel will
SAT -29.4 +/- 2 C flash ’’FF’’: The fault code will then be shown.
TAS 477.8 +/- 6 kts
The VSI OFF flag will come in view. Make sure you see these values on the air data indicators:
Set the TEST SELECT switch to the SLEW position. - Altitude 10.000 +/- 40 ft
Push and hold the PUSH TO TEST switch - Mach 0.788 +/- 0.01
Make sure the TEST VALID WHEN LIT light comes on. - Airspeed 441 +/- 2 knts
Set the TEST SELECT switch to the FAIL WARN position. - TAT +0.10 +/- 2 C
Push and hold the PUSH TO TEST switch. - SAT -29.4 +/- 2 C
Make sure the TEST VALID WHEN LIT light comes on and the air data warn- - TAS 479.8 +/- 6 kts.
ing flags are in view.
Fault History
The fault history may store faults for the last 10 flights.
A flight start with airspeed greater than 100 knots and ends with airspeed less
than 60 knots.
Momentarily set the SELF-TEST switch on the ADC to the

position HISTORY
- The left hand display shows flight segment
- The right hand display shows the fault conde:
For exc.; 01 = last flight, airdata computer failed.

NAVIGATION 737-330/430/530

34-12
Figure 18 Air Data Computer Self-Test 2

NAVIGATION 737-330/430/530

34-12
TESTS AFTER REMOVAL / INSTALLATION

After removal and installation of each LRU an associated functional test has
tobe done. The following advices points out only the highlights.
ADC
Do a BIT test of the ADC
Do not disconnect the pitot-static system hoses when the system is not at
ambient pressure. This can cause damage to the ADC.
Do not touch the connector pins or other conductors on the ADC. If you
touch these conductors, ELECTROSTATIC DISCHARGE from your body
can cause damage to the ADC.
M-A/S-Indicator, Altimeter, V/S-Indicator

Make sure the OFF flags do not show on the indicator.
TAT Probe
Make sure the resistance between the TAT probe body and the airplane
skin.
- Make sure the resistance is less than 0.010 ohms.
Do a test of the heater circuit of the TAT probe (Ref 30-31-00 /501).
Apply pneumatic pressure to the TAT probe (Ref 36-05-00 /201).
- Make sure that a free flow of air comes from the exhaust port.
Seal around the TAT probe and the airplane skin with the sealant.
WARNING:
Make sure the TAT probe heat is not on. This can cause injury to persons.
You must release the pressure in the duct before you remove a pneumatic
system component. High pressure air can cause injury to persons.

CAUTION: DO NOT APPLY TO MUCH FORCE TO THE PROBE. THIS
CAN BREAK THE GASKET SEAL. DO NOT PULL THE
PROBE AWAY FROM THE FUSELAGE WITH TOO MUCH
FORCE. TOO MUCH FORCE ON THE PROBE CAN CAUSE
DAMAGE TO THE ELECTRICAL CABLE.

NAVIGATION 737-330/430/530

34-12
ELECTRICAL
CONNECTOR
GASKET ASPIRATED
TUBE FITTING
MOUNTING SCREW
(6 PLACES)
Figure 19 ADS LRU’s

NAVIGATION 737-330/430/530

34-15
34-15 MACH AIRSPEED WARNING SYSTEM

GENERAL
The mach airspeed warning system provides an aural warning to alert the flight
crew when the airplane exceeds limits
VMO, the maximum operating airspeed and
MMO, the maximum operating mach number
Two mach airspeed warning systems, No. 1 and No. 2 are installed on the air-
plane.
Each system consists of a mach/airspeed indicator installed on each pilot’s in-
strument panel, an aural warning clacker located in the aural warning unit mo-
dule, and a warning test switch installed on the aft overhead panel P5.
The MACH AIRSPEED WARNING TEST switch is located on the flight recor-
der-mach airspeed warning module installed in the aft overhead panel.
Two switches, No. 1 and No. 2, are installed on the panel, one switch for each
system.

NAVIGATION 737-330/430/530

34-15
MACH
FLIGHT RECORDER AIRSPEED
WARNING
TEST
TEST NORMAL NO 1 NO 2
OFFA
Mach Airspeed Warning Module
Cpt’s M-A/S Indicator FO’s M-A/S Indicator
ALTITUDE
1000 FT
40 Aural Warning Clacker

Mmo = 0.82
30
20
Vmo FWD
10
0
260 280 300 320 340
Aural Warning Unit Module
MAXIMUM Mmo/Vmo GRAPH
Figure 20 M-AIRSPD. WARN. - Component Location

NAVIGATION 737-330/430/530

34-15
MACH AIRSPEED WARNING - OPERATION

Electrical power for system No. 1 is provided by the 28V DC ELEX PWR-1bus CAUTION: AURAL WARNING CLACKER SHOULD NOT BE ENER-
on load control center P18. GIZED FOR MORE THAN 5 MINUTES OR DAMAGE MAY
Electrical power for system No. 2 is provided by the 28V DC ELEX PWR-2 bus RESULT. ALLOW A MINIMUM COOLING PERIOD OF 15
on load control center P6. MINUTES BEFORE ENERGIZING SYSTEM AGAIN.
Mach/Airspeed Indicator Maintenance

A mach/airspeed indicator is installed on each pilot’s instrument panel. For maintenance purposes the following two procedures can be found in the
AMM:
The mach/airspeed indicator’s maximum operating airspeed (Vmo) pointer dis-
plays Vmo as a function of altitude. TROUBLE SHOOTING (34-15-00 /101),
The indicator’s overspeed limit switch provides an output signal to the mach ADJUSTMENT /TEST (34-15-00 /501).
airspeed aural warning clacker in the aural warning unit module whenever the
maximum operating airspeed is exceeded or the mach airspeed warning test
switch on the flight recorder-mach airspeed warning module is pressed.
When a mach airspeed fault condition is detected, the Vmo failure warning flag
will appear in the face of the mach/airspeed indicator and the Vmo overspeed
limit switch will be inhibited from producing an overspeed warning.
Mach Airspeed Aural Warning Clacker

The mach airspeed aural warning clacker is located in the aural warning unit
module mounted on the forward electronics control panel P9.
Two clackers, one for each system, are installed in the aural warning unit mo-
dule.
The clacker will sound, at approximately 8Hz, whenever the airplane exceeds
mach airspeed limits or during a system test.
The aural warning clacker provides a distinct warning signal which cannot be
mistaken for the aural warnings associated with or activated by, other systems
(Ref Chapter 31, Aural Warning System).

Mach Airspeed Warning Test Switch
The MACH AIRSPEED WARNING TEST switch is used to perform a test of
the mach airspeed warning system.
Pressing the switch causes the overspeed limit switch, in the mach/airspeed
indicator, to close and apply a ground to the aural warning clacker in the aural
warning unit module.
The clacker will continue to sound at approximately 8 Hz until the test switch is
released.

NAVIGATION 737-330/430/530

34-15
MACH WARN
28V DC SYS-1
ELEX
PWR-1 1
P18-2
2
CLACKER
M315 AURAL WARNING

MODULE (STA 205)
34
MACH S1 OVERSPEED
FLIGHT RECORDER AIRSPEED LIMIT
WARNING
TEST
15 16 36
TEST NORMAL NO 1 NO 2
WARNING TEST
35
SWITCH -1
OFFA
N2 CPT MACH/AS INDICATOR
MACH WARN
28V DC S3
SYS-2 35
ELEX
PWR-2 4 6 36
P 6-1 WARNING TEST OVERSPEED
SWITCH -2 LIMIT
34
MACH AIRSPEED WARNING N3 F/O MACH/AS INDICATOR

MODULE (P5-19)
10
11
CLACKER
M315 AURAL WARNING

MODULE (STA 205)
Figure 21 M- AIRSPD. WARN. - General Schematic

NAVIGATION 737-330/430/530

34-15
THIS PAGE INTENTIONALLY LEFT BLANK


NAVIGATION 737-330/430/530

34-15
Figure 22 M-AIRSPD WARN. - Det.-Schematic

NAVIGATION B 737-300/400/500
EFIS
34-22
34-22 ELECTRONIC FLIGHT INSTRUMENT SYSTEM

GENERAL Components
The Electronic Flight Instrument system consists of the following components:
The Electronic Flight Instrument System (EFIS) is one of five major subsys-
tems of the Flight Management System (FMS). two Symbol Generators (SGs)
The other four major subsystems are: two Control Panels
the Flight Management Computer System (FMCS) two Electronic Attitude Director Indicators (EADIs)
the Digital Flight Control System (DFCS) two Electronic Horizontal Situation Indicators (EHSIs)
the autothrottle system (A/T) two Remote Light Sensors
the Inertial Reference System (IRS). an Electronic Flight Instrument (EFI) transfer switch
two EFIS transfer relays.
The EFIS provides displays for most of the airplane’s navigational systems.
COCKPIT PANELS
– The major displays provided by the EFIS are:
– color displays of pitch and roll; For EFIS control there are two panels:
– navigational maps; Zur Bedienung des EFIS gibt es folgende Panels:
– weather;
– radio altitude and decision height; and EFIS Control Panels
– autopilot and flight path information. The EFIS control panels are used for onside EHSI display selection .
– airspeed; It is also used to select decission hight for the onside Decision Height and for
– ADF/VOR bearings; brightness control of the EADI and EHSI.
– ILS data; and
– stall warning information. EFI Transfer Switch
When a specific input to the symbol generator becomes invalid, the symbol or With the EFI Transfer Switch on Overhead Panel P5 you can select which
data value associated with it on the EADI is blanked. In most cases, a yellow EFIS symbol geberator drives captain’s EADI and EHSI respectively FO’s
fault flag is also displayed, in place of the invalid symbol or data. EADI and EHSI.
When the status of a data source, for any given symbol or data value, changes In NORMAL position the left symbol generator supplies captain’s display units
from valid to NCD (no-computed-data), the symbol or data value normally and the right symbol generator supplies FO’s display units.
blanks, or is replaced by a series of dashes.

NAVIGATION B 737-300/400/500
EFIS
34-22
EFI IRS
BOTH BOTH BOTH BOTH

ON 1 ON 2 ON L ON R
NORMAL NORMAL
Instrument Transfer Switches
Captain’s EADI FO’s EADI
EFI IRS
BOTHBOTH
ON 1 ON 2BOTH BOTH
ON L ON R
NORMAL NORMAL
Captain’s EHSI FO’s EHSI

ADIREF
DH HSIRANGE
FULL
EXP ADIREF
DH FULLHSI
EXP RANGE
160
VOR/ILS
VOR/ILS
80
MAP
40 320 VOR/ILS
MAP
40160
VOR/ILS
80320
CTR
20
MAP
10 CTR
20
MAP
10WXR
BRTPLAN
BRTPLANWXR
RST ON RST MAP ON
MAP
BRTVOR/ADF
NAV AIDWPT
ARPT
RTE DATA BRTVOR/ADF
NAV AIDWPT
ARPT
RTE DATA
ONONONONON ONONONONON
ADI HSI ADI HSI

DH REF FULL EXP RANGE DH REF FULL EXP RANGE
VOR/ILS VOR/ILS 160 320 VOR/ILS VOR/ILS 160 320
80 80
MAP 40 MAP 40
CTR 20 TFC
Flight Compartment CTR 20 TFC
MAP 10 MAP 10
BRT PLAN WXR BRT PLAN WXR
ON ON
RST RST
MAP MAP
VOR/ADF NAV AID ARPT RTE DATA WPT VOR/ADF NAV AID ARPT RTE DATA WPT
BRT BRT
ON ON ON ON ON ON ON ON ON ON
Captain’s EFIS Control Panel FO’s EFIS Control Panel

Figure 23 Instrument Panels
Page: 47
NAVIGATION B 737-300/400/500
EFIS
34-22
EFIS CONTROL PANEL

General Map Mode Display Switches
The EFIS control panel is divided into to parts: With MAP or CTR MAP mode selected, the map mode display switches on the
The left side is for control of the EADI. It is used to select decision EFIS control panel can be used to select various FMS data for display on the
hight and to reset DH-alerts. EHSI.
The right side is for control of the EHSI. You can select different display Range Switch
modes and select some additional information.
The range switch has influence on the EHSI display in some modes.
With the brightness controls which are marked as BRT you can adjust
It is used to change the displayed range of the symbols which are shown when
the brightness of the Display unit.
a Map Mode Display switch was selected in a MAP or CTR MAP mode.
Mode Switch It also changes the range of the weather radar display.
The mode switch controls the EHSI display. It has five positions: It has no function in the Full VOR/ILS Mode.
FULL VOR / ILS The selected range is displayed between airplane symbol and compass rose.
When the mode switch is in full VOR/ILS position, the EHSI will display a Half the range will be displayed by numbers in the middle between airplane
360 degree compass rose. When a VOR frequency is selected, the EHSI symbol and compass rose.
will display VOR data. When an ILS frequency is selected, it will display ILS On top of the range switch, there is a TFC pushbutton: When pressed, air traf-
data. fic collision datas like intruders and their altitude-difference to the own aircraft
EXP VOR/ILS ( Expanded VOR / ILS ) are shown.
When the mode switch is in expanded VOR/ILS position, the EHSI will dis-
Weather Radar Switch
play a 70 degree compass arc, with the airplane symbol at the bottom.
The WXR switch allows for display of weather radar data on the EHSI.
MAP
Weather radar data can be disploayed in the following modes only:
When the mode switch is in the MAP position, the EHSI will display a 70
degree compass arc with the airplane symbol at the bottom. Expanded VOR /ILS
The MAP mode is used during flight to monitor the airplane’s position along Map
the selected FMCS flight path. In this mode, the operator can select additio- Center Map.
nal data for display on the CRT by pushing one or more of the map mode
display switches. Control Panel Failures
CTR MAP ( Center Map ) If the mode switch on the EFIS control panel fails, or the mode data becomes
When the mode switch is in the CTR MAP position, the EHSI will display in invalid, the EHSI will automatically revert to one of the following displays:
the full CTR MAP mode. This mode is similar to the MAP mode, except the If a VOR frequency is selected on the VHF NAV control panel, the EHSI will
EHSI will display a 360 degree compass rose with the airplane symbol in display the VOR mode.
the center. This allows for display of navigation waypoints and stations be- If an ILS frequency is selected on the VHF NAV control panel, the EHSI will
hind the airplane.
display the ILS mode.
PLAN
If the range switch on the EFIS control panel fails, or the EFIS range data be-
When the mode switch is in the PLAN position, the EHSI will display in
comes invalid, the EFIS will display the range being received from the weather
PLAN mode. The PLAN mode is used prior to flight to view the FMCS flight radar system.
plan. In this mode, the EHSI display is oriented north up.

NAVIGATION B 737-300/400/500
EFIS
34-22
SELECTED DECISION
HEIGHT DISPLAY (LCD) MODE SWITCH
ADI HSI
RANGE
DH REF FULL EXP
160
VOR/ILS VOR/ILS 80 320
MAP 40
CTR 20 TFC
DECISION MAP 10
HEIGHT
SET SWITCH BRT PLAN
WXR
WEATHER
RADAR
ON
SWITCH
RST
MAP
VOR/ADF NAV AID ARPT RTE DATA WPT
BRT
ON ON ON ON ON
EADI BRIGHTNESS MAP MODE DISPLAY

CONTROL EHSI BRIGHTNESS CONTROLS SWITCHES
OUTER CONTROL FOR OVERALL BRIGHTNESS
INNER CONTROL FOR RELATIVE RASTER BRIGHTNESS
Picture taken from MM 34-22-00
Figure 24 EFIS - Control Panel

Page: 49
NAVIGATION B 737-300/400/500
EFIS
34-22
EADI
The Electronic Attitude Director Indicator (EADI) provides a multicolor display DH Alert
of airplane attitude, flight director commands and various other data. The decision height (DH) value selected on the EFIS control panel and the ac-
An inclinometer is mounted on the EADI to display airplane’s lateral accelera- tual radio altitude, are compared when the radio altitude is below 2500 feet.
tion. When the actual radio altitude decreases to the DH value, the symbol genera-
The EADI has only one basic display mode, in which data from various airplane tor provides alert signals, which cause the DH and radio altitude display to
systems are displayed on the CRT. change, on the EADI.
The principle systems that provide data to the EADI include: The DH circuit is reset when the RESET button is pressed on the EFIS control
panel; or the radio altitude increases to 75 feet above selected DH (during go-
IRS
around); or when the actual radio altitude equals zero.
VOR/ILS
FMCS Attitude Comparison
ADC The pitch and roll data displayed by the left and right EFIS, are compared in
the left and right symbol generators. The pitch and roll data from each symbol
Radio altimeter
generator is transferred to the opposite symbol generator by the cross-tie bus
Autothrottle between the two symbol generators.
Autopilot. The symbol generator which first senses an attitude difference greater than 3 de-
Stall Warning Interface grees, will send an attitude alert signal to the opposite EFIS symbol generator, so
EFIS - Stall Warning Interface for the SPEED-TAPE: that both EADIs display the alert message ” PITCH ” or ” ROLL ” simultaneously.
The stall warning computers provide the following information to the EFIS sym- If the pitch and roll data from IRU-L or IRU-R is invalid, or the EFI transfer
bol generators: switch is in BOTH ON 1 or BOTH ON 2 position, the EADIs will display a
– Minimum Operating Speed COMP flag.
– Stick Shaker Speed If the IRS transfer switch is in BOTH ON 1 or BOTH ON 2 position, the attitude
alert displays are inhibited.
– Pitch Limit Angle (On airplanes with the windshear system enabled)
– Flaps Up Maneuvering Speed
– Minimum Flap Retraction Speed
– Maximum Operating Speed
– High Speed Buffet

The left EADI shows data from the SWC-1, and the right EADI shows data
from SWC-2.
Airspeed Trend Vector

The computed airspeed from the air data computer is monitored for speed
changes.
The appropriate trend vector signals are computed depending upon the rate of
speed change and whether the change is an acceleration or deceleration.
SCL VRC/RRH 26.08.2005SCL VRC/RRH 26.08.2005 Page: 50

NAVIGATION B 737-300/400/500
EFIS
34-22
AUTOTHROTTLE PITCH ROLL SCALE

MODES ROLL MODES INDEX AND
INDICATION POINTER ROLL MODES
AIRSPEED DISPLAY SYMBOLS
PITCH AUTOPILOT
SCALE MODES
360
MAX OPER
SPEED AIRSPEED PITCH LIMIT
HIGH
TAPE MCP SPD G/S VOR/LOC FD
340
SPEED
BUFFET FLIGHT
SELECT DIRECTOR
320 TARGET BARS
SPEED 150
SELECTED
TARGET SPEED AIRPLANE
AIRSPEED
180 F
300 V1 SYMBOL
TREND 100 140 V1 DEC SPD
GLIDE SLOPE
160 DEVIATION
CAS 80 SCALE AND
070 152 POINTER
60 140 WINDSHEAR HORIZON
40
MIN FLAP 120
F RETRACT PITCH ROLL
180 SPEED
FLAPS UP
MANEUVERING SPEED MACH DH150
AIRSPEED 2400 DECISION HEIGHT
160 ROTATION
.654
150 R SPEED
V1 DEC SPD
140 1
MIN OPER
SPEED
ATTITUDE LOCALIZER RADIO
STICK WINDSHEAR ALTITUDE
120 COMPARISON DEVIATION INCLINOMETER
SHAKER ALERT ATTITUDE
SPEED ALERT SCALE
COMPARISON
ALERT
LOCALIZER
POINTER
EFIS - EADI DISPLAY

Figure 25 EFIS - EADI DISPLAYS
Page: 51
NAVIGATION B 737-300/400/500
EFIS
34-22
EHSI
General
The EHSI (Electronic Horizontal Situation Indicator) shows heading informa-
tion.
Various navigation data can be displayed on the EHSI, depending on the posi-
tion of the mode switch of the onside EFIS control panel.
The following systems provide data which can be displayed on the EHSI:
VOR/ILS Navigation System
Automatic Direction Finder System
DME Sytem
Weather Radar System
Air Data Computer System
Inertial Reference System
Flight Management Computer System
Digital Flight Control System.
For each mode you can see examples on the following pages.

NAVIGATION B 737-300/400/500
EFIS
34-22
DME 13.5 DME 13.5

TAS 200 GS 180 TAS 200 GS 180
HDG 127 M HDG 127 M
GLIDE SLOPE
AIRPLANE DEVIATION
SYMBOL
SELECTED
COURSE
TO 120 /20
120 /20
VOR 1 116.80 ILS 1 110.10
FULL EXP FULL EXP

VOR/ILS VOR/ILS VOR/ILS VOR/ILS
MAP MAP
VOR Mode ( Full ) VOR FREQUENCY ILS FREQUENCY
ILS Mode ( Full )
CTR CTR
MAP MAP
PLAN PLAN Pictures taken MM 34-22-00
Figure 26 EFIS - VOR Mode and ILS Mode ( Full )

Page: 53
NAVIGATION B 737-300/400/500
EFIS
34-22
DME 13.5 HDG 127 M DME 13.5 HDG 127 M
TAS 200 GS 180 TAS 200 GS 180
+1 2
SELECTED
RUNWAY
SELECTED
COURSE HEADING
LOC
COURSE DEVIATION
DEVIATION
GLIDE SLOPE
DEVIATION
120 /20
FROM 120 /20
ILS 1 110.10
VOR 2 116.80
VOR ILS
FREQUENCY FREQUENCY
ILS Mode ( Expanded )

VOR Mode ( Expanded )
FULL EXP FULL EXP
VOR/ILS VOR/ILS VOR/ILS VOR/ILS
MAP MAP
CTR CTR
MAP MAP
Figure 27 EFIS - VOR Mode and ILS Mode ( Expanded )

Page: 54
NAVIGATION B 737-300/400/500
EFIS
34-22
27.5 NM HDG 127 M 1335.4z 27.5 NM HDG 136 M 1338.4z

TAS 200 GS 180 TAS 200 GS 180
+12
DADES
10000
1401Z
DADES
CAMBO OPV
24000
1338Z
DLS CAMPO
BUGLE AST
YKM
35000
YKM BUGLE
1335Z
HOM
ELN
ELN
580 580
9.5 R
120 /20 120 /20
12.3 L
FULL EXP FULL EXP

VOR/ILS VOR/ILS Center Map Mode
VOR/ILS Map Mode VOR/ILS
MAP MAP
CTR CTR
MAP MAP
Figure 28 EFIS - Map Mode and Center Map Mode

Page: 55
NAVIGATION B 737-300/400/500
EFIS
34-22
27.5 NM HDG 126 M 0835.4z

TAS 200 GS 180
GOLF
NAVY 32R
CARRO
N
OLM
FULL EXP
VOR/ILS VOR/ILS
MAP
Plan Mode
CTR
MAP
PLAN Picture taken from MM 34-22-00
Figure 29 EFIS - Plan Mode

NAVIGATION B 737-300/400/500
EFIS
34-22


NAVIGATION B 737-300/400/500
EFIS
34-22
EFIS ARCHITECTURE
Symbol Generator EFI Xfer Switch
Two symbol generators are installed. The symbol generator left normally sup- The EFI transfer switch is located on the overhead panel.
plies captain’s display units and the symbol generator right normally supplies The normal position is NORMAL. With the EFI transfer switch in this position,
FO’s display units. each symbol generator supplies its onside display units.
They receive data from various navigation systems and display them on EADEI In position BOTH ON 1 the left symbol generator supplies all display units.
and EHSI. They also compute some parameters using the various inputs. FO’s display then is a copy of captain’s displays.
The autoflight system provides data which are used for display of the flight In position BOTH ON 2 the right symbol generator supplies all display units in
director bars on the EADI. the same way.
The stall warning system provides data for display of the pitch limit and speed
tape „on-top“ informations on the EADI. EFI Xfer Relays
The EFI transfer switch controls two EFI transfer relays.
EFIS Control Panel
In the position BOTH ON 1 the transfer relays send discretes to the symbol
EFIS control panel 1 controls captain’s EFIS display, panel 2 controls FO’s generators. The symbol generators do the transfer. In this case symbol genera-
display. tor left drives its onside display units and, in addition, through the right symbol
The left side of the panel controls the onside EADI. generator via the X-tie busses, FO’s display units.
Decission height is selected there and it is also reset there. In position BOTH ON 2 the right symbol generator supplies all display units in
The right side controls the EHSI. the same way.
The display mode can be selected with the mode switch as well as the range of
the display. A pushbutton switch allows display of weather radar data in some
modes. With the map mode display switches you can select additional data to
be displayed in the MAP modes (MAP and CTR MAP).
Remote Light Sensors
Two remote light sensors are mounted on the glareshield. They receive light
from ahead of the airplane through the windshields. They are connected with
sensors on the onside display units and control display unit brightness.
The manual brightness selection on the EFIS control panel is modified by this
automatic circuits.

NAVIGATION B 737-300/400/500
EFIS
34-22
1
NAV SYSTEM
Captain’s EADI
INPUTS
ADI HSI
RANGE
DH REF FULL EXP
VOR/ILS VOR/ILS 80 160 320
MAP 40
CTR 20
MAP 10
BRT PLAN
WXR
ON
RST
MAP
BRT
ON ON ON ON ON
EFIS Control Captain’s EHSI

Panel 1
EFIS Symbol Generator
left
EFI IRS
BOTH BOTH
ON 1 ON 2
CROSS-TIE
NORMAL BUSES
EFI Xfer Switch EFI Xfer Relays
ADI HSI
RANGE
DH REF FULL EXP
VOR/ILS VOR/ILS 80 160 320
MAP 40
CTR 20
MAP 10
BRT PLAN
WXR
ON
RST
MAP
BRT
ON ON ON ON ON
FO’s EADI
EFIS Control
1 VHF NAV/DME Panel 2

FLIGHT MANAGEMENT COMPUTER
AIR DATA COMPUTER NAV SYSTEM
AUTO THROTTLE INPUTS
INERTIAL REFERENCE SYSTEM
DIGITAL FLIGHT CONTROL SYSTEM 1
STALL WARNING COMPUTER FO’s EHSI
AUTOMATIC DIRECTION FINDER
WEATHER RADAR
RADIO ALTIMETER
GROUND PROXIMITY WARNING SYSTEM
right
Figure 30 EFIS Architecture - Basic Schematic

NAVIGATION B 737-300/400/500
EFIS
34-22
EFIS SYMBOL GENERATOR AND TRANSFER RELAIS LOCATION

General
Both symbol generators are installed in the E2 rack.
The EFIS transfer relays are in the E1 rack behind the Flight Management
Computer. They are not visible.

NAVIGATION B 737-300/400/500
EFIS
34-22
ELECTRONIC
EQUIPMENT
RACK, E1
EFIS Transfer Relays 1 AND 2

(installed behind the FMC)
ELECTRONIC
Left and right EQUIPMENT
EFIS Symbol FWD RACK, E2
Generator
MAIN EQUIPMENT CENTER

TEST
TEST
SWITCH
EFIS SYMBOL
GENERATOR
MM 34-22-00
Figure 31 EFIS Symbol Generator and Transfer Relais Location

NAVIGATION B 737-300/400/500
EFIS
34-22
SYMBOL GENERATOR COMPUTED DISPLAYS

EFIS SYMBOL GENERATOR
Most of the parameters displayed on the EADI and EHSI utilize signals that
General originate from various systems on the airplane. However, the display of a num-
The EFIS symbol generator receives data from the EFIS control panel and the ber of parameters requires computations based on inputs from several sys-
airplane’s navigation and guidance systems. The symbol generator then pro- tems. The computations for these parameters are performed by the symbol
cesses the data and provides video signals for display on the EADI and EHSI. generator.
The input data is received on ARINC 429 low speed and high speed data The symbol generator computed displays are as follows:
buses, as well as ARINC 453 weather radar high speed buses, and discrete Airspeed trend vector
inputs. DH alert
A symbol generator can supply all display units. However, in this case captain’s Altitude alert
displayed data and FO’s displayed data are the same. Curved trend vector
System Monitoring NAV/IRU position difference
The EFIS symbol generator monitors the integrity of the system, as well as Range disagreemement message
checking its own operation. Failures detected by the symbol generator are re- Course deviation and TO/FROM indication
corded in its BITE memory.
After a failure has been recorded in the BITE memory, the symbol generator Course Deviation and TO/FROM Indication
will take appropriate action to either halt the raster operation, thus blanking the Course deviation is computed by the symbol generator, and is displayed on the
raster portion of the display, or the message “SG FAIL” on the CRT. EHSI when one of the following conditions are met:
In the event of a major malfunction, or extreme overtemperature, the CRT dis- The EHSI is displaying a VOR mode, and the VHF NAV receiver is tuned to
plays will blank. a valid VOR station.
The EHSI is displaying an ILS mode, and the VHF NAV receiver is tuned to
EFIS Program Pin Options a valid ILS station.
The EFIS symbol generators contain selectable program pins. These pins can The TO/FROM indication is displayed on the EHSI, when the EHSI is in a VOR
be grounded or left open to set the applicable EFIS options. Each option is as- mode, and the VHF NAV receiver is tuned to a valid VOR station.
signed a binary number, 0 (open) or 1 (grounded), that represents its state.
These options are arranged to form a specified sequence of binary numbers. A
binary to hexadecimal conversion of this sequence makes a hex code. The hex
code is shown on the EADI during self-test. The table ” Program Pin Options ”
im MM 34-22-00 helps you to decode the hex code.

NAVIGATION B 737-300/400/500
EFIS
34-22
ELECTRONIC
EQUIPMENT
RACK, E1
EFIS TRANSFER RELAYS 1 AND 2

(INSTALLED BEHIND THE FMC)
LEFT AND RIGHT ELECTRONIC

EFIS SYMBOL EQUIPMENT
GENERATOR FWD RACK, E2
TEST RESET
TEST
SWITCH
EFIS SYMBOL
GENERATOR

Figure 32 EFIS Symbol Generator

NAVIGATION B 737-300/400/500
EFIS
34-22
Curved Trend Vector
The curved trend vector is computed by the symbol generator, and displayed
on the EHSI in MAP and CTR MAP modes. The segmented curve predicts di-
rectional trend, which is calculated based on present position, ground speed
and cross-track acceleration. The dashed lines show predicted airplane posi-
tion at the end of 30, 60, and 90 second intervals. The amount of curve is
based on the cross-track acceleration value.
NAV / IRU Position Difference
The NAV/IRU position difference indication is displayed on the EHSI, when the
following two conditions are both met:
The EHSI is displaying the MAP or CTR MAP mode.
The difference in present position, between one of the IRUs and the FMC
calculated position, equals or exceeds 12 nautical miles. If the difference
occurs, a NAV/IRU position difference indication will appear on the EHSI.
However, the indication will include the present position difference between
both IRUs and the FMC.
The NAV/IRU position difference indication consists of a numerical readout,
showing the difference between the IRU and the FMC calculated position, with
an arrow pointing to the IRU position, and a letter designating the applicable
IRU.
Range Disagreement Message
The range disagreement message is displayed on the EHSI, when the follow-
ing two conditions are both met:
The EHSI is displaying a mode, in which route data or weather radar data
can be displayed.
The range selected on the EFIS control panel disagrees with the range of
the data received from the FMC, or the range of the data received from the
weather radar.
The message is ” MAP DISAGREE ” reswpectively ” WXR DISAGREE ”.

NAVIGATION B 737-300/400/500
EFIS
34-22
27.5 NM HDG 136 M 0835.4z 27.5 NM HDG 136 M 0835.4z

TAS 200 GS 180 TAS 200 GS 180
+12
DADES
10000
1401Z
DADES
CAMBO OPV
24000
1338Z
RANGE
RANGE DISAGREE DLS CAMPO
DISAGREE MESSAGE
MESSAGE WXR RANGE DISAGREE
BUGLE
MAP RANGE DISAGREE AST
35000
YKM BUGLE
1335Z
HOM
ELN
580 580
9.5 R 9.5 R
120 /20 120 /20 12.3 L
12.3 L
NAV/IRU
POSITION
DIFFERENCE
Center Map Mode
Map Mode
CURVED
TREND
VECTOR
Pictures taken from MM 34-22-00
Figure 33 Symbol Generator Computed Displays ( EHSI )

Page: 65
NAVIGATION B 737-300/400/500
EFIS
34-22
EFIS INTERFACE
General Example
Various airplane systems transmit data to be displayed on the EFIS display The example below shows the air data system outputs to the EFIS.
units to the symbol generators. DADC transmits data to symbol generator left and DADC 2 transmits data to
The symbol generators send video signals to the EFIS display units. symbol generator right.
There are three variations of data inputs:
1. Single systems transmit their data to both symbol generators
( FMC, MCP, A/T, ADF, WXR ).
2. Twin systems which transmit their data to the onside symbol generator
( DADC, SWC resp. SMC, RA, VHF NAV, EFIS Control Panel ).
3. Twin systems which transmit their data to both symbol generators
( FCC, IRS, DAA ).
For all systems which transmit data to the EFIS you can find descriptions and
schematics in MM 34-22-00.

NAVIGATION B 737-300/400/500
EFIS
34-22
CAS
MACH
SPD TAPE CONTROL
DATA BUS-2 Captain’s EADI
PROGRAM PIN
ADC-1 TAS
OPTIONS
EFIS SG - left Captain’s EHSI
CAS
MACH
SPD TAPE CONTROL
DATA BUS-2
F/O’s EADI
ADC-2
PROGRAM PIN
TAS
OPTIONS
SG INPUT SIGNAL TYPE: LO SPEED ARINC 429
PROGRAM PIN
EFIS SG - right F/0’s EHSI
OPTIONS:
1) ADC-1 OR ADC-2 SELECT
2) SPEED TAPE DISPLAY
3) TAS DISPLAY ON EHSI
Figure 34 EFIS Interface Example

NAVIGATION B 737-300/400/500
EFIS
34-22
EFIS TRANSFER
General Example
Information from each symbol generator can be displayed on the captain’s or When ” BOTH ON 1 ” is selected, a ground discrete is sent through the EFIS
first officer’s display units. transfer relay 1 to transfer relay 2.
The source of the information to the display units is controlled by the EFI trans- Relay 2 is activated and changes the contact positions.
fer switch. The discrete is interrupted, realy 2 powerless and it remains in that contact
The normal position of the switch is the center position marked NORMAL. position.
When the EFI transfer switch is in NORMAL position, the left symbol generator 28 V DC from the battery bus are now fed to the right symbol generator.
provides data for display on the left display units. Similarly, the right symbol This energizes the output drive select relay inside the symbol generator.
generator provides data for display on the right display units.
EHSI and EADI signals from the left symbol generator are now fed through the
When the EFI transfer switch is in BOTH ON 1 position, the left symbol gener- right symbol generator to FO’s display units.
ator provides data for display on the left and right display units.
A power down discrete is fed to the right symbol generator, so it stops process-
When the EFI transfer switch is in BOTH On 2 position, the right symbol gener- ing.
ator provides data for display on the left and right display units.
Two diods against voltage peaks are installed inside the flight instrument ac-
cessory unit.
EFIS Transfer Switching

The EFI transfer switch controls two transfer relays: EFIS transfer relay No. 1
and EFIS transfer relay No. 2.
The EFIS transfer relay No. 1 controls the output drive select relay within the
left symbol generator.
Similarly, the EFIS transfer relay No. 2 controls the output drive select relay
within the right symbol generator.
The output drive select relays in the symbol generators route the outputs of the
EFIS symbol generators to the display units.
The output of a symbol generator to the opposite display units are routed
through the cross-tie bus between two symbol generators.
Whe a transfer is performed captain’s and FO’s EFIS indication is identical.
The message “COMP” appears because attitude comparison is no longer pos-
sible.

NAVIGATION B 737-300/400/500
EFIS
34-22
OUTPUT DRIVE
SELECT RELAY
BOTH ON 2
INSTR TRANS
28V DC
BATT BUS
PWR DOWN
BOTH ON 1
INPUT EADI DATA
DATA PROCESSOR
NORMAL
EHSI DATA
BOTH ON 2 PROCESSOR
EFI Switch (P5)

NORM
R382 EFIS Transfer EFIS SG - left

Relay-1 (E1-2) Captain
NORM
EADI DATA
PROCESSOR
FLT Inst Acc

Unit
INPUT
EHSI DATA
DATA PROCESSOR
PWR DOWN
BOTH ON 1
OUTPUT DRIVE
R383 EFIS Transfer SELECT RELAY
Relay-2 (E1-2)
EFIS SG - right FO
Figure 35 EFIS Transfer

Page: 69
NAVIGATION B 737-300/400/500
EFIS
34-22
DISPLAY UNITS
General Cooling
Two EADIs and EHSIs display data. The display units are supplied with cooling air by the equipment cooling supply
EADIs are not interchangeable with EHSIs. system.
The pictures and symbols are generated in the symbol generators. A duct leads the air from the active supply fan to the back side of each unit.
A cooling screen in the air inlet filters the air before it enters the display unit.
Brightness Control
If the display unit temperature exceeds a first temperature-level, the raster im-
With the brightness controls on the EFIS control panels you can control bright- ages are shut down.
ness of the onside EADI or EHSI, respectively.
If the display unit temperature exceeds a second temperature-level, the com-
Mit den Brightness Controls auf Captain’s und FO’s EFIS Control Panel läßt plete display unit will be shut down (blanks).
sich für Captain und FO die Helligkeit von EADI und EHSI getrennt einstellen.
There is also an automatic brightness control which changes the manual bright-
ness selection within fixed limits.
The sensors for automatic control are a light sensor on each display unit and
two remote light sensors mounted on the glareshield.

NAVIGATION B 737-300/400/500
EFIS
34-22
HINGED HINGED HINGED MOUNTING HINGED

MOUNTING MOUNTING MOUNTING MOUNTING MOUNTING
SCREW SCREW
ASSEMBLY ASSEMBLY ASSEMBLY (2 LOCATIONS) ASSEMBLY
(2 LOCATIONS)
REMOVE/INSTALL
POSITION
REMOVE/INSTALL
POSITION
LOCAL LIGHT INCLINOMETER

SENSOR HANDLE
EADI EADI LOCAL LIGHT HANDLE
(FRONT VIEW) (SIDE VIEW) SENSOR
EHSI EHSI
(FRONT VIEW) (SIDE VIEW)
AIR
COOLING SCREENS INLET
AIR
AIR
OUTLET
AIR
OUTLET HANDLE
HANDLE
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
EADI EHSI
Picture taken from MM 34-22-21 Picture taken from MM 34-22-31
(REAR VIEW) (REAR VIEW)
Figure 36 EFIS - Display Units
NAVIGATION B 737-300/400/500
EFIS
34-22
EFIS POWER SUPPLY

General
The power supply for symbol generators and display units is 115 V AC.
28 V DC are used for switchung purposes.
Emergency Operation
When all generators are lost, captains EFIS is supplied by stanby power.
In this case the standy power-static inverter supplies the following EFIS com-
ponents:
Left Symbol Generator
Captain’s EADI
Captain’s EHSI
Captain’s EFIS Control Panel.
Stanby power is available with the stanby power switch in AUTO or BAT posi-
tion and with battery switch in ON position.

NAVIGATION B 737-300/400/500
EFIS
34-22
115V AC
STBY 115V AC
POWER
PWR EFIS SYM SUPPLY
GEN LEFT
28V DC PWR DOWN
DISC
BAT. BUS
INSTR TRANS
115V AC
EADI OUTPUT
DRIVE
INTERNAL INTERNAL SELECT
LIGHTING 5V AC POWER POWER
115V AC
SUPPLY SUPPLY
EFIS Symbol Gen - left
115V AC (E2-3)
STBY
PWR POWER
SUPPLY
EFIS CONT
PNL LEFT
CAPT EADI CAPT EHSI BOTH ON 1
CAPT EFIS Control Panel (P8)
EHSI 28V DC
P18-2 CB PNL EFIS TRANS RLY-1 NORMAL
28V DC
BOTH ON 2
EFIS TRANS RLY-2 EFI SWITCH (P5)
115V AC
ELEX EHSI OUTPUT DRIVE SELECT
PWR 2 PWR DOWN DISC
EFIS SYM 115V AC

GEN RIGHT
EADI 115V AC
INTERNALS
115V AC SAME AS
POWER INTERNAL INTERNAL LEFT EFIS
SUPPLY POWER POWER SYM GEN
EFIS CONT SUPPLY
SUPPLY
PNL RIGHT
EFIS Symbol Gen - right
P6-1 CB PANEL (E2-3)
LIGHTING 5V AC
F/O EADI F/O EHSI

MM 34-22-00
F/O EFIS Control Panel (P8)
Figure 37 EFIS Power Supply
Page: 73
NAVIGATION B 737-300/400/500
EFIS
34-22
DISPLAY UNIT BRIGHTNESS CONTROL; POWER

General Automatic Brightness Control System Structure
Two remote light sensors are mounted on the glareshield. There are two seperate automatic brightness control circuits.
They measure light intensity ahead of the airplane. The left system has the following sensors:
Each display unit has a local light sensor on its face. Left Remote Light Sensor
Left EADI
Automatic Brightness Control
Left EHSI
Display unit brightness is automatically adjusted to the ambient light intensity.
The right system has the following sensors:
When the cockpit is dark the automatic brighness control inside the DUs redu-
ces the DU brightness so that the pilots will not be dazzled. Right Remote Light Sensor
When the area in front of the airplane darkens the remote light sensors give Right EADI
signals to the onside DUs which in turn reduce their brighness. Right EHSI.
When the ambient light intensity increases the DUs increase their light
intensity.
Manual brightness control always has priority.

NAVIGATION B 737-300/400/500
EFIS
34-22
REMOTE LIGHT
SENSOR
(LEFT SHOWN)
REMOTE LIGHT SENSOR

PHOTODIODE
MOUNTING
SCREW
(TYPICAL) +150
00
-150
LENS GLARESHIELD PANEL (P7)

FWD
Side View
GLARESHIELD PANEL (P7)
FWD
Figure 38 Remote Light Sensors

NAVIGATION B 737-300/400/500
EFIS
34-22
HINGED
MOUNTING
MOUNTING
SCREW
ASSEMBLY
HINGED (2 LOCATIONS)
MOUNTING MOUNTING
SCREW ASSEMBLY
(2 LOCATIONS)
LOCAL LIGHT
SENSOR INCLINOMETER
EADI
EHSI LOCAL LIGHT
SENSOR
Picture taken from MM 34-22-21 Picture taken from MM 43-22-31
Figure 39 DU Local Light Sensors

NAVIGATION B 737-300/400/500
EFIS
34-22
115V AC
STBY
PWR EFIS SYM
GEN LEFT
28V DC
BAT. BUS
INSTR TRANS
INTERNALS
EADI SAME AS HI +
LEFT EHSI -
LO
LIGHTING 5V AC
EADI EADI
BRT BRT +24V
115V AC
EHSI MAN EHSI LT SENSOR IN
STBY BRT CONTROL -5V
PWR EADI LT
SENSOR OUT L EFIS Remote
EFIS CONT EHSI Light Sensor (P7)
PNL LEFT RASTER/STROKE
BALANCE CONTROL CAPT EADI
CAPT EFIS CONTROL PANEL (P8)
EHSI REMOTE LT SNSR IN HI

+
- LO
P18-2 CB PNL +24V

LO
- EADI LT SNSR IN
HI +
-5V
INTERNALS - LOCAL LT SNSR
SAME AS +
EHSI LEFT EHSI LO
ANALOG
WIPER EHSI LT SNSR OUT MUX
HI
LO HIGH BRT
LO HI EHSI MAN BRT
+24V +V - VERTICAL
GND WIPER + CONTROL CONTROL
-5V WIPER LO UNIT
HIGH EHSI
LO RASTER/STROKE
115V AC -
WIPER + BALANCE CONT
F/O EHSI
ELEX HI
+V
PWR 2 CAPT EHSI
EFIS SYM
GEN RIGHT
EADI
INTERNALS
SAME AS HI HI INTERNALS
INTERNALS LEFT EHSI LO LO SAME AS
EFIS CONT SAME AS
PNL RIGHT +24V +24V REMOTE
LEFT EFIS GND GND LT SENSOR
CONTROL -5V -5V
PANEL
P6-1 CB PANEL LIGHTING EADI R EFIS Remote
BRT Light Sensor (P7)
F/O CONTROL PANEL (P8) F/O EADI
Figure 40 Instrument Lighting

Page: 77
NAVIGATION B 737-300/400/500
EFIS
34-22
OVERHEAT PROTECTION
DISPLAY UNITS COOLING
Display Unit Overheat
General
A temperature of greater than 75 C in the deflection circuits generates an
The display units are supplied with cooling air from the EFIS cooling system overtemperature discrete, which is transmitted to the symbol generator.
(ATA 21-58-02).
This will remove the raster display from the CRTs within 30 seconds, at which
A duct leads the air to the back side of the display units. A screen protects the time the message WXR DSPY will be annunciated on the EHSIs (RASTER
DUs interior against foreign objects. SHUT DOWN). This is independent of the selected EFIS mode.
Loss of cooling air or a blocked air inlet can cause a display unit overheat con- If the temperature of the deflection circuits rises to 100 C, the entire CRT dis-
dition. play will be shut down.
Loss of Cooling Air The rise in temperature from 75 C to 100 C normally takes a minimum of 90
The symbol generators receive cooling from the Equipment Cooling Exhaust minutes.
System (21-58-03). If the temperature of the deflection circuits decreases to less than 70 C, the
When cooling exhaust air is lost, a discrete from an airflow sensor illuminates raster display on the CRTs will be restored.
an equipment cooling supply OFF light as well as the master caution lights.
The display units (DUs) receive cooling from the Equipment Cooling Supply Symbol Generator Overheat
System (21-58-02).
If cooling air to the symbol generators is lost, it normally takes more than 90
When cooling supply air is lost, a low air flow sensor in the cooling duct pro- minutes for the symbol generator power supply temperature to increase to
vides a discrete signal to the symbol generators. 105 C.
The symbol generators immediately lower the refresh rate for stroked charac- At 105 C the power supply will shut down, and the CRT displays will be
ters displayed on the DUs. blanked.
In addition, the DU raster display will be inhibited within 30 seconds. This re- When the cooling air is restored, within 4 to 6 minutes the temperature should
moves the weather radar display from the EHSIs, and also removes the sky- decrease to 93 C threshold point, at which time the CRT displays will be par-
earth ball from the EADIs (RASTER SHUT DOWN). tially restored.
The removal of the raster display causes a WXR DSPLY annunciation on the If the temperature continues to decrease below 75 C the complete CRT data,
EHSIs. This is independent of the selected EFIS mode. including the raster display, will be restored.

NAVIGATION B 737-300/400/500
EFIS
34-22
AIR
AIR
AIR
AIR OUTLET
OUTLET
Temperature
HANDLE HANDLE
ELECTRICAL
ELECTRICAL
CONNECTOR
CONNECTOR
EADI
(Rear View)
EHSI
(Rear View)
EQUIP COOLING
SUPPLY EXHAUST
ALTERNATE
Equipment Cooling
Supply Select Switch
NORMAL
TEST
TEST
SWITCH
Supply OFF Light
OFF OFF
EFIS SYMBOL
GENERATOR
Location: Overhead Panel P5

MM 34-22-21
MM 34-22-31
Figure 41 Overheat
Page: 79
NAVIGATION B 737-300/400/500
EFIS
34-22
EFIS BITE
EFIS Tests General BITE Access Problems
In the Maintenance Manual you can find an Operational Test and a System When access to the EFIS BITE TEST menu is not possible because of system
Test for the EFIS. failures or wrong switch positionns, the MCDU displays the message
Each of these tests has an own task number and can be found in MM ATA ” EFIS BITE INOP - CHECK SG OR INTERFACE ”.
34-22 under ” ELECTRONIC FLIGHT INSTRUMENT SYSTEM - ADJUST- In this case you should check if all prerequisites according MM are performed.
MENT / TEST ”.
For Trouble Shooting the MM requests to use the FMS BITE according to
ATA 22-07-10.
EFIS BITE Menu
When the MAINT BITE INDEX is displayed on the MCDU and you select EFIS
with LSK 5L you will see the ” EFIS BITE TEST ” menu.
EFIS Left BITE
With EFIS LEFT BITE you can read the faults which are memotized in the left
symbol generator and you can see the status of the left symbol generator and
the status of its inputs from the connected systems.
EFIS Right BITE

EFIS RIGHT BITE has the same function as EFIS LEFT BITE but for the right
system.
Self Test
With this function both symbol generators, the EFIS control panls and the dis-
play units are tested.
Interface Test
The Interface Test checks the connection between the VHF NAV Control
Panels and the EFIS.

NAVIGATION B 737-300/400/500
EFIS
34-22
EFIS BITE TEST MAINT BITE INDEX

1/ 1
< FMCS
< EF I S L EF T BI T E
< DFCS
< EF I S RI GHT BI T E
< SEL F T EST < A/T
< I NT ERF ACE T EST < IRS

5L
< EFIS
< I NDEX < INDEX
EFIS BITE TEST:

PERMITS SELECTION OF THE LEFT
OR RIGHT EFIS BITE, EFIS SELF MAINT BITE INDEX:
TEST, OR EFIS INTERFACE TEST PERMITS SELECTION OF BITE PROCEDURES
FOR FMS INTERFACE SYSTEMS
EFIS BITE TEST
EF I S BI T E I NOP
CHECK SG OR I NT ERF ACE
SHOWS THAT A PROBLEM WILL NOT

PERMIT YOU TO USE THE EFIS BITE
Figure 42 EFIS BITE Menu
NAVIGATION B 737-300/400/500
EFIS
34-22
Fault Index
When ” EFIS LEFT BITE ” has been selected, the FAULT INDEX LEFT ap- Current Status
pears. When CURRENT STATUS has been selected you can see if the EFIS LRUs
The steps how to use the fault index menu are listed in MM ATA 22-07-10. and the interfacing systems are valid.
The following paragraphs and digrams are for the left side only. The systems are listed in alphabetical order and report ” OK ” or ” FAIL ”.
The handling of the fault index right is the same. Current status is listed on three pages and refreshed all the time.
Inflight Faults Discrete Status

When INFLIGHT FAULTS has been selected you can check if faults in the When DISCRETE STATUS has been selected the discrete inputs are dis-
EFIS or interfacing systems have been detected in the last 9 flight legs. played.
Systems are listed in alphabetical order. Most of the discretes are determined by pin programming.
Discrete status is listed on three pages.
Ground Faults
With this page you can check if a fault in the EFIS or a interfacing system has
occured since the last landing.
Systems are listed in alphabetical order.
When no faults have been detected the message ” NO FAULTS ” appears.

NAVIGATION B 737-300/400/500
EFIS
34-22
EFIS BITE TEST EFIS BITE TEST

INFLIGHT FAULTS - L 1 / 4 FAULT INDEX LEFT
L RU FL T 1 2 3 4 5 6 7 8 9
< I NF L I GHT F AUL T S
A/ T 2
ADC L E FT 3 6 9 < GROUND F AUL T S
ADF L E FT 2
CP L E FT 3 4 < CURRENT ST AT US
CP RI GHT 3 4
< DI SCRET E ST AT US
< I NDEX < I NDEX
Inflight Faults Fault Index
EFIS BITE TEST EFIS BITE TEST EFIS BITE TEST

GROUND FAULTS - L 1 / 4 CURRENT STATUS - L 1 / 3 DISCRETE STATUS - L 1 / 2
L RU L OCA T I ON L RU L EFT R I GHT

ADC SEL L EFT
CP L E FT A/ T OK - - - - AI R/ GROUND GR OU N D
DAA L E FT ADC OK - - - - C O MP A RA T OR E NA BL E D
DAA RI GHT ADF OK - - - - D ME SEL L EFT
D ME L E FT CP OK - - - - FL T P A T H MG MT E NA BL E D
EADI L E FT DAA OK OK F MC SEL L EFT
EADI RI GHT D ME OK - - - -
< I NDEX < I NDEX < I NDEX
Ground Faults Current Status Discrete Status

Figure 43 EFIS BITE
NAVIGATION B 737-300/400/500
EFIS
34-22
EFIS Self Test

When EFIS BITE test menu is displayed you can select SELF TEST.
When you select SELF TEST the self test is started for both symbol generators
and the SELF TEST page is displayed.
This test is for symbol generators, EFIS control panels and display units.
The self test page displays instructions.
You must compare the indications with the MM 22-07-10.
Symbol Generator Test Switch

On the face of the symbol generators there is a test switch.
When a test switch is presses the self test for this symbol generator is started.

NAVIGATION B 737-300/400/500
EFIS
34-22
99.9
DME
199
TAS 599
GS
EFIS BITE TEST
TEST TEST HDG 000 M
< EFI S L EF T BI TE
280
< EFI S R I GH T BI TE
< SEL F TEST 260 10 10
< I NT E RF ACE T EST

4
240
614-XXXX-XXX
< I NDE X R XXXXXXX 1
220 10 10
XXXXXXX TEST XXXX XX
TEST XXXX XX 2 XX
200
XX XX
DH200
XX
150 TO
.730 045 /99
VOR X 116.80
1
2
EADI: All Modes except Plan EHSI: VOR Mode ( Full )
EFIS BITE TEST
SELF TEST 000
1/ 1 99.9 NM HDG M 2359.9 Z
TAS 199 599
GS
S EL ECT AL L MODES F OR TEST TEST
E ACH CONT ROL P ANE L
V ERI F Y CORRECT DI S PL A Y 280
ON EADI A ND EHSI F OR
E ACH MODE VOR WPT
3 3
260
< I NDE X APT
240
GRP VTC
1 TEST MESSAGE ”OK” OR ”FAIL” R 614-XXXX-XXX
220
XXXXXXX
2 FAILURE MESSAGE XXXXXXX DME
TEST XXXX XX TEST XXXX XX
CP - CONTROL PANEL
XX XX
DU - DISPLAY UNIT 200
XX DH200 XX
SG - SYMBOL GENERATOR 150
.730
3 SQUARE PATCHES ARE PRIMARY
COLORS - RED, GREEN, AND BLUE 1
2
4 ANNUNCIATION INDICATES SOFTWARE EADI: Plan Mode selected EHSI: Plan Mode
VERSION
Figure 44 EFIS Self Test

Page: 85
NAVIGATION B 737-300/400/500
EFIS
34-22
Interface Test
When EFIS BITE test menu is displayed you can select INTERFACE TEST.
When you select INTERFACE TEST the interface test is started for both sym-
bol generators and the INTERFACE TEST page is displayed.
This test checks the interface between Nav control panels and symbol
generators.
The self test page displays instructions.

NAVIGATION B 737-300/400/500
EFIS
34-22
DME 13.5
EFIS BITE TEST TAS 200 GS 180
HDG127 M
< EFI S L EFT BI T E
< E F I S R I GH T BI T E
< SEL F T EST
< I NT E R F A CE T E S T
< I ND E X
120 /20
ILS 1 110.10
EFIS BITE TEST:
PERMITS SELECTION OF THE ILS FREQUENCY
EFIS INTERFACE TEST EHSI: ILS Mode ( Full )
DME 13.5 HDG 127 M

EFIS BITE TEST TAS 200 GS 180
INTERFACE TEST 1/ 1
S E L E C T V OR/ I L S MODE ON SELECTED

B OT H CONT ROL P A NE L S RUNWAY
HEADING
T UN E A V A L I D I L S
F RE QU E N CY ON V H F NA V
C ON T R OL P A N E L S LOC
DEVIATION
V ERI F Y EHSI I L S F OR MA T S GIVES INSTRUCTIONS
< I ND E X FOR THE EFIS INTERFACE TEST
GLIDE SLOPE
120 /20 DEVIATION
ILS 1 110.10
ILS FREQUENCY
EHSI: ILS Mode ( Expanded )
Figure 45 EFIS Interface Test

Page: 87
NAVIGATION B 737-300/400/500
MAGNETIC STANDBY COMPASS

34-24
34-24 MAGNETIC STANDBY COMPASS

General
The magnetic standby compass is installed forward of the forward overhead
panel. The standby compass is a self-contained unit and indicates the mag-
netic heading of the airplane.
It is used primarily in cases of emergency when all other compass systems fail.
MAGNETIC STANDBY COMPASS; DESCRIPTION

The standby compass is a highly sensitive instrument of liquid-filled design.
The card assembly, which indicates magnetic direction, is illuminated by a bulb
located at the top of the compass.
The standby compass for its operation depends upon the effect of the earth’s
magnetic field.
The card assembly is so suspended that the magnets which are attached to
the card assembly are free to align themselves with the horizontal component
of the earth’s magnetic field.
The magnetic heading of the airplane is read from the card assembly against
the lubber line.
At the bottom of the standby compass under a cover plate are two compensa-
tors decaled N-S and E-W.
The purpose of the compensators is to compensate for magnetic disturbances
in the area of standby compass.
The correction card holder mounted below the standby compass holds the
correction card.
The compass card lists the heading for the pilot to steer to maintain a desired
heading.
On airplanes with a stowable standby compass, the standby compass is shown
in the swing-down position for normal operation.
For better visibility, the pilot may place the standby compass in the stow posi-
tion.
To stow the standby compass, fold the card holder forward under the standby
compass and then push the compass assembly aft and up against the airplane
frame.

NAVIGATION B 737-300/400/500
MAGNETIC STANDBY COMPASS

34-24
MAGNETIC
STANBY
COMPASS
COMPASS
LIGHT SWITCH
COMPASS
CARD
COMPASS
LUBBER LINE CARD
LUBBER
LINE
COMPASS CARD HOLDER

CARD HOLDER
Nonstowable Compass Stowable Compass
MM 34-24-00
Figure 46 Magnetic Standby Compass

NAVIGATION B 737-300/400/500
STANDBY HORIZON SYSTEM

34-25
34-25 STANDBY HORIZON SYSTEM

STANDBY HORIZON (P/N H321CCM)
General Flag
The standby Horizon indicator is a backup system for the Inertial Reference The gyro failure flag appears in view in the event of a power failure or if gyro
System. rotor speed is low.
It functions as a completely independent system which provides its own visual
Operation
indication of airplane attitude in pitch and roll at all times during flight.
Within 3 minutes of power application the gyro reaches operational speed and
The system consists of the standby horizon indicator located on the captain’s
the gyro failure flag retracts from view.
main instrument panel (P1).
The normal rate of gyro erection is 3 degrees per minutes, but a fast erection
Power for the system is provided from the STANDBY HORIZON circuit
device is fitted to bring about erection within a few seconds.
breaker, situated on the load control center (P18).
The mechanism for fast erection is actuated by pulling gently on the quick cag-
Standby Horizon Indicator ing knob, located in the lower right-hand corner of the indicatior front face.
The indicator is of the conventional mechanical type. After power has been removed, the gyro takes approximately 9 minutes to
Attitude is provided by a 3-phase vertical gyro suspended in a two degree-of- come to rest.
freedom gimbal system.
This system is connected to a drum-type roll and pitch attitude display. The
system displays approximately 90 degrees of freedom in climb, 80 degrees of
freedom in dive and 360 degrees of freedom in roll.
The gyro system utilizes a spinning pendulum and counterweight device to au-
tomatically erect the gyro at turn-on.
The quick caging knob on the front face is used to mechanically accelerate the
erection process.
The fast erection process stabilizes the display drum to the reference vertical
position determined by indicator orientation.
An integral static inverter converts the 28v dc input to three-phase 400Hz ac
voltage for the gyro motor. It also monitors the power supplies and the speed of
the gyro.

NAVIGATION B 737-300/400/500

34-25
20
10
10
20
STANDBY
28V DC HORIZON
BAT BUS D 400 HZ OSC
B
P18-2 LOAD CONTROL
CENTER
90 Degr PHASE SHIFT
STANDBY HORIZON INVERTER
GYRO
FLAG
FLAG MOTOR
E
LIGHTING
F
LIGHTING
Standby Horizon Indicator MM 34-25-01
Figure 47 Standby Horizon System (P/N H321CCM)

NAVIGATION B 737-300

34-25
STANDBY HORIZON (P/N 705-16V3M1)

General Operation
The standby horizon indicator is a backup system for the inertial reference sys- The gyro warning flag should disappear from view when power is applied and
tem. the gyro should reach operational speed within 60 seconds.
It functions as a completely independent system which provides its own visual The normal rate of erection is 2.7 degrees per minute but a fast erection device
indication of airplane attitude in pitch and roll at all times during flight. is fitted to bring about erection within a few seconds. The mechanism for fast
The system consists of the standby horizon indicator located on the P2 center erection is actuated by pulling gently on the fast erection knob.
instrument panel and a standby horizon phase adapter located in the lower This operation should only be attempted when the airplane is in straight and
nose compartment. level flight.
Power for the system is provided from the STANDBY HORIZON circuit When at rest, the knob may be used to adjust the horizon line to zero pitch by
breaker, situated on the P18-2 load control center. turning the knob clockwise or counterclockwise.
The gyro takes approximately 13 minutes to come to rest after power has been
Standby Horizon Indicator
switched off.
The standby horizon indicator contains an electrically-driven gyro and the nec-
essary mechanism for its erection, plus a power failure motor which operates
the flag.
The gyro has 360 degrees freedom of movement in roll, and is limited in pitch
to 90 degrees in climb and 80 degrees in dive.
A fast erection knob is located on the front panel of the standby horizon indica-
tor.
Flag
The power failure flag will show in the event of power failure or incorrect phase
rotation.
Phase Adapter
The phase adapter is a transformer coupled RC phase shift network which con-
verts single phase ac to three phase ac for the gyro motor.

NAVIGATION B 737-300

34-25
PHASE
ADAPTER
FORWARD
ACCESS
DOOR
1
D
115V AC C D361
INVERTER PWR C GYRO
24-50-07 C358
STBY HORIZON
P18-2 CIRCUIT BREAKER PANEL B

B
FLAG
A
A
Phase Adapter Standby Horizon Indicator (P2)

(STA 208, WL 175, RBL 20)
Figure 48 Standby Horizon System (P/N 705-16V3M1))

NAVIGATION B 737-300/400/500

34-28
34-28 INERTIAL REFERENCE SYSTEM

GENERAL
Purpose Indications
The inertial reference system (IRS) provides inertial navigation data to user The IRS outputs are displayed on the flight instrument system displays.
systems. They are also displayed on the flight management computer system control
It uses a ring laser gyro instead of the conventional rate gyro to sense angular display unit (FMCS-CDU).
rate about the roll, pitch and yaw axes. Preselected parameters are also displayed on the inertial system display unit
The system is termed strapdown since its sensors are, in effect, directly (ISDU).
mounted to the airframe.
Failure Indications
The IRS provides the inertial navigation data and the inertial flight control data
to other systems. Failures in the IRS will be indicated by
Flags in the indicators
Components
FAULT light
The inertial reference system (IRS) includes two inertial reference units (IRU),
Master Caution System
one inertial system display unit (ISDU), one mode select unit (MSU), one mas-
ter caution unit (MCU), two digital/analog adapters (DAA) and two radio digital FMS-BITE
distance magnetic indicators (RDDMI). Failure codes.
IRU Two Versions

The main function of each IRU is to sense and compute linear accelerations Two different IRS can be installed:
and angular turning rates about the airplane’s pitch, roll, and yaw axes. – A system with Litton IRUs or
This data is used for pitch and roll displays and navigational computations. – a system with Honeywell IRUs.
Each IRU contains three laser gyros and three accelerometers. They are slightly different and not interchangeable.
These sense angular rates and linear accelerations, respectively. Since the ISDU is common for both IRSs, only one type of IRS is allowed to be
The sensed data is resolved to local vertical coordinates and combined with air installed at the same time on the aircraft.
data inputs to compute the following:
position (latitude, longitude)

attitude (pitch, roll, yaw)
true and magnetic heading
windspeed and direction
velocity
accelerations
angular rate data
altitude.

NAVIGATION B 737-300/400/500

34-28
NOTE: INDICATORS, WHICH USE IRS-DATA

Figure 49 Heading and Attitude Indications ( Captain’s Panel )

NAVIGATION B 737-300/400/500

34-28
IRS - COCKPIT COMPONENTS AND LOCATION

In the cockpit there are following IRS controls:
1 Inertial System Display Unit (ISDU)
1 Mode Select Unit (MSU)
1 IRS Transfer Switch
2 Multipurpose Control Display Units (MCDU)
The IRS computed parameters are displayed on the following indicators:
2 Vertical Speed Indicators (VSI)
4 EFIS Displays (2 EHSI und 2 EADI)
2 Radio Digital Distance Magnetic Indicators (RDDMI)
1 Inertial System Display Unit (ISDU)
In the P10 there is an IRS Master Caution Unit.

NAVIGATION B 737-300/400/500

34-28
IRS Transfer Switch

ISDU
GPS
MSU
EFIS DISPLAYS
IRS Master Caution Light
RDDMI VSI
P10 IRS Master Caution Unit

MCDU
Figure 50 IRS - Cockpit Components

NAVIGATION B 737-300/400/500

34-28
IRU AND IRS TRANSFER REL. - LOCATION

The two IRUs are located in the main equipment center, E5.
The Digital Analog Adapters and the IRS Transfer Relays are located
in the E1 rack.

NAVIGATION B 737-300/400/500

34-28
DAA 1 & 2
IRU 1 & 2
IRS Transfer Relay 1&2
Figure 51 IRS Components; IRU, DAA Location

NAVIGATION B 737-300/400/500

34-28
MODE SELECT UNIT ( MSU )

Genrals When the switches are maintained in ALIGN, however, the IRUs remain in the
The mode select unit (MSU) provides mode selection for two IRUs through two align mode. Normal alignment requires the entry of present position into the
mode select switches and monitors the operation of the IRU’s through two sets IRUs.
of alert lights mounted on the unit.
NAV Position
The MSU is mounted on the aft overhead panel P5 in the flight control cabin.
The NAV position of the switches enables the navigational mode, provided the
Mode Select Switches alignment period is completed in the IRUs.
The MSU contains two rotary mode select switches, one for the left (L) IRU The NAV position may be selected directly from OFF.
and one for the right (R) IRU. The NAV mode is the normal operating mode for the IRS. In this mode, the IRS
The positions are OFF, ALIGN, NAV and ATT. performs inertial navigation functions and outputs normal IRS data to be dis-
played or used by other systems.
Each mode select switch has detented positions:
The detented positions prevent accidental movement of the switch. ATT Position
In a detented position, the switch must first be pulled out of the detent before The ATT position of the switches places the IRUs into a reversionary mode of
selecting another position to prevent damage to the switch. operation.
In the NAV position, the switch must first be pulled out of detent before select- The ATT (attitude) mode is used when failure or total power loss (AC and DC
ing the ATT position. power) is detected in the NAV mode. In this mode, only attitude and heading
In the ATT position, the switch must first be pulled out of detent before select- data is output to the user systems.
ing the NAV position.
Alert Annunciators
In the ALIGN position, the switch must first be pulled out of detent before se-
Two sets of four annunciators are installed on the MSU, one set for each IRU.
lecting the OFF position.
Each set of annunciators consists of an ALIGN annunciator (white when lit) and
On IRU P/N S242T101-105 and on (user friendly features) there is a 2 second three warning annunciators (amber when lit).
time delay before the IRU recognizes attitude mode after the mode select
The three warning annunciators are ON DC, DC FAIL, and FAULT. DC power
switch is placed in the ATT position. This is to prevent inadvertent selection of
for lamp illumination is derived from the IRU or from the master dim test circuit.
ATT mode.
The ALIGN light illuminates steady during alignment or flashes when an ab-
OFF Position normal alignment is sensed. AIRPLANES WITH HONEYWELL IRS
When the mode selector switches are in OFF, power is removed from the The ON DC lights illuminate when 115 volt ac power is removed from the
IRUs. IRU’s and the IRU’s operate on 28 volt dc. The 28 volt dc continues to
power the left IRU but after 5 minutes, power is removed from the right IRU.
ALIGN Position
The DC FAIL lights illuminate when the airplane battery power is insufficient
When ALIGN is selected, power is applied to the IRUs and the IRUs normally to maintain IRU operation.
progress through an alignment period of approximately 10 minutes before the
The FAULT Lights illuminate when an abnormal condition exists in the IRUs.
navigational mode is armed.
The lights may be tested by pressing each light switch assembly, by activating
the bright-dim-test circuit or by initiating an IRU test.

NAVIGATION B 737-300/400/500

34-28
Alert Annunciators
(GPS-light will
be discussed
in topic GPS)
GPS
Mode Select Switches
Figure 52 IRS - Mode Select Unit

NAVIGATION B 737-300/400/500

34-28
HDG/STS (heading/Status)
INERTIAL SENSOR DISPLAY UNIT ( ISDU ) True heading from 0 to 359.9 degrees is displayed. The ALIGN STATUS
appears and is a countdown of the ALIGN cycle. On Honeywell systems, 7
General is the maximum time which can be displayed. Malfunction codes (M/C) ap-
The inertial system display unit (ISDU) provides pilot interface with the IRUs. pear when a problem or a system failure is detected.
The ISDU allows entry of initialization data for the IRUs, but normally the TEST
MCDUs are used for that purpose. When held in the TEST position, an interface test in the IRU selected is
The display of track angle, ground speed, present position, wind direction and started. The test switch is inhibited when the airplane ground speed is
speed, heading and system status is available. greater than twenty knots and during the attitude mode.
The ISDU is powered from both IRUs with 28 V DC. The two power sources During the first 2 seconds, all display segments and lighted pushbuttons
are connected in parallel. A single 28 V source is sufficient to power the unit. illuminate simultaneously and the highlighter bars on the ENT and CLR keys
illuminate. Then, for 8 seconds fault messages are generated which are fol-
The ISDU contains static sensitive devices.
lowed by test value displays.
Brightness Control Knob
Keyboard
A brightness control knob is concentric with the Display Select Switch and is a
The keyboard consists of twelve lighted keys.
potentiometer to control brightness of the displays.
To change the numeric display from the IRU receive mode to a keyboard dis-
System Display Switch play mode, one of the following keys must first be pressed, N(2), W(4), H(5),
E(6), or S(8). Any other initial key closure is ignored.
The SYS DSPL switch is a two position switch for selecting either the left or the
right IRU. The ISDU can only initialize or receive data from the IRU which has N(2), W(4), E(6), or S(8) when pressed the first time cause a N or W to ap-
been selected on the SYS DSPL switch. pear in the left display or an E or S to appear in the right display.
They represent north, west, east, and south and are used to initialize the
Display Select Switch IRU when inserting longitude and latitude.
The DSPL SEL switch selects the type of data to be displayed on the ISDU Numbered data can now be inserted which will be appropriately displayed
numeric displays. The IRU, as selected on the SYS DSPL switch, supplies the on the numeric display (in ALIGN Mode only).
data. Honeywell IRS only: The H(5) key when initially pressed first, also changes
The five switch positions and the data displayed is as follows: the ISDU display to the keyboard display mode. This key is used in the ATT
TK/GS (Track Angle/Ground Speed) mode to enter the magnetic heading.
True track angle from 0 to 359.9 degrees is displayed. Ground speed from When the N, S, E, W or H key is pressed, the ENT highlighter bar illumina-
0 to 2000 knots is displayed. tes. When the ENT key is pressed, the ENT highlighter bar extinguishes
PPOS (Present Position) and a reasonableness check is done on the data. When reasonable, the
Latitude from 90S to 90N and longitude from 180E to 180W is dis- data is transmitted to the IRU and the display shows the parameters.
played. The display is used when inserting present position during initializa- If the data is unreasonable, the CLR highlighter bar illuminates. Pressing the
tion of the two IRUs or when monitoring present position from an IRU during CLR key causes the CLR highlighter bar to extinguish and the ISDU to dis-
flight. play the selected parameters.
WIND (Wind speed and Direction) On Honeywell IRUs, the CLR key must be used when multiple failure codes
Wind speed from 0 to 256 knots is displayed. Wind direction from 0 to 359 exist. Pressing the CLR key clears the code being displayed and displays the
degrees is displayed with a resolution of 1 degree. When the airplane is on next code.
the ground, the wind speed display will read 100 knots.

NAVIGATION B 737-300/400/500

34-28
Display
Display
Brightness
Control
N 34 11.5
Knob E 118 35.3
Keyboard
Display Select
Keyboard
Switch
ISDU (Honeywell)
ISDU (Litton)
Display Select Switch
System Display Switch
System Display Switch

Brightness Control
Knob
Figure 53 Inertial Sensor Display Unit

NAVIGATION B 737-300/400/500

34-28
IRS ARCHITECTURE
General IRU Power Supply
The IRU uses laser gyros and accelerometers to generate navigation data. The power supply of the IRUs is
Heading, Attitude and some more data like 115 V AC
Present Position 28 V DC ( Backup Supply ).
Ground Speed If one of the power sources is lost the system still operates normally. The loss
Vertical Speed of a power suooly is displayed on the ISDU.
Track u.a. Ground Crew Call Horn
are computed within the IRUs and transmitted to various airplane systems on The Ground Crew Call Horn is in the nose wheel well.
three ARINC 429 busses.
It is activated when...
Normally IRU 1 supplies captain’s instruments and IRU 2 supplies FO’s instru-
the ground call pushbutton in the cockpit is pressed
ments.
an IRU is active on ground and equipment cooling supply is lost
The RDDMIs are an exception. Heading data on captain’s RDDMI is from
IRU 2 and Heading data on FO’s RDDMI is from IRU 1. an IRU is active on ground and its AC power is lost.
When an IRU fails you can select the offside IRU as a source for the indication. IRS Xfer Switch
Some LRUs like the VOR Receivers and RDDMIs need analog inputs. The IRS Transfer Switch is located in the forward overhead panel.
For digital/analog conversion two Digital Analog Adapters (DAA) are installed. The normal position is NORMAL: In this position, the IRUs the onside airplane
For Vertical Speed computation the IRUs need inputs from the Air Data Com- systems and the offside RDDMI.
puters. In position BOTH ON L; IRU 1 supplies all indications, all onside airplane sys-
When an ADC is not valid the onside IRU can not compute Vertical Speed. tems and some offside airplane systems.
In position BOTH ON R; IRU 2 supplies all indications, all onside airplane sys-
MSU
tems and some offside airplane systems.
The IRUs are activated with the switches onthe MSU. Here you also can select
the IRS mode (Off, Align, Nav and Attitude). IRS Xfer Relays
The IRS Transfer Switch controls two IRS Transfer Relays.
ISDU
In switch position BOTH ON L or BOTH ON R the relays send discretes to

With the ISDU you can enter data to the IRUs. A display shows IRU data.Nor-
some systems which switch to the offside IRU.
mally the ISDU is used as a backup only because present position normally is
entered through the MCDUs. For the RDDMIs and the VHF-NAV units, the signal is switched in the Transfer
Relays.

NAVIGATION B 737-300/400/500

34-28
115V AC
STANDBY BUS IRU 1 AC EADI
B
28V DC HOT IRS 1 DC FCC A
BAT. BUS BUS 2
B EHSI
P18-2 CB PANEL IRS EFIS SYM.
XFR GEN. NO. 1
DADC L4 RLY B
CAPT
VSI
ADC 1 YAW
ROLL DAMPER
BUS 1
MODE NORM TO COM-
MSU PONENTS
TEST WITH DUAL IRS
DIGITAL E
ISDU-1 CDU INPUTS
STALL WNG GPWC HDG 1
NO. 1 HDG
CMPTR #1
VHF NAV
FMC-1 RCVR NO. 1
HDG 1
FMC BUS HDG
A IRU 1 BUS 3 HDG 5 F/O RDDMI
BUS 3 BOTH 0N 2
IRU 1
E A IRS XFER REL
DAA NO. 1 NO. 1
A IRU 1 WXR AUTO
BUS 3 FDAU
R/T THROTTLE
F B
B IRU 2
BUS 3
BUS 3
FMC BUS HDG 5
B IRU 2 FMC-2
BUS 3 BOTH 0N 1
FMC ISDU-2 DIGITAL
STALL WNG CDU
NO. 2 HDG
CMPTR #2 HDG 1
F CAPT RDDMI VHF NAV
TEST RCVR NO. 2
HDG
ISDU
MODE HDG 1
MSU BUS 1
TO COMPONENTS
WITH DUAL IRS INPUTS
DADC R4
F/O
VSI DAA NO. 2
ADC 2 IRS NORM
A
28V DC HOT XFR EFIS SYM.
BAT. BUS IRS 2 DC IRS XFER REL
5 MIN
RLY GEN. NO. 2
EADI NO. 2
IRU 2 AC DELAY A
115V AC A
ELEX BUS 2
INTEG FLT INSTRUMENT FCC B
ACCESSORY UNIT BUS 2
P6-1 CB PANEL EHSI
IRU 2
Figure 54 IRS SCHEMATIC

Page: 105
NAVIGATION B 737-300/400/500

34-28
INERTIAL REFERENCE UNIT ( IRU )

General Cooling
The inertial reference unit (IRU) provides attitude, acceleration, angular rates, Air from the equipment cooling supply fan cools the IRUs.
velocity, true and magnetic headings, positional data, absolute altitude and
wind data signals. Pin Programming
The signals are developed from a set of three laser gyros and three accelerom- The IRU program pins tell the computation circuits which way the IRU is facing
eters mounted to airplane reference. The signals are provided to other systems in the airplane.
including the flight management computer system, the digital flight control sys-
BITE
tem, the electronic flight instruments system, the autothrottle, the VHF naviga-
tion system and the pilots’ instruments. Failures detected by BITE which do not affect the outputs are stored in BITE
memory.
The unit contains static sensitive devices.
Built-in test equipment (BITE) circuits isolate faults to the LRU level. Faults are
The IRU consists of 3 laser gyros, 3 accelerometers, 9 circuit cards, a power
indicated by the amber FAULT light on the MSU, and a status bit on the data
supply and a chassis assembly. The two IRU’s are located in the main equip-
buses to the user systems. The user systems may record an inflight fault
ment center, E3-5.
based upon the fault from the IRU. In addition, status words are stored in a
Software does all computations, including compensations, navigational calcula- non-volatile memory in the IRU for at least the previous nine flights. Contents
tions, and coordinate transformations. Barometric altitude from an air data of the non-volatile memory can be extracted on the ground for maintenance.
computer is used to compensate the vertical speed computations.
Some of the older Honeywell IRUs have a yellow fault ball which indicates
Honeywell IRUs only: The front panel of the IRU has an interface test switch faults.
and on some models a total time indicator. The BITE fault ball indicator shows
Parameters continuously monitored by the BITE include the laser gyros, accel-
black for an operational IRU and yellow for a failed IRU. The fault ball indicates
erometer and power supply outputs, computer and memory operation, and
a failure that could cause erroneous outputs. Other failures detected by BITE,
temperature. When the IRU is initially turned on, the battery power is tested.
which do not affect the outputs are stored in BITE memory.The total time indi-
The ON DC indication displays during the battery check.
cator displays accumulated operating time.
Test Switch
Power Supply
The manual test is initiated by pressing the test switch on the IRU or by holding
The IRU has two power sources, one a 115 volt ac source and one a 28 volt dc
the display selector in TEST position. The test is also performed as part of the
source. Either source is sufficient for operation but both are required for initial
IRS BITE from the FMCS CDU. The test can be done in ALIGN mode, or in
startup.
NAV mode when ground speed is less than 20 knots. It is inhibited in ATT
Inside the IRU, the power control circuit automatically switches to a backup mode.
source (hot battery bus) when the normal 115 volt ac source is not available.
During startup, the control circuit verifies that the battery is connected by Interface
switching off the 115 volt ac input. Inputs from the mode select switch controls The air data source supplies the ARINC 429 bus input containing air data. Init-
the power supply switching circuits. The output of the power supply provides ialization data originates from either the flight management computer or the
control voltage for the IRU and the ISDU and high voltage excitation to the ISDU.
three laser gyros. Three identical ARINC 429 data buses (high speed) provide digital data to flight
management, autoflight, and flight instrument systems. A status discrete is ap-
plied to the MSU.

NAVIGATION B 737-300/400/500

34-28
INERTIAL REFERENCE
UNIT 1 AND 2
E3
MAIN EQUIPMENT CENTER RACK
Honeywell IRU only
FAULT INDICATOR 1
YELLOW = FAULT
BLACK = OK
TOTAL TIME
INDICATOR 1
TEST SWITCH 1
Figure 55 Inertial Reference Unit

NAVIGATION B 737-300/400/500

34-28
Navigation Mode
In the navigate mode the IRUs provide outputs for
- attitude,
- heading, present position,
- accelerations,
- track angle,
- drift angle,
- ground speed, and
- wind data.
These outputs are all derived from gyro and accelerometer strap down sensor
data.
The initial attitude, heading and velocity signals are modified by inputs from the
sensors to establish real time present parameters through integration and com-
puter calculations.
Additional calculations by the computer establish such parameters as present
position, ground speed and drift angle.
Inputs from the air data computers are used for inertially smoothed altitude and
altitude rate (baro altitude) and wind speed/direction (true airspeed).

NAVIGATION B 737-300/400/500

34-28
ACCELEROMETER
AND
GYRO SIGNALS
STARTING
POINT-ENTERED
DURING ALIGNMENT
ATTITUDE
IRU HEADING
DISTANCE TRAVELED
COMPUTER PRESENT POSITION

NAVIGATION PARAMETERS
PRESENT POSITION
INITIAL POSITION
AND HEADING ADC
Figure 56 IRS - Navigation Mode

NAVIGATION B 737-300/400/500

34-28
DIGITAL ANALOG ADAPTER ( DAA ) Power Supply

The DAA accepts 115 volt ac and 28 volt dc power from circuit breakers on the
General P6 and P18 panels to produce the dc voltages required for the processing of
The digital to analog adapter (DAA) is a component of the inertial reference essential and non-essential parameters.
system (IRS) but is interfaced with other airplane systems for processing sig- BITE
nals independent of the status of the IRS. Abnormal operation of the DAA signal processing causes a malfunction code
The two DAAs accept inputs in various formats, primarily ARINC 429, and con- display on the ISDU and a flag to appear on the associated instrument.
vert them to outputs compatible with various airplane systems and instruments. The DAAs are checked during IRS BITE.
The DAAs accept ARINC 429 inputs from the IRUs and convert the 429 format Their status is also displayed during FMCS BITE.
into analog signals with associated valids.
FMCS / DAA Interface
The DAAs are installed on the E1-2 rack in the electrical and electronic
compartment. The following FMC interface signals are converted as required by the DAA:
The DAA contains the following internal processing circuits for converting these Total Fuel (Left DAA only)
signals: Command N1
Computer N1 Limit
Memory FMC Autotune
Interface electronics FMC Nav Data Outputs
Power supplies FMC Nav Inputs
BITE, BITE formatting, and monitor circuits
IRS / DAA Interface
Synchro drivers
The following IRS interface signals are converted as required by the DAA:
Internal circuits include microcomputers whose function is to convert ARINC
Pitch
429 bus information from the IRU and FMC to analog and discrete signals that
are used by the RDDMI’s, the yaw damper, and other systems. Roll
The signals are pitch, roll, magnetic heading and navigation parameters and Heading
the discretes that are valid signals associated with the converted parameters. Yaw Rate
Other converted signals are N1 limit, N1 bug drive, VHF NAV/DME frequency, Ground Speed
and discretes.
Drift Angle
A microcomputer also converts analog inputs to ARINC 429 format for use by
the FMC and FCCs. 26 volt ac is applied as reference to the D/A’s to perform DAA Discrete Inputs
the conversions. The following discrete inputs are provided to the DAA:
The DAA memory also contains the last 9 IRS-inflight faults, the IRS-inflight Remote Test
fault flight leg switching and the IRS test-figures shown on the MCDU.
Oleo strut switch for air/ground logic
Auto/Manual Tuning
DME Valid
VOR/LOC Super Flag and Localizer tunde (VOR / ILS)

NAVIGATION B 737-300/400/500

34-28
E1 RACK
DIGITAL/ANALOG
ADAPTER 1 AND 2

Figure 57 Digital Analog Adapter

NAVIGATION B 737-300/400/500

34-28
IRS INDICATIONS
RDDMI
The Radio Digital Distance Magnetic Indicator sows magnetic heading.
Data is supplied from the offside IRU.
Vertical Speed Indicator

The Vertical Speed Indicator shows vertical speed which is calculated from
inertial vertical speed and barometric vertical speed.
EADI
The Electronic Attitude Director Indicator in form of an artificial horizon displays
Pitch Attitude
Roll Attitude.
EHSI
The Electronic Horizontal Situation Indicator displays
Magnetic Heading
Ground Speed (only as default)
Track Angle (only as default)
Drift Angle (only as default)
Wind Speed (only as default)
Wind Direction (only as default).
NOTE: „ONLY AS DEFAULT“ MEANS:
NORMALLY THIS PARAMETER ARE SHOWN AS COMPUTED BY
THE FLIGHT MANAGEMENT COMPUTER /FMC). IN CASE OF A
FAULTY FMC, AS A DEFAULT, IRS PARAMETER ARE SHOWN.

NAVIGATION B 737-300/400/500

34-28
2
DME-1 DME-2 1
.5
VERTICAL 4
SPEED
0 OFF 6
1000 FPM
.5
4
1
2
Radio Digital Distance Magnetic Indicator Vertical Speed Indicator
Figure 58 IRS Computed Indications ( RDDMI and VSI )

NAVIGATION B 737-300/400/500

34-28
ROLL SCALE
ROLL INDEX AND
INDICATION POINTER
PITCH
SCALE
MCP SPD G/S VOR/LOC FD
AIRPLANE
180
F SYMBOL
160
152
140 HORIZON
120
DH150
.654 2400
Figure 59 IRS Computed Displays ( EADI )

NAVIGATION B 737-300/400/500

34-28
HEADING TRACK LINE/DRIFT ANGLE
DME 13.5 HDG 127 M GROUNDSPEED
TAS 200 GS 180

+12
SELECTED
COURSE
RANGE ARCS
AIRPLANE SYMBOL
WIND SPEED AND

DIRECTION
FROM
1200/20
VOR 2 116.80
VOR Mode (Expanded)
Figure 60 IRS Computed Displays ( EHSI )

NAVIGATION B 737-300/400/500

34-28
IRS INTERFACE
General
The IRUs contain sensors (laser gyroe and accelerometers), but for computa-
tion they need some inputs from other aircraft systems.
Three ARINC 429 busses transmit IRU data to various airplane systems.
Inputs
Some systems supply data to the IRUs.
Each IRU receives the following data:
Present Position entry for alignment from FMC or ISDU
Set Magnetic Heading ( in Attitude Mode ) from FMC or ISDU
Altitude, Altitude Rate and True Airspeed from one DADC
Test Initiation from FMS-BITE (via DAA)
Test Initiation from ISDU
Test Initiation from test switch on IRU face (Honeywell only).
All inputs are digital with exception of the test initiation discrete for the interface
check.
Schematic
The schematic shows all IRU inputs and the DAA inputs which are used
for the IRS.

NAVIGATION B 737-300/400/500

34-28
AIR DATA BUS 4 DADC-L-4 AIR DATA BUS
IRU BUS DATA INPUTS DADC 1

SOURCE BUS
INPUT DATA WORDS
IRU TEST IRU TEST
DADC ISDU FMC
041 SET LAT X X FMC DATA

A FMC-01
BUS 1
042 SET LONG X X IRU TEST
043 SET MAG HDG X X DAA FAULT DAA FAULT
203 ALTITUDE X
DAA 1 DATA BUS 1 ISDU-1 ISDU DATA BUS
210 TAS X
212 ALT RATE X
DATA BUS 1 FMC-01 FMC DATA BUS
DADC 1 A IRU 1
DAA BUS DATA INPUT
SOURCE BUS DADC 2 B
INPUT DATA WORDS
FMC
DATA BUS 2 FMC-02 FMC DATA BUS
357 BITE WORD X
FMC
DATA BUS 2 ISDU-2 ISDU DATA BUS
DAA FAULT DAA FAULT

IRU TEST
FMC DATA
B FMC-02
BUS 2 ISDU
IRU TEST IRU TEST
DAA 2
AIR DATA BUS 4 DADC-R-4 AIR DATA BUS
DADC 2 IRU 2
Figure 61 IRS Interface ( Inputs )

Page: 117
NAVIGATION B 737-300/400/500

34-28
Outputs Schematic
The following systems receive digital data from the IRUs: The schematic shows the digital outputs of the IRUs and the interfacing LRUs.
Electronic Flight Instrument System When an airline has a fleet with both Litton and Honeywell IRS, they are destin-
Verical Speed Indicator guished in the Maintenance Manual by different subchapters.
Flight Management Computer System MM 34-28-01 für Honeywell
Digital Flight Control System MM 34-28-02 für Litton.
Autothrottle
Weather Radar System
Ground Proximity Warning System
Flight Data Recorder System
Stall Warning System.
Global Positioning System (after modification / installation)
The VOR/ILS Navigation System needs analog heading data.
For this purpose the DAAs convert the digital IRU data into analog data and
transmit it to the RDDMIs and the Navigation Units.
The indication lights on the MSU are driven by discretes.

NAVIGATION B 737-300/400/500

34-28
BUS 2
FCC
B A
BUS 1
DAA CAPT LEFT

NO.1 B VSI B
EFSG
BUS 3 A
IRU NO.1
DSWC CDU
NO.1 NO.1
WXR A/T GPWC /
FMC ISDU FDAU
R/T CMPTR EGPWC
DSWC CDU
NO.2 NO.2
ONLY FOR EGPWC
INSTALLATION
BUS 3 B
DAA F/O RIGHT

NO.2 A VSI A EFSG
BUS 1
FCC
A B
BUS 2
IRU NO.2
Figure 62 IRS Interface ( Outputs )
NAVIGATION B 737-300/400/500

34-28
IRS FAULT SENSING

IRS MASTER CAUTION UNIT
General
General
When a fault is detected in the IRU, dc from the IRU illuminates the fault light
The master caution unit provides an interface between the IRS system and the on the MSU and also applies high logic to the master caution unit.
airplane’s master caution warning system.
After a brief time delay, master caution unit logic applies a ground to the master
The IRS master caution unit senses abnormal IRS conditions and controls the caution lights through the annunciator and dimming module, thereby illuminat-
IRS master caution light on the left side of the glareshield. ing the lights.
The unit also operates the left and right master caution lights by supplying an The IRS master caution light illumnates if
input to the annunciator and dim module.
- FAULT
The unit is installed on the P10 panel near the aft end of the flight deck on the
first officers side. - DC FAIL
The unit contains four cards, one card each for monitoring ON DC, FAULT and - ON DC
DC FAIL Logics, from each IRU and one output card for control of the IRS cau- light on the MSU is illuminated.
tion light on the captain’s side of the pilots’ lightshield.
Power Faults
Power Supply The lights will also illuminate if the battery current detector senses that the IRU
The master caution unit is supplied by 28 V DC from the battery bus. is on hot battery bus power, or if the dc monitor senses a level of less that 18
volts.
Inputs
The master caution unit receives the following signals from the IRUs: Reset
IRU Fault The lights are extinguished by depressing either master caution light lens as-
sembly.
IRU on DC
A recall can be made by pressing the left or right master caution light lens as-
DC Fail. sembly a second time, provided that the fault still exists.
These are the same discretes which drive the lights of the MSU.
Additional descretes are
Recall ( von den System Master Caution Annunciators )
Recall (from the system master caution annunciators)

Test (ligzht test discrete from the master test relay).
Outputs
The master caution unit drives
the Master Caution Lights (via the Annunciation and Dimming Module)
the IRS Master Caution Annunciator.

NAVIGATION B 737-300/400/500

34-28
MASTER CAUTION GPS IRU L IRU R

LIGHT
IRU Fault
IRU on DC
DC Fail
Recall
Light Test
28 V DC
IRU Fault
IRU on DC
DC Fail
(will be
discussed
FIRE MASTER in topic GPS)
WARN CAUTION
BELL CUTOUT PUSH TO RESET
FLT CONT ELEC IRS MASTER

CAUTION ANNUNCIATOR
IRS APU
FUEL OVHT/DET
IRS MASTER
CAUTION
PARTIAL REFERENCE
Figure 63 IRS Master Caution Unit

Page: 121
NAVIGATION B 737-300/400/500

34-28
IRS ALIGNMENT
General
The IRS can be initialized by the FMCS-CDU or ISDU whenever the IRU is in This requires that initialization of the IRU be performed and that the airplane is
the alignment (ALIGN) mode. not moved during the alignment cycle. If left in the ALIGN position, the system
When a mode select switch on the MSU is switched to ALIGN or NAV from will continue to perform the alignment process.
OFF, the respective IRU enters the alignment mode. OFF to ALIGN to NAV (preferred order of alignment)
In the alignment mode, the IRU reference axis is aligned to the local vertical. Switching from OFF to ALIGN to NAV requires that the initial position be
The IRU calculates latitude by estimating the horizontal earth rate components. entered in order to complete the alignment and enter the navigate mode and
While in the alignment mode, the IRU outputs a discrete signal to light the that the airplane is not moving.
ALIGN annunciator on the MSU. Once the alignment process is complete, the align annunciator will go out
and the IRU will enter the navigate mode. So, the time for alignment is as
When the mode select switch is switched to ALIGN from OFF, present latitude
long as necessary only.
and longitude (lat/long) must be entered to complete the alignment process.
All IRUs being in alignment mode will receive this present position entry.
NAV to ALIGN (for present position-entry in rapid re-alignment)
The time for an alignment is 10 minutes: Switching from NAV to ALIGN will zero the system residual velocity errors
With ISDU mode selector switch in position HDG / STS, the Honeywell system and level the system.
shows for the first 4 minutes a 7 and then subsequently the remaining align- If the ground speed is greater than 20 knots, the IRU will remain in the NAV
time. mode of operation.
The LITTON system starts with 10 and then shows subsequently the remaining A maximum of 30 seconds is required to complete the process.
align-time. It is permissible to enter a second, more accurate latitude and longitude to
improve the system alignment.
If the ambient temperature is below 0-degree. Celsius, the alignment time may
Updates to latitude and longitude are allowed only during the ALIGN mode.
be up to 16-minutes!
The system will enter the navigation mode when selected manually.
(The ISDU remaining align-time indication is the same as temperature above
0-degree. Celsius). Fast Realignment (Rapid Re-Alignment, for appr. 30sec.):
The sequence to do the Fast Realignment is NAV to ALIGN to NAV.
Alignment Entry
It is only used when the IRS has been in NAV mode for a longer period of time.
The alignment mode can be entered by turning the mode select switch in any
of four sequences: This sequence, when completed in less than 30 seconds, will zero the system
– OFF to ALIGN, residual velocity errors and level the system.
– OFF to ALIGN to, The system will automatically revert to the NAV mode after the 30 second rele-
– NAV to ALIGN, or veling process is complete.
– NAV to ALIGN to NAV. The above sequence should only be performed when the airplane is not mov-
ing.
OFF to ALIGN
Switching from OFF to ALIGN requires that the initial position (latitude and
longitude) be entered in order to complete the alignment satisfactorily.

NAVIGATION B 737-300/400/500

34-28
ALIGN NAV ALIGN NAV

OFF ATT OFF ATT
REMAINING ALIGN-TIME
L IRS R
SYSTEM STATUS-CODE
Litton Honeywell
ALIGN ON DC ON DC
IRS DISPLAY
W A W A 0 / 0 /
. .
ALIGN NAV ALIGN NAV

OFF ATT OFF ATT
DSPL SEL
L IRS R N
PPOS WIND 1 3
2
5 sec 5 sec TK/GS HDG/STS
TEST W H E
BRT 4 5 6
ALIGN ALIGN SYS DSPL S

W W 7 9
8
L R
ALIGN NAV ALIGN NAV ENT CLR
OFF ATT OFF ATT
0
L IRS R Honeywell
Figure 64 IRS Start Up

Page: 123
NAVIGATION B 737-300/400/500

34-28
PPosition initialization by the FMCS-CDU (normal procedure for alignmet):
Position initialization by the FMCS-CDU is accomplished by accessing the
POS INIT 1/2 page on the FMCS-CDU by one of four methods:
Pressing the INIT/REF mode select key (when on the ground and when the
IRS position has not been initialized).
Pressing the POS line select key when the INDEX page is displayed.
Pressing the POS INIT line select key when the IDENT page is displayed.
Pressing the PREV PAGE or NEXT PAGE key when the POS REF 2/2
page is displayed.
One of the following three methods is used to enter present position lat/long
into the SET IRS POS line of the POS INIT page on the CDU.
LAT/LONG is entered into the scratch pad using the keyboard, then line se-
lected into the SET IRS POS line.
LAT/LONG is transferred from the LAST POS line to the SET IRS POS line
via the scratch pad.
REF AIRPORT or REF AIRPORT and GATE is entered, the resultant
lat/long is line selected to the SET IRS POS line.
POS REF page 2 of 3 shows the GPS positon (only if GPS is installed and
good signal received).
Press Line Select Key next to GPS position and select page 1 of 3.
Press the Line Select Key next to REF AIRPORT.

NAVIGATION B 737-300/400/500

34-28
GPS
POSITION
GATE
------
MENU
Figure 65 POS INIT, POS REF Page on MCDU

NAVIGATION B 737-300/400/500

34-28
Position initialization by the ISDU (alternate methode):
Position initialization on the ISDU is done for both IRUs simultaneously.
Initialization at the ISDU is done as follows:
4. Set SYS DSPL switch to either IRU (L or R).
5. Set DSPL SEL in the PPOS position.
6. Enter latitude by pressing key N(2) for north or S(8) for south and the input
position.
7. Press ENT key to transmit the data displayed to both IRU’s (ENT key stays
illuminated).
8. Enter longitude) by pressing key W(4) for west or E(6) for east and the in-
put position.
9. Press ENT key to transmit the data displayed to both IRUs (ENT key light
extinguishes).
As long as the Enter key is not pressed the displayed value can be changed by
pressing the CLR (clear) key.
As long as the system is not in NAV-mode, a new present position can be en-
tered.

NAVIGATION B 737-300/400/500

34-28
Figure 66 ISDU
NAVIGATION B 737-300/400/500

34-28
General
The figure below lists annunciation for both good alignment and alignment
problems.
Honeawell IRUs will automatically restart the alignment process if airplane mo-
tion is detected.
The ALIGN light will flash for 30 seconds when excess motion is detected.
IRU Present Position Entry Check

The IRU compares entered longitude with the last known longitude stored in
non-volatile memory.
If the difference entered into a
– Honeywell IRU is greater than one degree
– Litton IRU: 1/2 degree or 3+3T,
the ALIGN annunciator flashes immediately.
This could legitimately occur (i.e. the entry is correct) if the IRU was newly
installed. In this case, a re-entry of the same (correct) position will be ac-
cepted.
A re-entry of the same (correct) position will be accepted, causing the align
annunciator to return to its constant-on condition.
For Honeywell IRUs, the position test is inhibited after
– the IRU is returned from a shop visit, after
– an abrupt power down, or after
– selection of ATT mode,
This is to eliminate nuisance flashing of the ALIGN lights.
IRU Computed Latitude Check
After the alignment period, the entered latitude is compared with the IRU com-
puted latitude during alignment.
A difference in latitude sine > 0.15 or a difference in latitude cosine > 0.01234
will cause the ALIGN annunciator to flash after the ten-minute alignment period
has elapsed.

NAVIGATION B 737-300/400/500

34-28
FAULT
Figure 67 IRS Alignment - Honeywell

NAVIGATION B 737-300/400/500

34-28
The figure below lists annunciation for both good alignment and alignment
problems for Litton IRUs. It is slightly different from the figure for Honeywell
IRUs.

NAVIGATION B 737-300/400/500

34-28
OF STORED VALUE.
FLASHING
ON FAULT
Figure 68 IRS Alignment - Litton

NAVIGATION B 737-300/400/500

34-28
ATTITUDE - MODE
General Note
The ATT position of the switches places the IRUs into a reversionary mode of The IRU heading in Attitude mode works like a signal from a directional gyro.
operation. Because of the turning rate of eath, the heading drifts away dpending on lati-
The ATT (attitude) mode is used when failure or total power loss (AC and DC tude. It must be corrected frequently by a new entry.
power) is detected in the NAV mode.
OFF - MODE
In this mode, only attitude and heading data is output to the user systems.
The attitude mode is selected by switching the mode select switch to the ATT When the mode select switch of an IRU is turned to the OFF position, the IRU
position. needs 30 seconds to memorize its position and some other data.
Magnetic heading inputs from the FMC are only accepted by the IRU while the During this time the ALIGN light illuminates.
mode select switch is in the ATT position. With the mode select switch in OFF position the IRU receives a discrete to stop
If the attitude mode is selected, the magnetic heading changes will track the operation, but it is still supplied with electrical power.
platform heading changes after heading is entered.
Prerequisites
During the Attitude-Alignment the aircraft must not be accelerated.
That means that the Attitude-Alignment is possible in flight when the aircraft
has a constant speed, constant height and constant heading.
Procedure
The time for the Attitude-Alignment depends on the former mode of the IRU:
When the IRU was off it needs 30 seconds.
When the IRU was in Nav mode or Align mode it needs 20 seconds.
During the Attitude-Alignment the ALIGN light illuminates.
The Heading-Flags are in view beacause the system can not determine mag-
netic north.
Fault code 09 which means that Attitude mode is selected and heading must
be entered is diplayed on the ISDU.
You have to enter it manually via the MCDU or the ISDU.
The ATT-Mode only can be left by switching the mode selector to OFF
(OFF-mode)!

NAVIGATION B 737-300/400/500

34-28
(H-key for Honeywell IRS only)
ALIGN
ALIGN NAV ALIGN NAV

OFF ATT OFF ATT
L IRS R
IRU 1: Attitude Mode selected IRU 2: Off Mode just selected

MCDU MSU
Figure 69 MCDU with Attitude-Mode

NAVIGATION B 737-300/400/500

34-28
IRS POWER SUPPLY

General Emergency Operation (Total Loss of AC)
Power for the IRS system is derived from the standby bus, electronics power When airplane power fails, the IRU automatically switches to battery power.
No. 2 bus, 28-volt dc bus No. 1, and switched hot battery bus. IRS No. 1 stays on battery power indefinitely. It stays on battery power until the
Control is through P18 and P6. voltage drops below 18v. DAA 1 can do some essential computations when
The system is energized by closing all IRS and DAA circuit breakers on the two supplied with 28-volt dc only.
circuit breaker panels. IRS No. 2 stays on battery power for a maximum of 5 minutes and turns off if
System power includes 115-volt ac primary power and 28-volt dc backup primary power is not restored within this period.
power. After approximately 5 minutes and 10 seconds on battery power, the DC power
A power supply within the IRU furnishes operating power for the MSU and disconnect relay in the flight instrument accessory unit opens to remove battery
ISDU. power from IRU-2.
It supplies two status indication signals for the MSU, mode selection signals to Ground Crew Call Horn
the input electronics and a power-up initialization signal for the entire IRS.
The Ground Crew Call Horn is activated with a 19 second time delay when an
Power up Test IRU is active on ground and its AC power is lost.
When the mode select switch on the MSU is moved from OFF to ALIGN or
NAV, a self-test BITE signal disables the 115v ac input and inserts the 28v dc
battery as the power source when both sources are available and valid.
This tests the battery and associated power switching circuits.
The ON DC annunciator lights momentarily during this test.
Emergency Operation ( Single Generator Operation )

Das IRS wird von den Electronics Power Busses mit 115 V AC versorgt. Somit
ist eine volle Versorgung auch gewährleistet, wenn nur noch ein Generator ar-
beitet.
The IRS is supplied from the standby bus and electronics bus 2, so all compo-
nents will work if only one generator is active.

NAVIGATION B 737-300/400/500

34-28
115V AC DAA/IRS 1
STBY DAA/FMC 1
PWR VERTICAL
POWER
28V DC DAA 1 SPEED
HOT BAT. DAA/FMC 1 OFF
BUS
DAA 1
115V AC CAPT VSI
ELECT BUS 1
115V AC IRS 1 AC Captain’s Vertical Speed Indicator

REGULATOR +5V
STANDBY BUS ENABLE DC/DC 280V
28V DC HOT IRS 1 DC POWER FAULT CONV 128V IRS DISPLAY
BAT. BUS FILTER DETECTOR 115V A 0 / 0 /
N . W .
P18-2 CB PANEL
BATTERY 28V DC
ON DC FILTER DC DSPL SEL
CURRENT B
NAV DETEC N 3
PROGRAM
PPOS WIND 1 2
ALIGN ATT TK/GS HDG/STS
TO MASTER TEST W H E
DC
OFF S1 CAUTION UNIT BRT
4 5 6
POWER MONITOR DC FAIL
CONT MODE SEL < 18V
SYS DSPL S
& DELAY DISCRETES 7 8 9
BITE L R
C
ALIGNNAV ALIGNNAV ENT CLR
OFF ATT OFF ATT IRU 1 0
L IRS R TO CREW CALL

GROUND CREW CALL
HORN NOSE WHEEL
NAV G
ALIGN ATT
IRU 1 28V DC A Inertial System Display Unit (Honeywell shown)
OFF S2
IRU 2 28V DC C S1 E
F TO MASTER
E IRU 1 ON DC B
CAUTION UNIT
INTERNALS
IRU 2 ON DC D 19 SEC
SAME AS D
Mode Selector Unit F
No EQUIP COOLING IRU 1
AND IRS ON
28V DC IRS 2 DC
HOT BAT.
BUS 5 MIN
DELAY
IRS 2 AC
115V AC Flight Instrument Accessory Unit
ELEX VERTICAL
BUS 2 F/O VSI
IRU 2 SPEED
OFF
115V AC DAA/IRS 2
ELEX DAA/FMC 2
BUS 2 AIR
POWER
28V DC DAA 2
ELEX DAA/FMC 2 G F/O Vertical Speed Indicator
BUS 2 GND
P6-1 CB PANEL DAA 2 AIR/GND Relay Picture taken from MM 34-28-01
Figure 70 IRS Power Supply

Page: 135
NAVIGATION B 737-300/400/500

34-28
BOTH ON 2 Position
IRS SWITCHING In this position captain’s EFIS symbol generator and VSI use IRU 2 data.
FO’s RDDMI is switched to IRU 2.
General
Additionally, the weather radar transceiver uses IRU 2 data now instead of
The IRS transfer switch is situated on the P5 panel and controls IRS transfer IRU 1
relays 1 and 2, located on the E1-2 equipment shelf. data
The normal position is NORMAL. In this position the IRUs the onside airplane
systems and the offside RDDMI.
BOTH ON 1 Position
In this position FO’s EFIS symbol generator and VSI use IRU 1 data. Captain’s
RDDMI is switched to IRU 1.
Figure 71 IRS Transfer Switch

NAVIGATION B 737-300/400/500

34-28
IRS Transfer Switch


NAVIGATION B 737-300/400/500

34-28
IRS SWITCHING - OPERATION

General Example
The normal position for the IRS Transfer Switch on the overhead panel is When the IRS Transfer Switch is selected to the ” BOTH ON L ” position a
NORMAL. ground discrete is sent through IRS Transfer Relay 1 to Transfer Relay 2.
Each IRU supplies its onside systems anf offside RDDMIs. Relay 2 is activated and changes the contact positions.
Two IRS Transfer Relays are controlled by the IRS Transfer Switch. These re- The discrete is interrupted, realy 2 powerless and it remains in that contact
lays send discretes to the LRUs. position.
Diods against voltage peaks are inside the Flight Instrument Accessory Unit. A ground discrete is now fed to FO’s VSI and a ground discrete is now re-
moved from the right symbol generator.
IRS Transfer Switching
Now FO’s VSI and the right SG use their alternate IRU inputs (input from IRU
When the IRS Transfer Switch is in the BOTH ON 1 or BOTH ON 2 position, 1).
the transfer relays send discretes to the LRUs which then use their other IRU
Magnetic heading to captain’s RDDMI is switched in Transfer Relay 2.
input.
These are: RDDMI Power Supply
EFIS Symbol Generator When the IRS Transfer Switch is selected to the ” BOTH ON L ” position, the
Vertical Speed Indicator power for captains RDDMI is transferred from 115VAC ELEX Bus No.2 to the
115VAC Standby Bus.
Weather Radar Transceiver.
The reason for this is: when standby power on BATT / STATIC-INVERTER, the
The RDDMIs have one synchro input only. When a switching is performed the
captain still should have compass indication in his RDDMI.
transfer relay switches the othe IRU to that input.

NAVIGATION B 737-300/400/500

34-28
NORM
STAB
XFER
X VALID
MAG Y WXR
HDG X
Z Y COMPASS
NO. 1 VALID Z CARD
BUS 1 PWR
F/O RDDMI
MAG X CAPT VSI

BUS 3 HDG Y X MAG
NO. 2 Z Y HDG
Z
IRU 1 VHF NAV 1
EFIS SG NO. 1
MAG X
HDG Y
NO. 5 Z
VALID F/O
115V AC RDDMI
ELEX PWR-2
DAA 1
28V DC P6
STBY BUS
RDDMI VOR-1 INSTR
POINTER FLAG XFER BOTH ON R
CIRCUIT
P18 LOAD CONTROL IRS XFR Relay 1
(see VHF-NAV) CENTER LEFT
D235
RDDMI VOR-2 A27
POINTER FLAG IRS
BOTH ON L
CIRCUIT A28
BOTH BOTH
ON L ON R
FLT INSTR ACC UNIT
NORMAL
BOTH ON L
B28
X B27
MAG Y
HDG
Z FLT INSTR
NO. 5 VALID
ACC (E1-2)
BUS 1 BOTH ON R
IRS XFER Switch

X MAG
BUS 3 MAG X EFIS SG NO. 2
Y HDG
HDG Y Z
IRU 2 NO. 2 Z
VHF NAV 2
CAPT RDDMI
F/O VSI
VALID
X X
MAG Y COMPASS
HDG Y Z
115V AC BOTH ON L CARD
Z CAPT RDDMI ALT
NO. 1 STBY
VALID PWR CAPT RDDMI PWR
DAA 2 NORM
IRS XFR Relay 2 115V AC ELEX PWR-2 P18 NORMAL IRS XFR Relay 2
Figure 72 IRS Transfer, RDDMI Power
Page: 139
NAVIGATION B 737-300/400/500

34-28
IRS BITE
IRS Tests General
In the Maintenace Manual you can find an operational test, a system test and
an IRS self-test.
These tests have an specific TASK number and can be found in MM ATA
34-28-01 (Honeywell) or 34-28-02 (Litton) under ” INERTIAL REFERENCE
SYSTEM - ADJUSTMENT / TEST ”.
For Trouble Shooting you can use the malfunction codes displayed on the
ISDU and a malfunction code table in the MM or you can use the FMS BITE
according to ATA 22-05-10.
IRS BITE INDEX Page

When the MAINT BITE INDEX is displayed on the MCDU and you select IRS
with LSK 4L you will see the ” IRS BITE INDEX ” page.
You can select:
< IRS L
< IRS R
< IRS L+R
When you select IRS L or IRS R you will see the IRS BITE TEST menu
for IRS 1 or IRS 2.
When you select IRS L+R you get direct access to the first page of an inter-
face check which will test both IRUs the same time.

NAVIGATION B 737-300/400/500

34-28
I RS BI TE TEST
I RS L I NDEX
< CURRENT FAUL TS
< I NTERFACE CHECK
< I N- FLI GHT FAUL TS
<I NDEX
I RS BI TE TEST I RS BI TE I NDEX
I RS R I NDEX < I RS L
< CURRENT FAULTS <I RS R
< I NTERFACE CHECK < I RS L +R
< I N- FL I GHT FAULTS
<I NDEX <I NDEX
I RS BI T E T EST
I NT ERF ACE CHECK L + R 1 / 4
/ S- 2 S MSU L I GHT S
0
2 S- 1/0 S F AI L AL L DAT A
AF T ER 1 /0 S CHECK DAT A ON
I NST RUMENT S AND I SDU
< T EST ST ART
< I NDEX
Figure 73 IRS BITE Menu

NAVIGATION B 737-300/400/500

34-28
IRS BITE TEST Menu
The IRS BITE TEST menu for IRS L and IRS R offers to read
CURRENT FAULTS
INFLIGHT FAULTS
INTERFACE CHECK für die gewählte IRU.
INTERFACE CHECK for the selected IRU.
Current Faults
With CURRENT FAULTS selected you can read the system faults which are
detected by the time this page is selected.
This page is not updated and keeps frozen. Any changes can be seen only by
deselecting and reselecting this page.
Inflight Faults
With INFLIGHT FAULTS selected you can read the system faults which were
detected during the last 9 flight legs.
The faults are stored in the onside DAA.

NAVIGATION B 737-300/400/500

34-28
I RS BI TE TEST
CURRENT FAUL TS R
I RU FAI L
DAA OK
DADC FAI L
<I NDEX
I RS BI TE TEST
I RS R I NDEX
< CURRENT FAULTS
< I NTERFACE CHECK
< I N- FL I GHT FAULTS
<I NDEX
I RS BI TE TEST
I N- FL I GHT FAULTS R
NUMBER I NDI CATES FAULT
LRU FL I GHT
1 23 45 67 89
I RU 45 9
DADC 2 67
DAA 1 3 89
<I NDEX
Figure 74 IRS Right Index

NAVIGATION B 737-300/400/500

34-28
Interface Check
There are 3 possibilities to do the IRS Interface Check:
1. Press the test pushbutton on the IRU (Honeywell IRUs only)
2. Use the MCDU
3. Select TEST on the ISDU.
Interface Check via MCDU
The Interface Check for a single IRU is started by selecting INTERFACE
CHECK in the IRS BITE TEST menu.
When the IRS BITE INDEX page is displayed, you can select IRS L+R. This
will check both IRUs.
When the Interface Check is selected you will see some instructions on the
MCDU.
There are 4 pages of instructions.
With the MCDU keys NEXT PAGE and PREV PAGE you can change the
pages. Pages 2, 3 and 4 show the parameters which should be displayed when
everything is OK.
TEST START on page 1 starts the test.
TEST STOP on page 2, 3 or 4 stops the test.

NAVIGATION B 737-300/400/500

34-28
I RS BI T E T EST I RS B I T E T E S T
I RS R I NDEX I NT E RF A CE CHE CK R 4/ 4
< CURRENT F AUL T S WI ND SP D 10/ 0
/ KT
WI ND DI R T RU 3 0 /
< I NT ERF ACE CHECK P P OS L AT N2 2 . 5
P P OS L ONG E2 2 . 5
< I N- F L I GHT F AUL T S
< T E S T S T OP
< I NDEX < I NDE X
NEXT PREV
PAGE PAGE
I RS B I T E T E S T I RS B I T E T E S T I RS B I T E T E S T
I NT E RF A CE CHE CK R 1/ 4 I NT E RF A CE CHE CK R 2/ 4 I NT E RF A CE CHE CK R 3/ 4
NEXT NEXT
/0 S - 2 S MS U L I GHT S PAGE Y A W RA T E MA X RI GHT PAGE T K A NG 0 /
2 S- 1 0 / S F A I L A L L DA T A P I T CH A NG 5 MA G HDG 1 5
A F T ER 1 0 / S CHE CK DA T A ON ROL L A NG 4 5 GND S P D 2 0/ 0
/ KT
I NS T RUME NT S A ND I S DU T RU HDG 1 0 / DRI F T A NG - 1 0/
< T E S T S T A RT PREV < T E S T S T OP PREV < T E S T S T OP

< I NDE X PAGE < I NDE X PAGE < I NDE X
Figure 75 IRS Test Activation (via MCDU)

Page: 145
NAVIGATION B 737-300/400/500

34-28
IRS BITE, L 3
Prerequisits
– The aircraft must be on ground and ground speed below 20 kts.
– On the MSU, select ALIGN or NAV.
– IRS transfer switch to NORM.
Test Sequence
The Interface Check is divided into three sequences:
0 - 2 sec.
- all display segments on the ISDU are illuminated.
- the CLR and ENT key are illuminated.
- the MSU annunciator lights of the IRU being tested illuminate.
2 - 10 sec.
- the MSU FAULT light still is illuminated.
- ISDU and MSU indications extinguish.
- ATT flag in the EADI.
- HDG flag in the EHSI and the offside RDDMI.
- OFF flag in the VSI.
> 10 sec.
- The IRU transmits test data to the systems and indicators.

NAVIGATION B 737-300/400/500

34-28
NOTE: ACCORDING TO
THE CUSTOMER CONFIGURATION; NOT
ALL OF THE TRANSMITTED PARAMETER
ARE SHOWN IN THE COCKPIT !!
Figure 76 IRS Self Test Values
NAVIGATION B 737-300/400/500

34-28
Some of these units are susceptible to slow voltage rises in static inverter
IRS TROUBLE SHOOTING; HONEYWELL power. This slow voltage rise may cause a signal to be sent to the IRU which
starts the IRS self-test. This condition occurs when the DAA has its power fully
General removed and then static inverter power is applied.
There are two procedures to identify malfunctions or failures of the IRS system: The IRU self-test is inhibited when the ground speed is larger than 20 knots.
– One procedure is a continuous monitoring in the IRS that shows failures as Therefore, this problem will not cause irregular cockpit indications during flight.
malfunction codes.
– The other procedure is the BITE (Built-In Test Equipment). Malfunction Codes
The IRS has provisions to do a failure analysis through ten malfunction codes
Prepare for Trouble Shooting that are shown on the ISDU. These codes are shown when the DSPL SEL
1. Set the two mode selector switches on the IRS MSU to the OFF position. switch on the ISDU is in the HDG/STS position and the SYS DSPL switch is
2. Supply electrical power set to an active IRU.
3. Supply equipment cooling air The figure lists the 10 malfunction codes, and the status of the ALIGN and
4. Make sure the systems that follow are operational: FAULT lights on the IRS MSU. The figure also shows the component unsatis-
(1) DADC (No. 1 and No. 2) factory condition that causes a malfunction code to be shown. It also gives rec-
(2) EFIS ommended steps to be followed by the operator to correct the unsatisfactory
(3) Captain’s RDDMI and first officer’s RDDMI condition.
5. Make sure the LANDING GEAR LATCH & AIR/GND relay circuit breaker, The malfunction codes are shown in the two right most digits in the ISDU dis-
on the P6 circuit breaker panel, is closed. play. If there is a malfunction code and the CLR key light is on, more than one
malfunction has occurred. Thus, the CLR key light shows if there is more than
6. Close circuit breakers for IRUs, DAAs, VOR/ILS and VSI
one malfunction code.
7. Make sure the IRS, EFI, and VHF NAV switches (when installed) are in the
When there is more than one malfunction code, the second and subsequent
NORMAL position.
codes may be shown if you push the CLR key. At that time, the next lower
8. Tune the frequency on the VHF NAV control panels (P8) to 108.00. priority code will be shown. If the lowest priority code is shown and you push
9. Set the mode switches on the EFIS control panels to the VOR/ILS position. the CLR key, the display will return to the highest priority code.
10.Set the two mode selector switches on the IRS MSU to the ALIGN position.
Note
11. Input the present position latitude and longitude coordinates into each IRS.
When you do the recommended steps to clear the malfunction codes, make
You can use the IRS ISDU or the FMS CDU.
sure you follow these hints:
Accidental IRU Self-test after you apply Static Inverter Power Do not move the mode selector switches on the IRS MSU to OFF, except
On airplanes with early DAAs, there is a failure that starts the IRS self-test where called for in the procedure.
during standby power tests. In order to remove power from the IRUs, set the mode selector switch on
A self-test may be initiated if these conditions occur: the IRS MSU to OFF, instead of opening circuit breakers.
The STANDBY POWER switch on the P5 Overhead panel is moved from Make sure that the airplane is not moved during alignment.
the AUTO position to the OFF position. When you clear a malfunction code, you may cause another malfunction
The switch remains in the OFF position for a short time. code to be shown. You should then clear this new malfunction code.
The switch is then moved to the BAT position. The IRS Malfunction Codes are applicable to the left and/or right IRS.
You can find a list with a small description of the fault codes in the AOM.

NAVIGATION B 737-300/400/500

34-28
MM 34-28-01
Figure 77 Malfunction Codes (Honeywell)

NAVIGATION B 737-300/400/500

34-28
IRS TROUBLE SHOOTING; LITTON

General starts the IRS self-test. This condition occurs when the DAA has its power fully
There are two procedures to identify malfunctions or failures of the IRS system. removed and then static inverter power is applied.
One procedure is a continuous monitoring in the IRS that shows failures as The IRU self-test is inhibited when the ground speed is larger than 20 knots.
malfunction codes. The other procedure is the BITE (Built-In Test Equipment). Therefore, this problem will not cause irregular cockpit indications during flight.
Prepare for Trouble Shooting Malfunction Codes
1. Set the two mode selector switches on the IRS MSU to the OFF position. The IRS has provisions to do a failure analysis through twelve malfunction
2. Supply electrical power codes that are shown on the ISDU.
These codes are shown when the DSPL switch on the ISDU is in the HDG/
3. Supply equipment cooling air
STS position and the SYS switch is set to an active IRU.
4. Make sure the systems that follow are operational:
The figure below lists the 12 malfunction codes and the status of the ALIGN
(1) DADC (No. 1 and No. 2)
and FAULT lights on the IRS MSU.
(2) EFIS
(3) Captain’s RDDMI and first officer’s RDDMI The figure also shows the component unsatisfactory condition that causes a
malfunction code to be shown.
5. Make sure the LANDING GEAR LATCH & AIR/GND relay circuit breaker,
The figure also gives recommended steps to be followed by the operator to
on the P6 circuit breaker panel, is closed.
correct the unsatisfactory condition.
6. Close circuit breakers for IRUs, DAAs, VOR/ILS and VSI
The malfunction codes are shown in the two right most digits in the ISDU dis-
7. Make sure the IRS, EFI, and VHF NAV switches (when installed) are in the play.
NORMAL position. These digits will be blank if no codes need to be shown or if the SYS switch is
8. Tune the frequency on the VHF NAV control panels (P8) to 108.00. not set to an active IRU.
9. Set the mode switches on the EFIS control panels to the VOR/ILS position. If more than one malfunction has occured, the different malfunction codes will
10.Set the two mode selector switches on the IRS MSU to the ALIGN position. show in sequence every two seconds.
11. Input the present position latitude and longitude coordinates into each IRS. Note
You can use the IRS ISDU or the FMS CDU.
When you do the recommended steps to clear the malfunction codes, make
Accidental IRU Self-test after you apply Static Inverter Power sure you follow these hints:
On airplanes with early DAAs, there is a failure that you can not find which Do not move the mode selector switches on the IRS MSU to OFF, except
starts the IRS self-test during standby power tests. where called for in the procedure.
A self-test may be initiated if these conditions occur: In order to remove power from the IRUs, set the mode selector switch on
the IRS MSU to OFF, instead of opening circuit breakers.
The STANDBY POWER switch on the P5 Overhead panel is moved from
the AUTO position to the OFF position. Make sure that the airplane is not moved during alignment.
The switch remains in the OFF position for a short time. When you clear a malfunction code, you may cause another malfunction
code to be shown.
The switch is then moved to the BAT position.
You should then clear this new malfunction code.
Some of these units are susceptible to slow voltage rises in static inverter
The IRS Malfunction Codes are applicable to the left and/or right IRS.
power. This slow voltage rise may cause a signal to be sent to the IRU which
You can find a list with a small description of the fault codes in the AOM.

NAVIGATION B 737-300/400/500

34-28
MM 34-28-02
Figure 78 Malfunction Codes (Litton)

NAVIGATION B 737-300/400/500

34-28
IRS ACCURACY CRITERIA CHECK

NOTE: NOTE: BECAUSE THE NEEDED CRITERIA ARE NOT 5. Push the LEGS key on the CDU.
AVAILABLE AFTER A CERTAIN TIME, OR THE IRS HAS Make sure that the LEGS page 1/1 shows.
BEEN SWITCHED OFF, THIS CHECK MUST BE DONE 6. Push LSK 1L on the CDU.
BY THE FLIGHT-CREWS. Make sure that an identification point for the airplane position shows.
7. Push the INIT/REF key on the CDU.
Residual Groundspeed Error Make sure that the PERF INIT page shows.
Groundspeed readout must be taken before the airplane has been stationary 8. Push the LSK adjacent to <INDEX.
for three minutes. Make sure that the INIT/REF INDEX page shows.
The system may zero the display after three minutes. 9. Push the LSK adjacent to <POS.
Make sure that the POS INIT page shows.
1. Set the SYS DSPL switch to the L position on the ISDU. 10.Push the NEXT PAGE key on the CDU.
2. Set the DSPL SEL switch to the TK/GS position on the ISDU. Make sure that the POS REF page shows.
3. When the airplane is stationary, the ISDU display shows the residual 11. Push LSK 2L on the CDU.
groundspeed error. Make sure that the IRU position is in the scratchpad.
Replace the left IRU if one of these conditions occurs: 12.Push the LEGS key on the CDU.
Make sure that the LEGS page 1/1 shows with the reference point name
The residual groundspeed error is 15 knots or larger after each of two con- on the top line.
secutive checks.
13.Push LSK 2L on the CDU.
The residual groundspeed error is 21 knots or larger at the end Make sure that two different identification points show.
of one check.
14.Record the number in nautical miles that shows between the two identifica-
4. Set the SYS DSPL switch to the R position. tion points.
5. Do the procedure again for the right IRU. NOTE: This is the radial position error.
Radial Position Error 15.Compare the radial position error and the time in NAV mode to the limits
shown on the figure below.
The mode select switch must stay in the NAV position at the end of the flight
and also during this procedure. Replace the IRU if one of these conditions occurs:
1. Push the RTE key on the CDU. The radial position error of the IRU is in the ”REPLACE-1 FLIGHT” area of
Make sure that the RTE page shows. the figure.
2. Put the airport identification into the CDU scratchpad. The radial position error is in the ”REPLACE-2 CONSECUTIVE
FLIGHTS” area of the figure for two consecutive flights.
3. Push line select key (LSK) 1R on the CDU.
Make sure that the airport identification shows as the destination.
4. Put the gate latitude and longitude into the CDU scratchpad.
NOTE: Do not put spaces between the latitude and longitude.

NAVIGATION B 737-300/400/500

34-28
40
35
REPLACE - 1 FLIGHT
REPLACE - 2 CONSECUTIVE
30
FLIGHTS
RADIAL POS ERROR (NMI)
25
20
15 OK
10
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
TIME IN NAV MODE (HOURS)

Figure 79 IRU Radial Position Error Limits
NAVIGATION B 737-300/400/500
INARTIAL REFERENCE SYSTEM

34-28
ISDU SERVICING
General
You can find the ISDU in the flight compartment on the pilot’s overhead panel, Install the spacer.
P5. The ISDU has eleven seven-segment numerical readout lamps, one Carefully install the lamp.
seven-segment alphanumeric N-S readout lamp, and one seven-segment al-
phanumeric E-W readout lamp. 5. Replace the numeric/alphanumeric readout lamp:
These lamps are used to display navigational information and malfunction AIRPLANES WITH LITTON IRUs:
codes. There are also six bi-pin lamps used for decimal/minute/degree Hold the readout lamp between the thumb and forefinger and pull straight
indication. out to remove it.
AIRPLANES WITH HONEYWELL IRUs:
Replacement of Lamps Hold the perimeter of the readout lamp with the removal tool and pull
Special Tools and Equipment for aircraft with Honeywell IRUs are a Display straight out to remove it.
Removal Tool, P/N 26000507-101 (or equivalent) and a Bi-pin Lamp Removal Push the new readout lamp into its position.
Tool, P/N 26000506-101 (or equivalent). Make sure the dimple indicator on the lamp is in the top left corner.
1. Set the two mode select switches on the inertial reference system MSU to 6. Install the transparent window filter assembly:
the OFF position. AIRPLANES WITH LITTON IRUs:
2. Open cicuit breakers for IRS. Install the four non-captive screws that hold the window assembly to the
ISDU.
3. Remove the transparent window filter assembly:
AIRPLANES WITH LITTON IRUs:
Tighten the two captive screws that hold the window assembly to the ISDU.
Remove and keep the four non-captive screws that hold the window as-
sembly to the ISDU.
AIRPLANES WITH HONEYWELL IRUs: 7. Close circuit breakers for IRS.
Loosen the two captive screws that hold the window assembly to the ISDU.
Make sure the lamps, spacers, or readouts do not fall into the ISDU.
4. Replace the decimal/degree/minute lamp:
AIRPLANES WITH LITTON IRUs:
Hold the lamp at the base between the thumb and forefinger and pull
straight out to remove it.

Hold the lamp at the base with the removal tool and pull straight out to
remove it.
NOTE: IF YOU USE TWEEZERS, BE CAREFUL BECAUSE THE LAMPS
WILL BREAK EASILY IF YOU USE TOO MUCH PRESSURE.
Remove and keep the spacer from the lamp.
Make sure the wires on the new lamp are straight.

NAVIGATION B 737-300/400/500
INARTIAL REFERENCE SYSTEM

34-28
NUMERIC READOUT EAST/WEST

(11 LOCATIONS) READOUT BI-PIN LAMP
(6 LOCATIONS)
NUMERIC READOUT
NORTH/SOUTH BI-PIN LAMP (11 LOCATIONS)
READOUT (6 LOCATIONS) NORTH/SOUTH
READOUT
EAST/WEST
READOUT
IRS DISPLAY
1 2 3 4 5 6 7 8 9 10 11 12 13
DSPL SEL
PPOS WIND
TK/GS HDG/STS N
1 3
TEST 2 L R N
BRT 1 3
2
W H E TRK
4 5 6 HDG
GS W E
WIND STS 5
SYS 4 6
SYS DSPL S PPOS TEST
L R 7 8 9
7 S
9
ENT CLR 8
0
BRT ENT CLR
0
DSPL
Honeywell ISDU Litton ISDU

Figure 80 ISDU Displays

NAVIGATION B737-300/400/500
AUTOMATIC DIRECTION FINDER SYSTEM

34-57
34-57 ADF
GENERAL DESCRICTION
System Description
The ADF (automatic direction finder) system is a navigational aid that receives
radio signals and determines the direction of the signals relative to the airplane.
Signal sources utilized are standard broadcast and low frequency radio range
stations operating in the frequency range of 190 to 1750 kHz.
The system is used for either automatic or manual determination of compass
bearing to a transmitting station, for reception of weather information and other
broadcast programs, and for flying radio ranges.
One ADF system is installed in the airplane.
The system consists of a receiver, sense antenna, sense antenna coupler,
fixed loop antenna, quadrantal error corrector and control panel.
Operation and mode selection of the ADF receiver is remotely controlled by its
control panel on the flight deck.
The receiver uses signals from both the sense and the fixed loop antenna to
compute the compass bearing to the radio station.
The ADF system interfaces with two EFSG’s (EFIS symbol generators) and the
flight interphone system.
When selected, the EHSI’s display the compass bearing to the radio station.
The flight interphone system provides switching and audio monitoring equip-
ment to handle the audio output from the automatic direction finder receiver.
The ADF system obtains 28 volt dc and 115 volt ac power from the standby
bus ac and dc circuit breakers on load control center P18.


34-57
QUADRANTAL
ERROR
CORRECTOR AUDIO
ADF INTEG- ADF AUDIO TO AUDIO
LOOP
RECEIVER RATING SELECT PANELS
ANTENNA-1
Power (FLT INPH SYS)
SENSE (23-52-00)
ANTENNA Control
COUPLER SYNCH-EXC REMOTE ELECTRONIC
SENSE REF UNIT
ANTENNA-1
ADF BRG
PTR EXCIT
T347 ADF-1 ON
ADF-1 ADF ON
(28V DC)
EXCIT
115V AC ADF AC XFMR
STBY EFIS SYMBOL
26V AC GENERATOR-LEFT
PWR
ADF
CONTROL
FI ACC BOX PANEL
28V DC E1-2
ADF
STBY
PWR
P-18 CB PNL
SAME AS
EFIS SYMBOL
GENERATOR-LEFT
EFIS SYMBOL
GENERATOR-RIGHT
Figure 81 ADF Basic Schematic

SCL
SCL VRC/RRH
VRC/RRH 26.08.2005
26.08.2005 Page: 157
Page: 157

34-57
CONTROL AND INDICATION

Control Panel Electronic Horizontal Situation Indicator
The ADF control panel remotely controls all receiver functions and operating An electronic horizontal situation indicator (EHSI) is installed on each pilot’s
modes. The operating frequency of the receiver can be selected in 0.5-kHz instrument panel. Each EHSI displays ADF bearing when the ADF system is
steps from 190 to 1749.5 kHz. on.
The control panel has two frequency indicators, two sets of frequency selection Compass heading from the inertial reference system is used to position the
knobs, a TEST switch, a BFO-OFF switch, and a transfer switch (TFR). compass card.
The TEST switch controls the operation of the receiver self-test function. The radio bearing display consists of one narrow pointer. The pointer can dis-
The BFO-OFF switch controls the operation of a frequency oscillator in the play radio bearing information for one ADF stations with the compass card
ADF receiver. taken as reference.
The transfer (TFR) switch allows a second frequency to be preselected
while the system is in operation. When the TFR switch is operated, the sys-
tem will change to the preselected frequency. The frequency indicator of
the inactive frequency will be marked with a horizontal bar.
The control panel is mounted on the flight deck in the aft electronic control
panel.


34-57
ADF BEARING DME 13.5

FREQUENCY FREQUENCY POINTER (HEAD) TAS GS
200 180
INDICATOR TRANSFER SWITCH INDICATOR HDG 127 M
TFR
190.0 1749.5
A TEST A
D D
F F
BFO COMPASS
FREQUENCY ROSE
OFF SELECTION
KNOBS
FREQUENCY BEAT FREQUENCY RECEIVER

SELECTION OSCILLATOR TEST SWITCH
KNOBS SWITCH
120 /20 TO
VOR 1 116.80
ADF BEARING
POINTER (TAIL)
Figure 82 ADF Control and Indication


34-57
FIRST OFFICER’S AFT ELECTRONIC

INSTRUMENT CONTROL PANEL (P8)
PANEL (P3) SEE B
SEE A ADF-1 BEARING DME 13.5
GS 180
TAS 200
CAPTAIN’S POINTER (HEAD) HDG 127 M
INSTRUMENT
ELECTRONIC
PANEL (P1)
EQUIPMENT
SEE A RACK E-2
COMPASS
AIRPLANE SYMBOL
ROSE
ADF-1 POWER,
LOAD CONTROL
CENTER P18
120 /20 TO
ADF-1 BEARING
VOR 1 116.80 POINTER (TAIL)
EHSI
SYSTEM A
TEST
INDICATOR
ADF NO. 1
RECEIVER FREQUENCY FREQUENCY
SEE C INDICATOR TRANSFER SWITCH INDICATOR
SYSTEM
TEST
SWITCH
TFR
190.0 1749.5
A TEST A
D D
F F
BFO
FREQUENCY
SELECTION
OFF
KNOBS
FREQUENCY BEAT FREQUENCY RECEIVER

SELECTION OSCILLATOR TEST SWITCH
KNOBS SWITCH
RECEIVER
CONTROL PANEL
C B
Figure 83 ADF Component Locations

Page: 160

34-57
ADF NO. 1 SENSE

ANTENNA AND COUPLER
SENSE ANTENNA
COUPLER
STA MOUNTING PLATE TRIAXIAL CABLE

727B TO ADF RECEIVER
MOUNTING SCREWS (4 LOCATIONS)
ADF NO. 1 LOOP ANTENNA

AND QUADRANTAL ERROR
CORRECTOR
LOOP ANTENNA
TRANSMISSION ANTENNA LEAD
CABLE
STA 560.94 FWD
STA 597.62 AFT WING-TO-BODY
FAIRING
(PAINT COATING IS
LOOP ANTENNA INBD SENSE ANTENNA)
QUADRANTAL SENSE ANTENNA
ERROR CONNECTOR FEED STUD
SENSE ANTENNA
LOOP ANTENNA
CONNECTOR
COVER ASSEMBLY
MOUNTING SCREWS
(9 LOCATIONS)
FWD COVER
ASSEMBLY
ANTENNA MOUNTING
SCREWS (8 LOCATIONS)
LOOP ANTENNA
Figure 84 ADF Component Location Antennas

Page: 161

34-57
COMPONENTS
Receiver Loop Antenna Transmission Cable
The receiver is a transistorized, superheterodyne radio receiver that processes The corrected loop antenna rf output is transmitted from the loop antenna cav-
amplitude-modulated, rf signals within the frequency range of 190 to 1750 kHz, ity to the receiver by the loop antenna transmission cable.
and produces a synchro output representing relative compass bearing to the rf This cable consists of a bundle of four twisted coaxial transmission lines in a
transmitter site. sheathed cover.
It also produces an audio output from any modulation on the received rf signal
for use in the flight interphone system. Sense Antenna
The receiver is mounted on shelf No. 4 of electronics equipment rack E2. The ADF sense antenna is installed on the left wing-to-body fairing of the air-
plane.
Loop Antenna The antenna is located aft of the aft wheel well bulkhead at station 727B. A
The fixed loop antenna is a sealed, nonrotating, direction-sensitive rf pick-up metal coating on the fairing is used as the antenna element.
device for the automatic direction finder system receiver. The sense antenna provides a nondirectional reception pattern and high signal
The antenna consists of two pairs of ferrite core coils, one pair oriented parallel strength to the receiver.
to and the second pair oriented perpendicular to the fore and aft axis of the air-
plane. Sense Antenna Coupler
Both coil pairs are coupled to the system receiver through the quadrantal error A coupler is used in the ADF system to match the capacitance of the sense
corrector and loop antenna transmission cable. antenna to the capacitance of the transmission line between the antenna and
the receiver.
The fixed loop antenna is flush-mounted from outside in an antenna cavity on
the bottom center of the fuselage at station 560 and has no moving parts. The coupler contains the necessary circuits to provide optimum performance.
The total capacitance of the sense antenna, coupler, and line, as seen by the
Quadrantal Error Corrector receiver input, is approximately 3000 pF.
The airplane wings and fuselage interact with the field of an incoming rf signal The coupler is mounted near the sense antenna at station 727B, waterline 160,
to distort the reception pattern. and buttock line 45.
The quadrantal error corrector compensates the loop antenna signal through
fixed attenuators which remove this pattern distortion (quadrantal error) from
the incoming rf signals.
The error corrector then couples the corrected rf signals into the loop antenna
transmission cable.
The quadrantal error corrector is mounted directly on top of the loop antenna
assembly inside the loop antenna mounting cavity.
Removal is possible only after the loop antenna has been removed.


34-57
ADF NO. 1 SENSE

ANTENNA AND COUPLER
SYSTEM
TEST
INDICATOR
SYSTEM
TEST
SWITCH
ADF NO. 1 LOOP ANTENNA
AND QUADRANTAL ERROR SENSE ANTENNA
COUPLER
CORRECTOR
MOUNTING PLATE TRIAXIAL CABLE
STA TO ADF RECEIVER
727B
MOUNTING SCREW
LOOP ANTENNA
TRANSMISSION
CABLE
STA 560.94
STA 597.62
LOOP ANTENNA
QUADRANTAL
ERROR CONNECTOR
ANTENNA LEAD
AFT WING-TO-BODY
FAIRING
(PAINT COATING IS
SENSE ANTENNA)
SENSE ANTENNA
FWD FEED STUD
LOOP ANTENNA
CONNECTOR INBD
COVER ASSEMBLY
MOUNTING SCREWS
(9 LOCATIONS)
FWD COVER
ASSEMBLY
ANTENNA MOUNTING
SCREWS (8 LOCATIONS)
Figure 85 ADF Components

Page: 163

34-57
ADF OPERATION


34-57
Figure 86 ADF System Detailed Schematic


34-57
BITE AND TEST

Frontpanel-Test Control-Panel-Test
A system test switch and test indicator are located on the front panel of the re- A system test switch is located on the ADF Control panel.
ceiver. The test switch activates the functional test circuits in the receiver and shows
The test switch activates the functional test circuits in the receiver. the following indications:
The test indicator is part of the goniometer/synchro system and provides a The EHSI narrow pointer shows 315 5 degrees related bearing.
45-degree self-test indication when the receiver is not tuned. The audio tone (1020 Hz) is audiable over the interphone (ADF listen ON,
VOICE ONLY off).


34-57
TFR
190.0 1749.5
A TEST A
D D
F F
SYSTEM BFO
TEST
OFF
INDICATOR
RECEIVER
TEST SWITCH
SYSTEM
TEST
SWITCH DME 13.5
TAS 200 GS 180
HDG 127 M
EHSI TEST
INDICATION
120 /20 TO
VOR 1 116.80
Figure 87 ADF Test


34-57
TROUBLESHOOTING
General
The following trouble shooting procedures are based on performance of the
system operational test and are presented in a tree-type format to aid in rapid
fault isolation.
When a test step does not check out, find the box containing the trouble symp-
tom and perform the stated action.
Continue to follow a single line by analyzing the results of each test step until
the required corrective action is determined.
Perform the specified corrective action, then repeat the step at which the failure
was encountered and complete the test to check out the system.
The TFR (transfer) switch allows a second frequency to be preselected.
During trouble shooting the preselect feature should be checked out whenever
changing frequencies.
If the frequency indicator or the frequency transfer light of the active frequency
does not illuminate or the receiver does not respond to the frequency change,
the control panel should be replaced.
All trouble shooting procedures are based on the assumption that wiring is OK
and that electrical power is available.
If the corrective action in the procedure does not correct the problem, check
wiring using the wiring diagram.


34-57
Prepare the system for trouble shooting as described in par. 2. Tune to a known
station in the 190-1750-kHz range. Make sure you can hear the audio reception.
IF -
NO AUDIO - Replace the ADF receiver. IF -
NOT OK - Replace the ADF control panel. IF -
NOT OK - Examine the coaxial cable between the sense

antenna and the ADF receiver. IF -
OK - Replace the sense antenna NOT OK - Repair the sense

coupler. IF - antenna transmission line.
NOT OK - Replace the sense

antenna.
OK - Set the BFO/OFF switch to the BFO position. Tune the receiver to a valid frequency and examine
the BFO operation. IF -
NO BFO - Replace the ADF receiver. IF -
NOT OK - Replace the ADF control panel.
Figure 88 ADF Troubleshooting Chart 1


34-57
OK - Retune the receiver and make sure the captain’s and first officer’s EHSI
narrow pointers show the correct magnetic bearing to the set station. IF -
INCORRECT OR IRREGULAR BEARING INDICATION ON ONE

EHSI ONLY - Replace the applicable EHSI or EFSG
(Ref 34-22-00).
INCORRECT OR IREGULAR BEARING INDICATION ON BOTH

EHSIs - On the front panel of the receiver, push the
system test switch. The system test pointer should move
to the TEST line (about 45 ). IF -
OK - Replace the applicable NOT OK - Replace the appli-

loop antenna or quadrantal cable receiver.
error corrector.
NOT OK - Repair or replace

the loop antenna trans-
missions line.
OK - Set two other known stations in the 190-1750-kHz range as widely spaced as
possible. Make sure you can hear loud and clear audio and the correct magnetic
bearing shows for the set station.
RECEPTION NOT LOUD AND CLEAR. ADF MAGNETIC

BEARING INCORRECT - Replace the ADF receiver. IF -
NOT OK - Replace the ADF control panel.
OK - The ADF system is serviceable.
Figure 89 ADF Troubleshooting Chart 2


34-57


VOR/ILS NAVIGATION SYSTEM

34-31
to the electronic flight instrument system (EFIS, Ref 34-22-00) symbol gen-
34-31 VOR/ILS erators.
G/S deviation information is also supplied to the ground proximity warning
GENERAL DESCRIPTION system (GPWS) computer.
The VOR/LOC station identification audio is monitored through the airplane
System Description audio integrating system (23-51-00).
The VHF omnidirectional range (VOR) and instrument landing system (ILS)
provides information of airplane position with respect to, and deviation from a NOTE: There are two types of EFIS signal generators (after-before modifica-
selected VOR course, or localizer (LOC) and glide slope (G/S) approach tion) in use;
beams. After SGU modification:
Information is also provided of airplane magnetic bearing to the VOR gound The ILS ( LOC and G/S) warning flags appear in the EADI’s and EHSI’s to give
station under reception. an indication of their associated system malfunction.
Two systems, captain’s and first officer’s, are installed. They come into view whenever the power is lost to their systems, or whenever
Each is comprised of the following components: the input signals fail, or fall below a predetermined value.
Before SGU modification:
navigation unit (combined VOR/ILS receiver and instrumentation unit), In case of ILS signal loss, only the deviation pointer of LOC respectively GS
VOR antenna, will disappear. No flag comes into view.
G/S antenna,
control panel and a In VOR mode, signal loss or system malfunction allways removes the deviation
localizer antenna. pointer and vectors in the EHSI.
An accessory unit is shared by both systems. Frequency selection is controlled from the control panel.
The electronic attitude director indicator (EADI), electronic horizontal situation The G/S portion of the unit becomes operative only when a localizer frequency
indicator (EHSI) and radio digital distance magnetic indicator (RDDMI) on each is selected.
flight instrument panel provide the VOR/ILS navigation displays. Localizer frequencies extend from 108.10 to 111.95 MHz, with 40 channels
The battery bus and the standby bus in load control center P18 and electronic spaced at 50 kHz on the odd tenths megahertz and the odd tenths megahertz
bus 2 in load control center P6 supply 115 volts ac and 28 volts dc to the VOR/ plus 50 kHz.
ILS navigation systems through the VOR/LOC and instrument transformer cir- Glide slope frequencies are paired with the localizer frequencies.
cuit breakers. VOR frequencies also spaced at 50 kHz, extend from 108.00 to 117.95 MHz
VOR/LOC course deviation information is displayed by the course deviation bar except for the localizer frequencies.
in the EHSI and by the localizer pointer in the EADI. In VOR operation, signals as radiated by a VOR ground station are processed
G/S information is displayed by the glide slope pointer in the EADI and EHSI. by the navigation unit to produce the station bearing, VOR deviation and to/
VOR station bearing information is displayed by the pointers in the RDDMI. from signals.
VOR/LOC and G/S information is supplied .... In LOC operation, the deviation signal is produced by a comparison of two sig-
nals as radiated by a runway localizer transmitter.
to the digital flight control system (DFCS) computers (Ref 22-11-01),
Portions of these signals are summed to produce the warning flag signals.
to the inertial reference system (IRS, Ref 34-28-01) digital-to-analog
adapter (DAA) units, and The G/S deviation signals are produced in much the same manner as the LOC
deviation signals.


34-31
ILS GROUND
ILS GROUND
3 4
CAPT F/O
CRS SEL CRS SEL
V/L VALID
V/L VALID
VOR 3 4 2
BRG 1
OUT
(QDM)
(QDM)
GS VALID
GS VALID
1
VOR RB OUT
VOR RB OUT
4
PSC 1
2 HDG IRU 1
HDG IRU 2
3
DATA on Bus 1 + 2 VOR Bearing, Frequency, LOC Dev., ILS ON DATA on Bus 3 + 4 PSC
Figure 90 VOR/ILS Basic Schematic

Page: 173

34-31
VOR - CONTROL AND INDICATION

VHF NAV Control Panel EFIS Control Panel
The controls for each navigation unit are on separate VHF COM/NAV or VHF The captain’s and first officer’s EFIS control panels are located on the aft elec-
NAV control panels. tronics panel (P8).
The controls on the nav portion of each panel consists of two frequency selec- The controls on each panel are subdivided into three sections labeled ADI, HSI
tor knobs with associated frequency display. and MAP.
The frequency selector knobs provide manual tuning of the associated VOR/ The MAP section is used with the HSI.
ILS navigation unit and the DME interrogator. The HSI controls are as follows:
The right knob controls the tenths and hundredths digits while the left knob The BRT control consists of two concentric knobs. The outer knob controls
controls the units and ten digits displayed by the frequency display. the overall EHSI brightness.
The frequency display indicates VOR/ILS frequency channels spaced at 50 The inner knob controls the WXR raster brightness on the EHSI.
kHz between 108.00 and 117.95 MHz. The mode selector has five positions. They are used to select either the
FULL VOR/ILS, EXP VOR/ILS, MAP, CTR MAP and PLAN display modes
DFCS Mode Control Panel
for the EHSI.
The DFCS mode control panel (MCP) is mounted on the glare shield, accessi-
The RANGE selector is a six position rotary switch used to select the
ble to both pilots.
weather radar or MAP display range displayed on the EHSI.
The front panel is edgelighted and interconnection to airplane wiring is made by
The WXR ON switch/indicator is used to turn on the weather radar system
three connectors located on the rear panel.
(34-41-02) and the WXR display on the EHSI.
The MCP consists of control switches, indicators, electronic circuits, and status
The five MAP switch/indicators illuminate in the ON position and call up dis-
and mode displays generated by the flight control computer.
play data for the EHSI map mode.
The panel provides control of airplane heading, course, altitude, and speed.
Additional description, operation, and maintenance instructions for the MCP are
provided in 22-11-01, DFCS.
The controls and indicators associated with the VOR/ILS navigation system are
the captain’s and first officer’s COURSE select knobs and indicators.
The left course knob interfaces with the captain’s systems while the right
course knob interfaces with and first officer’s systems.
Each COURSE knob provides 360-degrees of course setting per knob revolu-
tion in 1-degree steps.
The COURSE indicators are driven directly by the associated COURSE knob.


34-31
COURSE A/T IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED A/P ENGAGE COURSE
ARM A B
CMD
MA 30 10 MA
VOR LOC DN
ALT F/D
F/D SPD SEL
ON OFF C/0 INTV CWS ON
INTV
10 30
N1 SPEED LVL CHG HDG SEL APP ALT HOLD V/S
OFF UP OFF
OFF
DFCS MODE CONTROL PANEL
ADI HSI RANGE

DH REF
FULL EXP
80 160 320
VOR/ILS VOR/ILS
40
MAP 20 TFC
CTR 10
MAP WXR
BRT
PLAN
ON
RST
NAV
MAP
108.00 BRT VOR/ADF NAV AID ARPT RTE DATA WPT
ON ON ON ON ON
VHF NAV CONTROL PANEL EFIS CONTROL PANEL
Figure 91 VOR / ILS Control


34-31
Electronic Attitude Director Indicator, EADI Radio Digital Distance Magnetic Indicator
Each of the captain’s and first officer’s instrument panels has an electronic atti- A radio digital distance magnetic indicator (RDDMI) is installed on each pilot’s
tude director indicator (EADI). instrument panel.
The EADI is a multifunction display instrument receiving inputs from and pro- Each (RDDMI) displays airplane magnetic heading, VOR bearing, and DME
viding displays for several electronic systems. distance.
Additional description, operation, and maintenance instructions for the EADI Heading from the inertial reference system is used to position the compass
are provided in 34-22-00, EFIS. card through a servo drive system.
The EADIs display basic attitude information, ILS data, radio altitude, and auto- The radio bearing display consists of two concentrically mounted pointers:
pilot mode data. – one wide and
They also display fault data for the input systems in the event of a failure. – one narrow.
The display consists of a standard attitude display centered on the screen. The two pointers display radio bearing information from two VOR stations with
Text, which represents various flight parameters, is located in each corner of the compass card taken as reference.
the screen. The captain’s VOR data is displayed by the narrow pointers while the wide
Glide slope deviation is presented by the glide slope pointer which moves verti- pointers displays the first officer’s VOR data.
cally above and below the center of the glide slope scale. When the VOR/ILS system is tuned to an ILS frequency, the associated VOR
Tuning to an ILS frequency and having the glide-slope valid (G/S super flag) bearing pointer is parked at a relative bearing of 90 degrees (3 o’clock posi-
signal present causes the glide slope pointer and scale to be displayed. tion).
When the VOR/ILS navigation system is tuned to a VOR frequency the glide DME distance, magnetic heading and bearing pointer warning flags appear
slope pointer and scale are out of view. within the indicator when the associated displays are invalid.
A localizer pointer at the bottom of the EADI moves left and right of center to For additional description, operation, and maintenance instructions applicable
display localizer deviation. to the indicators, (Ref 34-28-01, IRS; 34-55-02, DME; and 34-57-01, ADF).
Tuning to an ILS frequency and having the localizer valid (VOR/LOC super
flag) signal present causes the localizer pointer and scale to be displayed.
When the VOR/ILS navigation system is tuned to a VOR frequency the local-
izer pointer and scale are out of view.
Note:
There are two types of EFIS signal generators (modified and not) in use:
After SGU modification: The ILS ( LOC and G/S) warning flags appear in the
EADI’s and EHSI’s to give an indication of their associated system malfunction.
They come into view whenever the power is lost to their systems, or whenever
the input signals fail, or fall below a predetermined value.
Before SGU modification: In case of ILS signal loss, only the deviation pointer
of LOC respectively GS will disappear. No flag comes into view.
In VOR mode, signal loss or system malfunction allways removes the deviation
pointer and vectors in the EHSI.


34-31
GLIDESLOPE
DEVIATION
SCALE
G
GLIDESLOPE S
DEVIATION
POINTER
ILS ILS
110.10 110.10
GLIDE SLOPE
LOCALIZER DEVIATION LOCALIZER DEVIATION HEADING FLAG
LOCALIZER FLAG
POINTER SCALE FLAG
EADI ILS MODE EADI NAV FLAGS
VOR 1 VOR 2
FLAG FLAG
DME-1 DME-2
VOR 2 VOR 1
POINTER POINTER
RADIO DIGITAL DISTANCE MAGNETIC INDICATOR (RDDMI)

Figure 92 VOR / ILS Indication EADI and RDDMI

34-31
Electronic Horizontal Situation Indicator Note:
Each of the captain’s and first officer’s instrument panels has an electronic hori- There are two types of EFIS signal generators (modified and not) in use.
zontal situation indicator (EHSI). The EHSI is a multifunction display instru- After SGU modification: The ILS ( LOC and G/S) warning flags appear in
ment receiving inputs from and providing displays for several electronic sys- the EADI’s and EHSI’s to give an indication of their associated system malfunc-
tems installed on the airplane. Additional description, operation, and tion. They come into view whenever the power is lost to their systems, or
maintenance instructions for the EHSI are provided in 34-22-00, EFIS. whenever the input signals fail, or fall below a predetermined value.
The EHSI displays flight information in a horizontal format. It displays standard Before SGU modification: In case of ILS signal loss, only the deviation
type HSI information and many other flight parameters in modified formats. It pointer of LOC respectively GS will disappear. No flag comes into view.
also is used for the WXR display in the MAP, EXP-VOR, and EXP-ILS modes. In VOR mode, signal loss or system malfunction allways removes the deviation
pointer and vectors in the EHSI.
The VOR and ILS modes are used when flying to VOR ground stations and
during ILS approaches. These modes display deviation from the desired VOR
course or ILS glide path. They also display heading data, track data and flight
parameters in text.
The EXP-VOR mode displays about 70° of arc and WXR when selected. The
FULL-VOR mode displays a full 360° of arc and no WXR data. The differ-
ences between the FULL- and EXP-ILS modes are the same as for the VOR
modes.
FULL or EXP-VOR Mode

The course (lateral) deviation bar indicates the deviation from the selected
course. With the airplane on course, the course deviation bar is aligned with
the course arrow and tail.
The to or from annunciation appears in the lower right corner of the EHSI to
indicate the airplane is flying to or from a VOR station. The to-from display is
blank when the VOR/ILS navigation system is tuned to an ILS frequency.
The course deviation pointer and scale are removed when missing or invalid
data is furnished from the VOR/ILS navigation system.
FULL or EXP-ILS Mode
A vertical (glide slope) deviation pointer and scale in the EHSI indicates the
vertical deviations of the airplane from the glide path when approaches are be-
ing made.
A horizontal (localizer) deviation pointer and scale in the EHSI indicates the 045‘/99
lateral deviation of the airplane from the localizer path when approaches are
being made.
A LOC and/or G/S warning flag appears in place of the deviation pointer and
scales when missing or invalid data is furnished from the VOR/ILS navigation
system. EHSI


34-31
PSC
POINTER
TO - FROM
FLAG
PSC
POINTER
LATERAL
LATERAL DEVIATION
DEVIATION
SCALE
045‘/99 POINTER TO-FROM
045‘/99
045‘/99 SOURCE 114.20 SOURCE READOUT
ANNUNCIATOR VOR TUNED ANNUNCIATOR
VOR TUNED
FREQUENCY FREQUENCY
LATERAL AIRPLANE
LATERAL
DEVIATION SYMBOL
DEVIATION SCALE
POINTER
EHSI VOR: NCD-FAIL INDICATION EHSI FULL VOR MODE EHSI EXP VOR MODE
SELECTED
RUNWAY
COURSE
POINTER GLIDESLOPE SELECTED/
LOCALIZER
DEVIATION RUNWAY
DEVIATION
SCALE COURSE LINE
LOC
G
G/S FLAG POINTER
S
GLIDESLOPE
DEVIATION GLIDESLOPE
LOCALIZER FLAG POINTER DEVIATION
LOCALIZER
SCALE
LOCALIZER DEVIATION
045‘/99
045‘/99 DEVIATION SCALE GLIDESLOPE
ILS 1 110.10
DATA SOURCE POINTER 045‘/99 DEVIATION
ANNUNCIATOR POINTER
ILS TUNED
FREQUENCY ILS TUNED
NOTE: AIRPLANES WITH EFIS-SGU BEFORE
MODIFICATION, SIMPLY REMOVE THE POINTER, FREQUENCY
LOCALIZER
BUT DO NOT SHOW FLAG! DATA SOURCE SELECTED RUNWAY/
DEVIATION SCALE
ANNUNCIATOR COURSE POINTER
EHSI ILS NCD-FAIL INDICATION EHSI FULL ILS MODE EHSI EXP ILS MODE
Figure 93 VOR / ILS Indication EHSI

Page: 179

34-31
COURSE A/T IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED A/P ENGAGE COURSE
ARM A B
CMD
MA 30 10 DN MA
VOR LOC ALT
F/D SPD SEL F/D
ON OFF C/0 INTV CWS ON
INTV
10 30
N1 SPEED LVL CHGHDG SEL APP ALT HOLD V/S
OFF UP OFF
OFF
PILOTS’ DFCS MODE CONTROL PANEL

LIGHTSHIELD PANEL
E
SEE E
AFT
ELECTRONICS PANEL
SEE D AND F
ADI HSI RANGE

DH REF
FULL EXP
80 160 320
VOR/ILS VOR/ILS
40
MAP 20 TFC
CTR 10
MAP
BRT WXR
PLAN
NAV
ON
RST
108.00 MAP
BRT VOR/ADFNAV AID ARPT RTE DATA WPT
ON ON ON ON ON
VHF NAV CONTROL PANEL

D 4 EFIS CONTROL PANEL
F
Figure 94 VOR/ILS Component Location Control


34-31
ELECTRONIC EQUIPMENT RACK, E3

NAVIGATION UNITS NO. 1 AND 2

DIGITAL/ANALOG ADAPTER NO. 1 AND 2
ACCESSORY UNIT
NAVIGATION UNIT (RNA-34A)

FLIGHT INSTRUMENT
ACCESSORY UNIT (65-52805-379)
INTEGRATED FLIGHT
SYSTEM ACCESSORY UNIT (65-52820-2)
DIGITAL/ANALOG ADAPTER
(DAA)
Figure 95 VOR/ILS Component Location LRUs

34-31

ILS RELAYS NO. 1 AND 2 TRAILING
LEADING VOR/LOC ANTENNA EDGE
RF ATTENUATORS FIN TIP
EDGE
FIN TIP
GLIDE SLOPE
ANTENNA
RF CONNECTORS VOR/LOC ANTENNA
VOR/LOC ANTENNA
LOCALIZER
ANTENNA
GLIDE SLOPE GLIDE SLOPE
ANTENNA ANTENNA
DIRECTOR BAR VERTICAL FIN
DIRECTOR BAR
GLIDE SLOPE ANTENNA

RF ATTENUATOR
MOUNTING BRACKET
M1437
ILS TRANSFER RELAY
RF ATTENUATOR
M1436
GS ANTENNAS
ANTENNA RADOME
CABLES
COAXIAL CABLE
FWD
ANTENNA LOCALIZER
CABLES ANTENNA
LOCALIZER ANTENNAS ILS REALYS
Figure 96 VOR/ILS Component Location Antennas
Page: 182

34-31



34-31
COMPONENTS
Navigation Unit
Two navigation units (VOR/ILS receivers) are installed in electronic equipment Converts VOR/LOC deviation and bearing analog signals to digital for trans-
rack E3-4. mission to the FMCS when the VOR/LOC valid (VOR/LOC super flag) dis-
The receivers employ 2-out-of-5 binary switching for frequency selection. crete is present.
These units process VOR, localizer and glide slope signals and provide outputs Converts magnetic heading data from the FMCS to a three wire synchro
of ground station bearing, course deviation, and warning flag valids for the input for the VOR/ILS navigation units.
RDDMI’s, the DFCS, the EFIS, and the GPWS. For additional description, operation and maintenance instructions applicable to
the DAA units, (Ref 34-28-01, IRS; 34-55-02, DME; and 34-62-01, FMCS).
Bendix RNA-34A Receiver:
Each receiver contains circuit boards and an interconnect unit. The circuit - Flight Instrument Accessory Unit (AIRPLANES WITH A
board consist of VOR/LOC and glide slope receiver assemblies with associated FLIGHT INSTRUMENT ACCESSORY UNIT):
instrumentation, digital instrumentation and self-test circuit board assemblies, A flight instrument accessory unit is located in electronic equipment rack E-1.
an RMI driver and a power supply.
The unit contains relays and printed circuit for signal conditioning and interface
The chassis provides the mounting surfaces for connectors, hinged front and between the navigation systems and the flight instruments.
side panels, and a center mounting frame. In addition, the unit contains numerous relays, time delay gates, a circuit inter-
The hinged front panel supports an RMI driver board and the receiver power rupter and other components used for interconnecting the DFCS system.
supply. The exterior surface of the panel also serves as a heat sink for the The flight instrument accessory unit circuits associated with the VOR/ILS navi-
power supply. gation system consist of two IRS heading valid monitor relays and two RDDMI
The hinged left and right side panels and the center mounting frame support heading valid monitoring relays for controlling the RDDMI VOR bearing pointer
the remaining VOR/ILS circuit boards and interconnecting circuits. flag displays.
- Integrated Flight System Accessory Unit (AIRPLANES WITH AN
Digital/Analog Adapter Units: INTEGRATED FLIGHT SYSTEM ACCESSORY UNIT):
The digital/analog adapter (DAA) units are located on electronic equipment An integrated flight system accessory unit is in electronic equipment rack E1-3.
rack E1-2. The unit has solid state relays, solenoid operated relays, and printed circuits for
The DAA units provide signal conversion from analog to digital and digital to signal conditioning and interfacing the navigation systems and the flight instru-
analog to interface the IRS, FMCS, DFCS, DME, flight recorder, fuel summa- ments.
tion, N1 indicating, VOR/ILS, weather radar and electronic flight instrument In addition, the unit has many relays, time delay gates, a circuit interruptor and
systems. other components used for interconnecting the DFCS system.
The DAA conversions associated with the VOR/ILS navigation system consist The integrated flight system accessory unit circuits associated with the VOR/
of the following: ILS navigation system consist of two IRS heading valid monitor relays and two
Converts VOR/ILS and DME 2 by 5 analog tuning data to digital for trans- RDDMI heading valid monitoring relays for controlling the RDDMI VOR bearing
mission to the FMCS. The DAA distinguishes between VOR and ILS fre- pointer flag displays
quency by the localizer tuned (ILS 28V dc) discrete input.


34-31

NAVIGATION UNITS NO. 1 AND 2

DIGITAL/ANALOG ADAPTER NO. 1 AND 2
ACCESSORY UNIT
NAVIGATION UNIT (RNA-34A)
FLIGHT INSTRUMENT
ACCESSORY UNIT (65-52805-379)
INTEGRATED FLIGHT
SYSTEM ACCESSORY UNIT (65-52820-2)
DIGITAL/ANALOG ADAPTER
(DAA)
Figure 97 VOR/ILS Component LRUs

34-31
VOR/LOC Antenna RF Attenuator
The VOR/LOC antenna assembly is integral with the fin cap installed on top of Two RF attenuators are installed on shelf 4 in electronic equipment rack E3.
the vertical stabilizer. The attenuators are connected between the localizer antennas and the receiv-
The fin cap has metallic leading and trailing edge tips mounted on a fiberglass ers to reduce electromagnetic interference.
shell to provide an aerodynamic surface. The attenuators are mounted directly to the ILS relay input rf Coaxial Connec-
The antenna consists of two balanced half loops with a hybrid coupler added tor.
for increased reliability under fault conditions.
ILS Relays
The hybrid coupler is composed of two quarter wavelength lines with the dual
outputs to the receivers shunted by a 100-ohm resistor. Two coaxial relays are installed on shelf No. 4 of electronic equipment rack E3
in the main equipment center.
In addition, an 18.5-inch tuning stub is connected to each half loop.
The relays are energized by mode logic in the DFCS when the associated navi-
A lighting diverter strip is embedded along the top centerline of the antenna
gation unit is tuned to an ILS frequency.
assembly.
The logic requires that an ILS frequency be tuned; DFCS approach or VOR/
Glide Slope Antenna LOC mode must be selected; and either VOR/LOC arm or VOR/LOC engage
The glide slope antenna with dual output ports is a horizontally polarized unit logic available in the associated DFCS flight computer.
installed above the weather radar antenna in the nose radome. The relays, when energized, switch the navigation unit VOR/LOC rf input from
the fin tip VOR/LOC antenna to the nose radome localizer antenna.
Glide Slope Antenna Director Bar
The forward antenna selected ground signals to flight computers A and B of the
The glide slope (G/S) antenna director bar is a passive element of the glide DFCS are also routed through energized contacts of the relays.
slope antenna used to alter the G/S radiation patterns such that the navigation
units have maximum glide slope sensitivity.
The bar consists of a 13-inch strip of aluminum foil, pressure sensitive tape,
installed horizontally inside the nose radome approximately 22 inches forward
of the aft edge of the nose radome top centerline.
Localizer Antenna
A localizer antenna with dual rf output ports is installed in the nose radome be-
low the weather radar antenna.
The rf ports are connected to separate ILS relays to provide localizer rf to the
navigation units.


34-31

ILS RELAYS NO. 1 AND 2 TRAILING
LEADING VOR/LOC ANTENNA EDGE
RF ATTENUATORS FIN TIP
EDGE
FIN TIP
GLIDE SLOPE
ANTENNA
RF CONNECTORS VOR/LOC ANTENNA
VOR/LOC ANTENNA
LOCALIZER
ANTENNA
GLIDE SLOPE GLIDE SLOPE
ANTENNA ANTENNA
DIRECTOR BAR VERTICAL FIN
DIRECTOR BAR
GLIDE SLOPE ANTENNA

RF ATTENUATOR
MOUNTING BRACKET
M1437
ILS TRANSFER RELAY
RF ATTENUATOR
M1436
GS ANTENNAS
ANTENNA RADOME
CABLES
COAXIAL CABLE
FWD
ANTENNA LOCALIZER
CABLES ANTENNA
LOCALIZER ANTENNAS ILS REALYS
Figure 98 VOR/ILS Components: Antennas
Page: 187

34-31
VHF NAVIGATION OPERATION

VOR
As the pilot sets the preselected course on the mode control panel, it is fed in
an analog form to the navigation unit and in digital shape to the signal genera-
tor unit of the EFIS system.
The navigation unit receives the VOR bearinig as a QDM.
The analog PSC signal from the MCP is used to generate the VOR deviation
signal (QDM-PSC) for the autflight system only.
The QDM is fed to the digital analog adapter in wich it is digitized to the
ARINC 429 format.
Then it is fed to the EFIS signal generator unit. There, the digital PSC signal
from the MCP and the QDM are switched together to process the VOR-devita-
tion signal for display on the EHSI.
If the FCC (flight control computer) fails to provide the SGU with PSC, the SGU
automatically transfers its input to the data bus directly comming from the
MCP.
In the SGU there are also VOR vectors generated for the EFIS MAP modes.
LOC deviation is digitized in the DAA . GS deviation is given in analog dc-form
to the SGU in wich it is digitized for the EFIS system.
The frequency selected on the frequency select panel is also given to the DAA
for display in the lower area of the EHSIs.


34-31
Figure 99 VOR Detailed Schematic


34-31
POWER DISTRIBUTION
The VOR/ILS navigation systems receive 28 volts dc and 115 volts ac through
circuit breakers.
System No. 1 receives power from the battery bus and the standby bus in
panel P18 while system No. 2 is fed from electronic bus No. 2 in panel P6.
The 115 volts ac is stepped down to 26 volts by instrument transformers No. 1
and No. 2. This 26 volts ac is fed to the navigation units for VOR operation
and to the RDDMIs for bearing pointer synchro excitation.
The 26-volts ac is also fed to the DAA units for magnetic heading excitation.
The 28 volts dc from the VHF NAV-1 or -2 VOR/ILS circuit breakers are fed to
the navigation units.
The VOR/ILS dc powers the internal power supply, arms the ILS relay, and pro-
vides the ILS 28V DC mode voltage output.


34-31
D39 BRG PTR

16 TX
NO. 1
33
C49
INST XFMR-1
115V AC TR BRG PTR
STBY BUS 26V AC D357 27
NO. 2
A15
T171 INSTR 26V AC IN 26
A30
XFMR-1 (STA 295
WL 165 RBL 20) B35 28V DC
C171 VHF NAV-1 E1-2
VOR/ILS G/S PWR N6 CAPT RDDMI (P1)
28V DC B37 ILS 28V DC
BATT BUS B38
B34
ILS RELAY
P18 CB PNL POWER ILS ON GND
SUPPLY DC B18 D2165B
G4 H NO.2 HDG
M154 VHF NAV UNIT-1 (E3-4) G5 C EXC
1 J9 H NO.4 HDG
1
K9 C EXC
M1163 DAA-1
D39 BRG PTR

27 TX NO. 2
26
C50
INST XFMR-2
115V AC TR BRG PTR
ELECTRONICS BUS No. 2 26V AC D359 16 NO. 1
A15
T172 INSTR 26V AC IN 33
XFMR-2 (STA 295 A30
WL 165 RBL 20)

B35 28V DC
C172 VHF NAV-2 E1-2 G/S PWR
VOR/ILS N7 F/O RDDMI (P3)
28V DC B37 ILS 28V DC
BATT BUS B38
B34
ILS RELAY
P6 CB PNL ILS ON GND
POWER B18 D2167B
SUPPLY DC G4 H NO.2 HDG
G5 C EXC
M155 VHF NAV UNIT-2 (E3-4)
1 J9 H NO.4 HDG
1
1 ONLY ON SOME AIRCRAFT WITH SB 34-1212, K9 C EXC
M1164 DAA-2
Figure 100 VOR/ILS Schematic Power Supply

Page: 191

34-31
VOR / ILS ANTENNA SWITCHING

During VOR operation the fin tip VOR/LOC antenna supplies rf through the ILS
relays to the navigation units.
The nose radome localizer antenna is selected through the ILS relays by mode
logic in the DFCS flight computers when making an ILS approach.
The logic requires that an ILS frequency be tuned and the DFCS operating in
the approach mode.
The glide slope antenna elements are connected directly to the navigation
units.


34-31
M1102 LOC ANT M41 VOR/LOC M40 G/S ANT M40 G/S ANT M41 VOR/LOC M1102 LOC ANT
(NOSE RADOME) ANT (FIN TIP) (NOSE RADOME) (NOSE RADOME) ANT (FIN TIP) (NOSE RADOME)
D357 D359
A1 G/S ANT D357 D359 G/S ANT A1
ILS UP/LT ILS UP/LT
SELF-TEST SELF-TEST
A2 VOR/LOC ANT VOR/LOC ANT A2
M1436 ATTENUATOR M155 VHF NAV UNIT-2 M1437 ATTENUATOR

M154 VHF NAV UNIT-1
(E3-4) (E3-4)
R315 ILS NO.1 ILS 28V DC NO.2 ILS 28V DC R316 ILS
RLY-1 (E3-4) RLY-2 (E3-4)
D295 D295
ILS-1 INPUT 16 23 LS-2 INPUT
M177 YAW DAMPER (E1-3) M177 YAW DAMPER (E1-3)
D1795B D1661B
FWD ANT SEL GND 61 61 FWD ANT SEL GND
GND WHEN VOR/LOC

GND WHEN VOR/LOC
MODE IS ARMED OR MODE IS ARMED OR
ENGAGED ENGAGED
NAV SELF TEST OUT 51 51 NAV SELF TEST OUT
M924 FLT CMPTR A (E1-3) M923 FLT CMPTR B (E1-3)
Figure 101 VOR/ILS Schematic Antenna Switching

Page: 193

34-31
VOR / ILS FLAGS

Aircraft with FLT INST ACC UNIT (FIAU)
Navigation unit No. 1 supplies the flag outputs
to flight computer (FCC) A,
to digital to analog adapter (DAA) 1,
to ground proximity computer and
to the left EFIS symbol generator.
Navigation unit No. 2 supplies the flag signals to FCC B, DAA-2, and the right
EFIS symbol generator.
ILS 28v dc from navigation unit No. 1 is applied to DAA-1, FCC A and to ILS
relay 1.
Navigation unit No. 2 supplies ILS 28v dc to DAA-2, FCC B and to ILS relay 2.
The VOR/LOC super flag signals are applied through IRS and RDDMI heading
valid relays in the flight instrument accessory unit to both RDDMIs to control
their respective pointer flags.
DLH D-ABXA THRU D-ABXL WITH SB 34-1212 AND ALL EXCEPT DLH
D-ABXA THRU D-ABXL;
The IRS heading valid outputs from the DAA units to relays K2 and K6 in the
flight instrument accessory unit are routed through the IRS transfer relays as
shown.


34-31
VOR/LOC S FLAG
IRS-1 N0. 2
VOR/LOC FLAG HDG VALID 2
ILS 28V DC OUT
IRS-1 NO. 4 IRS-1 HDG VALID RLY
HDG VALID 1
OUT
1
M1163 DAA-1 (E1-2)
ILS 28V DC TO ILS RLY-1

NO. 1 ILS 28V DC BOTH ON R
1
G/S S FLAG G/S VALID VOR
NO. 1 VOR BRG
M154 VHF NAV UNIT 1 M1319 LEFT EFIS POINTER
(E3-4) SYMBOL GEN (E2-3) FLAGS
VOR/LOC VALID NO. 2
VOR
NORM
G/S VALID HDG VALID OUT
R377 IRS (34-28-00)
APPROACH ENABLE G/S VALID RELAY-1 1
N6 CAPT’S RDDMI (P1)
M924 FLT CMPTR A (E1-3) M652 GND PROX CMPTR

(E2-4) RDDMI HDG
VALID RELAYS
APPROACH ENABLE
NORM
SAME AS N6
G/S VALID
HDG VALID OUT
VOR/LOC VALID
VOR
M923 FLT CMPTR B (E1-3)
G/S S FLAG
G/S VALID VOR
BOTH ON L
NO. 2 ILS 28V DC M1321 RIGHT EFIS
ILS 28V DC TO ILS RLY-2 R378 IRS N7 F/O’S RDDMI (P3)
SYMBOL GEN (E2-3)
RELAY-2 1
IRS-2 NO. 4
HDG VALID 1 1
1
OUT
ILS 28V DC IRS-2 NO. 2

HDG VALID 2
VOR/LOC FLAG
OUT
M1164 DAA-2 (E1-2)
VOR/LOC S FLAG
M155 VHF NAV UNIT 2 IRS-2 HDG VALID RLY

(E3-4)
1 ON SOME AIRCRAFTS WITH SB 34-1212,
2 ON SOME AIRCRAFTS WITHOUT SB 34-1212 M160 FLT INST ACC UNIT
(HDG AND HDG-VALID IS IN IRS-XFR) (HDG VALID IS NOT IN IRS-XFR)
(E1-2)
Figure 102 VOR/ILS Schematic (FIAU)

Page: 195

34-31
Aircraft with INTEGRATED FLT SYS ACC UNIT (IFSAU)
Navigation unit No. 1 supplies the flag outputs to flight computer (FCC) A, to
digital to analog adapter (DAA) 1, to ground proximity computer and to the left
EFIS symbol generator. Navigation unit No. 2 supplies the flag signals to FCC
B, DAA-2, and the right EFIS symbol generator.
ILS 28v dc from navigation unit No. 1 is applied to DAA-1, FCC A and to ILS
relay 1. Navigation unit No. 2 supplies ILS 28v dc to DAA-2, FCC B and to ILS
relay 2.
The VOR/LOC super flag signals are applied through IRS and RDDMI heading
valid relays in the flight instrument accessory unit to both RDDMIs to control
their respective pointer flags.
DLH D-ABXA THRU D-ABXL WITH SB 34-1212 AND ALL EXCEPT DLH
D-ABXA THRU D-ABXL;
The IRS heading valid outputs from the DAA units to relays K2 and K6 in the
flight instrument accessory unit are routed through the IRS transfer relays as
shown.


34-31
VOR/LOC S FLAG
IRS-1 N0. 2
VOR/LOC FLAG HDG VALID
OUT
ILS 28V DC HDG VALID OUT
IRS-1 NO. 4
HDG VALID
OUT NO. 1 VOR BRG
POINTER
M1163 DAA1 (E1-2) FLAGS
NO. 2
ILS 28V DC TO ILS RLY-1
NO. 1 ILS 28V DC
N6 CAPT’S RDDMI
G/S S FLAG G/S VALID
M154 VHF NAV UNIT 1 BOTH ON R

M1319 LEFT EFIS
(E3-4) VOR/LOC VALID SYMBOL GEN (E2-3)
G/S VALID
APPROACH ENABLE G/S VALID
NORM
M924 FLT CMPTR A (E1-3)
M652 GND PROX CMPTR
R377 IRS
(E2-4)
RELAY-1
APPROACH ENABLE NORM
G/S VALID
VOR/LOC VALID
M923 FLT CMPTR B (E1-3)

G/S S FLAG G/S VALID BOTH ON L
R378 IRS
NO. 2 ILS 28V DC RELAY-2
ILS 28V DC TO ILS RLY-2 M1321 RIGHT EFIS
SYMBOL GEN (E2-3)
NO. 2 VOR BRG

IRS-2 NO. 4
HDG VALID POINTER
OUT FLAGS
NO. 1
ILS 28V DC IRS-2 NO. 2
HDG VALID HDG VALID OUT
VOR/LOC FLAG
OUT
M1164 DAA2 (E1-2) N7 F/O’S RDDMI
VOR/LOC S FLAG
M155 VHF NAV UNIT 2 M1474 INTEGRATED FLT SYS

(E3-4) ACC UNIT (E1-3)
Figure 103 VOR/ILS Schematic Flags (IFSAU)


34-31
TROUBLESHOOTING
The troubleshooting procedures are almost the same as the adjustment/test
procedures for the VOR/ILS navigation system.
It is necessary that the wire bundles are OK and that electrical power is avail-
able to do the troubleshooting procedure.
If the corrective action does not correct the problem, use the wiring diagrams to
make sure the wires are OK.
Make sure that power to the defective system is available.
Malfunctions of the VOR/ILS navigation system can be divided into four
groups:
VOR/LOC deviation
Glide slope deviation
VOR bearing
Warnings.
To do the troubleshooting change components between the captain’s and the
first officer’s systems and compare the test results.
If the VOR bearing displays are different when the two systems are tuned to
the same station, replace the navigation units.
If the problem continues, examine the coaxial cables at the VOR/LOC antenna
for corrosion, loose connectors, and/or damage.
The troubleshooting table shows a number of problems, the possible cause,
and the corrective action as an aid to the troubleshooting.
Defective navigation units must be replaced with navigation units that operate.
If a replaced navigation unit does not correct the problem, make sure the wire
bundles are OK.


34-31
PROBLEM POSSIBLE CAUSE CORRECTIVE ACTION PROBLEM POSSIBLE CAUSE CORRECTIVE ACTION
The circuit breaker The navigation unit Replace the navigation unit A weak signal is The antenna, the antenna If the signal is weak for the
opens. or repair the airplane received. cables, or the navigation two systems, the antenna is a
wiring. unit possible cause. Examine the
coaxial cables at the antenna
There is no audio The receiver circuits in the Make sure there is audio out-
and the navigation unit for
output and no indica- navigation unit put at the navigation unit.
corrosion and/or loose con-
tions on the flight If audio output is available,
nectors. Repair or replace
instruments. the control panel, the inter-
as necessary.
phone system, or the airplane
wiring is defective. If The system operates The mode select circuits Replace the VHF NAV control
audio output is not avail- in the VOR mode but panel. If the problem con-
able, the navigation unit is not in the ILS mode tinues, replace the naviga-
defective. Replace the (or in the opposite tion unit.
defective component or sequence).
replace the airplane wiring
An unsatisfactory Corrosion and/or loose con- Examine the coaxial cables at
as necessary.
localizer signal is nectors on the localizer the localizer antenna and the
The course deviation The EFIS or the integrity If audio output from the received. coaxial cables ILS transfer relays for cor-
bar on the EHSI or the monitor circuits in the navi- navigation unit is satisfac- rosion and/or loose connec-
glide slope or locali- gation unit tory, do a troubleshooting on tors. Repair or replace the
zer pointers do not the EFIS (Ref 34-22-00/101). coaxial cables.
show when a signal is If the problem continues,
External sources of EMI Make sure the results are not
received. replace the navigation unit.
changed by ground equipment,
The course arrow on The course select circuits Replace the navigation unit. airplanes, or other external
the EHSI shows an If the problem continues, sources of EMI.
incorrect indication. replace the DFCS mode control
RF attenuator Replace the RF attenuator
panel (Ref 22-11-34/401).
M1436 (E3-4) or the RF atten-
The pointers on the The VOR bearing circuits If only one RDDMI is more uator M1437 (E3-4). If the
RDDMI(s) show more than the specified toler- problem continues, do a check
than specified tolerances, replace the RDDMI. If of the resistance between the
ances. the two RDDMIs are more than antenna base and airplane
the specified tolerances, skin (Ref 20-22-01/601).
replace the navigation unit.
The course deviation The course select circuit Replace the navigation unit.
bar on the EHSI does

not move correctly.
The to-from display The FMCS or the to-from cir- Do a troubleshooting on the
does not operate cor- cuits in the EFIS FMCS (Ref 34-62-00/101) or do
rectly. a troubleshooting on the
EFIS (Ref 34-22-00/101).
Figure 104 VOR/ILS Troubleshooting

MARKER BEACON SYSTEM

34-35
34-35 MARKER
GENERAL DESCRIPTION
System Description
The marker beacon system provides visual and aural indications when the air-
plane flies over ground based marker beacon transmitters.
The ground stations transmit narrow beams of RF signals modulated with ei-
ther 400, 1300, or 3000 Hz audio.
The signals turn on appropriate lights as the airplane passes over the transmit-
ters.
This confirms specific positions during point to point navigation.
It also gives positive indication of distance from the runway during a landing
approach.
The marker beacon system consists of a receiver, a lamp driver module, an
antenna, and two indicator light assemblies.


34-35
MARKER
BEACON
28V DC POWER INPUT
BUS 1
AIRWAYS CAPTAIN’S
MARKER
MIDDLE PANEL
OUTPUTS
LIGHTS
OUTER
MARKER BEACON
LAMP DRIVE
MODULE
F/0’S
PANEL
MKR LIGHTS
ANTENNA
FLIGHT
RF INPUT
DATA ACQ
UNIT
TO REMOTE
AUDIO OUTPUT ELECTRONIC
UNIT (Audio)
MARKER BEACON
RECEIVER
Figure 105 Marker Basic Schematic


34-35

Indicator Lights
The marker beacon lights are color coded blue, amber, and white and are la-
beled OUTER, MIDDLE, and AIRWAYS, respectively.
They come on with detection of the marker audio tones.
The blue light comes on with the 400 Hz tone, amber with 1300 Hz, and white
with 3000 Hz.
The two sets of marker beacon lights are located on the captain’s panel, P1
and on the first officer’s panel, P3.
The captain’s and first officer’s marker beacon lights are connected in parallel
and illuminate on each panel simultaneously.


34-35
FIRST OFFICER’S
INSTRUMENT PANEL
CAPTAIN’S
INSTRUMENT PANEL
AIRWAYS AIRWAYS
W
W
OUTER OUTER
B
B
MIDDLE MIDDLE
A
A
MARKER LIGHTS MARKER LIGHTS
Figure 106 Marker Control and Indication


34-35
FIRST OFFICER’S
INSTRUMENT PANEL
SEE A
CAPTAIN’S
INSTRUMENT PANEL
LAMP DRIVER MODULE

B737-300/400 (E2-4)
B737-500 (E1-2)
SEE B 51Z-4
COLLINS
ELECTRONIC EQUIPMENT
SHELF, E2
MARKER BEACON RECEIVER
SEE C
AIRWAYS
W
OUTER
B
MIDDLE
A
MARKER LIGHTS MARKER BACON LAMP DRIVE MODULE MARKER BEACON RECEIVER
A B C
Figure 107 Marker Component Locations


34-35
MARKER BEACON
ANTENNA
SEE D
COAXIAL CABLE ANTENNA

MARKER
TO RECEIVER CONNECTOR
BEACON
ANTENNA
MARKER BEACON ANTENNA

MOUNTING SCREW
(6 LOCATIONS) D
Figure 108 Marker Component Location Antenna


34-35
COMPONENTS
Receiver
The receiver is a single conversion crystal-controlled superheterodyne operat-
ing at a fixed frequency of 75 MHz.
The receiver is permanently set for a low degree of sensitivity.
Audio filters tuned to 400, 1300, and 3000 Hz separate the three modulated
tones used by the beacons.
The receiver, which contains an integral power supply, is installed on the elec-
tronic equipment rack (E2-4).
Marker Beacon Module
The marker beacon module completes the ground circuit to the indicator lamps
when signals are received from the receiver audio filters and lamp switches.
Antenna
The marker beacon antenna is flush mounted on the bottom centerline of the
fuselage.
It receives the 75 MHz marker beacon signal and provides it to the receiver on
a 52 ohm coaxial cable.


34-35
LAMP DRIVER MODULE

B737-300/400 (E2-4)
B737-500 (E1-2)
ELECTRONIC EQUIPMENT
SHELF, E2
MARKER BEACON RECEIVER
MARKER BEACON
ANTENNA 51Z-4
COLLINS
MARKER BACON
LAMP DRIVE MOD-
COAXIAL CABLE ANTENNA ULE TEST SWITCH
CONNECTOR MARKER
TO RECEIVER BEACON
ANTENNA
MOUNTING SCREW MARKER BEACON RECEIVER

(6 LOCATIONS) MARKER BEACON ANTENNA
Figure 109 Marker Components


34-35
BITE AND TEST

Frontpanel-Test
To test the marker system, push and hold the test switch on the front panel of
the marker beacon receiver.
After approximately 5 seconds, make sure the blue, amber and white indicator
lights come on in this sequence.
Make sure you hear a sound through the interphone system which goes from a
low frequency to a high frequency (MRK listen switch on ASP ON).


34-35
1. 400 Hz
51Z-4
2. 1300 Hz
COLLINS
3. 3000 Hz
TEST SWITCH 3. AIRWAYS

W
1. OUTER
B
2. MIDDLE
A
Figure 110 Marker Test


34-35
TROUBLESHOOTING
General
This subject has one task. The task is to troubleshoot the marker beacon sys-
tem.
When a test step does not operate correctly, find the box that has the trouble
symptom and do the corrective action. Continue to follow a single line until you
find the necessary corrective action. Do the specified corrective action, then do
the step at which you found the failure and complete the test to do a check of
the system.
If the corrective action does not correct the problem, do a check of the wiring
by use of the wiring diagrams.


34-35
Push each light on the captain’s and the first officer’s marker beacon light
assembly. Make sure all the indicator lights come on when pushed. IF -
THE INDICATOR LIGHT(S) DO NOT

COME ON - Replace the defective light
bulb(s),
OK - Do the marker beacon self-test (Ref 34-35-00/501). IF -
YOU HEAR THE TONE(S) AND THE THE INDICATOR LIGHT(S) COME ON
INDICATOR LIGHT(S) DO NOT COME AND YOU DO NOT HEAR THE TONE(S)
ON - Replace in sequence: Replace the receiver. IF -
(1) receiver
(2) module. NOT OK - Trouble shoot the interphone
system (Ref 23-51-00/101).
ALL INDICATORS DO NOT COME ON -

Replace the receiver.
OK - Do the marker beacon system test (Ref 34-35-00/501). IF -
NOT OK - Remove the marker beacon

antenna, examine the antenna cable for
a open or short center conductor, or
a crimped cable, or incorrect connec-

tor installation. IF -
OK - Replace the NOT OK - Repair

antenna. or replace the
cable.
OK - The system is OK.
Figure 111 Marker Troubleshooting Chart

NAVIGATION 737-300/400/500
DISTANCE MEASURING SYSTEM

34-55
34-55 DME
GENERAL DESCRIPTION
Three complete DME systems are installed in the airplane.
System Description DME 1 and 2: System Description DME 3:
DME-1 and DME-2 are Collins 860E-5 DME’s. DME-3 is a Collins DME-700.
The DME (distance measuring equipment) systems measure the distance (in It operates in a free scan mode, which measures the distance to several nav-
nautical miles) between the airplane and a ground station. igation facilities.
The DME-1 and DME-2 frequency is controlled with the VHF NAV control It is designed to work from 1 to 320 nautical miles.
panel. It is hard-wired to the flight management computer system (FMCS)).
The DME-1 and DME-2 systems measure the airplane-to-station slant-range Frequency selection is controlled by the FMCS.
distance (line-of-sight) of up to 390 nautical miles.
DME-3 consists of:
DME-1 and DME-2 consist of :
an interrogator (receiver-transmitter) unit, and
an interrogator (receiver-transmitter) unit,
an antenna.
an antenna, two distance indicators and
The output of the interrogator is applied to the FMCS.
a remote tuning control panel.
The systems show miles-to-go on the captain’s and first officer’s RDDMIs.
The DME-1 and DME-2 also show the miles-to-go on the captain’s and first
officer’s electronic horizontal situation indicators (EHSIs).
On DME-1 and DME-2 audio signals from the DME interrogators are applied
to the flight interphone system.
Suppression signals between the ATC transponders and DME-1, DME-2 and
DME-3 interrogators prevent mutual interference between the systems.

NAVIGATION 737-300/400/500

34-55
115V AC
ELEX POWER 6 WIRE (ARINC 568)
PWR 1 DME 1 DME-1
115V AC DME-2
ELEX A DISTANCE
BUS DME 3
EFIS SYMBOL GEN.-LEFT CAPT’S RDDMI
P18 LOAD CONTROL DISTANCE (ARINC 429)
CENTER-LEFT DISTANCE DISTANCE
EFIS SYMBOL GEN.-RIGHT
DME TEST D/A ADAPTER-1
TEST DISTANCE
(DFCS BITE)
FCC-A
FCC-A
RF
DME ANT 1
FREQUENCY (2X5 MANUAL TUNING) A DME RF

SELECT FREQUENCY DME-3 ANT
SELECT
CONTROL PANEL 1
SUPPRESSION DME INPUT
SUPPR.
AUDIO
DME-1 INTERROGATOR ATC-1
AIR
SUPPRESSION DME INPUT
NC
GND
AUDIO AUDIO
INTEGRATING AIR/GND RLY
SUPPRESSION SUPPR. (E11) GENERAL
DATA
E2-1 ELECTRONICS OUTPUT
SHELF ATC-2
FMC
115V AC
ELEX POWER
PWR 2 DME 2
SUPPR. DME-3 INTERROGATOR
P6
TCAS
DME TEST
TEST
(DFCS BITE) DISTANCE
FCC-B FCC-B
DISTANCE
RF EFIS SYMBOL GEN.-LEFT
DME ANT 2 (ARINC 429)
DISTANCE F/O’S RDDMI
DISTANCE
(2X5 MANUAL TUNING) 6 WIRE (ARINC 568) EFIS SYMBOL GEN.-RIGHT DME-1
FREQUENCY D/A ADAPTER-2
SELECT DISTANCE DME-2
CONTROL PANEL 2 DME-2 INTERROGATOR

Figure 112 DME Basic Schematic
NAVIGATION 737-300/400/500

34-55
NAV
108.00
CAPTAIN’S AND FIRST OFFICER’S

INSTRUMENT PANEL (P1 AND P3)
SEE CONTROL PANEL
A B
F
DME DISTANCE
DME 13.5 HDG 127 M

AFT ELECTRONIC TAS 200
GS
180
CONTROL PANEL (P8) +12
SEE F
40
0 5 3 3
120 /20 FROM
DME-1 DME-2
VOR 2 116.80
RDDMI EHSI
A B
Figure 113 DME Component Locations, Cockpit

Page: 214
NAVIGATION 737-300/400/500

34-55
DME NO. 3 ANTENNA 2
DME NO. 2 ANTENNA
DME NO. 3 ANTENNA 1 DME INTEROGATOR

NO.1 AND NO.2
DME NO. 1 ANTENNA SEE D E-2 RACK
1 737-300/400 AIRPLANES
DME INTEROGATOR
2 737-500 AIRPLANES
NO.3
SEE E
COAXIAL CABLE
COAXIAL CONNECTOR
ANTENNA
FWD
DME INTEROGATOR NO.1 AND NO.2 DME INTEROGATOR NO.3
DME ANTENNA
D E
Figure 114 DME Component Locations

Page: 215
NAVIGATION 737-300/400/500

34-55

DME-1 and DME-2 Control Panels Electronic Horizontal Situation Indicator
DME-1 system is controlled from the captain’s VHF NAV control panel and The indicators show the DME slant-range distance to the VHF navigation sta-
DME-2 system from the first officer’s VHF NAV control panel. tion whose frequency was selected manually on the VHF-NAV control panel.
Both control panels are located on the aft electronics panel.
Each ground station is assigned a specific VOR frequency and an associated The distance is shown when the electronic flight instrument system operates in
DME frequency. Since the DME system operates in conjuction with the VOR/ the VOR or ILS mode.
ILS navigation system, controls for both are located on the same control panel. The three digit display shows miles above 100 nautical miles (nm) and tenths
The control panel consists of the following controls and switches: of miles below 100 nm.
Frequency Selector Controls – Dashes are shown if the DME-system is ok, but no ground station returns the
Two control knobs are used for selection of the NAV/DME frequency.The interrogation pulses.
right knob controls tens and units and the left knob controls tenths and hun- – the distance display blanks if the DME-system failed.
dredths.The frequency range is 108.00 to 117.95 MHg, selected in 50 KHz
steps.
The tuning frequency is sent to the VHF NAV unit, the DME interrogator and DME-3 Control
the digital analog adapter (DAA). The DME-3 system is controlled by the FMCS. No manual control is possible.
Frequency Display
DME-3 Indication
The NAV/DME frequency is displayed in the NAV display window. The digits
displayed are mechanically connected to the frequency control knobs. The output of the DME-3 interrogator is applied to the FMCS only. There is no
indication in the cockpit.
DME-1 and DME-2 Indicators
Dual DME indicators are installed in each RDDMI on the captains and first offi-
cers instrument panels
The DME indicator is a magnetic wheel type counter which receives a BCD
pulse signal from the related DME system.
– Logic in the indicator decodes this signal and converts it into a digital display
showing miles-to-go to the interrogated ground station.
– Dashes are shown if the DME-system is ok, but no ground station returns the
interrogation pulses.
– Warning flags (shutters) cover the distance display when the system is inop-
erative.

NAVIGATION 737-300/400/500

34-55
NAV DME 53.3 HDG

127 M
108.00 DISTANCE
DISPLAY
CONTROL PANEL
HDG 127 M
DME ---
0 0 0 0 3 9 0 0 NO COMPUTED
DATA (NCD)
DME-1 DME-2
DISPLAY
DISTANCE
DISPLAY
- - - - - - - -
NO COMPUTED DME-1 DME-2 HDG 127 M
DATA (NCD)
DISPLAY INVALID
DATA
DISPLAY
INVALID DME-1 DME-2

DATA
DISPLAY
VOR 1
EHSI (VOR/ILS MODE)
RDDMI
Figure 115 DME Control and Indication
Page: 217
NAVIGATION 737-300/400/500

34-55
COMPONENT DESCRIPTION
DME-1 and DME-2 Interrogator Units Antennas
The interrogator units are standard 1/2 ATR short assemblies which mount on The DME antennas are blade-type units which are connected to the interroga-
the E2-2 shelf in the electrical/electronics equipment center tor units by coaxial cable. The antennas are installed on the bottom of the fuse-
DME-1 interrogator receives 115v ac, 400 Hz, power thru DME-1 circuit lage: DME-1 at station 468, DME-2 at station 580, and DME-3 at station 500.
breaker located on the P18 circuit breaker panel. The DME antenna provides the means of radiating the RF energy from the
DME-2 interrogator receives its power thru DME-2 circuit breaker located on DME interrogator’s transmitter, and receiving RF reply signals transmitted by
the P6 circuit breaker panel. the ground station.
Interrogator units provide the capability to transmit interrogation pulse pairs to a The DME antenna is designed for L-band use. It has a nominal RF impedance
ground station, receive and process the returned reply pulses, which provide of 50 ohms and a maximum VSWR of 2/1 over the frequency range.
the slant range distance to the RDDMI’s, the EHSI and other airplane systems.
The operating frequency range of the interrogator transmitter in 1025 to 1150
MHz.
The operating frequency range of the interrogator receiver is 962 to 1213 MHz.
The slant range capability of the interrogator is 389.99 nautical miles.
DME-3 Interrogator Unit

The interrogator unit is a standard 1/2 ATR short assembly which is mounted
on the E3-4 shelf in the electrical/electronic equipment center.
The interrogator receives 115v ac, 400 Hz power from DME-3 circuit breaker
panel located on the P-18 circuit breaker panels.
DME-3 operation is controlled by the flight management computer system
(FMCS) (Ref 34-62-01).
The operating frequencies of the DME-3 interrogator is the same as DME-1
and DME-2. The slant range capability of the interrogator is 320 nautical
miles.

NAVIGATION 737-300/400/500

34-55
DME NO. 3
ANTENNA 2
(STA 727 +10)
DME NO. 1 ANTENNA

(STA 468)
DME NO. 2 ANTENNA

DME INTEROGATOR (STA 580)
NO.1 AND NO.2 DME NO. 3 ANTENNA
E-2 RACK (STA 500) 1
DME INTEROGATOR
NO.3 1 737-300/-400 AIRPLANES
2 737-500 AIRPLANES
COAXIAL CABLE
COAXIAL CONNECTOR
O-RING SMOOTHER
AERODYNAMIC
FWD
ANTENNA
DME INTERROGATOR NO. 1 AND NO. 2 DME INTERROGATOR NO. 3 DME ANTENNA
MOUNTING SCREW
Figure 116 DME Components

Page: 219
NAVIGATION 737-300/400/500

34-55
DME OPERATION, DESCRIPTION

Transmi t Distance Computation
(a) Manually, DME frequency selection is accomplished by tuning to a corre- (a) The ranging circuits, consist of integrated circuits, utilize digital computer
sponding VOR/LOC frequency on the VHF/NAV control panel . techniques.
This operation tunes the DME through a 2 out of 5 bit coding system which is Basically, it may be considered to be similar in operation to a digital electronic
converted to BCD in the interrogator. counter operating in the time interval mode, with the start pulse to the counter
(b) The BCD output is applied to the frequency synthesizer, and the control cir- corresponding to the time of transmission of the interrogating pulse pair and the
cuit. stop pulse to the counter corresponding to the time of reception of a reply pulse
pair from the ground station.
The control circuit decodes the BCD information and the resultant represents
the DME frequency band of operation. (b) The range computer converts the time interval between transmitted and
received pulses into parallel BCD and analog pulse pair distance data.
The BCD frequency information and the frequency band information, control
the output from the frequency synthesizer. (c) The DME distance data sent from the interrogator to the distance indicators
and the digital/analog adapter is on three lines: Clock, Data and Sync.
The signal is applied to the DME driver where it is multiplied, amplified, and
pulse—modulated from signals received from the distance circuits. The clock input is in the form of a square wave with a frequency of 11 +3.5
KHz.
The DME driver output is applied to the transmitter section.
This clock runs continuously and the data and sync transmissions are sychro-
The power from the transmitter is then sent to the circulator to be routed to the
nous with it.
DME antenna.
The distance information is in the form of binary ones and zeros, and the dis-
Receive tance is coded in Binary Coded Decimal (BCD) form.
(a) Incoming received energy from the antenna is routed through the circulator (d) The normal range limit of the range computer is 200 nautical miles; how-
to the preselector and mixer where they are filtered and heterodyned to pro- ever, as the O’ride control input is wired LO in this system, the range limit is
duce a 63—MHz IF signal. extended to 390 nautical miles.
The IF signal is then applied to the IF amplifier which provides amplification
Monitor
and selectivity.
The interrogator monitor circuits continuously monitor system performance for
IF amplifier output is applied to the video processor and the AGC circuit.
transmitter power output, receiver data and distance output data.
The processor checks the pulse pair spacing, and if correct, provides an input
to the range computer gate, to the AGC circuit, and a 1350—Hz ID signal to
the aural circuit.

NAVIGATION 737-300/400/500

34-55
Figure 117 DME System- Detailed Schematic

NAVIGATION 737-300/400/500

34-55
DME DISPLAY: OPERATION AND DESCRIPTION

RDDMI Distance Displays EHSI Distance Displays
The DME distance displays on the RDDMI provide the pilot with slant range The DME distance displayed on the EHSI provides the pilot with slant range
distance measured by the DME interrogator. distance measured by the DME interrogator.
The indicator receives digital data and a valid signal from the DME interrogator. The FMCS digital-to-analog adapters (DAA) receive the same digital data and
The digital data is received in a six-wire BCD format. DME valid signals the RDDMI indicators receive from the interrogator.
Two wires carry the 32-bit data word, two wires carry the word sync, and two The DAA receives the digital data in 9 six-wire BCD format.
wires carry the clock signal. Two wires carry the 32-bit data word, two wires carry the word sync, and two
The data decoder and shift register extract the distance data from the data wires carry the clock signal.
word and provide the distance information to the magnetic indicator drivers. The DAA sends DME slant range distance on an ARINC 429 bus to the FMCS
The drivers position the magnetic wheel indicators according to the distance flight management computer (FMC), flight control computer (FCC) and the
information. When an absence of computed data exists the magnetic displays EFIS symbol generator.
are rotated to their eleventh position and four white dashes are displayed. With the EFIS source select switch in NORMAL position. DME-1 slant range
This occurs during auto tuning and when the decoder detects a NCD (no com- is processed through the left symbol generator and displayed on the captains
puted data) bit in the digital data word. EHSI.
The monitor circuit monitors the DME valid discrete input, operation of the data DME-2 slant range similarily is processed through the right symbol generator
decoder and shift register, and the internal power supply. and is displayed on the first officers EHSI.
A loss of valid input data, or a faulty power supply, results in the red and white The DME distance is displayed on the EHSI in the upper left corner.
striped flag obscuring the display. The three digit display shows miles above 100 nautical miles (nm) and tenths
When all functions are normal, the flag is retracted out of view. of miles below 100 nm.

NAVIGATION 737-300/400/500

34-55
DME 53.3 HDG 127 M

DISTANCE
DISPLAY
DISTANCE 0 5 3 3 0 5 3 3
DISPLAY
DME-1 DME-2
DME --- HDG 127 M
NO COMPUTED
NO COMPUTED DATA (NCD)
DATA (NCD) - - - - - - - - DISPLAY
DISPLAY
DME-1 DME-2
HDG 127 M
INVALID
INVALID DATA
DATA DISPLAY
DISPLAY
DME-1 DME-2
VOR 1
RDDMI EHSI (VOR/ILS MODE)
Figure 118 DME Display EHSI and RDDMI

Page: 223
NAVIGATION 737-300/400/500

34-55
BITE AND TEST; DME 1 & 2

DME 1 and DME 2 System
The digital flight control system (DFCS) continuously monitors the DME and
provides a DME fault indication on the control display unit (CDU) while autopi-
lot test LRU-INTERFACE.
In DFCS BITE TEST „LRU-INTERFACE, DME“, the autopilot sends a ground
test request to the DME interrogator.
The DME system test results, FLAG –> DASHES –> 00.0 , are shown in the
RDDMIs and the onside EHSI.
For further information refer to 22-03-10, DFCS-BITE.

NAVIGATION 737-300/400/500

34-55
DME 1 & 2
FMS
CDU
DF CS B I T E T ES T
L RU I NT E RF A CE T E S T S 1/ 2
< MA C H / A S V OR/ I L S >
< MC P D ME >
 SYSTEM TESTED:

DME 1 IF DFCS A
< F MC HSI > SELECTED,
DME 2 IF DFCS B
< F CC L RRA > SELECTED

NO COMPUTED DATA (NCD) 00.0 NM IS DISPLAYED FOR 11-15 SECONDS AFTER THE TEST
IS DISPLAYED FOR 2 SEC. SWITCH IS RELEASED. THEN THE DISPLAY RETURNS TO THE
ORIGINAL DISPLAY.
2 SEC 1 SEC
0 5 3 3 - - - - 0 5 3 3 0 0 0 0 0 5 3 3 0 5 3 3 0 5 3 3
DISPLAYS LAST
VALID DATA DME-1 DME-2 DME-1 DME-2 DME-1 DME-2 DME-1 DME-2
1
HDG 127 M DME--- HDG 127 M DME 00.0 HDG 127 M DME 53.3 HDG
127 M
BOTH RDDMIs
CAPT’S EHSI
1 IN ORDER TO SEE TEST ON EHSI, SELECT
VOR/ILS ON THE EFIS CONT PNL-1.
Figure 119 DME 1 & 2 - Test

Page: 225
NAVIGATION 737-300/400/500

34-55
BITE AND TEST; DME 3

FMC BITE
The flight management computer monitors the DME 3 and shows SCANNING
DME FAULT control display unit (CDU) in case of DME 3 fail.
Frontpanel -Test
A push of the TEST switch on the front panel of the interrogator causes the
three LED lights to come on: This shows that they are operative.
The lights then go out for two seconds, and then come on to show the operat-
ing status of the DME and the control words.
The LED light’s function is as follows when the TEST switch is pushed:
CONTROL INPUT FAIL, shows the status of the ARINC 429 input control
words.
Failure is shown if the control words have incorrect repetition rate, sign sta-
tus matrix or parity.
Note: On ground no DME frequency information is sent by the FMCS.
The CONTROL INPUT FAIL LED will illuminate during test, when performed on
ground.
LRU STATUS-PASS, shows the internal status of the DME interrogator is
correct
LRU STAUTS-FAIL, shows a failure of the DME interrogator.
For further information refer to 22-02-10, FMS-BITE.


NAVIGATION 737-300/400/500

34-55
r
DME 3
Figure 120 DME 3 - Test

NAVIGATION 737-300/400/500

34-55
TROUBLESHOOTING
General
The tree-type format makes the use of the self-test features of the interrogator
unit. It gives a quick procedure to isolate the faults without the use of addi-
tional test equipment.
The procedure is written for one DME system.
When two systems are installed, interchange the components to do the trouble
shooting.
When trouble shooting DME system No. 1 or No. 2, perform the trouble shoot-
ing matrix 1. - DME System No. 1 and No. 2.
When trouble shooting DME system No. 3, perform the trouble shooting matrix
2. - DME System No. 3.
If the problem continues, use the wiring diagram as a reference to examine the
airplane wiring.

NAVIGATION 737-300/400/500

34-55
1. DME System No. 1 and 2

______________________ 2. DME System No. 3
________________
Start the DME System Operational Test (Ref 34-55-02/501) with the FMCS CDU. On the DME No. 3 front panel, push and hold the TEST switch, make sure all the
Make sure the captain’s and first officer’s RDDMI DME indicators show 000.0 to lamps come on for 2 seconds and go off for 2 seconds (the display will show ”No
000.5 miles. IF - Computed Data”). After 4 seconds, the lamps show current operational status. IF -
THE TWO DME INDICATORS ARE ONE DME INDICATOR IS INCORRECT -

THE LRU STATUS FAIL LAMP COMES ON AFTER
INCORRECT - Replace the DME Replace the RDDMI (Ref 34-28-81
4 SECONDS - Replace the DME No. 3
interrogator (Ref 34-55-21/401) /401) and do the specified test.
and re-examine. IF - interrogator (Ref 34-55-21/401) and do
the specified test. IF -
THE PROBLEM CONTINUES - Replace

the VHF NAV control panel NOT OK - Replace the DME No. 3 antenna
(Ref 34-31-51/401) and do the (Ref 34-55-11/401) and do the specified
specified test. test.
THE PROBLEM CONTINUES in flight - Do the DME system test (Ref 34-55-02/501). IF -
CONTROL INPUT FAIL LAMP COMES ON -
Replace the DME No. 3 interrogator
THE DME LOCKS ON BUT THE THE SIGNAL IS INTERMITTENT OR (Ref 34-55-21/401) and do the specified
DISTANCE IS INCORRECT - THERE IS NO LOCK-ON TEST test.
Replace the interrogator SIGNAL - Replace the DME inter-
(Ref 34-55-21/401) and rogator (Ref 34-55-21/401) and
re-examine. IF - re-examine. IF - ANY LAMP FAILED TO COME ON DURING THE
FIRST 2 SECONDS - Replace the DME No. 3
interrogator (Ref 34-55-21/401) and do
THE PROBLEM CONTINUES - THE PROBLEM CONTINUES - Replace the specified test.
Replace the RDDMI the VHF NAV control panel
(Ref 34-28-81/401). (Ref 34-31-51/401) and do the
specified test. IF -
INCORRECT SOUND - Replace

the interrogator THE PROBLEM CONTINUES - Replace

(Ref 34-55-21/401) and the DME antenna (Ref 34-55-11/
re-examine. IF - 401) and re-examine. IF -
THE PROBLEM CONTINUES - THE PROBLEM CONTINUES - Examine

Examine the audio selector the antenna cable and related
panel. connnectors. Repair or replace
as necessary.
OK - The System is serviceable.
Figure 121 DME Troubleshooting Chart

LOW RANGE RADIO ALTIMETER

34-48
34-48 LOW RANGE RADIO ALTIMETER

GENERAL DESCRIPTION
System Description If the values become valid, the normal alphanumerical display is resumed on
The low range radio altimeter (LRRA) system provides vertical position in- the EADI.
formation for use by the pilots during approach, landing, and takeoff phases of
flight operation. The EFIS transfer switch on the overhead P5 panel allows normal (separate)
The LRRA system provides measurement of the airplane absolute altitude usage of RA data from the LRRA R/T’s (LRRA-1, captain’s) (LRRA-2, F/O’s)
(height above terrain) from 2500 feet to terrain touchdown. to be directed to its associated EADI, or allows both EADI’s to operate from
LRRA valid, flag alarm/failure warning, dc altitude, and vertical terrain clear- LRRA-1 or LRRA-2 RA input.
ance (altitude trip) outputs are available for use by other systems.
Two complete systems are installed.
Each system consists of a receiver-transmitter (R/T), transmit antenna, receive
antenna, display of absolute altitude (height above terrain) and decision height
(DH) on the pilots EADI’s, and selection and display of DH on the EFIS control
panels located on the aft electronic panel (P8).
The LRRA systems supply LRRA fail warn or flag alarm, continuous dc altitude
height above terrain, and fixed trip height above terrain inputs to the DFCS
(digital flight control system), GPWS (ground proximity warn system), and the
rising runway display on the EADI (if provided).
Each receiver/transmitter (R/T) provides continuous dc altitude (radio altitude
[RA] height above terrain) to its associated EFIS symbol generator which pro-
cesses it into a digital value displayed on the EADI .
A decision height (DH) value selectable on the EFIS control panel is directed
by a 429 serial digital bus to its associated symbol generator.
The symbol generator processes the DH value and converts it into a video sig-
nal which appears as a graphic/alphanumerical display on the associated
EADI.
When the airplane descends to the selected DH, the symbol generator pro-
vides a signal which causes the RA and DH characters and associated numeric
values on the EADI to change color to yellow and blink for three seconds.
This alerts the pilots that the airplane has descended to the DH value.
When RA or DH values are invalid due to equipment malfunction or loss of ra-
dio altitude signal, the characters RA and/or DH are enclosed in a yellow box
and the numerical values are not displayed.


34-48
DC ALT CONV DIG ALT RA (AUX)

115V AC RADIO NUM VALUE
ALTM-1 VALID / INVALID CTRL
ELEX DH/RA VALID AP WARN
PWR
BUS-1 PROCESSOR DH VALUE/RESET RA VALID
DC ALT
P18-1 PANEL AP WARN COLOR CONTROL CAPT EADI (AP/AT)
DC ALT (AP/AT)
EFIS SYMBOL GEN FCC-A
DC ALT (AUX)
RA VALID
XMIT
ANT-1 ALT TRIPS:
(500’,1000’)
DH NUM VALUE SET DC ALT (AUX)
RCV DH RESET
ANT-1 RA VALID
TWO FIXED
ALT TRIPS
(10’) CAPT EFIS CONTROL PANEL GND PROX CMPTR
(FROM LRRA-1 ONLY)
LRRA-1 R/T
500’ TRIP (LRRA-1)
500’ TRIP (LRRA-2) DC ALT (AP/AT)
RA VALID
ARM SIG ENG 1 ARM SIG ENGINE IDLE RELAY MODULE
S824 (IF INSTALLED)
AUTOTHRTL CMPTR
ARM SIG ENG 2 ARM SIG
S826
1000’ TRIP (LRRA-1)
REVERSE THRUST ARM
(CONTROL STAND) 1000’ TRIP (LRRA-2) DC ALT (AUX)
LNDG GEAR LOGIC SHELF

YAW DAMPER CONTROL
CKT
TWO FIXED ALT TRIPS
(10’)
DH RESET
115V AC RADIO
ALTM-2 DH NUM VALUE SET
ELEX
PWR
BUS-2 AP WARN
DC ALT (AP/AT) F/O EFIS CONTROL PANEL
P6-1 PANEL DC ALT (AUX)
RA VALID AP WARN
XMIT ALT TRIPS: RA VALID
ANT-2 (500’,1000’) PROCESSOR DC ALT
DH VALUE/RESET
(AP/AT)
RCV VALID/INVALID CTRL DH/RA VALID
ANT-2 COLOR CONTROL FCC-B
DIG ALT RA (AUX)
DC ALT CONV NUM VALUE
LRRA-2 R/T
EFIS SYMBOL GEN F/O EADI
Figure 122 LRRA General Schematic
SCL VRC/RRH 26.08.20052 Page: 231

34-48
RA / DH - CONTROL AND INDICATION

EFIS Control Panel (RA Related Functions)
The EFIS control panel provides selection of the decision height (DH).
DH can be selected from -20 to +999 ft. by turning the DH select knob.
DH is read from the 3-digit DH REF LCD display.
The RST switch, when pressed, terminates the DH alert at the associated
EADI.
The captain’s and F/O’s EFIS control panels are located on the pilots’ control
stand aft electronics panel P8.
LRRA System Radio Altitude Indication Interface

Radio altitude (height above terrain) and DH data is displayed in the lower right
corner of the EADI’s.
For altitudes above 2500 feet, the RA display is removed.
The DH display shows the letters DH and the decision height set on the EFIS
control panel in green.
For altitudes between 2500 feet and the DH value, the RA display is shown in
white numerals.
When the airplane descends to the DH value, the letters DH and the RA value
blink (yellow) for three seconds, then the letters DH disappear and the decreas-
ing RA value remains yellow.
If the LRRA fails, the RA display is removed and a yellow RA flag appears on
the lower right corner of the EADI.


34-48
DECISION
HEIGHT (DH)
ADI DH SET
READOUT
DH REF
DH150
DH SET -3
CONTROL RADIO ALTITUDE
KNOB
BRT
RST
DH RESET
PUSHBUTTON
BRT
DH INVALID
EFIS CONTROL PANEL FLAG (YELLOW)
RA INVALID
DH FLAG (YELLOW)
RA (NO NUMERICAL
VALUES DISPLAYED)
EADI
Figure 123 LRRA Control and Indication


34-48
RA TRANSCEIVER NO 1 - OPERATION
Receiver-Transmitter Antenna
The R/T units receive 115V, 400 Hz power from the P18-1 panel (LRRA-1) The antennas are linearly polarized horns.
and the P6-1 panel (LRRA-2). Two identical antennas are used in each system of the dual LRRA system, one
The R/T power supply provides various regulated DC voltages to all circuits in for transmitting and one for receiving.
the R/T. The antennas are connected to the receiver-transmitter through specific length
Each LRRA system is turned on independently as long as its circuit breakers is coaxial cables and are flush mounted on the lower fuselage centerline as fol-
closed. lows:
The R/T supplies a FM/CW signal to the transmit antenna. TRANSMIT ANTENNA NO. 1 STA 450
The signal is transmitted, reflected from the terrain, and picked up by the re- RECEIVE ANTENNA NO. 1 STA 430
ceive antenna. TRANSMIT ANTENNA NO. 2 STA 390
The transmit and receive signals are mixed in the receiver to develop a differ- RECEIVE ANTENNA NO. 2 STA 410
ence frequency.
The difference frequency is proportional to the signal travel time to the terrain
and back.
This difference is converted to analog altitude data and output to the Captain’s
(left) EFIS Symbol Generator (LRRA-1) or F/O’s (right) EFIS Symbol Genera-
tor (LRRA-2), as applicable to the LRRA system concerned.
DH data from the EFIS control panels is supplied to the symbol generators.
Setting of the EFIS instrument source select switches selects which symbol
generator feeds DH and altitude data to the EADI’s.
The test connector on the front panel is used to connect a test set for checks of
fixed height-above-terrain trips used by the flight control system and other
systems on the airplane, and for other LRRA system tests.


34-48
Figure 124 LRRA 1 DETAILED SCHEMATIC


34-48
RA TRANSCEIVER NO 2 - OPERATION


34-48
Figure 125 LRRA 2 DETAILED SCHEMATIC


34-48



34-48
LRRA NO. 2
TRANSMIT ANTENNA
(STA 390) LRRA NO. 1
TRANSMIT
LRRA NO. 2
TEST ANTENNA
RECEIVE ANTENNA
EQUIPMENT (STA 450)
(STA 410)
CONNECTOR
LRRA NO. 1
RECEIVE ANTENNA
ELECTRONIC
EQUIPMENT (STA 430)
RACK, E2
RECEIVER
TRANSMITTERS
TRANSMISSION
CABLE CONNECTOR
ANTENNA
DELAY LINE
CONNECTOR
MOUNTING SCREWS (not used in
(8 PLACES) DLH-airplanes
REINFORCING
RING
DOUBLER
UP
SKIN RETAINER
RING
FWD
RECEIVER-TRANSMITTER (R/T) LOW RANGE RADIO ALTIMETER ANTENNA
Figure 126 LRRA Components
Page: 239

34-48
BITE AND TEST

No self-test switch or fault/status lights are provided on the front panel of the If the radio altitude numerical display on the first officer’s EADI is replaced
LRRA receiver/transmtters for self-test of a receiver/transmitter and its anten- by the letters RA in a yellow box, the fault is in the LRRA-2 (first officer’s)
nas. system.
Gain access to the LRRA receiver/transmitters (R/Ts) in the E-2 Rack in the
TROUBLESHOOTING electronics equipment bay.
General Replace the applicable LRRA-1 or LRRA-2 R/T (AMM 34-48-21/401) as
shown by the RA fault display on the EADI.
Replace defective components with known good components.
If the RA fault still shows on the EADI, look for damaged/missing connector
Do the troubleshooting and replace components in the sequential order shown pins on the rear of the R/T and on the mating connector on the rack shelf.
in the Troubleshooting Procedure. Repair or replace, as required.
When you complete the troubleshooting, do the Low Range Radio Altimeter If the RA fault still shows on the EADI, replace the associated receive or
System Operational Tests (AMM 34-48-02/501). transmit antenna (AMM 34-48-11/401) or repair/replace the coaxial cables
Prepare To Troubleshoot connected to the antennas, as required.
Supply electrical power (AMM 24-22-00/201). LRRA/Interface Systems Troubleshooting
Make sure the EFIS system is serviceable (AMM 34-22-00/501). FAULT:
Make sure these low range radio altimeter (LRRA) system circuit breakers are No on-ground radio altitude (-3 3 feet) displayed on one or both EADI’s and
closed: no RA yellow flag on one or both EADIs:
P18 Load Control Center - Left 1) RADIO ALTM-1 Turn the EFIS transfer switch on the P5 overhead panel to the BOTH ON
P6 Load Control Center - Right 1) RADIO ALTM-2 1 position and then to the BOTH ON 2 position.
Set the EFIS transfer switch on the P5 overhead panel to the NORMAL posi- - If a radio altitude of -3 3 shows on both EADI’s for the BOTH ON 1
tion. position, EFIS symbol generator No. 2 (SG-2) may have faults.
Look for the letters RA (in a yellow box) displayed on the EADIs: Go to the EFIS/Radio Altitude Troubleshooting.
No letters RA in a yellow box and no radio altitude numerical value indi- - If a radio altitude of -3 3 shows on both EADI’s for the BOTH ON 2
cates a possible EFIS system fault or a disconnected antenna. position, EFIS symbol generator No. 1 (SG-1) may have faults.
Go to the LRRA/Interface Systems Troubleshooting. Go to the EFIS/Radio Altitude Troubleshooting.
The letters RA in a yellow box indicate a LRRA system fault.

Go to the LRRA R/T and Antenna Troubleshooting.
LRRA R/T and Antenna Troubleshooting

Set the EFIS transfer switch on the P5 overhead panel to the NORMAL posi-
tion.
If the radio altitude numerical display on the captain’s EADI is replaced by
the letters RA in a yellow box, the fault is in the LRRA-1 (captain’s) system.


34-48



34-48
EFIS/Radio Altitude Troubleshooting EFIS EADI faults affect on the radio altitude and DH.
Turn the DH knob on the EFIS control panels to an ADI DH REF readout of 75. Refer to 34-22-00/101 to troubleshoot these EADI faults:
Turn the EFIS transfer switch on the P5 overhead panel to the NORMAL posi- No display of any data, symbols, or characters on the EADI.
tion. All data, symbols, and characters displayed in one color on the EADI.
Gain access to the symbol generators SG-1 and SG-2 in the main equipment
center E2-3 rack.
Put the airplane in its usual condition at the completion of troubleshooting.
Press the TEST switch on each EFIS symbol generator in turn.
Make sure the associated EADI shows the correct displays of DH 75 (green)
and the EFIS self-test radio altitude of 150 (white).
If the radio altitude is not 150 (white) or is missing, troubleshoot the EFIS
system (AMM 34-22-00/101), or replace the applicable EFIS symbol gener-
ator (AMM 34-22-41/401).
If DH 75 (green) is not displayed, go to the Radio Altitude/DH Alert Trouble-
shooting.
Decision Height - Operational Test

The decision height circuits can be tested during an EFIS self—test because
one of the fixed outputs of the EFiS test is 150 feet radio altitude.
In order to start test, select ’EFlS” on the MAINT BITE INDEX.
Then select ”SELF—TEST” on the EFIS BITE TEST page.
The EFIS BITE TEST SELF—TEST page will now be displayed and the fixed
outputs will be displayed on the EADI and EHSI.
For a valid EFlS test, the radio altitude display is 150 feet.
In order to test the DH alert, first, set the DH to 74 feet or lower.
This enables the DH alert. The display on the EADI should be a magenta DH
index at 74 feet on the RA dial and ”150” in white.
In order to activate the DH alert, set the DH to 150 or above.
The dial indices, RA readout, DH index and ring segment will turn yellow and
flash for 3 seconds and then illuminate steadily on the EADI display.
The display can be reset by pressing the manual reset switch on the EFlS con-
trol panel; setting the DH to 74 feet or lower; or by changing the radio altitude
to zero or lower (occurs upon termination of EFlS SELF—TEST).


34-48
74
74
74
Figure 127 LRRA Decision Height - Test

WEATHER RADAR SYSTEM

34-41
34-41 WEATHER RADAR SYSTEM

GENERAL DESCRIPTION
System Description
The weather radar system presents the pilots with a topographic map type of
display of moisture laden weather formations (WX) or major terrain features
such as rivers, coastlines, major mountain peaks, and cities for position fixing
(MAP).
The weather displays permit the pilot to avoid storm penetration and the
associated turbulence.
The basic weather radar system consists of a receiver/transmitter (R/T) unit, an
antenna assembly, waveguide and a control panel.
The weather radar system also receives control data from the electronic flight
instrument system (EFIS) control panel.
Weather or map data is displayed on the EFIS electronic horizontal situation
indicator (EHSI) .
The receiver/transmitter generates and transmits high energy radio frequency
(rf) pulses which are radiated by the antenna.
A small portion of the radiated energy is reflected back to the airplane by mois-
ture laden clouds or by major terrain features.
The reflected signals are received by the same antenna, processed by the R/T
unit and displayed on the EHSI’s.
The transfer of the RF energy between the R/T unit and the antenna takes
place via the waveguide.
Stabilization of the antenna in pitch and roll is provided by the inertial reference
system.
The weather radar system operates from 115-volt ac ELEX BUS-2. No dc

power is required.
The weather radar system has a built-in operator-actuated test pattern for fault
identification.
The operator-actuated test causes the injection of test signals, which are used
to generate a test pattern on the EHSI, allowing the operator to adjust the dis-
play prior to flight and to ascertain correct operation of all system components.


34-41
1 CAPT
115V AC ARINC 453 DATA BUS LEFT EFIS ELECTRONIC
ELEX SYMBOL HORIZONTAL
PWR 2 WXR R/T GENERATOR SITUATION
INDICATOR
P6
ARINC 429 1
CONTROL
BUS RANGE
WXR CAPT EFIS
ON/OFF CONTROL
PANEL
LEFT IRU
NORMAL ATTITUDE
SOURCE SELECT
WXR
BOTH ON R
R/T
IRS XFER RLY-1
F/O
ARINC 453 DATA BUS ELECTRONIC
RIGHT IRU RIGHT EFIS
SYMBOL HORIZONTAL
GENERATOR SITUATION
2 INDICATOR
ARINC 429
CONTROL
BUS RANGE
F/O EFIS
CONTROL
PANEL
2
ANTENNA
ON/OFF CONTROL ASSEMBLY

WXR
CONTROL
ANN LIGHT WXR PANEL
TEST ON TEST ANTENNA TILT , MODE
Figure 128 WXR Basic Schematic

Page: 245

34-41
WXR - CONTROL
Weather Radar Control Panel IRS Select Switch
The control panel is located on the forward electronics control panel P9. The IRS select switch is an integral part of an instrument switching module lo-
Controls on the control panel consist of a WR power switch and an antenna tilt cated on the pilot’s forward overhead panel.
control. The IRS select switch provides selection of IRS attitude data to the receiver
The WR power switch in conjunction with the EFIS control panels enables the transmitter from the left or right IRS (Ref 34-28-01).
weather radar receiver/transmitter power supply. In normal position IRU1 is default.
The TILT settings are converted into serial data and sent to the receiver trans-
mitter by an ARINC 429 transmitter.
Tilt settings of 15 degrees up or down from the zero position are available.
The weather radar system self-test is initiated by circuits in the weather radar
control panel and the control cabin lighting master dim and test circuits when
the LIGHTS switch on the captain’s P1 panel is positioned to TEST.
EFIS Control Panel
The captain’s and first officer’s EFIS control panels are located on the aft elec-
tronics control panel P8.
The EFIS control panel provides weather radar display turn-on, range and
mode selection for the EHSIs.
Both the captain’s and F/O’s EFIS control panels provide independent weather
radar control for the respective display.
The WXR power switch provides a power enable signal (ground discrete) to the
weather radar receiver/transmitter thru the weather radar control panel WR
switch for system turn on.
The range selector rotary knob has six range settings which include 10, 20, 40,
80, 160, and 320 mmi.
The selected range is sent to the weather radar receiver/transmitter, the EFIS
symbol generator, and the flight management computer (FMC), via a common
ARINC 429 data bus.
The receiver/transmitter is capable of processing WXR data for both separate
selected ranges.
The mode selector switch will display weather radar data in the following posi-
tions: EXP VOR/ILS, MAP, or CTR MAP.


34-41
FORWARD
OVERHEAD PANEL
INSTRUMENT SWITCHING MODULE
EFI IRS
BOTH BOTH BOTH BOTH

ON 1 ON 2 ON L ON R
CAPTAIN’S
FIRST OFFICER’S NORMAL NORMAL
PANEL
PANEL IRS
EHSI EHSI SELECT
SWITCH
INSTRUMENT SWITCHING MODULE
FORWARD
AFT ELECTRONICS PANEL
ELECTRONICS PANEL WXR CONTROL PANEL
EFIS CONTROL PANEL
WR POWER ANTENNA TILT

RANGE SWITCH CONTROL
ADI HSI SWITCH
DH REF RANGE
FULL EXP 80 160 320 WR
VOR/ILS VOR/ILS WXR
40 OFF ON
MAP 20 TFC POWER
CTR 10 SWITCH AIDS
10
MODE MAP 5
SELECTOR BRT PLAN WXR T 15
UP
SWITCH I
ON L 0
RST T DN 15 EVENT PRINT
MAP
VOR/ADF NAV AID ARPT RTE DATA WPT 5
BRT 10
ON ON ON ON ON
CONTROL PANEL
EFIS CONTROL PANEL
Figure 129 WXR Control
Page: 247

34-41
WXR - INDICATION
Electronic Horizontal Situation Indicator (EHSI)
The weather radar data is displayed on the EHSI’s in a low intensity, raster for-
mat.
The weather data is displayed in a three color format.
Each color (green, yellow, red) represents a range of moisture gradients.
Position on the EHSI of the displayed weather radar data corresponds to the
actual storm position in relation to the airplane.
Display position is also dependent on the selected range.
The ground return data is displayed in a similar manner as the weather data.
The colors represent the variations in the terrain.
For normal weather radar operation, the EHSI provides the following displays
during the EFIS operating modes of:
EXP VOR/ILS,
MAP or
CTR MAP.
Three range arcs are displayed at equal distances apart.
Each arc represents one-fourth of the selected range.
One-half the selected range (white numerics) is placed beside the center
range arc.
It equals one-half of the total display range selected on the EFIS control panel.
The range marks are always displayed in the EFIS MAP mode.
In the VOR/ILS modes the range marks are displayed only when weather data
is also present.
The EHSI is microprocessor controlled. It receives video and control
signals from the EFIS symbol generator (Ref 34-22-00).

Weather radar data is displayed on the EHSI’s only when:
the EFIS control panel WXR power switch is in ON,
the weather radar control panel WR switch is ON, and
the EFIS mode selector is in EXP VOR/ILS, MAP or CTR MAP.


34-41
RED
WEATHER DME 55.3 HDG 127 M

YELLOW
DISPLAY: –>
+1 2
GREEN
ANTENNA TILT
MESSAGE
40
RANGE ARCS
HALF RANGE
STATUS AND WXR MESSAGE
FAIL MESSAGES WEAK
TO
VOR 1 114,20
AIRPLANE SYMBOL
EHSI
Figure 130 WXR Indication


34-41
FORWARD
OVERHEAD PANEL
SEE E EFI IRS
BOTH BOTH BOTH BOTH

ON 1 ON 2 ON L ON R
CAPTAIN’S FIRST OFFICER’S EFI
PANEL PANEL SELECT NORMAL NORMAL
SEE C SEE C SWITCH IRS
SELECT
FORWARD INSTRUMENT SWITCHING MODULE SWITCH
AFT ELECTRONICS
ELECTRONICS PANEL PANEL E
SEE D SEE B
WR POWER ANTENNA TILT

SWITCH CONTROL
ADI HSI
DH REF RANGE RANGE
FULL EXP 80 160 320 SWITCH WR
VOR/ILS VOR/ILS
40 OFF ON
MODE MAP 20 TFC
SELECTOR
CTR 10 WXR 10 AIDS
SWITCH MAP 5
POWER
BRT PLAN WXR 15
SWITCH T UP
I
ON
L 0
RST T DN 15 EVENT PRINT
MAP
VOR/ADF NAV AID ARPT RTE DATA WPT 5
BRT 10
ON ON ON ON ON
EFIS CONTROL PANEL CONTROL PANEL
D B
Figure 131 WXR Component Location Control

Page: 250

34-41
FAULT WX RADAR BENDIX

LOAD CONTROL ANNUNCIATOR
CENTER, P6 LIGHTS
R/T
ANT
WEATHER
IND
RADAR
CON
ANTENNA
WG SW
SEE F GYRO
AIR
TEST
RADAR TRANCEIVER
ANTENNA FLAT RTA-4A
WAVEGUIDE RECEIVER/TRANSMITTER PLATE RADIATOR
SEE A
RECEIVER/TRANSMITTER
SCAN AND ELEVATION

DRIVE DISABLE SWITCHES
ELECTRICAL
CONNECTOR
WEATHER RADAR ANTENNA
Figure 132 WXR Component Location Transceiver and Antenna

Page: 251

34-41
COMPONENTS
Receiver/Transmitter Antenna
The weather radar receiver/transmitter (R/T) is mounted on an R/T mount in The antenna is mounted on the forward pressure bulkhead behind the radome
the forward nose compartment at station 200. in an unpressurized section of the airplane.
Access is gained through the lower nose compartment access door. It is used for both transmitting and receiving.
The R/T is a completely solid state unit which transmits, receives, processes The antenna system consists of an azimuth drive motor, a tilt drive motor, an
video, supplies antenna stabilization signals, and provides system timing and azimuth position synchro, an elevation position synchro, and a 30-inch planar
monitoring for the weather radar system. array radiating element.
The R/T provides pulse transmission in the X-band frequency range for detec- Operation of the TILT control, on the weather radar control panel, up or down
tion of storm conditions at ranges of up to 320 miles and for terrain mapping. from the zero position impresses a fixed angle, as selected on the control, on
The R/T contains circuitry which automatically compensates for near and far the stabilized/boresight zero position of the antenna planar array.
targets and weakened radar returns due to penetration of weather storm cells. Maximum compensating movement of the antenna is 45-degree combined
The R/T contains a microprocessor-controlled antenna stabilization servo loop, pitch and roll plus or minus the TILT angle set at the weather radar control
which provides antenna line-of-sight stabilization. panel.
Microprocessor-controlled system timing and monitoring of key system param-
eters for fault detection is also an integral part of the R/T’s function.
Waveguide
The waveguide connects the R/T to the antenna.
The waveguide is X-band, and is pressurized with cabin pressure.
A cover flange connects the waveguide to the R/T and passes through a pres-
sure seal where the waveguide leaves the airplane’s pressurized area and en-
ters the nose-cone area.
The waveguide connects to the antenna with a choke flange and quick-discon-
nect clamp.


34-41
FAULT WX RADAR BENDIX

LOAD CONTROL ANNUNCIATOR
CENTER, P6 LIGHTS
R/T
ANT
WEATHER
IND
RADAR
CON
ANTENNA
WG SW
GYRO
AIR
TEST
ANTENNA FLAT RADAR TRANCEIVER
PLATE RADIATOR RTA-4A
WAVEGUIDE RECEIVER/TRANSMITTER
RECEIVER/TRANSMITTER
SCAN AND ELEVATION

DRIVE DISABLE SWITCHES
ELECTRICAL
ANTENNA PITCH CONNECTOR
ELEVATION SCALE
WEATHER RADAR ANTENNA
Figure 133 WXR Components


34-41
Figure 134 WXR DETAILED SCHEMATIC SHEET 1


34-41
WR ON
Figure 135 WXR DETAILED SCHEMATIC SHEET 2


34-41
STATUS AND FAULT MESSAGE DISPLAYS

WXR - PRECAUTIONS
The EHSI weather radar status, fault messages and range disagreement dis-
WARNING: DO NOT OPERATE WEATHER RADAR WHILE THE AIR- plays are described below:
PLANE IS BEING REFUELED OR DEFUELED AND DO If a calibration fault, attitude input fault, or stabilization off condition is de-
NOT OPERATE IN ANY RADIATION MODE WHILE A FUEL- tected, the EFIS symbol generator (SG) generates a WXR on line 2 and
ING OPERATION IS BEING CONDUCTED WITHIN 300 FEET WEAK (calibration), ATT (attitude) or STAB (stabilization) on line 3 respec-
OF THE ANTENNA OR AN EXPLOSION MAY OCCUR. tively.
If any two or all three conditions occur simultaneously, the symbol generator
WARNING: PERSONNEL MUST NOT ENTER AN AREA CLOSER THAN will prioritize the messages as follows; highest - WEAK, ATT, and lowest -
50 FEET OF A RADIATING ANTENNA OR INJURY TO PER- STAB.
SONNEL MAY OCCUR. All three messages will be inhibited whenever a FAIL condition exists.
Weather radar data will continue to be sent from the symbol generator and
displayed by the EHSI’s.
CAUTION: WHEN THE WEATHER RADAR IS OPERATED IN ANY If the EFIS symbol generator receives a transmitter fault, antenna fault or
MODE OTHER THAN TEST, DIRECT THE NOSE OF THE control panel fault, the symbol generator will send a status message WXR
AIRPLANE SO THE FORWARD 180-DEGREE SECTOR IS on line 2 and a FAIL message on line 3 of the EHSI.
FREE OF LARGE METALLIC OBJECTS (HANGERS, In a WXR FAIL condition weather radar data will be removed from the
TRUCKS, OTHER AIRPLANES, ETC) FOR A DISTANCE OF EHSI’s by the symbol generator.
300 FEET OR DAMAGE TO RECEIVER MAY OCCUR.
In the event of an overheat condition on one of the EHSI’s the status/fault
message would be WXR/DSPY or blank/blank.
CAUTION: WHEN OPERATING IN A RADIATING MODE, ALL LARGE In either event all weather radar messages would be removed in no longer
METALLIC OBJECTS MUST BE AT A DISTANCE OF 300 than 30 seconds.
FEET OR GREATER BEFORE TILTING THE ANTENNA When the symbol generator senses a disagreement between the EFIS
DOWN OR DAMAGE TO THE RECEIVER MAY OCCUR. range and the receiver/transmitter range a WXR RANGE DISAGREE mes-
sage is displayed on line 1 in the center of the EHSI.
This message occurs with the EFIS in the VOR/ILS or MAP modes.
When both the receiver/transmitter range and flight management computer
(FMC) range disagree with the EFIS control panel range, a WXR/MAP
RANGE DISAGREE message is displayed in the center of the EHSI.


34-41
ANNUNCIATION
LINE 2 LINE 3 MEANING OF THE WXR DATA ORDER OF PRIORITY
(YELLOW) (YELLOW) ANNUNCIATION DISPLAY OF MESSAGE
WXR WEAK CALIBRATION FAULT DISPLAYED FIRST PRIORTY
WXR ATT ATTITUDE INPUT FAULT DISPLAYED SECOND PRIORTY
WXR STAB STABILIZATION OFF DISPLAYED THIRD PRIORTY
WXR FAIL REC/TRANSMITTER FAULT REMOVED
WXR WEAK, ATT AND STAB
WXR FAIL CONTROL FAULT REMOVED MESSAGE INHIBITED HDG 127 M
WXR FAIL ANTENNA FAULT REMOVED +5
WXR DSPY EHSI TEMP ABOVE 1ST REMOVED AFTER
THRESHOLD (75° C) 30 SEC ALL OTHER WXR MESSAGES
BLANK BLANK EHSI TEMP ABOVE 2ND ENTIRE EHSI INHIBITED
THRESHOLD (100° C) DISPLAY OFF
STATUS AND FAULT MESSAGES WXR RANGE DISAGREE
STATUS DISAGREE
NOTE: THE GRAY SHAD- OR FAIL RANGE
OWED ANNUNCIATIONS MESSAGE WXR
ARE NOT CAUSED BY THE (LINE 2 FAIL (LINE 1)
WXR-SYSTEM! AND 3)
EHSI - STATUS AND FAULT DISPLAY

MESSAGE COLOR WXR DATA DISPLAY CONDITION EFIS MODE
WXR RANGE YELLOW REMOVED WXR XCVR RANGE PROCESSED DISAGREES VOR/ILS MAP,
DISAGREE WITH EFIS CP SELECTED RANGE AND CTR MAP
WXR/MAP RANGE YELLOW REMOVED WXR XCVR RANGE PROCESSED AND FMC
DISAGREE SELECTED RANGE BOTH DISAGREE WITH EFIS MAP AND CTR MAP
CP SELECTED RANGE
RANGE DISAGREEMENT MESSAGES

Figure 136 WXR Status and Fault Indication
Page: 257

34-41
BITE AND TEST

Test Preconditions Frontpanel Test
-Align IRS For this test, the WXR System must be in ON or TEST Mode.
-Set EFIS Mode Select Switch to EXP VOR/ILS, MAP or CENTER MAP The front panel of the R/T contains a test switch which is used with seven LED
-set EFIS Range Selctor to 80 Miles fault annunciators.
- place LIGHTS MASTER DIM and TEST SWITCH to LIGHT TEST
When the test switch is pressed and held, the fault annunciators will lamp-test
-Push the WXR Pushbutton on the EFIS Control Panel (Button is illumunated)
momentarily and then go out, unless a fault has been detected.
Cockpit Test The fault annunciators are as follows:
Self test is initiated when the captain’s LIGHTS switch on the P1 panel is posi- R/T - receiver/transmitter unit fault annunciator
tioned to TEST and the WXR-switch on the EFIS is ON and the WXR-switch ANT - antenna drive unit fault annunciator
on the weather radar control panel is in ON position.
IND - EFIS control panel fault annunciator
WARNING: TO MAKE SURE WXR IS NOT TOO LONG IN TRANSMIT- CON - control panel fault annunciator
MODE, OBEY THE FOLLOWING SEQUENCE:
WG SW - waveguide switch fault annunciator (waveguide switch not
– TO START TEST: FIRST PLACE THE LIGHT TEST
installed)
SWITCH TO TEST.
– TO END TEST: LAST PLACE THE LIGHT TEST SWITCH GYRO - attitude inputs fault annunciator
TO DIM / BRIGHT POSITION! AIR - cooling overtemperature annunciator
During a self test operation the transmitter transmits for 4 seconds to verify
proper operation of the transmitter then turns off.
Test patterns will be present on the EFIS EHSI’s.
If the test is satisfactorily completed a WXR TEST message will be present in
both EHSI mode message locations and a test pattern will be shown.
If the test fails, a FAIL message will be present in status message line 2 and
the defective LRU or condition will be displayed on fail message line 3.
The weather radar test pattern will be removed.


34-41
START TEST: 1 –> 2 –> 3

LIGHTS 1
TEST END
TEST: 3 –> 2 –> 1 HDG 127 M HDG 127 M
BRT 0 0
DIM
ANTENNA
RED TILT
LIGHT TEST SWITCH 2 WR
(P1 PANEL) ON OFF
YELLOW
10
5 40
20 TFC
15
10 UP
WXR
WXR GREEN
CONTROL PANEL TEST
STATUS
3 ON OR FAIL WXR
MESSAGE FAIL
RT ANT
EFIS CONTROL
FAILED
PANEL LRU’S
NORMAL TEST DISPLAY FAILURE DISPLAY
WX RADAR WXR TEST - REQUEST BENDIX HALF SELECTED
RANGE SCALE
WX TEST DEFECTIVE
R/T WXR TEST
PASS/FAIL LRU(S) CONDITION
ANT PATTERN
(YELLOW) (CYAN)
IND
CON WX TEST BLANK TEST PASS ON
WG SW
GYRO WX FAIL RT REC/TRANSMITTER FAULT OFF

AIR
WX FAIL ANT ANTENNA FAULT OFF
TEST
RADAR TRANCEIVER WX FAIL CONT CONTROL FAULT OFF
RTA-4A
WX FAIL ATT ATTITUDE INPUT FAULT ON
WX FAIL WEAK CALIBRATION FAULT ON
WXR TRANSCEIVER EHSI TEST PASS/FAIL MESSAGES

Figure 137 WXR BITE and Testindication
Page: 259

34-41
MM - WXR TROUBLESHOOTING
This subject contains one task: the trouble shooting procedure. These R/T failure indicators are used to trouble shoot the weather radar sys-
The trouble shooting procedure uses the self test circuits of the weather radar tem.
to start the procedure. R/T - receiver/transmitter unit fault annunciator
When a failure message shows, the failure isolation procedures are used to ANT - antenna drive unit fault annunciator
find the LRU that must to be replaced. IND - EFIS control panel fault annunciator
The weather radar system uses the performance monitor circuits in the receiv- CON - control panel fault annunciator
er/transmitter to monitor the system operations.
WG SW - waveguide switch fault annunciator (waveguide switch not
The BITE circuits supply failure messages which are sent through the ARINC installed)
453 bus to be shown on the EHSI’s.
GYRO - attitude inputs fault annunciator
The performance monitor circuits identify most system malfunctions, and show
AIR - cooling overtemperature annunciator
alphanumeric messages on the EHSIs.
When the LIGHTS switch on the captain’s P1 panel is in TEST, the system is
examined by a self test.
The receiver/transmitter circuits operate for four seconds and then are muted.
A test pattern is supplied with three color bands on the EHSI’s.
The R/T front panel has 7 LED failure indicators and a TEST switch.
The failure indicators show which one or more weather radar units do not oper-
ate.
When the TEST switch is pushed and held, all seven failure indicators will
come on momentarily.
All seven failure indicators go off except those that indicate a weather radar
unit that does not operate correctly.
When the TEST switch is released, all failure indicators go off.


34-41
If ”WXR RANGE DISAGREE” SHOWS ON THE EHSI - Replace the WXR R/T. IF -
”WXR FAIL RT” SHOWS ON THE EHSI - Replace the WXR R/T. IF -
NOT OK - Do the EFIS BITE-TS OK - The WXR system is OK.
procedure (MM 22-07-10/101).
IF - NOT OK - Examine the WXR waveguide assembly. Replace waveguide section(s)
as necessary. IF -
”WXR/MAP RANGE DISAGREE” SHOWS ON

NOT OK - Do the EFIS BITE-TS procedure (MM 22-07-10/101).
THE EHSI - Do the EFIS BITE-TS
procedure (MM 22-07-10/101).
”WXR FAIL ANT” SHOWS ON THE EHSI - Make sure the SCAN and ELEVATION disable
”WXR/DSPY” SHOWS ON THE EHSI - Do switches are set to the on position. IF -
the EFIS BITE-TS procedure
(MM 22-07-10/101).
NOT OK - Replace the WXR antenna. NOT OK - Do the EFIS BITE-TS procedure
IF - (MM 22-07-10/101).
On the P1, panel, set the captain’s master dim and test switch to the TEST posi-
tion. On the EHSI, make sure ”WXR FAIL WEAK”, ”WXR FAIL ATT”, ”WXR FAIL STAB”,
”WXR FAIL RT”, ”WXR FAIL ANT”, or ”WXR FAIL CONT” do not show. IF - ”WXR FAIL CONT” SHOWS ON THE EHSI - Replace the WXR control panel. IF -
OK - The WXR is serviceable.

NOT OK - Do the EFIS BITE-TS
procedure (MM 22-07-10/101).
”WXR FAIL WEAK” SHOWS ON THE NOT OK - Do the EFIS BITE-TS procedure
EHSI - Replace the WXR R/T. IF - (MM 22-07-10/101).
”WXR FAIL ATT” SHOWS ON THE

EHSI - Do the IRS BITE-TS proce-
dure (MM 22-05-10/101).
”WXR FAIL STAB” SHOWS ON THE

EHSI - Replace the WXR R/T. IF -
NOT OK - Replace the WXR antenna.

IF -
NOT OK - Replace the WXR control NOT OK - Do the EFIS BITE-TS procedure
panel. IF - (MM 22-07-10/101).
Figure 138 WXR Troubleshooting Chart

AIR TRAFFIC CONTROL SYSTEM

34-53
34-53 ATC-SYSTEM
GENREAL DESCRIPTION (WITH MODE S)
System Description Air-Ground information is provided for disable the mode A / C when aircraft is
The Air Traffic Control Radar Beacon System, (ATC system), provides airplane on ground and mode selector is in position AUTO. (Mode S is in this configura-
tracking, altitude and identification information to an ATC ground station. tion still working!! (output-power is appr. 200Wpep).
The ATC transponder responds to an interrogation from an ATC ground station. If mode selector is in position STBY, all activities of the transponders are dis-
abled.
The ATC system responds to ground station interrogations in one of three dif-
ferent modes:
mode-A,
mode-C and DLH D-ABIA thru D-ABIX
mode-S. The No. 1 ATC system receives 115 volt, 400 Hz ac power from the standby
power bus.
Mode-A and Mode-C provide identification and altitude information.
Power is supplied through the ATC No. 1 circuit breaker located on the load
Mode-S provides selective airplane identification and data link capabilities.
control center left circuit breaker panel P18.
After a ground station interrogation, the transponder automatically transmits a
The No. 2 ATC system receives 115 volt, 400Hz ac power from the electronics
pulse coded reply signal in one of the above modes.
power No. 2 bus. Power is supplied through the ATC No. 2 circuit breaker
The mode of reply is determined by the mode of interrogation from a ground which is located on the right load control center circuit breaker panel P6.
station and the current configuration of the altitude reporting function..
all except DLH D-ABIA thru D-ABIX
Two ATC systems are installed on the airplane, each with its own transponder.
The No. 1 ATC system receives 115 volt, 400 Hz ac power from the electronics
Only one transponder operates at a time.
power bus No. 1.
A dual ATC control panel provides independent and isolated control for both
Power is supplied through the ATC-1 circuit breaker located on the left load
systems.
control center circuit breaker panel P18.
Control information is sent to either transponder by signal discretes and an
The No. 2 ATC system receives 115 volt, 400Hz ac power from the electronics
ARINC 429, 572, 718, or 730 bus.
power No. 2 bus. Power is supplied through the ATC No. 2 circuit breaker
There are two ATC antennas on the airplane (a TOP and a BOTTOM ANT). which is located on the right load control center circuit breaker panel P6.
The antennas are shared by the two transponders. Two rf relays switch both
antennas from one transponder to the other.

Each transponder receives altitude data from both air data computers (ADCs).
Only the onside ADC-information is used. The altitude data is sent to the trans-
ponders by an ARINC data bus.
The ATC and DME systems operate in the same L-band frequency range. A
suppression circuit is connected between the ATC transponders and the DME
interrogators to prevent simultaneous transmissions.
FLIGHT IDENT is used for Mode-S purposes (for exc. tracking with automati-
cally displayed flight number on the controllers screen)


34-53
115V AC Mode S Address (Tailsign) for ACARS-MK II/III–Datalink

ELEX POWER
BUS 1 ATC 1
OR ALT 1 B
115VAC
STDBY BUS FLIGHT
Mode S IDENT
ALT 2 POWER
28V DC
A
Address C A
BUS 2 ATC (Tailsign) (n.u.) FMC
ANT SW D ATC1
P18 LOAD CONTROL RF TOP
CENTER-RIGHT
ATC TOP ANT
POWER ATC2
AIR CTRL SUPPRESSION
CTRL
TCAS ATC1
RF BOTTOM
GND
AIR/GND RLY DATA ATC BOT ANT
(E11) SUPPR. SUPPRESSION ATC2
ATC-1 TRANSPONDER DME-1

ANT CTRL
CONTROL
AIR DATA SUPPR. SUPPRESSION

CTRL CTRL DME-2
GND
RF TOP
AIR/GND RLY
(E11)
POWER RF BOTTOM
CONTROL PANEL
SUPPRESSION
B
DME-3
Mode S
Address ALT 1
ALT
(Tailsign) (n.u.) C
D ADC -1
115V AC
ELEX POWER ALT 2 ALT
BUS 2 ATC 2
P18 LOAD CONTROL Mode S Address (Tailsign) for ACARS-MK III/II–Datalink ADC -2
CENTER-LEFT
ATC-2 TRANSPONDER
Figure 139 ATC Gemeral Schematic (with Mode S)

Page: 263

34-53
CONTROL AND INDICATION (WITH MODE S)

ATC Control panel
The ATC control panel is located on the aft electronic control panel (P8).
The control panel contains switches and controls which provide reply codes
and mode selection for two ATC/Mode S transponders.
The control panel is divided into two operational channels:
– left (No. 1) and
– right (No. 2).
Each channel operates independently of the other.
Each side provides its respective transponder with tuning and control signals
for system operation.
The switches and indicators are as follows:
Nine pushbutton code switches which select the four-digit ATC identification
code.
A four-digit code display window which shows the selected identification
code and the active transponder.
A two-position transponder select switch (ATC 1/2) which selects the left or
right transponder.
A three-position function switch (STBY / AUTO / ON) which put both trans-
ponders in standby mode, or provides automatic activation of the selected
transponder (only mode A / C) or activates the selected transponder.
NOTE: AIR-GROUND INFORMATION IS PROVIDED FOR DISABLE
THE MODE A / C WHEN AIRCRAFT IS ON GROUND AND
MODE SELECTOR IS IN POSITION AUTO. (MODE S IS IN THIS
CONFIGURATION STILL WORKING!! (OUTPUT-POWER IS
APPR. 200WPEP).
An identification switch (IDNT) which causes the active transponder to
transmit a special pulse identifier with the next ground station interrogation.
An XPDR FAULT indicator which indicates if a failure has occurred in the
transponder.
A test switch (TST) which initiates a BITE test of the Control Panel.
A TCAS -- TRAFFIC switch which disables the TCAS or selects a certain
mode for TCAS. (See TCAS description in this training manual).


34-53
IDENTIFICATION
SWITCH
SELECTED TEST SWITCH

CODE DISPLAY
CODE SWITCHES
TA/RA
TA A 1 2 3
ATC 1 TST
T OFF B
A
C IDNT
TRAFFIC 4 5 6 T
A
C
S 1 2 AUTO
XPDR STBY ON
7 0 CLR
FAULT
FAULT INDICATOR TRANSPONDER

FUNCTION
SELECT SWITCH
SWITCH
Figure 140 ATC Control Panel (with Mode S / TCAS)


34-53



34-53
ATC NO. 1
ATC TOP
TRANSPONDER
ANTENNA
SEE B (STA 430.25)
ANTENNA
SWITCH
SEE C
ATC NO. 2
TRANSPONDER
SEE B
ATC ANTENNA SWITCH ATC BOTTOM

ANTENNA
AFT ELECTRONIC C 2
(STA 355)
CONTROL PANEL
SEE A
IDENTIFICATION
SWITCH COAXIAL
COAXIAL
CABLE
CONNECTOR
SELECTED TEST SWITCH
CODE DISPLAY
ANTENNA
CODE SWITCHES
TA/RA
TA A 1 2 3
ATC TST
T OFF B FWD
C IDNT A
TRAFFIC 4 5 6 T
A
C ATC ANTENNA
S 1 2 AUTO
7 0 CLR XPDR STBY ON
FAULT
FAULT INDICATOR
TRANSPONDER FUNCTION
ATC CONTROL PANEL SELECT SWITCH ATC TRANSPONDER
SWITCH
A B
Figure 141 ATC Component Location (with Mode S)

Page: 267

34-53
COMPONENTS (WITH MODE S)

ATC Transponder ATC Antennas
The ATC transponders are located on the E2 electronic equipment rack. Two ATC antennas are installed in the airplane.
The No. 1 transponder is located on shelf E2-2. The antennas are on the top and the bottom of the airplane.
The No. 2 transponder is located on shelf E2-4. Two rf switching relays connect both antennas to the active transponder.
The active ATC transponder transmits a coded reply when it is interrogated by The top antenna is located on the centerline of the fuselage at station 430.25.
an ATC ground station or a TCAS-system. The bottom antenna is located on the centerline of the fuselage at station 355.
(Only mode S: In mode selector position AUTO (air and ground) and ON, the The antennas are omnidirectional L-blade type antennas.
transponder continuously transmits for TCAS-purposes ALL-CALL pulses)
Each antenna can transmit and receive signals for the active transponder.
Both transponders are identical to each other.
For transmition, the active transponder automatically uses the antenna with the
Each transponder and the following switches and indicators: greatest reception signal strength.
A green TPR indicator light which comes on when a transponder self-test is
successful.
A red TPR indicator light which comes on when a transponder self-test de-
tects a failure.
A red ALT indicator light which comes on when the altitude input source in-
dicates a barometric altitude failure.
A red DATA IN indicator light which comes on if an error is detected in the
ARINC 429 control word from the control panel
A red TOP indicator light which comes during a self-test when the upper
antenna impedance is incorrect.
A red BOT indicator light which comes during a self-test when the lower
A TEST switch which starts a transponder self-test.


34-53
ATC NO. 1 ATC TOP

TRANSPONDER ANTENNA
(STA 430.25)
ANTENNA
SWITCH
SEE 2
ELECTRONIC
EQUIPMENT
RACK
ATC NO. 2
TRANSPONDER
ANTENNA ATC BOTTOM
SWITCH ANTENNA
(STA 355)
SEE 2
COAXIAL COAXIAL
CONNECTOR CABLE
ANTENNA
FWD
ATC ANTENNA
ATC ANTENNA SWITCH 2
2 THE ANTENNA SWITCH IS INSTALLED BEHIND THE TRANSPONDER

AND ONLY ON AIRPLANE WITH TWO ANTENNAS
ATC TRANSPONDER
Figure 142 ATC Components (with Mode S)
Page: 269

34-53
ATC TRANSPONDER; DETAILED DESCRIPTION



34-53
ATC TPR/MODE S BENDIX/KING

TPR FAULT FAULT DESCRIPTION
ALT LAMP
DATA IN
ANTTOP SIGNAL
BOT TPR INTERNAL TRANSPONDER FAILURE 71
TCAS PROCESSING
MAINTEN ALT AIR DATA FAULT ANTENNA
RESERVED ANTENNA
SELECT 34-53-31 OUT / IN
SELF TEST
TEST DATA IN CONTROL PANEL DATA
-PRESS AND HOLD TEST 71
BUTTON
-ALL LAMPS WILL TURN ON TOP TOP ANTENNA FAULT
THEN OFF
-FAULT LAMPS OR GREEN ANT
TPR LAMP WILL TURN ON 34-16-14
BOTTOM BOTTOM ANTENNA FAULT D2179A
FLIGHT ARINC 429 A6 G9
B6 H9 DATA OUTPUT
34-11-15 (SH 2) TCAS TCAS FAULT ID RECEIVER BUS FMC-1
D311A
DATA 1
BUS 1 2 MAINTEN NOT USED
M1175 FMC
(E1-2)
M368 AIR DATA ALTITUDE INFORMATION TEST
34-11-15 (SH 2) A5 MAX
COMPUTER 2 (E1-1) B5 LOGIC C5
AND AIRSPEED
ALTITUDE (MODE C) MEMORY
34-11-11 (SH 2) TCAS COORD DATA IN E5
D309A F5 FROM / TO TCAS
DATA 1 H7 ALTITUDE INFORMATION 34-45-21 CONTROL PANEL
34-11-11 (SH 2) TCAS COORD DATA/TEST
BUS 1 2 J7 G5
CONTROL/ALTITUDE H5
M196 AIR DATA 115V AC
1 POWER FAIL
COMPUTER 1 (E1-1) SUPPRESSION 12 34-53-31
AC GND SUPPLY LAMPS
7
SIGNAL GND
115V AC MODE S CODE
STANDBY BUS FOR ACARS-MK II-III
5
OR ATC 1 AIR DATA SOURCE SELECT
115VAC ELEX BUS 1 E6 A1
24-52-11 B1
C1
P18-1 CIRCUIT D1
BREAKER PANEL E1
REPLY
115V AC AIR/GROUND 2 INHIBIT 2 F1
3 POWER 15 J5 G1
AC GND STANDBY/ON STANDBY/ON H1
4 SUPPLY 7 G7 J1
32-31-11 K1
LOGIC CONTROL BUS 22 E7 CTL INPUT (MODE A) A2
AIR AND 23 F7 B2
MEMORY MODE S SHORTING
B3 NC D2796 12 B3 C2 MODE S CODE
B2 29 XPDR FAIL 2 (FAIL = OPEN) FAIL 2 CODE D2 RECEPTACLE
B1 28 24 E2
20 K3 F2
XPDR FAIL 1(FAIL= +5V) FAIL 1 G2
GND AIR DATA
16 SWITCH SYSTEM H2
SOURCE SELECT J2
R343 GND CONTROLS SELECT FAULT FAULT
LOGIC LAMP BITE AND K2
SENSING RELAY A3
FLIGHT HISTORY B3
E11 LANDING GEAR C3

D3
LOGIC E3
AND COMMON
MEMORY
BRIGHT/DIM
33-18-61 18 ANTENNA BITE PROGRAM
MASTER DIM AND TEST MASTER TEST J5
21
TA/RA
TA ABV 1 2 3 ATC 1 TEST
IDENT PROGRAM COMMON
T A D5
C OFF BLW 4 5 6 T
A 1 2 AUTO C
S XPNDR STBY ON
7 0 CLR
SYSTEM SCHEMATIC MANUAL
FAULT 34-53-11
P8-29 ATC CONTROL PANEL M163 ATC-1 TRANSPONDER (E2-2)
Figure 143 ATC MODE S DETAILED SCHEMATIC

Page: 271

34-53
ATC ANTENNA TRANSFER

General
Two rf switching relays connect both antennas to the active transponder.
Power is applied to both ANTENNA TRANSFER RELAYS when the ATC AN-
TENNA SW circuit breaker on the P6-1 panel is closed.
When the TRANSFER RELAYS are in the deenergized position, ATC trans-
ponder 1 is connected to both antennas.
When ATC System 2 is activated on the ATC Control Panel, a signal is send to
the TRANSFER RELAYS to switch the ATC transponder 2 to both antennas.


34-53
NOTE: TERMINATION
RESISTORS ARE REMOVED
AFTER MODIFICATION!
Figure 144 ATC Antenna Transfer


34-53
BITE AND TEST (WITH MODE S)

Frontpanel -Test
Push the TEST switch to start a transponder self-test.
A green TPR indicator light which comes on when a transponder self-test is
successful.
A red TPR indicator light which comes on when a transponder self-test de-
tects a failure.
A red ALT indicator light which comes on when the altitude input source in-
dicates a barometric altitude failure.
A red DATA IN indicator light which comes on if an error is detected in the
ARINC 429 control word from the control panel
A red TOP indicator light which comes during a self-test when the upper
A red BOT indicator light which comes during a self-test when the lower
Control Panel Test

Push the TEST switch on the control panel to start a control panel self-test.
A PASS indication in the code-window shows and the transponder fault light
illuminates for 3 seconds, when the control panel self-test is successful.
If the selected Transponder is faulty, the transponder fault light will stay on
continuously.
A F XX indication comes on when the control panel self-test fails (XX repre-
sents the internal failure for shop maintenance only).
NOTE: Together with the ATC-system, also the TCAS-system is tested.
(see TCAS-system).


34-53
GREEN
RED
TEST SWITCH
(ATC SYSTEM)
TEST SWITCH
(CONTROL PANEL)
TA/RA
1 2 3
TA A ATC 1 TST
T OFF
MODE - S TRANSPONDER C TRAFFIC
B
4 5 6
PASS IDNT
A
T
A
C
S 1 2 AUTO
XPDR STBY ON
7 0 CLR
FAULT
ATC - TCAS CONTROL PANEL

Figure 145 ATC Mode-S Test

34-53
MM - TROUBLESHOOTING, MODE - S TRANSPONDER

The trouble shooting procedures make use of the self-test features of the ATC
transponder and ATC system test to isolate problems.
If the procedure does not correct the problem, examine and repair, if neces-
sary, the circuit between equipments.
The trouble shooting procedures are applicable for ATC system No. 1 and
ATC system No. 2.


34-53
Prepare the ATC system for trouble shooting as described in paragraph 2. On the A
transponder’s front panel, push and hold the TEST switch. Make sure ALL the LED
indicators come on for 3 seconds and then go off 2 seconds. IF -
SYSTEM TEST FAILED REC SENS, TRANSPONDER FREQ, OR SLS
ANY LED INDICATOR FAILS TO COME ON - Replace the ATC NOT OK
TEST - Replace the transponder (Ref 34-53-21/401). Do
transponder (Ref 34-53-21/401) and do the specified test.
the system test. IF -
After 5 seconds, make sure the green TPR LED indicator comes back on and stays on
OK
for 15 seconds. IF -
NOT OK - Examine the ATC antenna and antenna cable.

RED DATA IN INDICATOR COMES ON - Replace the ATC control
panel (Ref 34-53-31/401) and do the specified test. Repair or replace as necessary (Ref 34-53-11/401).
RED TPR LED INDICATOR COMES ON - Replace the ATC trans-

ponder (Ref 34-53-21/201) and do the specified test. SYSTEM TEST FAILED CODE TEST - Replace the ATC trans-
NOT OK
IF - ponder (Ref 34-53-21/401). Do the system test again.
IF -
RED TOP/BOT LED INDICATOR COMES ON - Examine the top and

bottom antenna cables and related antenna circuitry. OK
IF -
NOT OK - Replace the ATC control panel (Ref 34-53-31/
401).
OK - Replace the top or bottom NOT OK - Repair or replace the
ATC antenna as necessary antenna cable or install the ATC
(Ref 34-53-11/201) and do the transponder properly.
specified test. SYSTEM TEST FAILED ALT RPTG TEST - Make sure both air
NOT OK
data computers are operational (Ref 34-12-01/501) and
do the ALT RPTG test again. IF -
RED ALT LED INDICATOR COMES ON - Make sure the air data
computer system is operational (Ref 34-12-01) and do the
transponder test again. IF -
OK - Replace the defective ADC (Ref 34-12-00/

RED ALT LED INDICATOR COMES ON - Replace 401).
the ATC transponder (Ref 34-53-21/401)
and do the specified test.
NOT OK - Replace the ATC transponder
OK BUT SYSTEM HAD MALFUNCTIONED IN FLIGHT - Do the (Ref 34-53-21/401) and do the ALT RPTG test
system test (Ref 34-53-02 Adjustment/Test). IF - again.
OK - SYSTEM IS OPERATIONAL. SYSTEM IS OPERATIONAL.
Figure 146 ATC Troubleshooting Chart (with Mode S)

Page: 277
NAVIGATION 737-300/400/500
TRAFFIC COLLISION AVOIDANCE

SYSTEM (TCAS) 34-45
34-45 TCAS
DESCRIPTION
GENERAL
TCAS II is an airborne Traffic Alert and Collision Avoidance Advisory Sys- The traffc advisory display alerts the flight crew to the relative position of
tem that operates without support from ATC ground stations. The system de- nearby aircraft that are, or could become, collision threats. This improves the
tects the presence of nearby intruder aircraft equipment with transponders that ability of the flight crew to visually acquire intruder aircraft prior to responding to
reply to ATCRBS (Radio Beacon System) Mode A/C or Mode S interrogations. resolution advisory.
TCAS tracks and continuously evaluates the threat potential of these aircraft to Resolution advisories are displayed around the perimeter of the Vertical Speed
own aircraft, displays the nearby transponder — equipped aircraft on a traffic Indicator.
advisory display, and during threat situfations, provides traffic advisory alerts Detection and tracking of intruder aircraft is performed via transmission and
and vertical maneuvering resolution advisories to assist the pilot in avoiding receptions on a top—mounted TCAS directional antenna and a bottom
mid—air collisions. mounted TCAS directional antenna.
TCAS II only detects the presence of aircraft that are equipped with Mode A/C The system is composed of one TCAS II computer, two TCAS directional
or Mode S transponders. antennas, two Mode S transponders, two L—band antennas, a com-
The vertical maneuvering resolution advisories issued by TCAS II can only be bined Mode S / Mode A/C / TCAS control panel.
determined and generated against intruder aircraft that reports altitude data in
their transponder replies to TCAS interrogations.
NEAR MISS
TRAFFIC
TFC
TA 6.8-11
+10
-10
+02
-02
EADI TRAFFIC COLLISION AVOIDANCE SYSTEM : TCAS EHSI

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
EFIS SYMBOL
GENERATORS ( 2 )
EHSI /
EADI (2 )
TO COCKPIT
BENDIX TCAS PROCESSOR SPEAKERS
TA/RA
TA ABV 1 2 3 ATC 1
TEST
IDENT
T A
C OFF BLW 4 5 6 T
A TRAFFIC 1 2 AUTO C
S XPNDR STBY ON
7 0 CLR
FAULT
ATC / TCAS CONTROL PANEL

IRS L
Figure 147 TCAS GERERAL DESCRIPTION

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
TCAS GENERAL SCHEMATIC 1 AND 2

The Traffic Alert and Collision Avoidance System (TCAS) keeps surveillance on Other TCAS equipment is included to a level necessary to understand the
proximate airplane traffic and supplies safe separation between your airplane TCAS operation. See Chapter 34-53-00 for the ATC mode S operations and
and other airplanes, that have ATCRBS or Mode S transponders, in the event Chapter 34-61-00 for the EFIS operations.
of flight path conflict.
One TCAS system is installed on the airplane.
The TCAS system consists of one TCAS computer, two phased array direc-
tional antenna, and a control unit (ATC control panel).
TCAS informations is shown on the EHSI and the EADI - Display. CONTROL
TCAS interrogates proximate airplanes and receives the altitude, bearing and Provide electrical power (Ref 24-22-00/201).
other data from the intruder airplane via Air Traffic Control (ATC) system. Align IRS
The TCAS computer will analyze the data and determine if the intruder airplane TCAS system control is provided by the (TCAS) mode switch on the TCAS
is a threat to your airplane. control unit.
If there is a potential threat, TCAS will issue resolution advisories which will Set the mode switch to TA/RA for normal TCAS operation.
instruct the pilot to avoid the conflict.
Set the mode switch to TA for TA only mode. This mode keeps the TCAS
If there is no threat TCAS will track the intruder airplane’s position. from giving RAs.
TCAS operates in two modes: The traffic (TFC) switch on the EFIS range selector of the EFIS control panel
- TA ONLY mode which only tracks the proximate airplane traffic. enables TCAS operations to be shown the ND.
- TA/RA mode which tracks intruder airplanes and issues resolution advi- TCAS traffic is only displayed on these EFIS modes:.
sories. - expanded VOR / ILS mode
The TCAS uses this equipment : - expanded map mode
TCAS Computer - center map mode
Two Phased Array Directional Antennas
EFIS:
- Electronical Horizontal Situation Indicator (EHSI)
- Electronical Attitude Direction Indicator (EADI)

- EFIS Control Panel
A Mode S Transponder System that has this equipment:
- Two Mode S Transponders
- An ATC/TCAS control panel
- Two omnidirectional antennas
The TCAS computer, directional antenna, and control unit are included in this
section.

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
115V AC
ELEX BUS 1 D2745
24-51-11 5 =A1 (J1-YELLOW)
OR TCAS D2747
(B1) =A1 (J2-BLACK)
115VAC D2749
STBY PWR =A1 (J3-BLUE)
D2751
P18-1 CIRCUIT =A1 (J4-RED)
BREAKER PANEL FAILURE M1486 TOP ANT
CODE LIST (STA 385)
DIGITAL DATA C10
OUT C11 D2753
=A1 (J1-YELLOW)
D2755
M1161 IRU 1 (E3-5) =A1 (J2-BLACK)
BENDIX TCAS PROCESSOR D2757
=A1 (J3-BLUE)
D2759
=A1 (J4-RED)
AUX ALT OUT + 47
- 46
FAILURE
VALID 12 CODE DISPLAY M1487 BOTTOM ANT
(STA 305)
M50 RADIO ALT
R/T 1 (E2-4) TEST SWITCH
AUX ALT OUT + 47

- 46
VALID 12 H15 HI F/O TCAS
J15 LO AUDIO IN 3
M415 RADIO ALT
R/T 2 (E2-4) F14 HI
F13 LO CAPT TCAS
AUDIO IN 2
M1353 REMOTE ELECTRONIC

UNIT (E2-1)
WINDSHEAR A12 SUPPRESSION
TO ATC / DME
PULLUP B7
GND PROX D3
H6
M652 EGPWC (E2-4)
J6
K6
ALTITUDE - VOICE
AIR DISCRETES
D3 NC A7
D2 23
D1 39 B7
GND C7
K7
R433 GND
SENSING RELAY
E11 LANDING GEAR
GEAR UP
C
9 8
GEAR DOWN
S78 LANDING GEAR P3-7 GRD PROX M9007 TCAS COMPUTER (E3-4)
LEVER SW (P2-3) MODULE
Figure 148 TCAS GEN - SCHEMATIC 1

Page: 281
NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45


NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
FAILURE
CODE LIST
20 20
10 10
BENDIX TCAS PROCESSOR
10 10
FAILURE
CODE DISPLAY
TEST SWITCH
E11 RA STATUS 1 N166 CAPT EADI (P1)
TCAS COORD DATA IN A E5

B F5 TA/RA
J9 A HDG 004 M
A G5 K9 B DISP-1
CONTROL/ALTITUDE B H5
0
M1319 L EFIS SYM
GEN (E2-3) 3
M163 ATC 1 XPNDR 33
(E2-3) TCAS TEST TRAFFIC
1
G14 A TCAS
A E5 H14 B INPUT 2
TCAS COORD DATA IN B F5
A G5 M675 DFDAU
CONTROL/ALTITUDE B H5
(E2-2)
N167 CAPT EHSI (P1)
M381 ATC 2 XPNDR

(E2-2)
SAME AS
N166
TA/RA
TA ABV 1 2 3 ATC 1
TEST
IDENT
T A
C OFF BLW 4 5 6 T N168 F/O EADI (P3)
A TRAFFIC 1 2 AUTO C G11 RA STATUS 2
S XPNDR STBY ON
7 0 CLR
FAULT J9 A TA/RA
K9 B DISP-2
SAME AS
M1321 R EFIS SYM N167
GEN (E2-3)
M9007 TCAS COMPUTER (E3-4) N169 F/O EHSI (P3)
Figure 149 TCAS GEN - SCHEMATIC 2

Page: 283
NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
TCAS - FUNCTIONAL DESCRIPTION

(1) The TCAS is an airborne traffic alert and collision avoidance system that The TCAS measures the time between an interrogation and a reply to find the
interrogates airplanes that have ATCRBS or Mode S transponders. range of the intruder.
TCAS monitors and makes an analysis of the possible threat of other air- The TCAS can calculate the relative altitude of the intruder if the intruder has
planes to your airplane. The EFIS system shows the intruder airplane’s posi- a Mode C or Mode S transponder.
tion. During threat situations, the system provides Traffic Advisories (TAs) (6) The TCAS puts intruders into groups as non-threat, proximity, TA, or RA
and vertical movement Resolution Advisories (RAs) to help the pilot avoid threat group airplanes. It uses relative speed and position calculated from the
mid-air collisions. reply data to put the intruder in the correct group.
NOTE: Only intruder airplanes with altitude data (Mode C or Mode S) in their TCAS provides one or more of these data and instructions to the pilots:
transponder replies can cause RAs to occur in the TCAS. (a) The TCAS shows an intruder airplane as a symbol on the EHSI display.
Intruders that do not have Mode C or Mode S transponders, but Mode A trans- The symbol position on the display shows the range and bearing of the in-
ponder can only cause TAs to occur in the TCAS. Airplanes without Mode A truder.
and Mode S are invisible for TCAS. The symbol’s shape and color tells if the airplane has been grouped as a
(2) The EHSI display shows the position of near airplanes that are -, or could non-threat, proximity, TA or RA threat.
become, collision threats. The intruder’s altitude is shown above the symbol if the intruder is above
This makes it easier for the flight crew to see intruder airplanes before they you, and below the symbol if the intruder is below you.
respond to an RA. A directional arrow trend next to the intruder airplane symbol shows if the
intruder airplane is ascending (up arrow) or descending (down arrow) faster
(3) The directional antenna lets the TCAS computer transmit interrogations
than 500 fpm.
and receive replies on one of four antenna beams.
The TCAS processor electronically points the antenna beam in one of four NOTE: TCAS II can only group and show an intruder airplane as an RA threat
different directions to find the bearing of intruder airplanes. if the intruder is reporting altitude (Mode C or Mode S).
The antenna does not have to move. The TCAS adjusts the drive level and (b) The TCAS shows other traffic-related indications on the EHSI.
phase of each of the four antenna elements in the directional antenna to point When TCAS cannot determine the bearing of an intruder airplane (nose
the beam. Each second, there is a 360 degr. scan. landing gear is extended, so the lower antenna has no „view“ for-
(4) The TCAS finds airplanes that have a Mode S Transponder by listening ward), TCAS will display a no bearing message, red RA or yellow TA.
for Mode S squitter transmissions. There are a maximum of two no bearing messages. The one with the high-
Mode S Transponders transmit squitter data once every second. TCAS re- est priority is displayed first.
When a potential threat is out of the display area, the OFFSCALE indica-
ceives the airplane’s Mode S address and adds it to the interrogation list.
TCAS could later interrogate airplane discreetly. tion will be displayed.
The TCAS also finds airplanes that have transponders that do not reply to (c) The TCAS supplies a TRAFFIC alert on the cockpit audio system if an
Mode S interrogations but do reply to ATCRBS interrogations. intruder airplane enters the TAU area.
The TCAS must interrogate intruder airplanes that have Mode A and C trans- If the intruder airplane is grouped as a TA, the TRAFFIC indication on the
ponders because they do not transmit squitter data. EHSI is colored yellow.
When an intruder is found, the TCAS monitors the intruder. If the intruder airplane is grouped as a RA, the TRAFFIC indication on the
The TCAS can monitor up to 45 intruders at once. EHSI is colored red and „no fly area(s) are shown in the EADI.
(5) The TCAS interrogates intruders continuously to monitor the intruders.
When an intruder is interrogated, transponders reply after a fixed delay.

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
115V AC
ELEX BUS 1 D2743C115VAC XMTR D2743A D2745
24-51-11 5 1 1 =A1 (J1-YELLOW)
OR C1195 D2747
115VAC TCAS 2 =A1 (J2-BLACK)
(B1) POWER TOP D2749
STBY PWR SUPPLY LOGIC AND SIGNAL MODULATOR ANTENNA 3 =A1 (J3-BLUE)
MEMORY D2751
PROCESSOR 4 =A1 (J4-RED)
P18-1 CIRCUIT
BREAKER PANEL I/F
VIDEO RF RCVR M1486 TOP ANT
PROCESSOR AND BEAM (STA 385)
34-26-11 (SH2) D2161B D2743E STEERING
DIGITAL DATA OUT C10 34-26-11 (SH 2) A7 NOT USED UNIVERSAL BUFFER MUTUAL
SUPPR
BUS 3 C11 B7 ASYNC
RCVR GENERATOR
D2743B
1
D2753
=A1 (J1-YELLOW)
XMTR D2755
M1161 IRU 1 (E3-5) 2 =A1 (J2-BLACK)
BOTTOM D2757
ANTENNA 3 =A1 (J3-BLUE)
34-33-11 D2759
D101B 4 =A1 (J4-RED)
AUX ALT OUT + 47 34-33-11 H2 RADIO ALT 1 IN
- 46 34-33-11 J2
VALID12 34-33-11 K2 M1487 BOTTOM ANT
(STA 305)
SUPPRESSION D2743C
M50 RADIO ALT 12 34-53-31
R/T 1 (E2-4) ANALOG
RADIO
34-33-21 ALTIMETER
D103B D2743F INTERFACE
AUX ALT OUT + 47 34-33-21 A3 RADIO ALT 2 IN 23-51-11 (SH4)
- 46 34-33-21 B3 D2743E
VALID12 34-33-21 C3 SPEECH AUDIO OUTPUT HI F3 23-51-11 (SH 4) H15 HI
PROCESS LO G3 23-51-11 (SH 4) J15 LO F/O TCAS
AUDIO IN 3
M415 RADIO ALT
R/T 2 (E2-4) F14 HI
F13 LO CAPT TCAS
AUDIO IN 2
34-49-11 (SH5)
34-49-11 (SH3) D1153A M1353 REMOTE ELECTRONIC
ADVISORY INHIBIT 4 UNIT (E2-1)
WINDSHEAR A12 34-49-11 (SH 5) D5
D1153B ADVISORY INHIBIT 3
PULLUP B7 34-49-11 (SH 4) C5
ADVISORY INHIBIT 2
GND PROX D3 34-49-11 (SH 4) B5
16K ALT LIMIT
H6
M652 EGPWC (E2-4)
32K ALT LIMIT
J6
32-64-11 (SH 1) COMMON
32-31-11 K6
32-31-11 D2743F TOP ANTENNAS

AIR DISCRETE TCAS ATC
AUDIO LEVEL 1
D3 NC D3994 I/O A7
D2 23 D2743E AIR/GND IN AUDIO LEVEL 2
D1 39 K5 B7
AUDIO LEVEL 3
GND C7
COMMON
K7
R433 GND
SENSING RELAY
E11 LANDING GEAR
32-64-11 (SH1)
GEAR UP
C 32-64-11 (SH 1) TRAFFIC COLLISION
AVOIDANCE SYSTEM POWER
34-49-11 (SH 2) INPUT, OUTPUT
LANDING GEAR IN 34-45-11 SYSTEM SCHEMATIC MANUAL
ANO 9 8 F13
GEAR DOWN
TCAS ATC
S78 LANDING GEAR P3-7 GRD PROX M9007 TCAS COMPUTER (E3-4) BOTTOM ANTENNAS
LEVER SW (P2-3) MODULE
Figure 150 TCAS DETAILED SCHEMATIC 1

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
NOTE: The TAU area represents the time to the closest point of approach by These voice commands are as follows:
an intruder airplane. – Climb - climb - climb Climb,
The TAU varies with the airplane altitude from 20 seconds to 45 seconds. – crossing climb - climb,
(d) The TCAS supplies an RA alert on the cockpit audio system and a verti- – crossing climb Descend - descend - descend Descend,
cal movement RA on the EADI display. – crossing descend - descend,
– crossing descend Reduce climb -
(7) An airplane with a TCAS has a Mode S Air Traffic Control (ATC) trans-
– reduce climb Reduce descent - reduce – descent Increase climb -
ponder and an ATC/TCAS control panel.
– increase climb Increase descent - increase descent Climb,
The Mode S Transponder does the Mode S Transponder functions necessary
– climb now - climb,
for TCAS and the non-TCAS functions of ATCRBS (Modes A and C) Trans-
– climb now Descend,
ponders.
– descend now - descend,
(8) When two airplanes with a TCAS are threats to each other, the TCAS in – descend now
each airplane supplies data to the other and they automatically make a deci- NOTE: Since the TCAS Processor is software-programmable, also the the au-
sion which resolution advisory occurs in each airplane. ral messages may differ after programming.
The TCAS will not allow the same vertical movement RA to occur in both air-
(4) After an RA is resolved, and the intruder airplane is no longer a threat, the
planes.
TCAS system will voice ”Clear of conflict”.
(Since TCAS is not connected to the autopilot, the final decision is left on the
pilots to manually recover the situation). TCAS INHIBITS
(9) The TCAS operates at the same transmit and receive frequencies as (1) When a ground proximity or windshear alert occurs, the TCAS will be set
ground stations (1030 MHz transmit and 1090 MHz receive). to the TA-ONLY mode and all TCAS voice alerts are inhibited.
The TCAS and ground stations operate at transmit and receive frequencies
(2) All RAs and TA voice messages are inhibited when the airplane radio alti-
that are opposite to the transponder transmit and receive frequencies as
tude is less than 600 feet if the airplane is ascending, and 400 feet if the air-
shown below.
plane is descending.
SYSTEM TRANSMIT FREQ RECEIVE FREQ
(3) No TCAS ”Increase descent” commands are given when the airplane ra-
TCAS 1030 MHz 1090 MHz,
dio altitude is less than 1450 feet.
Ground Station 1030 MHz 1090 MHz,
ATC transponders 1090 MHz 1030 MHz (4) No TCAS ”Descend” commands are given when the airplane radio altitude
is less than 1200 feet if the airplane is ascending, and 1000 feet if the airplane
(10) TCAS transmits 1030 MHz messages from the top and bottom TCAS
is descending.
antennas to interrogate ATC transponders in other airplanes.
The TCAS receives 1090 MHz messages from ATC transponders through (5) TCAS Climb RA commands are inhibited above a barometer altitude of
the top and bottom directional antenna. 48,000 feet.
TCAS Voice Alert

(1) The TCAS system alerts the pilots with a audible caution or command
during a traffic situation.
(2) When an intruder’s airplane projected path brings it close enough to be of
concern, ”TRAFFIC TRAFFIC” alert is sounded.
(3) When a RA is encounter, the TCAS system will voice commands for the
necessary corrective maneuvers.

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
NOTE: THIS IS A COLLINS COLLINS

TCAS-PROCESSOR: 34-45-11
BASICALLY; BENDIX AND PASS
COLLINS ARE TEH SAME! TTR FAULT LAMP FAULT DESCRIPTION
FAIL PASS
X PNDR TCAS SYSTEM PASS
UPPER ANT TTR
LOWER ANT FAIL TCAS COMPUTER FAILURE
RAD ALT X PNDR ATC TRANSPONDER FAILURE
HDNG UPR ANT FAULTY CONNECTION IN UPPER ANTENNA
R/A LWR ANTFAULTY CONNECTION IN LOWER ANTENNA
T/A RAD ALT FAULTY RADIO ALTITUDE INPUT 34-22-11 (SH2)
TEST HDNG FAULTY HEADING INPUT
R/A RESOLUTION ADVISORY DISPLAY FAILURE
T/A TRAFFIC ADVISORY DISPLAY FAILURE
20 20
TEST RESPONSE TEST INHIBIT (IN AIR)
E8 10 10
-DEPRESS AND RELEASE
TEST BUTTON COMMON
-ALL LAMPS WILL TURN ON K7 10
10
-LAMPS INDICATING FAULTS TA1 STATUS D2743E
WILL REMAIN ON FOR E7
APPROXIMATELY 10 SEC DISCRETE TA2 STATUS 34-22-12
I/O J7 (SH 1)
TEST 34-22-11
BITE AND LOGIC AND
FLIGHT HISTORY MEMORY
RA1 STATUS D2431E (SH 1)
C14 E11 RA STATUS 1 34-22-01 1 N166 CAPT EADI (P1)
RA2 STATUS
34-22-12 (SH2)
34-53-11 D149A D2743E
A E5 J15 A TCAS COORD DATA OUT
TCAS COORD DATA IN B F5 K15 B D2431A
TA/RA BUS 1 A C7 J9 A TA/RA
TCAS COORD DATA/TEST/ DISP-1 HDG 004 M
34-53-11 CONTROL/ALTITUDE A G5 F14 A B D7 K9 B
B H5 G14 B CONTROL/ALTITUDE
0
M1319 L EFIS SYM
GEN (E2-3) 3
M163 ATC 1 XPNDR 33
(E2-3) TRAFFIC
31-31-13 TCAS TEST
1
34-53-21 D2295D (SH 2)
D155A G14 A TCAS
A E5 A14 A TCAS COORD DATA OUT H14 B 2
TCAS COORD DATA IN B F5 B14 B INPUT
34-53-21 A G5 H14 A TCAS COORD DATA/TEST/ M675 DFDAU

CONTROL/ALTITUDE B H5 J14 B CONTROL/ALTITUDE (E2-2)
N167 CAPT EHSI (P1)
M381 ATC 2 XPNDR
(E2-2) UNIVERSAL
ASYNC
TA/RA RCVR
TA ABV 1 2 3 ATC 1 TEST
XMTR SAME AS
IDENT
N166
T A
C OFF BLW 4 5 6 T
A 1 2 AUTO C 34-22-21
S XPNDR STBY ON (SH 1)
7 0 CLR 34-22-22 N168 F/O EADI (P3)
D2433E (SH 1)
FAULT E13 G11 RA STATUS 2 1
34-22-02
D2433D
TA/RA BUS 2 A G7 J9 A
NOTES: B H7 K9 B TA/RA
DISP-2
1 TYPICAL TCAS TEST MODE DISPLAYED TRAFFIC COLLISION
AURAL-”TCAS SYSTEM 0K” AVOIDANCE SYSTEM CONTROL SAME AS
OR ”TCAS SYSTEM TEST FAIL” M1321 R EFIS SYM N167
AND DISPLAY GEN (E2-3)
34-45-21 SYSTEM SCHEMATIC MANUAL
M9007 TCAS COMPUTER (E3-4) N169 F/O EHSI (P3)
Figure 151 TCAS DETAILED SCHEMATIC 2

Page: 287
NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
ATC / TCAS CONTROL PANEL, DESCRIPTION

GENERAL
Controls and Indicators and their functions:

TCAS selector switch — STBY-AUTO-ON switch
enables TCAS to be set to OFF, traffic advisory only (TA) or fully active state - STBY: Mode A and C and S of the selected Transponder are disabled.
(TA/RA) and above (ABV) and below (BLW): The not-selected Transponder is also in STBY.
- TA: Traffic Alert Only (no resolution advisories), surveillance is +/- 2700 - AUTO:
feet of the airplanes altitude. On ground: Selected Transponder: Mode A and C are disabled.
- TA/RA: Traffic Alert and Resolution Advisories enabled, surveillance is Mode S is active!
2700 ft below to 2700 ft above of the airplanes altitude. In air: Mode A and C and S of the selected transponder are active.
- ABOVE: Traffic Alert and Resolution Advisories enabled, surveillance is - ON: The selected transponder has Mode A and C and S activated
2700 ft below to 8700 ft above the airplanes altitude. (manual override of air-ground sensing).
- BELOW: Traffic Alert and Resolution Advisories enabled, surveillance is
8700 ft below to 2700 ft above the airplanes altitude.
Code select keypad --
- selects transponder code to be transmitted (does not effect mode C or
mode S encoded data)
Selected code indication—
- displays code selected by code select switches
IDENT switch —
- transmit ident pulse to ATC ground-station when depressed
ATC XPDR select switch —
- enables selection of transponder No. 1 or No. 2.
XPDR FAULT annunciator—

- illuminates when activate transponder has failed
TEST switch
- Initiates self test mode for TCAS and selected Mode-S Transponder

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
Figure 152 ATC-TCAS Control Panel - General

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
ATC-TCAS CONTROL PANEL: DLH-VERSIONS

Figure 153 ATC-TCAS Control Panel - Version 1&2

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
Figure 154 ATC-TCAS Control Panel - Version 3

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
COMPONENT DESCRIPTION: PROCESSOR

TCAS COMPUTER
The TCAS computer contains a microprocessor based central TCAS system (e) Own aircraft maximum airspeed data received on the ARINC 429 data bus
control unit and a L—band rf transmitter — receiver. from own Mode S transponder. This information is used in maximum closing
The TCAS processor controls all surveillance, data acquisition, tracking, advi- rate projections and RA computations.
sory, and air—to—air maneuvering coordination functions in the TCAS II sys- (f) Antenna delay strap inputs. These 3 discrete inputs are used during TCAS
tem. range computations to compensate for cable delay differences between the top
It selects directional antenna beams, generates and transfers pulsed 1030 MHz and bottom antennas.
rf surveillance interrogation data to the TCAS top and bottom antennas and (g) Performance limit inputs. These inputs are used as factors in RA computa-
receives 1090 MHz rf reply data from the TCAS antennas. The TCAS proces- tions.
sor examines the reply data and determines the threat potential of intruder air- (h) Discrete input from weight-on-gear (Air-Ground) strut switch. Notifies
craft. TCAS as to whether own aircraft is in-flight or on-the-ground.
The TCAS processor generates ARINC 429 traffic and resolution advisory dis- (i) Advisory Delay discrete inputs from ground proximity warning system and
play data outputs to the EFIS- EHSI and EFIS-EADI. wind shear system.
(j) Five discrete inputs from RA/TA Intruder Display Limit straps. These straps
The TCAS processor routinely reads and stores the following own aircraft in- determine the maximum number of aircraft that can be displayed on the traffic
formation: display (from 1 to 30).
(a) Own aircraft heading, pitch, roll, and radio altimeter inputs. This information (k) Discrete input from Ground Display Mode strap. This input determines if
in conjunction with own pressure altitude data allows TCAS to determine own traffic is displayed when own aircraft is on-the-ground.
aircraft position and flight path which is used during tracking, RA and TA advi- (l) Discrete input from RA/TA Display Mode strap. This input determines if
sory, and traffic display computations. non-threat and proximity category aircraft is displayed on the traffic display
(b) Own aircraft pressure altitude data received on the ARING 429 data bus unit.
from the Mode S transponder. Pressure altitude is a factor in determining own TCAS Inhibits
aircraft altitude relative to intruder’s reported altitude and own aircraft flight
(1) When a ground proximity or windshear alert occurs, the TCAS will be
level altitudes.
set to the TA-ONLY mode and all TCAS voice alerts are inhibited.
(c) Mode control requests and traffic display control inputs from the Mode S
(2) All RAs and TA voice messages are inhibited when the airplane radio alti-
transponder via the ARINC 429 data bus. The Mode S transponder receives
tude is less than 600 feet if the airplane is ascending, and 400 feet if the air-
this data from the transponder control panel (and may in the future also receive
plane is descending.
control inputs from ground stations). This information is a factor in TCAS sen-
sitivity level determinations and traffic display formats. (3) No TCAS ”Increase descent” commands are given when the airplane radio
altitude is less than 1450 feet.
(d) Own aircraft identification code (transponder I.D.) received on the ARINC
429 data bus from own Mode S transponder. Own aircraft identification is input (4) No TCAS ”Descend” commands are given when the airplane radio altitude
to the transponder via 24 discrete bit strapped inputs. Own aircraft I.D. is used is less than 1200 feet if the airplane is ascending, and 1000 feet it the airplane
by the TCAS processor during air-to-air coordination routines. is descending.
(5) TCAS Climb RA commands are inhibited above a barometer altitude of
48,000 feet.

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
FAILURE
CODE LIST
FAILURE
CODE DISPLAY
TEST SWITCH
Figure 155 TCAS Processor

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
Note: Collins TCAS Prozessor
There are several types of TCAS / MODE-S Systems available: In this training The front panel test can be activated in ground condition only by pushing the
manual, mainly the system Bendix is described. Anyway, the other systems like TEST pushbutton switch on the face of the TCAS computer.
Collins work in the same way and may only differ in minors things like frontpa- During the first 3 seconds, all LEDs are on.
nel-bite.
During the next 3 seconds, all LEDs turn off.
During the last seconds (or until the TEST pushbutton switch is released)
TCAS Selftest (System Bendix) the TTR PASS LED is shown (except if a fault has been detected during the
test).
press and hold the test button
all LED segments ON for 3 sec
If a fault exists, the faulty component is coded as follows:
test button can be released, the test procedure will be continued
excists no failure the LED OK appears LED COMPONENT
TTR FAIL TCAS PROCESSOR FAIL
FAULT CODE FAILURE
OK: No failure XPNDR MODE S TRANSPONDER or DATA LINK FAIL
TP: TCAS Processor UPPER ANT UPPER TCAS ANTENNA FAIL
T1: Top Antenna Element #1
LOWER ANT LOWER TCAS ANTENNA FAIL
T2 Top Antenna Element #2
T3 Top Antenna Element #3 RAD ALT RADIO ALTIMETER or DATA LINK FAIL
T4 Top Antenna Element #4 HDNG HEADING DATA FAIL
B1 Bottom Antenna Element #1
B2 Bottom Antenna Element #2 R/A RA DISPLAY FAIL
B3 Bottom Antenna Element #3 T/A TA DISPLAY FAIL
X1 Mode S Transponder #1
RA Radio Altimeter #1 and #2
PT Pitch Attitude Data
RL Roll Altitude Data
HD Heading Data
RD RA Display #1 and #2
PP Program Pins

Page: 294
NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
FAILURE
CODE LIST
FAILURE
CODE DISPLAY
TEST SWITCH
Figure 156 TCAS Processor

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
COMPONENT DESCRIPTION: DIRECTIONAL ANTENNA

The top and bottom mounted directional antennas contain an array of four pas-
sive, steerable, radiating elements mounted at 00, 900, 1800 and 2700 in rela-
tionship to the vertical axis of the antenna.
During Mode S and ATCRBS Mode A/C interrogation message transmissions
the directional antenna receives 1030 MHz pulses on the four cabled inputs
from the TCAS processor.
During TCAS receptions, each of the four directional antenna elements detect
any 1090 MHz rf signal that is present.
The amplitude phasing of these received signals is determined by the
direction from which the rf energy is received.
These signals are directed onto the same four cables that connect transmit sig-
nals between the TCAS processor and directional antenna.
Each of the four elements of the directional antenna has a resistor that goes
from the antenna element to ground.
Each of the four resistors has a different value.
The TCAS processor regularly does a continuity test on the antenna ports and
will see the correct resistance value if the port is not shorted and not open.

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
TOP OR BOTTOM TCAS ANTENNA,
TOP TCAS ANTENNA COACIAL

ANTENNA, CABLE CONNECTORS
(4 PLACES)
WEATHER
BOTTOM TCAS AERODYNAMIC
SEALANT
ANTENNA, SCREW
TCAS ANTENNA
TOP OR BOTTOM TCAS ANTENNA,
Figure 157 TCAS - Antennas

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
TCAS EFIS CP AND DISPLAYS ;DESCRIPTION

The traffic (TFC) switch on the EFIS control panel range selector enables TCAS INDICATIONS ON THE EADI:
TCAS operations to be shown the EHSI. The Electronic Attitude Direction Indicator (EADI) and the Electronic Horizontal
TCAS traffic is only displayed on these EFIS modes:. Situation Indicator (EHSI) are installed on the pilots’ instrument panels.
The TCAS traffic are displayed on the EHSIs and resolution advisories are
- expanded VOR/ILS mode
displayed on the EADIs.
- expanded map mode
Graphics shown on the EADIs tell the pilots to pull up (climb) or push
- center map mode down (descend).
The graphics are represented as vertical pitch NO FLY AREAs.
PULL UP ADVISORY
- A red vertical pitch FLY-OUT-OFF area (NO FLY AREA) extending from the
bottom of the attitude display up to a calculated pitch angle.
ADI HSI
RANGE RANGE PULL DOWN ADVISORY
DH REF
FULL EXP
80 160 320 SWITCH - A red vertical pitch FLY-OUT-OFF area (NO FLY AREA) extending from the
VOR/ILS VOR/ILS
40 top of the attitude display down to the calculated pitch angle.
MAP 20 TFC
CTR 10 TRAFFIC
MODE
MAP SWITCH
SELECTOR BRT PLAN WXR
SWITCH
ON DO NOT CLIMB
RST
RESOLUTION
MAP ADVISORY
BRT
ON ON ON ON ON
NO FLY AREAs:
EFIS CONTROL PANEL
DO NOT DESCEND
RESOLUTION
ADVISORY
EADI

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
TCAS TRAFFIC INDICATIONS ON THE EHSI :

Traffic is shown on the EHSIs to help the pilots see the intruder airplanes be- +09
fore RA threat conditions occur.
TRAFFIC ADVISORY (TA)
The EHSIs can display up to 30 intruder airplanes that are equipped with
Mode S or Mode A/C Transponders.
FILLED YELLOW CIRCLE- Approaching intruder airplane close enough to be
The intruders must be detected on a directional antenna, and must be
of concern. Accompany by an aural caution TRAFFIC TRAFFIC.
found within the display range.
Depending on the airplanes altitude, the predicted time to a possible collision is
Graphics shown on the EHSIs tell the pilots about local air traffic TA and RA 20 to 50 seconds.
conditions and show TCAS operation modes and system failure indication.
The image update is in so called real-time, means update in one second or
less.
+06
Traffic Symbols on the EHSI:
RESOLUTION ADVISORY (RA)
NON THREAT TRAFFlC FILLED RED SQUARE- An immediate threatening traffic that requires evasive
-17 action. Accompany by an aural command like CLIMB CLIMB or DESCEND
OPEN WHITE DIAMOND- Non-threatening traffic distance greater than 6 nm DESCEND. At the same time, in the EADI „no fly area(s)“ are shown.
or relative altitude greater than Ï 1200 feet. The time to a possible collision is 15 to 35 seconds.
The example shows an intruder 1700ft. below this airplane. The arrow shows
that the vertical speed of the intruder is more than 500ft. / minute climb.
Non altitude reporting intruders are shown without the altitude tag.
Offscale Traffic
RA- and TA intruder, which are out of the selected EFIS-display range, gener-
ate a message OFFSCALE TRAFFIC and the appropriate voice alert.
PROXIMITY TRAFFIC
-10
No Bearing Traffic
FILLED WHITE DIAMOND- Non-Threatening traffic with a distance less than
6 nm and relative altitude less than Ï 1200 feet. If a TCAS antenna is in a „no bearing mode (lower antenna: Nose Landing
The system still does not see the intruder as a threat. Gear down) and the intruder(s) detected by this antenna are considered as a
yellow or red threat, are shown as NO BEARING TRAFFIC:
Example: TA 4,5 NM/+20 ( distance to is 4,5 NM and 2000ft above )

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
OFFSCALE
TCAS TRAFFIC
TEST
TA 6.8-11
+10
-10
+02
-02
EHSI
TCAS prox. traffic (white, open daimond) TCAS traffic adv (yellow circle)
TCAS prox. traffic (white daimond) TCAS resolution advisory (red squere)
Figure 158 TCAS Cockpit Displays - EHSI

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
TCAS NUMERIC INDICATIONS ON THE EHSI:

TCAS messages are displayed in all EFIS modes on the EHSI as soon as the
TFC knob on the EFIS control panel is pushed ON.
(Remember TCAS advisories are only displayed in the expanded VOR/ILS
mode, expanded map mode and center map mode!
MESSAGE DESCRIPTION
TFC (GREEN) - Traffic display enable on the EHSI (TFC push button at the
EFIS control panel has been pushed).
TCAS TEST (WHITE)- TCAS system in self-test mode.
TCAS FAIL (AMBER)- TCAS computer or one of the essential inputs like
IRS is invalid.
TCAS OFF (WHITE) - TCAS system switched OFF on the EFIS Control
Panel, but TFC button pushed.
TA ONLY (GREEN)- Traffic Advisory ONLY mode.
TRAFFIC- TCAS system detects intruder (AMBER / RED) airplane within
the TCAS surveillance area.
The TRAFFIC indication will be yellow if the intruder airplane is classified as
a TA and red for RA.
TA 6.8-11: A no bearing intruder airplane with a (YELLOW)TA classifica-
tion. EHSI
Distance is 6.8NMs, relative altitude 1100 feet below and arrow trend of the
intruder airplane is also given if the he climbing or descending.
RA X.X XX (RED)- A no bearing intruder airplane with a RA classification.
Distance, relative altitude and arrow trend of the intruder airplane is also
given.
OFFSCALE - (RED OR AMBER)
Traffic Advisory (TA ) amber, or
Resolution Advisory (RA) , red, beyond EHSI display range

NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45


NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-45
ATC TOP
ATC NO. 1
TCAS PROCESSOR ANTENNA
TRANSPONDER
(STA 430.25)
TCAS ANTENNA ANTENNA COACIAL
CABLE CONNECTORS
ANTENNA (4 PLACES)
SWITCH
ELECTRONIC
EQUIPMENT
RACK
WEATHER
ATC NO. 2 AERODYNAMIC
TRANSPONDER TCAS ANTENNA SEALANT
ATC BOTTOM SCREW
ANTENNA (4 LOCATIONS)
ANTENNA
SWITCH
(STA 355)
ATC/TCAS TCAS ANTENNA COTTON
(4 LOCATIONS)
CONTROL PANEL
(not shown on this
page)
BENDIX TCAS PROCESSOR COAXIAL

COAXIAL CABLE
CONNECTOR
ANTENNA
FWD
ATC ANTENNA
ATC ANTENNA SWITCH 2
2 THE ANTENNA SWITCH IS INSTALLED BEHIND THE TRANSPONDER

TCAS PROCESSOR ATC TRANSPONDER AND ONLY ON AIRPLANE WITH TWO ANTENNAS
Figure 159 TCAS, ATC Component Location

Page: 303
NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-43
TCAS TEST FROM THE ATC / TCAS CONTROL PANEL

TCAS TEST, GENERAL
Note: The Preconditions for the frontpanel test and the test from the control
The TCAS Test can be performed at the computers frontpanel, and, if the panel are the same.
ATC/TCAS controlpanel is equipped with a test knob, at the controlpanel.
Both tests show the cockpit TCAS testindication and an aural sound Control Panel Test:
TCAS SYSTEM TEST OK or TCAS SYSTEM FAIL. Push the TEST switch on the control panel to start an ATC/TCAS self-test.
Test Preconditions (for cockpit and frontpanel - test). A PASS indication comes on and the transponder fault light illuminates
when the control panel self-test is successful.
IRS 1 in NAV-Mode (if TCAS indication on FOs EFIS is also desired, IRS 2
also has to be in NAV-Mode) A F XX indication comes on when the control panel self-test fails (XX repre-
sents the internal failure for shop maintenance only).
ATC selector in AUTO or ON
On the EADI ”NO FLY AREAS” are displayed
ALT REP. switch (if sinstalled) in position ON
On the EHSI four TCAS targets, TRAFFIC in red and TCAS TEST is
TCAS selector in TA or TA / RA shown.
A voice will sound ”TCAS SYSTEM TEST OK” or ”TCAS SYSTEM TEST
TEST
SWITCH FAIL” .
Cockpit -Test:
TA/RA - Select an EFIS range of 40 or 10 NMs
TA A 1 2 3 ATC 1 TST - Press the knob TST on the ATC / TCAS control panel.
T OFF - A TCAS and an ATC test are initiated at the same time.
B
C TRAFFIC IDNT A - Test images are shown on the EADIs and EHSIs.
A
4 5 6 T
C - TCAS mode window shows TEST on the EHSI display in the cockpit.
S 1 2 AUTO
XPDR - A voice announces; TCAS SYSTEM TEST OK or TCAS SYSTEM FAIL.
7 0 CLR STBY ON
FAULT
TCAS / ATC CONTROL PANEL


NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-43
DO NOT CLIMB
RESOLUTION
ADVISORY
TCAS
TEST
+10
-10
+02
-02
EADI
DO NOT DESCEND EHSI
RESOLUTION
ADVISORY
TCAS prox. traffic (white, open daimond)
TCAS prox. traffic (white daimond)
TCAS SYSTEM TEST OK (FAIL) TCAS traffic adv (yellow circle)
TCAS resolution advisory (red squere)

Figure 160 TCAS TEST INDICATION IN THE COCKPIT
NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-43
TCAS TEST FROM THE PROCESSOR‘S FRONTPANEL

Bendix TCAS Prozessor: Collins TCAS Prozessor
The TEST switch on the TCAS computer starts a self test. The front panel test can be activated in ground condition only by pushing the
The self-test sequence using the TEST switch on the TCAS processor is TEST pushbutton switch on the face of the TCAS computer.
as follows: During the first 3 seconds, all LEDs are on.
NOTE: The number and letter LED fault code displays are normally off. During the next 3 seconds, all LEDs turn off.
Press the TEST-knob on the processor-frontpanel: During the last seconds (or until the TEST pushbutton switch is released)
– in the cockpit, the TCAS mode window shows TEST on the EHSI display. the TTR PASS LED is shown (except if a fault has been detected during the
– on the processor: all of the LED number and letter display segments come on test).
for 5 seconds.
– Both of the LED displays go off for 1 second.
If a fault exists, the faulty component is coded as follows:
If the self-test detects no failure, the TCAS system behaves as follows:
– LED displays show OK. LED COMPONENT
– Cockpit speakers announce ”TCAS System Test OK”.
TTR FAIL TCAS PROCESSOR FAIL
If the self-test detects a failure, the TCAS system behaves as follows:
– Cockpit speakers announce ”TCAS System Test FAIL”. XPNDR MODE S TRANSPONDER or DATA LINK FAIL
– LED displays show the applicable failure code(s): UPPER ANT UPPER TCAS ANTENNA FAIL
FAULT CODE FAILURE LOWER ANT LOWER TCAS ANTENNA FAIL
OK: No failure
TP: TCAS Processor RAD ALT RADIO ALTIMETER or DATA LINK FAIL
T1: Top Antenna Element #1 HDNG HEADING DATA FAIL
T2 Top Antenna Element #2
T3 Top Antenna Element #3 R/A RA DISPLAY FAIL
T4 Top Antenna Element #4 T/A TA DISPLAY FAIL
RA Radio Altimeter #1 and #2
PT Pitch Attitude Data
RL Roll Altitude Data
HD Heading Data
RD RA Display #1 and #2
PP Program Pins

Page: 306
NAVIGATION 737-300/400/500

SYSTEM (TCAS) 34-43
FAILURE CODE LIST:

NOTE: If multi-
ple faults exist,
each fault code
is shown one at PASS/FAIL LEDs
a time with a
one second de-
lay between
fault code.
BENDIX TCAS PROCESSOR PLACARD
FAILURE
CODE
DISPLAY
TEST
SWITCH
TEST
SWITCH
TCAS COMPUTER
Figure 161 TCAS COMPUTER - FRONTPANEL TEST

APPENDIX
34
34-31 APPENDIX; MM-TESTS

VOR/ILS OPERATIONAL TEST
A. General 2. P6 Load Control Center - Right
1. The operational test does not use external test equipment. The task uses a) VHF NAV-2 VOR/ILS
the local VOR station and the built-in test equipment (BITE) of the VOR/ b) DAA NO. 2 IRS AC
ILS navigation system.
c) DAA NO. 2 IRS DC
2. This task contains these procedures:
d) INSTR XFMR-2
(a) Prepare for the Operational Test
e) F/O RDDMI
(b) VOR Flag Test
(c) Set these transfer switches as follows:
(c) EHSI Annunciations Test
1. EFI transfer switch - NORMAL
(d) Heading Input Test.
2. IRS transfer switch - NORMAL
B. References (d) Set the HSI mode selectors on the left and right EFIS control panels to
1. AMM 22-11-01/501, Digital Flight Control System FULL VOR/ILS.
2. AMM 23-51-00/501, Flight Interphone System (e) Align the inertial reference system (AMM 34-28-01/201, 34-28-02/201).
3. AMM 24-22-00/201, Manual Control (f) Set the course counter on the DFCS mode control panel to 000.
4. AMM 34-28-01/501, Inertial Reference System 1. Make sure the course arrows on the two EHSIs agree with the course
counter.
5. AMM 34-28-02/501, Inertial Reference System
C. Access
1. Location Zone 101,102 Control Cabin
D. Prepare for the Operational Test

S 865-002
1. Do the prepare for the operational test:
(a) Supply electrical power (AMM 24-22-00/201).
(b) Close these circuit breakers:

1. P18 Load Control Center - Left
a) VHF NAV-1 VOR/ILS
b) DAA NO. 1 IRS AC
c) DAA NO. 1 IRS DC
d) INSTR XFMR-1
e) CAPT RDDMI

APPENDIX
34
VOR/ILS OPERATIONAL TEST (CONT.)

E. VOR Flag Test (p) Set the IRS transfer switch to the BOTH ON 2 position.
S 715-005 (q) Make sure the pointer flags in the two RDDMIs are out of view.
1. Do the VOR flag test: (r) Close these circuit breakers:
(a) Do the prepare for the operational test. 1) P18 Load Control Center - Left
(b) Set a local VOR frequency on the No. 1 and the No. 2 VHF NAV control a) DAA NO. 1 IRS AC
panels. b) DAA NO. 1 IRS DC
1) Make sure the pointer flags in the two RDDMIs are out of view. (s) Set the IRS transfer switch to the NORMAL position.
(c) Open this circuit breaker: (t) Make sure the pointer flags in the two RDDMIs are out of view.
1) P18 Load Control Center - Left (u) Open this circuit breaker:
a) VHF NAV-1 VOR/ILS 1) P6 Load Control Center - Right
(d) Make sure the narrow pointer flags show in the two RDDMIs. a) VHF NAV-2 VOR/ILS
(e) Make sure the wide pointer flags in the two RDDMIs are out of view. (v) Make sure the wide pointer flags show in the two RDDMIs.
(f) Close this circuit breaker: (w) Close this circuit breaker:
1) P18 Load Control Center - Left 1) P6 Load Control Center - Right
a) VHF NAV-1 VOR/ILS a) VHF NAV-2 VOR/ILS
(g) Make sure the pointer flags in the two RDDMIs are out of view. (x) Make sure the wide pointer flags in the two RDDMIs are out of view.
(h) Open this circuit breaker: (y) Open these circuit breakers:
1) P6 Load Control Center - Right 1) P6 Load Control Center - Right
a) VHF NAV-2 VOR/ILS a) DAA NO. 2 IRS AC
(i) Make sure the wide pointer flags show in the two RDDMIs. b) DAA NO. 2 IRS DC
(j) Make sure the narrow pointer flags in the two RDDMIs are out of view. (z) Make sure the wide pointer flags show in the two RDDMIs.
(k) Close this circuit breaker: (aa) Make sure the narrow pointer flags show in the captain’s RDDMI.
1) P6 Load Control Center - Right (ab) Set the IRS transfer switch to the BOTH ON 1 position.
a) VHF NAV-2 VOR/ILS (ac) Make sure the pointer flags in the two RDDMIs are out of view.
(l) Make sure the pointer flags in the two RDDMIs are out of view. (ad) Close these circuit breakers:
(m) Open these circuit breakers:
1) P18 Load Control Center - Left
a) DAA NO. 1 IRS AC
b) DAA NO. 1 IRS DC
(n) Make sure the narrow pointer flags show in the two RDDMIs.
(o) Make sure the wide pointer flag shows in the first officer’s RDDMI.

APPENDIX
34
VOR/ILS OPERATIONAL TEST (CONT.)

1) P6 Load Control Center - Right 1) P6 Load Control Center - Right
a) DAA NO. 2 IRS AC a) F/O RDDMI
b) DAA NO. 2 IRS DC (au) Make sure the pointer flags show in the first officer’s RDDMI.
(ae) Set the IRS transfer switch to the NORMAL position. (av) Close this circuit breaker:
(af) Make sure the pointer flags in the two RDDMIs are out of view. 1) P6 Load Control Center - Right
(ag) Open this circuit breaker: a) F/O RDDMI
1) P18 Load Control Center - Left (aw) Make sure the pointer flags in the first officer’s RDDMI are
a) INSTR XFMR-1 out of view.
(ah) Make sure the narrow pointer flags show in the two RDDMIs.
F. EHSI Annunciations Test
(ai) Make sure the wide pointer flag shows in the first officer’s RDDMI.
S 715-009
(aj) Close this circuit breaker:
(1) Do the EHSI annunciations test:
(a) Do the prepare for the operational test.
a) INSTR XFMR-1
(b) Tune the VHF NAV systems as specified in Table 501.
(ak) Open this circuit breaker:
1) Make sure the annunciations on the EHSIs agree with Table 501.
1) P6 Load Control Center - Right
a) INSTR XFMR-2 !-------------------!-------------------!-------------------!
(al) Make sure the wide pointer flags show in the two RDDMIs. ! VHF NAV 1&2 ! CAPT EHSI ! F/O EHSI !
! FREQUENCY ! ANNUNCIATIONS ! ANNUNCIATIONS !
(am) Make sure the narrow pointer flag shows in the captain’s RDDMI. !-------------------!-------------------!-------------------!
! 108.00 ! VOR 1, 108.00 ! VOR 2, 108.00 !
(an) Close this circuit breaker: ! 108.10 ! ILS 1, 108.10 ! ILS 2, 108.10 !
1) P6 Load Control Center - Right ! 108.00 ! VOR 1, 108.00 ! VOR 2, 108.00 !
!-------------------¡-------------------¡-------------------!
a) INSTR XFMR-2
TABLE 501
(ao) Make sure the pointer flags in the two RDDMIs are out of view.
(c) Tune the captain’s and first officer’s VHF NAV systems to the frequen-
(ap) Open this circuit breaker: cies that follow: 108.10, 109.05, 110.00, 112.20 and 114.40.
1) P18 Load Control Center - Left 1) Make sure the annunciations on the captain’s and first officer’s EHSIs
a) CAPT RDDMI agree with the frequencies.
(aq) Make sure the pointer flags show in the captain’s RDDMI.
(ar) Close this circuit breaker:
a) CAPT RDDMI
(as) Make sure the pointer flags in the captain’s RDDMI are out of view.
(at) Open this circuit breaker:

APPENDIX
34
WEATHER RADAR OPERATIONAL TEST

A. General CAUTION: MAKE SURE THE EQUIPMENT COOLING SYSTEM OPER-
(1) The operational test has these parts: ATES BEFORE THE ELECTRONIC SYSTEMS ARE OPER-
ATED. THE EQUIPMENT COOLING SYSTEM MUST BE SET
(a) The prepare for a weather radar system operational test.
FOR CORRECT COOLING. IF THESE CAUTIONS
(b) The weather radar system self test. ARE NOT OBEYED, DAMAGE TO THE ELETRONIC SYS-
(c) The test of the antenna TILT control on the WXR control panel. TEMS CAN OCCUR.
(2) The self test uses the master DIM/BRT/TEST switch on the captains (b) Supply equipment cooling (AMM 21-58-02/501).
panel P1 in the TEST position. In the TEST mode the self test circuits mon- (c) Open the forward access door 1103L to get access to the weather radar
itor the performance of the weather radar system. receiver/transmitter(Ref 12-31-11/201).
(3) The weather radar control panel is referred to as the WXR control (d) Close these circuit breakers:
panel.
1) P6 Load Control Center - Right
(4) During the self test the weather radar system operates as follows:
a) WEATHER RADAR R/T
(a) It makes a test pattern which finds most system failures without test
b) F/O RDDMI
equipment.
c) INST XFMR-2
(b) The receiver/transmitter operates for 4 seconds.
d) EFIS SYM GEN R
(c) A special test pattern is made on the EHSIs.
e) EFIS CONTROL PANEL R
B. References f) EHSI
(1) AMM 12-31-11/201, Body Section 41 Access Door and Panel g) DAA NO.2 FMC AC
(2) AMM 21-58-02/501, Equipment Cooling h) DAA NO.2 IRS AC
(3) AMM 24-22-00/201, Manual Control i) DAA NO.2 DC
(4) AMM 34-28-01/201, Inertial Reference System j) IRS NO.2 AC
C. Access k) IRS NO.2 DC
(1) Location Zones l) DAA FMC NO.2
101 Control Cabin, Left m) AUTO FLIGHT CONTROL SYS B
2) P18 Load Control Center -Left

102 Control Cabon, Right
a) AUTO FLIGHT CONTROL SYS A
202 Lower Nose Compartment (e) Align the inertial reference system in the NAV mode (Ref
D. Procedure 34-28-01/201).
S 845-003 1) Make sure the ATT flags on the captain’s and the first officer’s EADIs are
(1) Prepare for the weather radar system operational test: not in view.
(a) Supply electrical power (Ref 24-22-00/201).

APPENDIX
34
WEATHER RADAR OPERATIONAL TEST (CONT.)

WARNING: DO NOT SET THE LIGHTS SWITCH ON THE CAPTAIN’S P1 c) The red band shows above the yellow band.
PANEL TO DIM OR BRT WITH EITHER THE CAPTAIN’S OR 4) If failures occur:
THE FIRST OFFICER’S EFIS CONTROL PANEL WXR
these messages will show on the EHSIs:
SWITCH IN ON POSITION AND THE WEATHER RADAR
CONTROL WR SWITCH IN THE ON POSITION. THIS CON- NOTE: FOR SOME FAILURES YOU WILL NOT SEE A TEST PATTERN (
DITION LETS THE WEATHER RADAR RADIATE AND FIG. 501).
COULD CAUSE PERSONS INJURY AND/OR DAMAGE TO
THE EQUIPMENT.
a) A WXR FAIL message.
(f) Set the LIGHTS switch on the captain’s P1 panel in the TEST position.
b) An LRU failure message of RT, ANT, CONT, ATT, OR WEAK.
(g) Set the controls and switches on the WXR control panel as follows:
(c) Push the WXR switch on the Captain’s EFIS control panel to the off
1) WR power switch to OFF. position.
2) Antenna TILT control to 0°.
NOTE: THESE STEPS MAKE SURE THE CORRECT OPERATION OF THE
(h) Set the controls on the captain’s and the first officer’s EFIS control pa- WXR POWER SWITCH ON THE FIRST OFFICER’S EFIS CON-
nel as follows: TROL PANEL.
1) BRT control - Middle position 1) Make sure the weather radar data on the captain’s EHSI is removed.
2) RANGE switch - 80 2) Make sure the test pattern stays on the first officer’s EHSI.
3) Mode selector switch - EXP VOR/ILS (d) Push the WXR switch on the captain’s EFIS control panel to the On
4) WXR power switch - off position.
S 715-002 S 715-003
(2) Do the weather radar self test (Fig. 501): (3) Do a test of the antenna TILT control on the WXR control panel.
(a) Push the WXR power switch on the captain’s and the first officer’s EFIS (a) Turn the antenna TILT control on the WXR control panel between +15
control panels to the ON position. and -15 degrees in 5 degree increments.
(b) Set the WX power switch on the WXR control panel to the ON position. 1) Make sure the EHSIs tilt message follows the tilt control.
1) Make sure the R/T mount blower comes on. (b) Turn the antenna TILT control on the WXR control panel to the 0 degree
2) Make sure the weather radar test display on each EHSI is as position.
follows (Fig. 501): S 865-034

a) A WXR TEST message shows. (4) If no more test of the weather radar is necessary; Do the Weather Ra-
dar System Shutdown Task.
b) The antenna tilt message shows 0 Ï0.5 degrees.
c) The range arcs have equal space between them.
d) The half range message shows in the center.
3) Make sure the test pattern on each EHSI is as follows:
a) The green band shows at the bottom.
b) The yellow band shows above the green band.

APPENDIX
34


GROUND PROX. WARNING SYSTEM

34-42
34-42 EGPWS
GENERAL DESCRIPTION
Note: System Description (first part)
The ground proximity modes 1 to 7 (see below), will be mentioned In the The ground proximity warning system (GPWS) provides the pilots with aural
first part of this training manual. and visual warning of potentially dangerous flight paths relative to the ground.
The enhanced functions, such as terrain-awairness and their additional Ground Proximity Warning
input signals, will be mentioned in the (including altitude awareness callouts and bank angle alerting).
second part of this training manual. Windshear Detection.
The GPWS consists of
These are the situations pilots will be warned:
– a ground proximity computer;
– two warning lights labeled PULL UP; 1 - Excessive rate of descent (Mode 1).
– two glide slope warning indicator/inhibit switches labeled BELOW G/S; 2 - Level flight or too shallow climb towards rising terrain (Mode 2).
– a ground proximity warning control module 3 - Takeoff altitude loss (Mode 3).
The GPWS control panel has 4 - Unsafe terrain clearance; no flap/gear (Mode 4).
– a guarded FLAP INHIBIT switch, 5 - Excessive deviation below the glide slope (Mode 5).
– a guarded GEAR INHIBIT switch, 6 - Descent below decision height (DH) (Mode 6).
– a guarded TERRAIN INHIBT switch, 7 - Windshear, reactive windshear (Mode 7),.
– a SYS INOP LIGHT,
– a TERRAIN INOP LIGHT, and The GPWS processes signals from:
– a SYSTEM TEST SWITCH. - digital analog adaptor No. 1 and 2,
- VHF NAV receiver No. 1and 2,
AIRPLANES WITH WINDSHEAR LIGHTS (B737-300/400): - radio altimeter No. 1and 2,
the GPWS has two warning lights labeled WINDSHEAR. - digital air data computer No. 1 and 2,
- inertial reference unit No. 1 and 2,
GPWS - Power - digital stall warning computers 1 and 2,
Primary power for the system is 115 volts ac supplied from the 115VAC transfer - flight management computer,
bus in panel P18 through a circuit breaker labeled GND PROX WARN. - flap warning switches,
The warning indicator lights receives 28 volts dc power from the master dim - landing gear logic shelf (air-ground) and
and test system (Ref Chapter 33). - the landing gear lever.


34-42
GROUND PROXIMITY
FLAP GEAR TERR

TERRAIN INHIBIT INHIBIT INHIBIT
INOP
GPWS
INOP
EXTERNAL
FAULT
TERRAIN/WEATHER
ENHANCED
COMPUTER RELAY
OK
SYS TEST
NORM NORM NORM
COMPUTER
(R9201/02
TERRAIN FAIL
TO EHSI
GPW MODULE ON
DISPLAYS
TERR. SELECT/DESELECT PB
P9 (CAPT/FO) EFIS SYMBOL
GENERATOR UNITS (1+2)
WEATHER RADAR
PULL
Y
UP r
RADIO (used after modification) BELOW G/S

ALTIMETER P-INHIBIT
(1+2) GLOBAL POSITION- GPS RECEIVER a
ING CIRCUIT CARD LIGHTS (P1, P3)
SYSTEM ANTENNA 737-300/400
OR WIND
737-500: SHEAR r
„WINDSHEAR“ LIGHTS (P1, P3)
in EADIs
TERRAIN
ON DISPLAY
TERRAIN LIGHT
AIR DATA COMP (1+2) after to other airplane (P1, P3)
modifica- systems (like FMS)
DFCS-MCP
tion AAU OBS F/O CAPT
DSWC (1+2)
PWR FMC
ON VALID
MOD A B C D
FDAU
FLIGHT GROUND PROXIMITY WARNING

MANAGEMENT NAV REC. (1+2) DAA (1+2) COMPUTER (E2 RACK) TCAS COMPUTER REU
COMPUTER
Figure 162 EGPWS: INTERFACES
Page: 315

34-42



34-42
FIRST OFFICER’S OVERHEAD PANEL(P5)

PANEL (P3)
SEE B
SEE A C
CAPTAIN’S PANEL (P1)

SEE A
COCKPIT LOUDSPEAKER
WINDSHEAR
TERRAIN
ON DISPLAY
B
TERRAIN LIGHT
(P1, P3)
TERRAIN
WINDSHEAR EADI
ON
ALERT
TERR. SELECT PB A
2
P9 (CAPT/FO) GROUND PROXIMITY
WARNING COMPUTER (E2-4)
SEE D TERRAIN-WEATHER RELAY

E2-3
SEE E WIND
GROUND PROXIMITY PULL UP
R SHEAR R
TERRAIN TERR FLAP GEAR
INOP
INHIBIT INHIBIT INHIBIT BELOW G/S ALTITUDE
P-INHIBIT A ALERT A
GPWS
INOP
1
GPWS WARNING LIGHTS

NORM NORM NORM
A
SYS TEST TERRAIN/WEATHER
RELAY (R9201/02) 1 AIRPLANES WITHOUT WINDSHEAR ON EFIS
GROUND PROXIMITY CONTR)OL PANEL E2-3
2 AIRPLANES WITH WINDSHEAR ON EFIS
C E D EGPWS COMPUTER
Figure 163 EGPWS - Component Location

Page: 317

34-42

GPWS Warning Lights Ground Proximity Warning System Control Module
A rectangular shaped red warning light labeled PULL UP is installed on the AIRPLANES WITH SEPARATE FLAP AND GEAR INHIBIT SWITCHES;
captain’s and first officer’s instrument panels. The ground proximity warning control module is located on the first officer’s
The lights come on to provide a visual indication of mode 1, 2, 3, and 4 warn- instrument panel.
ings. It consists of:
Access to the bulbs within the light assembly is provided by removing the lens – an amber INOP indicator light,
cover. – an amber TERR INOP light,
– a SYS TEST switch,
WINDSHEAR Warning Lights – a guarded & lockwired FLAP INHIBIT switch,
On 737-300 airplanes, – a guarded & lockwired GEAR INHIBIT switch and
– a guarded & lockwired TERRAIN INHIBIT switch.
a rectangular shaped red warning light labeled WINDSHEAR is installed on
both the captain’s and first officers instrument panels. The INOP indicator light comes on when the monitor circuit in the computer
The bulbs and a fuse within the light assembly may be accessed by remov- senses a fault condition.
ing the lens cover. The TEST switch provides a confidence check of the system, either in flight or
The lights come on to provide a visual indication of a windshear condition. on ground.
The FLAP INHIBIT switch enables the pilots to simulate a flap down condition
On 737-400/500 airplanes,
and the GEAR INHIBIT switch enables the pilots to simulate a gear down
the visual indication of a windshear condition is provided on both the cap- condition when the switches are set to INHIBIT position.
tain’s and first officer’s EADI.
The TERRAIN INHIBIT switch disables the terrain-awareness function of the
During windshear conditions, WINDSHEAR will be displayed in red on the
EGPWS-computer
EADI ball approximately 1/3 up from the bottom.
When placed in the INHIBIT position, the ”TOO LOW-FLAPS” and ”TOO
G/S Warning Lights LOW-GEAR” and „TERRAIN„ warnings are inhibited.
A rectangular shaped amber G/S (advisory) light labeled BELOW G/S is
Warning Speaker
installed on the captain’s and first officer’s instrument panels.
The aural warning signals from the GPWC are sent to the remote electronic
Access to the bulbs and a fuse within the light assembly is provided by remov-
unit (Shelf 1, equipment rack No. 2) to be processed.
ing the lens cover.
The aural warnings are then broadcast over the cockpit speakers (pilots over-
The light comes on to provide a visual indication that the airplane is below the
glide slope beam when an ILS frequency is selected. head panel P5) and the flight interphone system.
The G/S warning light will inhibit the glide slope deviation warning when
pressed, provided the hard glide slope warning is not already on.


34-42
WIND
PULL UP
R SHEAR R
BELOW G/S ALTITUDE

P-INHIBIT A ALERT A
WINDSHEAR SPEAKER WARNING LIGHTS
GROUND PROXIMITY
WINDSHEAR EADI
ALERT TERRAIN TERR GEAR FLAP
INOP INHIBIT INHIBIT INHIBIT
2
EGPWS
INOP
SYS TEST
1 AIRPLANES WITHOUT WINDSHEAR ON EFIS NORM NORM NORM

P3-7 GROUND PROXIMITY MODULE
Figure 164 GPWS Control and Indication

Page: 319

34-42
EGPWS CONTROL - DISPLAYS

PULL UP WARNING LIGHT (red) TERRAIN ON DISPLAY LIGHT (white)
On -
On -
Either one of modes 1 through 4 (as described
on following pages) has actuated or system test Terrain is selected manually (Terrain Select
beside CAPT/FO EHSIs
is performed. Pushbutton) or automatically (pop-up).
BELOW G/S ALERT LIGHT (amber)

On -
Airplane more than 1 .3 dots below the glide
slope (mode 5) or system test is performed.
Pressed -
Inhibits or cancels glide slope alerting if pressed
while in either alerting area.
TERRAIN SELECT PUSHBUTTON

TERRAIN ON (white)
Shows terrain/ obstacle
TERRAIN
data in map, center
SELECT/ map and expanded
DESELECT VOR/ILS mode.
- Arms terrain/ob-
stacle data in
plan and full
VOR mode.
- Deselects weath-
er radar display.
Off -
Terrain/obstacle display deselected.


34-42
1 2 2 GPWS INOP LIGHT (amber)

On -
GPWS inoperative.
3 NOTE: LOOK AHEAD TERRAIN / OBSTACLE ALERTING AND DISPLAY

ARE WORKING.
3 GEAR INHIBIT SWITCH

NORMAL -
(guarded position) - ”TOO LOW GEAR” alert active.
GEAR INHIBIT -
Inhibits or cancels warnings caused by gear not in landing configuration.
NOTE: SWITCH MUST BE IN ”GEAR INHIBIT” POSITION IF INTENTION-
ALLY LANDING WITH GEAR UP IS PLANNED, OR NUISANCE
ALERTS AND/OR WARNINGS WILL OCCUR.
4 FLAP INHIBIT SWITCH

NORMAL - (guarded position)
”TOO LOW FLAPS” alert active.
FLAP INHIBIT -
Inhibits or cancels warnings caused by flaps not in landing configuration.
6 5 4 NOTE: SWITCH MUST BE IN FLAP INHIBIT POSITION IF INTENTION-
ALLY LANDING AT FLAPS 15°, OR NUISANCE ALERTS AND/
1 TERRAIN INOP LIGHT (amber) OR WARNINGS WILL OCCUR.
On : 5 TERRAIN INHIBIT SWITCH

Look ahead terrain/obstacle alerting and display inoperative, or

NORMAL - (guarded position)
TERRAIN INHIBIT manually selected, or
Terrain/obstacle alerts and terrain display activated.
power loss.
TERRAIN INHIBIT -
GPS provides no present position (LAT-LONG and ALTITUDE)
Inhibits look ahead terrain/obstacle alerts and terrain display.
Notes:
- GPWS is still operative.
- INOP light will not illuminate if the airplane is 8000 ft above the highest
terrain within a 320 nm radius.


34-42
1 2 6 GROUND PROXIMITY SYSTEM TEST SWITCH

Press -
Illuminates
PULL UP,
3
BELOW G/S,
GPWS INOP and
WINDSHEAR lights (or EADI WINDSHEAR message) and causes
”PULL UP”, ”BELOW GLIDE SLOPE” and
”WINDSHEAR” aural warnings to sound.
Terrain display test pattern is shown on EHSI,
”CAUTION TERRAIN” wiII sound and
TERRAIN is displayed on EHSI.
NOTE: SYSTEM CAN ONLY BE TESTED ON GROUND.
IF TEST SWITCH IS PRESSED AND HELD FOR MORE THAN 10
SEC, A VOCABULARY TEST IS INITIATED (ALL AURAL WARN-
INGS ARE GENERATED SUCCESSIVELY).
6 5 4


34-42
CALL OUTS
Priority Altitude Call Outs
The GPWC provides 10 different voice messages. With landing gear down the computer will provide one cycle of aural
With the possibility of more than one warning occuring at the same time, the MINIMUMS warning as the airplane descends through the decision height set
following priority has been established with the associated modes. on the captain’s EFIS control panel.
The highest priority message is always provided. With continued descent the following callouts will be heard at the corresponding
If a higher priority warning occurs, the message will immediately switch to the radio altitudes:
higher priority message. – TWENTY FIVE HUNDRED at 2500 feet
If a higher priority warning stops, the priority message will complete before - ONE THOUSAND
switching to any lower priority message. – FOUR HUNDRED at 400 feet
– THREE HUNDRED at 300 feet,
Priority Message Mode
– TWO HUNDRED at 200 feet,
1 WINDSHEAR 7 – ONE HUNDRED at 100 feet,
2 WHOOP WHOOP PULL UP 1 and 2 – FIFTY at 50 feet,
3 TERRAIN 2 – FORTY at 40 feet,
– THIRTY at 30 feet,
4 TOO LOW - TERRAIN 4
– TWENTY at 20 feet and
5 TOO LOW - GEAR 4A – TEN at 10 feet.
6 TOO LOW - FLAPS 4B
7 ALTITUDE CALLOUTS 6
8 SINK RATE 1
9 DON’T SINK 3
10 GLIDE SLOPE 5
NOTE: WINDSHEAR aural message is preceded by one cycle of siren sound.



34-42
COMPONENT DESCRIPTION: EGPWS COMPUTER

EGPWS-Computer - Description of Mode 1 thru 7 : BITE and Flight History
The ground proximity warning computer (GPWC) is rack-mounted on shelf No. - Much of this BITE is run continuously, while some test are run only as
4 of electronic equipment rack E2. the result of certain events (e.g. power up, self test, etc.).
The computer receives glide slope deviation, barometric altitude rate, radio alti-
tude, gear and flap logic, airplane position and flight path acceleration informa- This BITE is capable of logging failure for the last 10 flights in non-voli-
tion from other airplane systems. tile flight history memory storage for later recovery.
The input signals are processed and signals are provided to warning devices if
the airplane enters an unsafe flight path.
In support of the above warning modes, the GPW computer provides a number Windshear (Mode 7)
of additional features. The windshear comparator receives data inputs from the ARINC 429 receiver,
These features are outlined below: in addition to flap position information.
Envelope Modulation Using an algorithm which provides different gain and threshold levels for takeoff
- The envelope modulation feature consists of storing information about and approach modes, and which also provides altitude-dependant gain levels,
peculiarities of particular approaches and departures where modes 1, the windshear comparator computes both vertical and horizontal windshear
2, 4, 5, and 6 are not entirely appropriate as they are generally imple- components.
mented. The vertical windshear component is computed from data from the stall
This stored information is used to first of all, verify the airplane location warning computer, the air data computer, and the IRS.
and configuration, and then to alter the basic mode parameters as These data are combined with inertial vertical speed, pitch attitude, and roll atti-
necessary to optimize GPWS performance. tude in order to determine the total vertical component of windshear.
Programmable Data Tables Horizontal windshear is computed by utilizing DADC true airspeed and
- There are three types of data that have been incorporated into pro- flight path acceleration from the IRS
grammable non-volitile memory; The audio message for a windshear condition consists of a two tone siren au-
– envelope modulation parameters, dio followed by the distinct words WINDSHEAR WINDSHEAR WINDSHEAR.
– mode 6 altitude call-out menus, and When the GPWC is in a windshear, all other GPWS modes are inhibited.
– mode 7 windshear constants and thresholds.
Windshear warning occurs when and excessive tail wind and down draft exists
- This data is accompanied by version/data information. These data
with the message WINDSHEAR appearing in red on the EADI.

tables are in addition to the power immune latches and flight history
information that is also stored in this non-volitile memory.
The main difference between these two types of information is that the
data tables can not be written to except on the bench.


34-42
GROUND PROXIMITY
Figure 165 GPWS Components - Computer


34-42
EGPWS-Computer -
Description of the Terrain function and Frontpanel controls
Purpose
The ground proximity warning computer (GPWC) compares the airplanes flight
profile, flap and gear position, and terrain clearance to determine if there is an
alert or warning condition.
Description
The enhanced GPWS function contains a worldwide terrain database. It
compares airplane position, track, and speed with this database to find if there
is an alert or warning condition.
Terrain data shows on the navigation displays (ND) or EHSIs.
The enhanced GPWS function also contains an airport database. This data-
base contains terrain information about all hard surface runways that are 3500
feet or more.
GPWS compares airplane position and runway location to find if there is an
alert or warning condition.
Front Panel
The GPWC front panel has three status LEDs and a door.
These are the three status LEDs on the front panel:
- EXTERNAL FAULT — amber LED turns on for a failure external to the
GPWC
- COMPUTER OK — green LED stays on when GPWC has power and
operates normally
- COMPUTER FAIL — red LED stays on when the GPWC has an internal
failure.
The front panel door gives access to these:
- PRESS TO SELF TEST switch — begins a test of the GPWS

- Headphone jack — lets you hear self—test audio
- Memory card slot — lets you upload software from a memory card or
download fault and warning history data EGPWS COMPUTER
- Upload/download status indicators — shows conditions of upload or
download operation
- RS-232 connector — used for shop test, or for the upload/download of
data.


34-42
Figure 166 EGPWS: COMPUTER

NAVIGATION 737-3/4/500
ENHANCED GROUND PROXIMITY WAR-

NING SYSTEM (EGPWS) 34-42
Note: This is the second section of the ground proximity warning system
description in this training manual.
EGPWS - BACKGROUND INFORMATION: ENHANCEMENTS; GENERAL DESCRIPTION
The purpose of the Enhanced function in the Ground Proximity Warning Sys- In addition to the existing GPWS functions, the EGPWS offers the following
tem (EGPWS) is to increase the situational awareness of the flight crew to help additional features:
prevent a Controlled Flight Into Terrain (CFIT) situation. Terrain/Obstacle Awareness Alerting and Display (TAAD).
The EGPWS extends the functionality of the existing MK V GPWS. Terrain Clearance Floor (TCF).
TERRAIN / OBSTACLE DISPLAY

The performance of the basic ground proximity alerting modes (1-7) of the
EGPWS is identical to the existing system. The EGPWS computer output is a display of terrain/ obstacle data in weather
radar format.
The terrain/ obstacle data are displayed on the EHSI - Display.
The enhanced features consist of: When the Terrain/ Obstacle Display is present, it replaces the weather radar
A map-Iike display of nearby terrain on the EHSI display.
Increased alerting time of the audible alerts of about 60 seconds flight time Whenever the WX-pushbutton on the corresponding EFIS-control panel is
or more away from terrain. pressed (NOT NECESSARY AFTER MODIFICATION), the terrain/ obstacle
display is available to the flight crew at any time.
Traditional GPWS sounds a warning from a few seconds to about 30 seconds
from terrain, but averages 10 to 15 seconds. When the conditions for either a Terrain / Obstacle Caution or a Terrain / Ob-
stacle Warning are detected, the EGPWS computer supplies a discrete
pop-up signal, which is used to switch the flight deck displays between the
Weather Radar Display and the Terrain / Obstacle Display.
– Areas of terrain/ obstacle that satisfy the Terrain/Obstacle Caution AIert crite-
ria are displayed in solid yellow, and
– areas of terrain that satisfy the Terrain/ Obstacle Warning AIert criteria are
displayed in solid red.
Terrain / Obstacle which is significant close to the aircraft, but which satisfy nei-
ther the Caution or Warning criteria, are displayed in a green -, yellow - or red
dot pattern whose perceived brightness is Iess than the yellow Caution area.
The density of the pattern is coarsely varied to depict terrain altitude with
respect to the aircraft.


CAUTION
TERRAIN AHEAD
WHOOP WHOOP
PULL UP
27,5 NM 0835,4 Z
TAS 200 GS 180
WARNING: 100% RED

CAUTION: 100% YELLOW
50% RED
+ 2000 FT
50% YELLOW
+ 1000 FT
25% YELLOW
0 FT
25% GRN
- 2000 FT 120‘/ 20
12.5% GRN
- 2000 FT
BLACK
EHSI
Figure 167 EGPWS: TERRAIN DISPLAY


TERRAIN/ OBSTACLE AWARENESS ALERTING LOOK-AHEAD TERRAIN ALERTS
A major feature of the EGPWS is the incorporation of the Terrain / Obstacle
Awareness Alerting and Display function. Aural Alert Visual Alert Description
These function use aircraft geographic position, aircraft altitude and terrain and
TERRAIN Red PULL UP 20 to 30 sec. from projected impact
obstacle database to predict potential conflicts between the aircraft flight path
TERRAIN PULL lights or Message with terrain/obstacle shown solid red
and the terrain / obstacle, and provide graphic displays of the conflict terrain/
UP PULL UP in on the EHSI (in map, center map and
obstacle. EADI. expanded VOR modes only).
The terrain / obstacle awareness alerting algorithms continuously compute ter- or
Lights TERRAIN Moving the terrain inhibit switch to
rain/ obstacle envelops ahead of the aircraft. OBSTACLE ON DISPLAY on. TERRAIN INHIBIT inhibits the alert.
If the boundaries of these envelopes conflict with terrain / obstacle database, OBSTACLE
then alerts are issued.
Two envelopes are computed, one corresponding to a Terrain / Obstacle Cau- PULL UP Solid red terrain
tion Alert level and the other to a Terrain / Obstacle Warning Ievel. on EHSI.
if the aircraft penetrates the Caution Envelop boundary, the aural message CAUTION Lights TERRAIN 40 to 60 sec. from projected impact
,,Caution, Terrain” or ”CAUTION OBSTACLE” is generated, and alert discretes TERRAIN ON DISPLAY on. with terrain/obstacle shown solid am-
are provided for activation of visual annunciators. Simultaneously, terrain areas Solid amber ter- ber on the EHSI (in map, center map
which conflict with the caution criteria are shown in solid yellow color on the or and expanded VOR modes only).
rain on EHSI.
Terrain/ Obstacle Awareness Display. CAUTION Moving the terrain inhibit switch to
If the aircraft penetrates the Warning envelope boundary, the aural message OBSTACLE TERRAIN INHIBIT inhibits the alert.
,,Terrain Terrain, Pull Up!” or ”OBSTACLE OBSTACLE PULL UP” is gener- TOO LOW; No visual alert. Descent below unsafe radio altitude
ated, and alert discretes are provided for activation of visual annunciators. while too far from any airport in the
Simultaneously, terrain areas which conflict with the warning criteria are shown TERRAIN
terrain/obstacle database.
in solid red color on the Terrain / Obstacle Awareness Display.
Moving the terrain inhibit switch to
TERRAIN INHIBIT inhibits the alert.
Terrain / Obstacle Awareness Caution and Warning voice alerts, lights and
threat display are inhibited below 30 feet of radar altitude, or at below 60 knots
groundspeed.

Page: 330

27,5 NM 0835,4 Z
TAS 200 GS 180
TFC Alert Envelope

120‘/ 20
Figure 168 EGPWS: TERRAIN-AWARENESS DISPLAY

ENHANCED GROUND PROXIMITY 737-3/4/500
WARNING SYSTEM (EGPWS)

34-42
EGPWS: TERRAIN CLEARANCE FLOOR

Description Terrain Clearance Floor Caution Alert
Terrain clearance floor (TCF) alerts the flight crew when the airplane descends If the GPWC finds that the airplane is below the TCF, it makes this caution
too low on approach. alert:
TCF uses airplane position and a runway database to find if there is an alert - Aural message TOO LOW TERRAIN. This message repeats for each 20
condition. percent loss of altitude.
- The TERRAIN ON DISPLAY lights illuminate.
Terrain Clearance Floor Inputs
The ground proximity warning system (GPWS) receives airplane data from
If descent continues, these alerts happen:
these systems:
- Aural message PULL UP
- Inertial reference system (IRS)
- The message PULL UP on the EADIs or in older configurationes: Both
- Air data computer (DADC)
red PULL UP lights illuminate.
- Radio altitude (RA) system.
- After Modification: GPS data. The GPWC inhibits TCF alerts for any of these conditions:
TCF uses this data: - Airplane is on the ground
- Latitude - less than 20 seconds after takeoff
- Longitude - less than 30 feet radio altitude.
- Radio altitude.
Before installation of GPS: TFC uses IRS data for latitude and longutude.
GPS installed: TFC uses only GPS - data for latitude and longutude.
Terrain Clearance Floor Logic

The GPWC has a runway database in memory.
This database contains the location of all hard surface runways in the world
that are longer than 3,500 feet.
TCF makes a terrain clearance envelope around the runway.
The altitude of the envelope increases as the distance from the airport in-
creases.
GPWC compares airplane latitude, longitude, and radio altitude with TCF enve-
lope data. If the airplane descends through the floor of the envelope, GPWC
makes an alert.
TCF makes an alert even if the airplane is in landing configuration.


34-42
Note:
This in not a
Lufthansa-Airplane
Figure 169 EGPWS: TERR. CLARENCE FLOOR


34-42
EGPWS: TERRAIN AWARENESS DISPLAY

Purpose Terrain Alert Outputs
The ground proximity warning computer (GPWC) compares the airplane fight If the GPWC finds the airplane is 60 seconds from a terrain conflict, it makes a
profile, flap and gear position, and terrain clearance to determine if an alert or terrain caution alert.
warning condition exists. These are the caution alert indications:
- Alert aural message CAUTION TERRAIN
Terrain Awareness Inputs
- The terrain display shows on both EHSIs if not selected on either one
The GPWC receives airplane data from the air data computer No.1+2 and the
Inertial Reference System No.1+2. - The threat terrain on the EHSIs changes from dots to a solid yellow
(Normally NO.1 is used; If NO.1 failed, NO. 2 will be automatically selected by color.
the GPWC: Port A / B select).
After GPS installation, GPS data will be used instead of IRS data. If the GPWC finds the airplane is 30 seconds from a terrain conflict, it makes a
terrain warning alert.
The terrain awareness function uses this data:
These are the warning alert indications:
- Latitude
- Aural message TERRAIN, TERRAIN PULL UP
- Longitude
- A red PULL UP message shows on the EADIs (or the PULL UP lights
- Barometric altitude illuminate).
- Ground track - A red TERRAIN message shows on the ND
- Ground speed - The terrain display shows on both NDs if not selected on either one
- Heading - The terrain threat on the EHSIs changes from dots to a solid red color.
- Roll attitude
- Flight path angle (calculated by EGPWC).
Terrain Awareness Calculation
The GPWC has a world-wide terrain database in memory.
The GPWC looks at airplane position and track and compares this data to the
terrain database.
If the GPWC finds there is a terrain threat, it makes an alert.
Terrain Display Output

The GPWC makes a digital map of the terrain forward of the airplane.
It sends this digital map to the EFIS symbol generators to show on the horizon-
tal situation displays (EHSIs).
The display uses different colored dots to show terrain altitude relative to air-
plane altitude.


34-42
27,5 NM 0835,4 Z
TAS 200 GS 180
(white lights
beside the EHSIs)
120 / 20


34-42
EGPWS: NORMAL TERRAIN / OBSTACLE DISPLAYS radar display, but is based on the world-wide terrain data map stored in the
EGPWS computer.
TERRAIN / OBSTACLE DISPLAY TERRAIN CLEARANCE FLOOR (TCF) ALERT
The EGPWS computer visual terrain / obstacle output is a display of terrain/ob- The Terrain Clearance Floor (TCF) alert, creates an increasing terrain clear-
stacle data in weather radar format. ance envelope around the intended airport runway directly related to the dis-
The data will be displayed on the EHSI if one of the following EFIS modes is tance from the runway.
selected: -- EXP VOR / ILS, -- EXP MAP, – CENTER MAP TCF alerts are based on current aircraft location, nearest runway center point
To enable the video input of the EFIS symbol generator, the WXR - ON push- position and radio altitude.
button on the EFIS control panel (CP 1 for captains- , CP 2 for copilots display) TCF is active during takeoff, cruise and final approach.
must be depressed to ON (not after modification). This alert mode complements existing GPWS-mode 4 protection by providing
To display the terrain / obstacles, also the TERRAIN SELECT push button be- an alert based on insufficient terrain clearance even when in landing configura-
low the MCDU mast be depressed (TERRAIN ON illuminated). tion.
Now. Terrain data are always displayed. When an aircraft penetrates the TCF alert envelope, the aural message ”TOO
LOW TERRAIN” will be given.
NOTE: If WX push button on the EFIS CP is depressed and the WX-switch on
the wx-control panel is OFF, but „terrain on“ pbs below the MCDUs are off: „wx TERRAIN / OBSTACLE AWARENESS ALERTING
fail“ is displayed in the EHSI. A major feature of the EGPWS is the incorporation of the terrain/obstacle
POP UP OPTION: awareness alerting and display function.
If on an EFIS control panel WXR is pushed ON (before mondification), but This function uses aircraft geographic position, aircraft altitude and EGPWS
TERRAIN SELECT is OFF, and either a terrain/obstacle caution- or a terrain/ internal terrain database to predict potential conflicts between the aircraft flight
obstacle warning is detected, the EGPWS computer supplies a discrete popup path and the terrain/obstacles, and provide graphic displays of the conflict ter-
signal to the terrain/weather relays, which is used to switch the EHSI display rain.
from the weather radar display to terrain display. The terrain/obstacle awareness alerting algorithms continuously compute 2
NOTE: Together with GPS installation, the WX-pushbotton will be envelopes ahead of the aircraft, one corresponding to a caution alert level and
removed from the interlock to show terrain-data. the other to a warning level.
Means:- to show terrain, push the TERRAIN ON PB below a MCDU to ON. If the boundaries of these envelopes conflict with the terrain/obstacle database,
- to show WEATHER, push the TERRAIN ON PB below a alerts will be issued.
MCDU to OFF and the WXR PB on an EFIS controlpanel to ON. If the aircraft penetrates the caution boundary, the aural message ”CAUTION,
TERRAIN” or ”CAUTION, OBSTACLE” is generated.
DESCRIPTION
Simultaneously, terrain/obstacle areas which conflict with the caution criteria

Areas of terrain/obstacle that satisfy the caution alert criteria wiII be displayed
are shown in solid amber color on the terrain/obstacle awareness display.
in solid amber, and areas of terrain/obstacle that satisfy the warning alert crite-
ria will be displayed in solid red. If the aircraft penetrates the warning envelope boundary, the aural message
”TERRAIN TERRAIN, PULL UP” or ”OBSTACLE OBSTACLE, PULL UP” is
Terrain/obstacle which is significantly close to the aircraft, but which satisfy nei-
generated, and alert discretes are provided for activation of visual annunci-
ther the caution or warning criteria, will be displayed in a green, amber or red
ations (pull up lights / PULL UP in the EADI). Simultaneously, areas which con-
dot pattern whose perceived brightness is less than the amber caution area.
flict with the warning criteria are shown in solid red color on the terrain/obstacle
The density of the pattern is coarsely varied to depict terrain/obstacle altitude awareness display.
with respect to the aircraft. Caution and warning voice alerts, annunciations and threat displays are inhib-
The terrain/obstacle display updates with a display sweep, similar to weather ited below 30 ft. radar altitude or below 60 kt groundspeed.


34-42
27,5 NM 0835,4 Z
GS 180
TAS 200
(white lights
beside the EHSIs)
120 / 20


EGPWS: LRU DESCRIPTION, INTERFACES

PERIPHERAL SYSTEM CONNECTIONS Note: After modification, the 737-3/4/500 will be equiped with one GLOBAL
See GPWS - GENERAL SCHEMATIC in the first section of the GPWS-training POSITIONING SYSTEM.
manual. The EGPWS-COMPUTER will contain a GPS-RECEIVER CARD.
The GPS card will provide very precise lat/long data to the GPWS and for the
flight management computer system (FMCS).
EGPWS DISPLAY OPERATION

The EFIS EHSI only can show weather - or EGPWS data at a time.
- EGPWS data will be shown when the TERRAIN ON DISPLAY pushbuttlon
below a MCDU on P9 is pressed or
- when a EGPWS caution or alert warning (caution terrain ahead or terrain
ahead, pull up) is announced, independent of weather image was selected be-
fore or not.
This is called POP UP OPTION.
To show EGPWS data on the EHSI, do this:
select EFIS MODE: EXP VOR / ILS or CENTER / FULL MAP
press the WX pushbutton on the EFIS controlpanel
(Not necessary after modification: Will start in fall of 2003).
press the TERRAIN ON pushbutton on the P9-panel


115V AC PULL UP
ELEX BUS 1
R
P3-7 GROUND PROXIMITY MODULE C629 GND PIN PROG
PROX WARN R
MD&T
GROUND PROXIMITY AIR/GND RELAY
TERRAIN
INOP
TERR FLAP
INHIBIT INHIBIT
GEAR
INHIBIT
(R381) PULL UP LTs (P3 AND P1)
EGPWS TEST / INOP LTS MASTER BELOW G/S P-INHIBIT
INOP DIM
TERRAIN INHIBIT
A
LDG GEAR LEVER SW
A
SYS TEST
FLAP POSITION
NORM NORM NORM
RADIO
ALTIMETER No.1 BELOW G/S LTs (P3 AND P1)
RADIO
ALTIMETER No.2
SELF TEST
AIR DATA
COMPUTER NO. 1 MASTER
DIM INOP
AIR DATA
COMPUTER NO. 2
A
VHF NAV GS DEV AND VALID
FLPS UNIT NO. 1 CAPT TERR A
< 1 OR > 15 VHF NAV GS DEV AND VALID SEL SWITCH MASTER
PTT
1 UNIT NO. 2
2 27-43-11 DIM GPWS INOP LIGHT
SGU 1
3 DAA NO.1 LOC DEV TERR
P3-7 GROUND PROX MODULE
5 DAA NO.2 LOC DEV TERR/WXR REL SEL. LT.
4 MASTER WINDSHEAR
FLAPS 1 THRU 15 DFCS MODE PSC SGU 2 DIM
CONTROL PANEL
S130 FLAP TAKEOFF TERR
WARN SW (MAIN WW) R
TERR/WXR REL SEL. LT.
IRU No.1 MASTER
TEST
FO TERR R
FLAPS < 10 IRU No. 2 SEL SWITCH
2 4
1 PTT
FMC LAT-LONG, MAG-TRK
3 34-64-21
FLAPS > 10 WINDSHEAR
TCAS AURAL 5 LIGHTS (P1 AND P3)
S138 FLAP LDG GEAR STALL WARNING INHIBIT
WARN SW (MAIN WW) COMPUTER No.1 WINDSHEAR
DISCRETE
STALL WARNING
COMPUTER No.2 FLIGHT DATA EFIS SYMBOL
GEAR DN AQUISITION UNIT GENERATOR
ANO LEFT AND RIGHT
5
EFIS LEFT MODE REU
C DH (AUDIO SYSTEM INTERPHONE
GEAR UP CONTROL PANEL
SPEAKERS)
S78 LANDING GEAR
LEVER SW (P2) GROUND PROXIMITY 5 ON ALL EXCEPT 737-300 4 ON 737-300 AIRPLANES
WARNING COMPUTER (E2-2) AIRPLANES
Figure 172 EGPWS: General Schematic

Page: 339

34-42
EGPWS: POWER AND ANALOG INTERFACES

General
The ground proximity warning computer (GPWC) receives 115v AC from the The GPWC sends an advisory inhibit discrete to the TCAS computer when the
GND PROX WARN circuit breaker on the P18 circuit breaker panel. GPWC gives an aural message.
The terrain weather relays receive 28v DC from the TERRAIN DISPLAY circuit The GPWC aural messages have a higher priority than the TCAS aural mes-
breaker on the P18 circuit breaker panel. sages and TCAS displays.
The discrete to the TCAS computer inhibits TCAS aural messages and TCAS
The GPWC provides a ground discrete to energize the terrain weather relays.
displays when there are GPWC aural messages.
This discrete allows the terrain data from the GPWC to connect with the SGUs
so that it can show on the EHSIs. The GPWC sends discretes to the captain and first officer glideslope inhibit
switch. The lights come on for GPWC mode 5 alerts.
The terrain select discrete can be manually initiated by the TERRAIN ON
When you push the light assemblies, a discrete goes to the GPWC to turn off
switch on the TERRAIN SELECT module or automatically by the pop up
the lights and stop the aural warnings.
function.
The pop up function allows terrain data to show automatically on the EHSI The GPWC sends a GPWC INOP discrete to the GPW control module to turn
when a terrain clearance floor (TCF) or terrain awareness warning is detected. on the amber INOP light.
This happens independently if the TERRAIN ON push button on the terrain se- GPWS alert and warning aural messages go to the remote electronics unit
lect module is pressed or not. (REU). The REU sends the aural messages to the flight compartment.
When the terrain weather relays energize, they send 28v dc to the GPWC relay
monitors to show relay position.
It also sends a ground to the EFIS control panels to enable the input to EFIS
symbol generators (see pop-up function).
Gear position from the landing gear lever switch module in the P2-3 goes to
the gear inhibit switch in the ground proximity warning module.
The ground proximity warning module sends the landing gear position discrete
to the GPWC.
The GPW module terrain inhibit discrete prevents the terrain cautions, warn-
ings, and terrain display data on the displays.
Also, the aural messages are inhibited.

The switch does not affect the operation of modes 1 thru 7.
The ground proximity warning module sends a flap inhibit discrete signal to the
GPWC. This simulates a flaps down condition in the GPWC.
The ground proximity warning module also sends a test discrete signal to the
GPWC.
The air/ground relay sends air/ground data to the GPWC for in-air logic.


34-42
TO EFIS
CONTROL
PANEL
TERRAIN
SWITCHING
(E2-3)
TO EFIS
CONTROL
PANEL (E2-3)
E-11,
LDG GEAR LOGIC SHELF
Figure 173 EGPWS: POWER; ANALOG INTERFACES


34-42
EGPWS: TERRAIN-WEATHER RELAY CONTROL
EGPWS: TERR/WXR REL. INTERF. (PRE-MODIFICATION)

Purpose Relay Monitor
The ground proximity warning computer (GPWC) and the weather radar (WXR) The GPWC uses these inputs to identify which position the relays are in.
receiver-transmitter send display data that shows on the EHSIs. When the relays are in the normal position, the GPWC monitor senses no volt-
Two terrain weather select relays control which data shows on each EHSI. age.
When the relays are in the energized position, the GPWC monitor senses
Relay Power 28v dc.
The terrain weather select relays get 28v dc from the terrain display circuit
breaker on the P18 circuit breaker panel.
Digital Relay Interfaces

The GPWC and WXR send data to both terrain weather select relays on
ARINC 453 data buses.
The terrain weather select relays send data to the signal generator units on
ARINC 453 data buses. The signal generator units provide video outputs to the
EHSIs.
Relay Control
When you push the TERRAIN ON pushbutton-lightswitch below a MCDU, a
terrain select ground discrete signal from the GPWC allows the terrain weather
select relay to energize.
This allows the terrain data to be connected to the signal generator units
(SGUs) for display on the EHSIs.
Pushing the TERRAIN ON pushbutton-switch again, will deenergize the relay.
The relay now connects the WXR output bus to the SGUs.
POP UP OPTION:
If a TERRAIN SELECT pushbutton is OFF, and either a terrain/ obstacle cau-
tion or warning is detected, the EGPWS computer supplies a discrete popup
signal to the terrain/weather relays, which are used to switch the EHSI display
from the weather radar display to the terrain display.
Now, this relay provides a discrete to the EFIS control panel to make the EFIS
symbol generators to enable their terrain-weather input.


34-42
CAPT EFIS
CONTROL PANEL
28VDC
BUS 1
TERRAIN
DISPLAY
TERRAIN
SELECT P18 CB PANEL
TERR TERRAIN SEL 1

SEL
TERRAIN SEL 2 EFIS SYMBOL
R9201 TERR / WXR
RELAY GENERATOR 1
TERRAIN DISPLAY 1
TERRAIN DISPLAY 2
RELAY MONITOR 1
TERR
SEL
RELAY MONITOR 2
EFIS SYMBOL EGPWC

GENERATOR 1 & 2
TERRAIN WXR
SELECT
DATA 1 EFIS SYMBOL
R9202 TERR / WXR GENERATOR 2
WXR
RELAY
DATA 2
FO EFIS WXR R/T

CONTROL PANEL
Figure 174 EGPWS - TERR/WXR REL. INTERF. (PRE-MOD)

34-42
EGPWS: TERR/WXR REL. INTERF. (POST-MODIFICATION)
An EFIS symbol generator needs an enable to activate its video input.

This enable may be provided by pressing the WXR pushbutton or by an ener-
gized TERRAIN WEATHER RELAY.
The TERRAIN WEATHER RELAY is energized by WXR-ON pushbutton con-
trol or by the POP-UP function of the EGPWS computer.


34-42
EHSI DISPLAY EHSI DISPLAY
DATABUS DATABUS
CAPT EHSI OUTPUT 1 OUTPUT 2 FO EHSI
WXR TRANSCEIVER
WXR DATA BUS 2 L-TERRAIN WXR DATA BUS 2

R-TERRAIN
VIDEO OUT VIDEO OUT
ARINC 429 EFIS ARINC 429 EFIS

CTL PN: DATA IN CTL PN: DATA IN
WXR WXR
L EFIS SYMBOL GEN. R EFIS SYMBOL GEN.
TERR 28VDC 28VDC TERR
FROM CB C9201 RIGHT FROM CB C9201
LEFT
„TERR SWITCH“ TERRAIN „TERR SWITCH“
TERRAIN
DISPLAY DISPLAY
ENABLE ENABLE TERRAIN-
TERRAIN-
WEATHER WEATHER
RELAY RELAY
ARINC 429 ARINC 429
EFIS CTL PNL EFIS CTL PNL
DATA IN DATA IN
WXR WXR
ON TERRAIN ON
TERRAIN
ON ON
OPTO- OPTO-
COUPLER COUPLER ARINC 429
ARINC 429 LEFT RIGHT INTERF.
INTERF. PROCESS.
PROCESS. TERRAIN TERRAIN
DISPLAY IN DISPLAY IN
ENHANCED GROUND PROXIMITY FO TERR SEL

CAPT EFIS CONTROL PANEL CAPT TERR SEL FO EFIS CONROL PANEL
COMPUTER MODULE
MODULE
Figure 175 EGPWS: TERR/WXR REL. INTERF. (POST-MOD)

ENHANCED GROUND PROXIMITY

WARNING SYSTEM (EGPWS) 34-42
EGPWS TEST: GENERAL

SeIf Test SELF TEST SHORT AND LONG CANCEL
The EGPWS supports a cockpit operated self test sequence that indicates the A Short Cancel is accomplished by pressing and holding the GPWS SYS
operational status of the system. TEST switch for less than 2 seconds.
The self test aurals annunciate the status of the major functions of the system: A Short Cancel is normally used to select or skip tests.
- Glideslope, A Long Cancel is accomplished by pressing and holding the GPWS SYS
- GPWS, TEST switch for between 2 and 8 seconds.
- Bank Angle, A Long Cancel is normally used to initiate (enter) a test for run.
- Altitude Call Outs,
- Windshear Detection and NOTE: THE ”GPWS INOP” AND THE ”TERRAIN INOP” LIGHTS WILL RE-
- Terrain Awareness and MAIN ON THROUGHOUT THIS TEST.
activates the outputs (lights and displays) for visual verification.
SELECT TEST / SKIP TEST
The EGPWS self test also provides maintenance information detailing the
1. Initiate a Self Test by depressing the EGPWS SYS Test button. (This is
cause of detected faults, historical information of faults and warning occurring
level 1).
during flight, and EGPWS and installation configuration information.
2. Once the Self Test audio starts, perform a short cancel.
SYSTEM SELF TEST (This wiII start level 2).
The EGPWS System Self Test is divided into six levels. 3. When ”CURRENT FAULTS” is enunciated, perform a long cancel.
These are: 4. Within 3 seconds after the ”PRESS TO CONTINUE” message is enunci-
Level 1 Go / No Go Test. ated, execute a short cancel (This will start level 3).
Level 2 Current Faults. 5. When ”SYSTEM CONFIGURATION” is enunciated, perform a long cancel.
Level 3 EGPWS Configuration Within 3 seconds after the ”PRESS TO CONTINUE” message is enunci-
ated, execute a short cancel. (This will start level 4).
Level 4 Fault History.
6. When ”FAULT HISTORY” is enunciated, perform a long cancel.
Level 5 Warning History
Within 3 seconds after the ”PRESS TO CONTINUE” message is enunci-
Level 6 Discrete Input Test. ated, execute a short cancel. (This will start level 5).
SELF TEST INITIATION 7. When ”WARNING HISTORY” is enunciated perform a long cancel.
Self Test is initiated by pressing the cockpit Ground Proximity SYS TEST 8. Within 3 seconds after the ”PRESS TO CONTINUE” message is enunci-
switch for less than 2 seconds. ated, execute a short cancel. (This wiII start level 6).
Alternatively, the Self Test may be initiated via the SELF TEST switch on the 9. The EGPWC would annunciate ”DISCRETE INPUT TEST”. The EGPWC is
front of the EGPWS. now at the Level 6 Self Test.
Please note that the Self Test Aural volume is 6 dB Iower than the Warning 10.VERIFY for each discrete listed in the table below the correct audio mes-
Aural volume. sage is enunciated.


Level 1 SelfTest EGPWS - TEST
The Level 1 Self Test exists in two different version. The Short Level 1 Self Test
(acc. to 737-EB34-0150 step 4.)
(to be performed as operational test) and the Level 1 Self Test performed as
part of the System Test. NOTE: Due to the dual IRS - single FMS configuration on DLH B 737, the
Level 1 enunciates the current status of the major functions of the EGPWS . audio message ”External faults - FMC Bus 2 inactive” will be an-
This level can be activated only on ground nounced during level 2 selftest, and the ”External Fault” LED on the
EGPWC front will Iight.
Level 2 Self Test These messages have no effect on the flight deck operation of the EGPWS,
Level 2 identifies all failures currently within the system. Level 2 is accessed by and shall be disregarded if they occur in conjunction as described above (see
maintenance personnel to help resolve INOP conditions. also EO-O 010191 for B 737).
Level 2 can be only accessed on the ground.
CAUTION: THE FOLLOWING TEST RESULTS ARE A MATTER OF
Level 3 Self Test CHANGE !!
THEY CAN DIFFER FROM THE CUSTOMERS VERSIION.
Level 3 identifies the configuration status of the Warning Computer and the
installations. SYSTEM TEST: GENERAL
Level 3 can be only accessed on the ground.
Apply electrical power to the following systems
Level 4
A. Enhanced Ground Proximity Computer
Level 4 enunciates faults that have occurred during past flight. This information
B. No. 1 and No. 2 air data system
can be used to resolve system problems reported by the flight crew.
Level 4 can be only accessed on the ground. C. No. 1 and No. 2 VHF navigation system
D. No. 1 and No. 2 initial reference unit
Level 5 Self Test
E. No. 1 and No. 2 digital analog adapter
Level 5 enunciates faults that have occurred during past flight. This information
F. Stall warning system
can be used to resolve system problems reported by the flight crew.
Level 5 can be only accessed on the ground. G. Flight management system
H. EFlSsystem
Level 6 Self Test
WXR-pushbutton must be pushed to „ON“ on EFIS control panel.
Level 6 enunciates state changes in the input discretes. This information can
be used to verify the installation and the operation of the discrete inputs. Level
6 can be only accessed on the ground. SELF TEST INITIATION

The self test aurals will be heard in the cockpit and through the headphones The Short Level 1 Self Test is initiated by pressing SYS TEST switch on P3-7
jack on the EGPWC front panel. for less than 2 seconds
The GPWS INOP and the TERRAIN INOP lights wilI remain on thoughout the The Level 1 Self Test is initiated by pressing SYS TEST switch on P3-7 for
self test. between 2 and 8 sec.
NOTE: THE SELF TEST CAUTION AURAL VOLUME IS 6 DB LOWER
THAN THE WARNING AURAL VOLUME.
Level 1 SeIf Test Procedure


Initiate the Level 1 Self Test by pressing the SYS TEST switch on P3-7 for a ”TOO LOW FLAPS” (mode 4)
period between 2 and 8 sec.
”TOO LOW TERRAIN” (mode 4)
Verify the following sequence:
”GLlDESLOPE” (mode 5)
a. GPWS lNOP light comes on (P3-7)
b. TERRAIN lNOP comes on (P3-7) ”BANK ANGLE BANK ANGLE” (mode 6)
c. ,, GLlDESLOPE” message is annunciated ”MlNlMUM, TWENTY FlVE HUNDRED, ONE THOUSAND, FOUR
d. BELOW G/S light turns on (P1-1, P3-1) HUNDRED, THREE HUNDRED, TWO HUNDRED, ONE HUNDRED,
e. PULL-UP LlGHT turns on (P1-1, P3-1)
FlFTY, FORTY, THlRTY, TWENTY, TEN”
f. ,,PULL-UP” message is annunciated
Siren ”WlNDSHEAR WlNDSHEAR WlNDSHEAR” (mode 7 WS)
g. PULL UP light turns off
h. WlNDSHEAR light turns on ”TOO LOW TERRAIN” (TCF)
i Siren and ,,WlNDSHEAR WlNDSHEAR WlNDSHEAR” message is ”CAUTION TERRAIN CAUTION TERRAIN” (TAAD caution - terrain)
annunciated
”TERRAIN TERRAIN PULL UP” (TAAD warning terrain)
j. WlNDSHEAR Iight turns off
”CAUTlON OBSTACLE CAUTlON OBSTACLE” (TAAD caution -ob-
k. PULL UP Iight turns off
stacle)
l ,,TERRAIN TERRAIN PULL UP” message is annunciated
”OBSTACLE OBSTACLE PULL UP”
m. TERRAIN ON DlSPLAY light turns on (P1 -3, P3-3)
u. GPWS lNOP and TERRAIN lNOP light turn off
n. TERRAIN SELECT light turns on (P9 Captain and first Officer)
o. Terrain display self test pattern is displayed on the indicator
End of level 1 self test.
p. PULL UP light turns off
q. Terrain self test pattern turns off
NOTE:
r. TERRAIN ON DlSPLAY light turns off
Because of sotware modifications, the call-outs may differ.
s. TERRAIN SELECT light turns off
t. Verify that the following voice message will annunciated:
”SlNKRATE”
”PULL-UP” (mode 1- pull up)

”TERRAIN” (mode 2- preface)
”PULL-UP” (mode 2- pull up)
”DON’T SlNK DON’T SlNK” (mode 3)
”TOO LOW TERRAIN” (mode 4)
”TOO LOW GEAR” (mode 4)


27,5 NM M 0835,4 Z
TAS 200 GS 180
EHSI
Figure 176 EGPWS: SELF TEST, LEVEL 1

Level 2 Self Test Procedure NOTE: ”X” LISTED BELOW REPRESENT NUMBERS, IETTERS, THE
Initiate the self test by depressing the cockpit SYS TEST switch (level 1). WORD ”POINT” OR NO ANNUNCIATION. ANY OF THESE AN-
Once the self test level 1 audio starts, press and hold the SYS TEST switch for NUNCIATIONS ARE ACCEPTED WHERE ”X” IS IISTED BELOW.(
less than two seconds. (This will initiate level 2). E.G. THE SERIAL NO. COULD BE ANNUNCIATED AS ”SERIAL
(Alternatively, the EGPWS front panel switch may be used to initiate the test). NUMBER 316”.
Verify the following voice messages are annunciated: a. SYSTEM CONFIGURATION”
”CURRENT FAULTS” b. ” PART NUMBER 965-0976-003-XXX-XXX
”NO FAULTS” c. MOD STATUS X”
”PRESS TO CONTINUE” d. ”SERIAL NUMBER XXX”
e. APPLICATION SOFTWARE VERSION XXX”
NOTE: IF THE MESSAGE: ”GPWS COMPUTER O.K”, ”EXTERNAL
FAULTS”, ”FMC BUS 2 INACTIVE”, ”PRESS TO CONTINUE” IS AN- f. ”COFIGURATION SOFTWARE VERSION XXX”
NUNCIATED AND THE AMBER ”EXTERNAL FAIL” LIGHT ON THE g. TERRAIN DATABASE VERSION XXX”
EGPWS IS ON, REFER TO OPERATION ENGINEERING ORDER h. ”ENVELOPE MOD DATABASE VERSlON XXX”
01 01 91 FOR DETAILS.
i. ”BOOT CODE VERSlON XXX”
NOTE: IF EGPWS COMPUTER OR SYSTEM FAULTS EXIST, THE j. ”AIRCRAFT TYPE 4 (737-300)” ”AIRCRAFT TYPE 9 (737-500)”
FAULT(S) WILL BE ANNUNCIATED AS GPWS INTERNAL FAULTS
k. ”AUDIO MENU O”
OR GPWS EXTERNAL FAULTS. THE AURAL MESSAGES WILL
PROVIDE A DESCRIPTION OF THE FAULTS. IF A FAULT IS AN- l. ”ALTITUDE CALL OUT MENU 86”
NUNCIATED IT SHOULD BE CORRECTED PRIOR TO PROCEED- m. VlSUAL SUPPRESS SELECTED”
ING WITH REMAINDER OF THE GROUND TEST PROCEDURE.( n. MODE 6 LOW VOLUME SELECTED”
EXCEPT THE ABOVE MENTIONED CONDITION)
o. OPTIONAL INPUT SELECTED”
End of level 2 self test
p. DUAL ILS SELECTED”
q. DUAL RADlO ALTIMETER SELECTED”
Level 3 SeIf Test procedure r. ”WINDSHEAR CAUTION DISABLED”
Initiate the self test by depressing the SYS TEST (This is level 1) s. BANK ANGLE SELECTED”
Once the self test audio starts, press and hold the SYS TEST switch for less t. ”ALTERNATE POP-UP SELECTED”
than two seconds. (This is level 2)
q. OBSTACLE AWARENESS ENABLED”

Immediately after the self test level 2 ,,PRESS TO CONTINUE” message is
End of Level 3 SeIf Test
annunciated, depress the cockpit SYS TEST switch. (This will start Ievel 3)
Alternatively, the EGPWS front panel switch may be used to initiate this test. - Level 4 (Fault History, last 10 flights) SeIf Test and
Verify the following messages are annunciated and record alI unspecified de- Example: „Flight one - GS deviation fail“
tails (note order of messages is not being tested, only that alI messages are
Flight two - FMC bus 2 inacticve“
annunciated.):
- Level 5 (Warning History, last 10 flights) SeIf Test procedure:
Example: „ Flight one - Terrain, Terrain Pull up“


Level 6 SeIf Test - Discrete Input Test
NOTE: TO GET TO LEVEL 6 SELF TEST THE OPERATOR MUST CYCLE Note: The words ”DISCRETE INPUT TEST PRESS TO CANCEL” wilI be
THROUGH SELF TEST IEVEL 1 THROUGH 5. THE FOLLOWING enunciated approximately every 6O seconds throughout this test.
STEPS SHOW THE PROCEDURE TO GET TO THE LEVEL 6 SELF 8. VERIFY the correct audio message is enunciated as each discrete is
TEST. set as shown in the following tables:
Test procedure for Level 6 test:
NOTE: EACH DISCRETE MUST BE CHANGED TO SET TO THE
1. Initiate the EGPWS self test (Level 1) and release the GPWS SYS VALUE IISTED BELOW (I.E. WHEN SETTING (OR SI-
TEST switch. MULATING) FLAPS IN LANDING POSITION, THE FLAPS
Once the level 1 self test audio sequence begins, press and hold the GPWS MUST START IN THE UP POSITION).
SYS TEST for Iess than 2 seconds (this will start level 2 - Current Faults)
9. Press GPWS SYS TEST switch for Iess than 2 seconds (to exit
Within 3 seconds after the ”PRESS TO CONTINUE” message is enunciated
level 6 self test)
at the end of level 2 self test, press the GPWS SYS TEST switch for less
than 2 seconds (this will start self test level 3 - System Configuration) 10. Verify that GPWS INOP/TERRAIN INOP Iight turns off.
After ”SYSTEM CONFiGURATION” is enunciated, perform a long cancel
(press the GPWS SYS TEST switch for between 2 and 8 seconds). End of Level 6 Self Test (discrete input test.)
The ”PRESS TO CONTINUE” message is enunciated.
NOTE: THE OPERATOR MAY SKIP STEP 1 ABOVE AND START THIS
TEST IMMEDIATELY FOLLOWING LEVEL 3 SELF TEST AS DE-
SCRIBED IN SELF TEST LEVEL 3 - SYSTEM CONFIGURATION.
2. Within 3 seconds after the ”PRESS TO CONTINUE” message is
enunciated at the end of Level 3 Self Test, press the GPWS SYS
TEST switch for less than 2 seconds. (This will start Self Test Level 4
- Fault History)
3. After ”FAULT HlSTORY” is enunciated, perform a long cancel (press
GPWS SYS TEST switch for between 2 and 8 seconds).
4. Within 3 seconds after the ”PRESS TO CONTINUE” message is
enunciated, press the GPWS SYS TEST switch for Iess than 2 sec
onds. (This will start self test Ievel 5 - Warning History).
5. After ”WARNING HISTORY” is enunciated, perform a Iong cancel

(press the GPWS SYS TEST switch for between 2 and 8 seconds).
6. Within 3 seconds after ”PRESS TO CONTINUE” message is enunci
ated, press the GPWS SYS TEST switch for Iess than 2 seconds.
(This will start level 6 self test.)
7. The EGPWS will enunciate ”DISCRETE INPUT TEST” . The EGPWS
is now at the level 6 self test.


Figure 177 EGPWS: DISCRETE INPUTS 1


Figure 178 EGPWS: DISCRETE INPUTS 2


SECONDARY INPUT INTERFACE TEST Glideslope Test
This section verifies the redundant input to the EGPWS are wired correctly. The following test verifies the analog glideslope. Since both positive and nega-
tive values are valid inputs, this test will require to activate a glideslope devi-
NOTE: THIS TEST REQUIRES PRIOR COMPLETION OF LEVEL 2 SELF
ation and verify the EGPWS gives a glideslope alert.
TEST.
Required Test Equipment:
Test Procedure: - Radio Altimeter Test Set
1. Pull the following circuit breakers - ILS Simulator
a) lRS#1 Test Procedure
b) ADS#1 a) Set Radio Altitude to 2000ft
b) Set air-ground discrete to In Air
c) EFIS Control Panel #1
c) Set flap inhibit switch to ON
d) DSWC#1
d) Set MCP selected course to within +/- 90 degrees of the current
2. Wait 1 minute magnetic heading
3. Perform Level 2 Self Test e) Set the captain’s VOR/ILS to tester frequence
4. Verify the following aurals are enunciated: f) Wait 2 minutes (this allows the EGPWS transition to approach mode)
a) ”CURRENT FAULTS” g) Lower the radio altitude to 450ft at a rate no greater than 1 500 FPM
b) ”GPWS COMPUTER OK” h) Set the glideslope deviation to 2 dots ”Fly up”
i) Verify the BELOW G/S light illuminate and the aural ”GLIDESLOPE”
c) ”EXTERNAL FAULTS”
is enunciated.
d) ”AlR DATA BUS 1 INACTIVE” End of Glideslope Test
e) ” EFIS BUS 1 INACTIVE”
Terrain Display Selection
f) ” IRS BUS 1 INACTIVE” This verifies the correct operation of the TERRAIN ON switches, the EFIS
g) ”DSWC BUS 1 lNACTlVE” Control Panel wiring.
h) ” PRESS TO CONTINUE” Test procedure:
a) Only for airplanes without modification:
5. Restore the following circuit breakers
Ensure that WXR is ”ON” on EFlS control panel.

a) IRS#1 b) For all airplanes:
b) ADC#1 Ensure that the display selection is suitable for displaying WXR (e.g.
MAP Mode)
c) EFIS Control Panel#1
c) Set Captain Range to 40 and F/O’s range to 20
d) DSWC#1 d) Ensure that Captains and F/O’s TERRAIN ON and TERRAIN ON
End of Secondary input Interface Test. DlSPLAY lights are OFF
e) Select Test Mode for WXR (Light test ON and WXR control panel
to ON)


f) Ensure that WXR test pattern is displayed
g) Select TERRAIN ON on Captains side
h) Verify that Terrain is displayed
i) Select TERRAiN ON on F/O side
j) Verify that Terrain is displayed
k) Switch WXR OFF on WXR Ctr. Panel
I) Switch light test OFF
m) Ensure that Captains and F/O’s TERRAIN ON and TERRAIN ON
DISPLAY lights are ON
n) Select Test Mode for WXR (step e again)
o) Deselect Terrain on Captains side
p) Verify that WXR test pattern is show on Captains side
q) Deselect Terrain on F/O’s side
r) Verify that WXR test pattern is show on F/O’s and Captains side
s) Switch OFF WXR on WXR Ctr. Panel, (WXR FAIL is displayed)
t) Switch OFF light test
End of Terrain Display Selection test



34-42
EGPWS PROGRAMMING
Accomplishment Instructions
General
1. Airplane must be electrically energized.
2. PCMCIA card AIIied SignaI PN 718-1330-419 with Terrain database
version 419 (valid version) must be used.
(This is only an example, since two and more times a year the terrain data
base has to be modified).
Card is stored at ,,Werkzeugausgabe HaIIe 6”, WA223.
Programming
Perform Ioading procedure acc. to AIIied SignaI VSB 965-O976-OXX-34-16,
step 2.A.
1. Get access to the EGPWC
2. Ensure that the 115VAC oircuit breaker to the EGPWC is ON, and that the
COMPUTER OK LED on the EGPWC front panel is ON.
3. Open the door on the EGPWC front panel.
4. Insert the PCMCIA card into the PCMCIA card slot. Insert card acc. to the
picture on the front panel of the EGPWC.
5. WhiIe the Ioading is in progress, the IN PROG LED remains ON and the
COMPUTER OK LED is OFF.
6. When the Ioading is complete, the XFER COMP LED goes ON.
7. remove the PCMCIA card from the EGPWC.
8. After approx. 1 5 seconds, the COMPUTER OK LED goes ON to indicate
that the contents of the PCMCIA card were successfully Ioaded.
9. Close the door on the EGPWC front panel.


34-42
Top of card
when in-
serted
PCMCIA card slot
Bottom of card
when inserted
Figure 179 EGPWS PROGRAMMING


34-42
EGPWS SYSTEM SCHEMATICS 1 THRU 7
EXTERNAL
GPWS FAULT
ENHANCED COMPUTER
OK
COMPUTER
COMPUTER
FAIL
PUSH
TO
EJECT
PRESS TO
SELF TEST
IN
PROG
HEADPHONES
CARD
CHNG
XFER
COMP
XFER
FAIL
P1
ENHANCED GROUND
PROXIMITY COMPUTER


34-42
115V AC
XFR BUS 1 öA D1153C
RADIO ALT
24-51-11 2 2 +15V AURAL 2
C629 GND PROX POWER +5V BARO ALT RATE SINK RATE
WARN (B7) 3 SUPPLY +VALID DETECTOR AURAL 10
-VALID (SH 2) VERT SPEED (MODE 1)
4 -15V
P18-1 CIRCUIT BREAKER PANEL (SH 5)
(SH 6) IRS VALID
34-11-11 K BARO ALT RATE
D309A D1153B AURAL 2
COMPUTED AIRSPEED, TRUE AIRSPEED, ALTITUDE RATE 56 A ARINC AD #1 VALID BARO ALT CLOSURE
A 34-11-11 SH2 A11 B RCVR
UNCORRECTED ALTITUDE, CORRECTED ALTITUDE RATE AURAL 3
B 57 B11
429 COMPUTED AIRSPEED DETECTOR
(MODE 2) AURAL 4 A
M196 AIR DATA COMPUTER 2 (E1-1)
RADIO ALT
34-11-15
D1153A AIR/GND
D311A A ARINC RADIO ALT
COMPUTED AIRSPEED, TRUE AIRSPEED, ALTITUDE RATE A 56
UNCORRECTED ALTITUDE, CORRECTED ALTITUDE 34-11-15 (SH2) C1 B RCVR
B 57 D1 429
GEAR DN FLAPS DN
M368 AIR DATA COMPUTER 2 (E1-1) J
Z U
(SH 2)
34-33-11 (SH 5) BARO ALT RATE
D101B 34-33-11 AURAL 11
+ 47 A13 + MUX A/D (SH 6)
RADIO ALT
RADIO ALT CONVERTER (SH 7)
34-33-11
AUX DC OUT - 46 B13 - BARO ALT ALTITUDE ENVELOPE BIAS
34-33-11 LOSS
RADIO ALT VALID 12 A15 DETECTOR R
INERT ALT
(MODE 3) (SH 2,5)
VOTING
M50 RADIO ALT R/T 1 AND IRS VALID
(E2-4) SWITCHING AIR/GND TERR CLEARANCE
34-33-21 AC
D103B 34-33-21 (SH 2,6)
+ 47 A14 + MUX A/D AIR/GND
RADIO ALT 34-33-21 CONVERTER
AUX DC OUT - 46 B14 - IRS DATA COMPUTED AIRSPEED AURAL 6
34-33-21 E TERRAIN
RADIO ALT VALID 12 C15 RADIO ALT CLOSURE AURAL 7
(SH 2, 5, 6) DETECTOR
GEAR DOWN (MODE 4) AURAL 8
M415 RADIO ALT R/T 2 (SH 2, 5, 6) P
(E2-4) (SH 6)
34-31-41
D357A 34-31-41 (SH 2, 6) Z
+ UP 8 C13 + A/D
G/S DEVN - MUX
34-31-41 CONVERTER
- DWN 9 D13 GEAR DOWN
34-31-41
G/S VALID 27 B15 BARO ALT RATE GLIDE SLOPE
VOTING DEVIATION AURAL 12
AND G/S DEVN DETECTOR
M154 VHF NAV RCVR 1 SWITCHING
(E3-4) (MODE 5)
LOC DEVN
G/S DEVN (SH 6)
34-31-41 F
D359A 34-31-41
+ UP 8 C14 + A/D (SH 2, 5)
G/S DEVN MUX
34-31-41 CONVERTER
- DWN 9 D14 -
34-31-41
G/S VALID 27 D15
M155 VHF NAV RCVR 2

(E3-4)
34-26-12
(SH 2) D2165A D1153B
A A12 A ARINC
34-26-12 (SH 2) C11
LOC DEV B A13 D11 B RCVR
429
M1163 DAA 1 (E1-2) VOTING LOC DEV

AND G
34-49-11
34-26-22 SWITCHING
D2167A D1153A (SH 3, 5) INCORPORATES: PAGE 102A
(SH 2)
A ARINC EO 118293 R05 SHEET 1
LOC DEV A A12 34-26-22 (SH 2) C11 B
B A13 D11 RCVR
429 JAN 03/2001
M1164 DAA 2 (E1-2)
M652 ENHANCED GROUND PROX WARN COMPUTER (E2-4)
Figure 180 EGPWS: SSM-SHEET 1

Page: 359

34-42
RADIO ALT
AURAL 2
BARO ALT RATE SINK RATE
DETECTOR AURAL 10
VERT SPEED (MODE 1)
IRS VALID
BARO ALT RATE
AURAL 2
BARO ALT CLOSURE
(SH 1, 5, 6) K RATE AURAL 3
COMPUTED AIRSPEED DETECTOR
(MODE 2) AURAL 4 A
RADIO ALT
AIR/GND
RADIO ALT
(SH 1, 5, 6, 7) J
GEAR DN FLAPS DN
GROUND PROXIMITY Z U
34-45-11 TERRAIN FLAP GEAR TERR
INOP INHIBIT INHIBITINHIBIT BARO ALT RATE
D2743E AURAL 11
GEAR DN GND F13 34-45-11 EGPWS RADIO ALT
INOP
BARO ALT ALTITUDE ENVELOPE BIAS
M9007 TCAS CMPTR LOSS
(E3-4) IRS DATA INERT ALT DETECTOR R
32-64-11 (SH 1, 5, 6) E (MODE 3) (SH 1, 5)
SYS TEST IRS VALID
32-64-11 NORMNORM NORM
AIR/GND TERR CLEARANCE
GEAR DN D9984
9 (SH 1, 6) AC
ANO 32-64-11
INHIBIT (SH 1, 6)
(SH 1) 3 Z AIR/GND
2 D9984 D1153B GEAR LOGIC (SH 1, 5, 6) P
C 1 8 B9 COMPUTED AIRSPEED AURAL 6
GEAR UP 3 TERRAIN
NORMAL (SH 5,7) RADIO ALT CLOSURE AURAL 7
S78 LANDING GEAR 1 A/C TYPE DETECTOR
(S790) GEAR W (MODE 4) AURAL 8
LEVER SW (P2) 33-11-21 INHIBIT GEAR DOWN
INHIBIT SW
PNL LTS 5V 3
AC 2 FLAP LOGIC FLAPS DOWN
27-43-11 2 5 C9 FLAP
1
6 LOGIC
FLPS NORMAL FLAP ANGLE FLAPS DOWN
< 1 OR > 15 INHIBIT (SH 5) V
1 3 (S658) FLAP
2 27-43-11 2 INHIBIT SW
1 GEAR DOWN
TERR OVRD LOGIC
3 NORMAL 13 B14 Y (SH 6) BARO ALT RATE GLIDE SLOPE
DEVIATION AURAL 12
(S9015) TERRAIN
INHIBIT SW G/S DEVN G/S DEVN DETECTOR
5 (SH 1, 5) F (MODE 5)
P3-7 GROUND PROXIMITY MODULE LOC DEVN LOC DEVN
(SH 1, 5) G
4
FLAPS 1 THRU 15
S130 FLAP TAKEOFF

WARN SW (MAIN WW) G/S CANCEL
32-64-21
(SH 1)
22-11-51
FLAPS < 10
D299 A GLIDE SLOPE G/S CANCEL DISCRETE
2 A 18 A12 COURSE SELECT D
SELECTED 22-11-51 B CANCEL
1 B17 B12 LOGIC
3 34-64-21 (SH1) COURSE (SH 3)
FLAPS > 10 H
M198 DFCS MODE (SH 5)
S138 FLAP LDG GEAR CONT PNL (P7)
WARN SW (MAIN WW) TERRAIN
CLEARANCE
STANDARD/ALTERNATE
G/S PROGRAM PIN
34-49-11
SELECTION
PAGE 102A INCORPORATES:
SHEET 2 EO 11-01-77
EO 118293 R05
JAN 03/2001

Page: 360

34-42
SPEECH/PROM GPWS FAULT

COMPUTER
OK GPWS STATUS LIGHTS:
PRIORITY MESSAGE-BASIC COMPUTER
FAIL YELLOW = EXTERNAL FAULT
GREEN = COMPUTER OK
M 1 (SIREN) ”WINDSHEAR WINDSHEAR WINDSHEAR” PUSH
TO RED = COMPUTER FAIL
EJECT
(SH 4,5)
2 ”PULL UP” OR ”WHOOP WHOOP PULL UP”
IN
PROG
AE 3 ”TERRAIN, TERRAIN” OR ”TERRAIN AHEAD, PULL UP”
CARD
CHNG
(SH 4,6)
4 TERRAIN” TEST SWITCH XFER
COMP
HEADPHONE JACK
5 ”VEE ONE” (V1) XFER
FAIL
PCMCIA SLOT
PCMCIA STATUS LTS
AD 6 ”TOO LOW TERRAIN” RS-232 CONNECTOR
SHOWN WITH
(SH 4,6)
7 ”TOO LOW GEAR” P1 DOOR OPEN
A
8 ”TOO LOW FLAPS” G/S CANCEL D1153B 2 1
(SH 4) D D9 (SH 4)
N 9 MODE 6 SELECTED CALLOUTS
S653 SYS TEST
(SH 4,7) 10 ”SINKRATE” (PAUSE) ”SINKRATE”
AURAL 11 ”DON’T SINK” (PAUSE) ”DON’T SINK” TERR INOP 33-18-22

WARNING D3 (SH 4)
PRIORITY 12 ”GLIDESLOPE” 1
LOGIC
13 ”BANK ANGLE” (PAUSE) ”BANK ANGLE” 2 A
(DOUTL2) 3
G/S ALERT GPWC ALERT A
LAMP LAMP D9984 4 PTT
FORMAT STARTUP AND DRIVER 4
TYPE 1 SELF TEST LOGIC
L9083 TERRAIN INOP MON. LIGHT
SELF TEST B7 (SH 4)
LEVEL 1 S/T:SHORT AURAL
LEVEL 1 S/T: LONG 12 GPWS INOP 33-18-22
LEVEL 2 S/T: CURRENT FAULTS
LEVEL 3 S/T: SYSTEM CONFIG 33-18-22 11 1
LEVEL 4 S/T: FAULT HISTORY
LEVEL 5 S/T; WARNING HISTORY STARTUP AND SELF PULL UP LT 7 2 A
AURAL 2
LEVEL 6 S/T DISCRETE INPUT TEST TEST LOGIC LAMP
DRIVER 33-18-22 12 3
A
BITE MONITOR AURALS 3 4 PTT
2-6,8,9
CPU TESTS
RAM TESTS L836 GPWS INOP LIGHT (P3)
ROM TESTS SELF TEST D1153B
NVM TESTS A9
WATCHDOG TIMER TEST
A/D CONVERTER TESTS GROUND PROXIMITY FLAP GEAR TERR
VOICE GENERATOR TESTS MODES INOP INHIBIT INHIBIT INHIBIT
ARINC 429 REC/TRANS TESTS WIND SHEAR TERRAIN
429 DATA VALID L
SOFTWARE TASK MON AIR/GND FAULTED BITE DATA INOP
WATCHDOG MON (SH 4,5)
DATABASE MEMORY GEAR POS FAULTED GPWS
INPUT SIG MON INOP
NVM RAM TESTS FLAP ANGLE FAULTED GPWC STARTUP AND GPWS INOP
FLIGHT HISTORY WRITE TEST BANK ANGLE INOP INOP SELF TEST LAMP C7
IMAGE DSP TEST MONITOR GPWC FAIL LOGIC DRIVER
A/C CONFIG D/B MON PROG PIN CONFIG FAULTED 10
ANALOG ACQ CARD MON
SYS TEST
COMPUTER FAILURE STARTUP AND SELF TERR INOP D1153A NORM NORM NORM
TEST LOGIC LAMP D12
SELF TEST INPUT FAULTED DRIVER P3-7 GROUND PROXIMITY MODULE
(SH 4,6) T
GLIDESLOPE CANCEL INOP AUDIO

SUPPRESS
LOGIC
D1153B D2501A 23-51-11
HI (SH 2)
AUDIO C13 K15 +
SELECTED MESSAGE/ VOICE AMP LO GPWS IN
AUDIO DISCRETE GEN D13 K14 -
MENU SELECTION AUDIO OUT
AND
PRIORITY C (SH 4,6) M1353 REMOTE ELECTRONICS UNIT (E4-1)
INCORPORATES:
LOGIC EO 05-14-51 34-49-11
MODE 6 EO 05-14-64 PAGE 102A
VOLUME
SELECT EO 11-01-77 SHEET 3
EO 118293 R05
JAN 03/2001

Page: 361

34-42
GPWS EXTERNAL 34-45-11

SPEECH/PROM FAULT D2743F
COMPUTER
OK GPWS STATUS LIGHTS: C5 ADVISORY INHIB 3
PRIORITY MESSAGE-BASIC COMPUTER
FAIL YELLOW = EXTERNAL FAULT B5 ADVISORY INHIB 2
GREEN = COMPUTER OK
M 1 (SIREN) ”WINDSHEAR WINDSHEAR WINDSHEAR” PUSH
TO RED = COMPUTER FAIL
EJECT M9007 TCAS CMPTR
(SH 3,5) (E3-4)
2 ”PULL UP” OR ”WHOOP WHOOP PULL UP”
IN
PROG
AE 3 ”TERRAIN, TERRAIN” OR ”TERRAIN AHEAD, PULL UP”
CARD
CHNG
(SH 3,6)
4 TERRAIN” TEST SWITCH XFER
COMP
HEADPHONE JACK
5 ”VEE ONE” (V1) PCMCIA SLOT XFER
FAIL
PCMCIA STATUS LTS
AD 6 ”TOO LOW TERRAIN” RS-232 CONNECTOR PULL UP
SHOWN WITH
(SH 3,6)
7 ”TOO LOW GEAR” P1 DOOR OPEN
A 2 R
8 ”TOO LOW FLAPS”
3
N 9 MODE 6 SELECTED CALLOUTS 4 R
33-18-21
(SH 3,7) 10 ”SINKRATE” (PAUSE) ”SINKRATE” 1
AURAL 11 ”DON’T SINK” (PAUSE) ”DON’T SINK” D1153B

WARNING D3
PRIORITY 12 ”GLIDESLOPE” L812 CAPT PULL UP LIGHT
LOGIC (P1)
13 ”BANK ANGLE” (PAUSE) ”BANK ANGLE”
PULL UP
(DOUTL2)
G/S ALERT GPWC ALERT
LAMP 2 R
LAMP
FORMAT STARTUP AND DRIVER 3
TYPE 1 SELF TEST LOGIC
4 R
SELF TEST 33-18-22
1
LEVEL 1 S/T:SHORT AURAL
LEVEL 1 S/T: LONG 12 G/S CANCEL
LEVEL 2 S/T: CURRENT FAULTS (SH 3) D D9
LEVEL 3 S/T: SYSTEM CONFIG L815 F/O PULL UP LIGHT
LEVEL 4 S/T: FAULT HISTORY
LEVEL 5 S/T; WARNING HISTORY (P3)
AURAL 2
LEVEL 6 S/T DISCRETE INPUT TEST STARTUP AND SELF PULL UP LT SH 7
TEST LOGIC LAMP B7
DRIVER BELOW G/S P-INHIBIT
BITE MONITOR
AURALS 2
CPU TESTS 2-6,8,9
RAM TESTS A
ROM TESTS 33-18-21 1
NVM TESTS SELF TEST D1153B
WATCHDOG TIMER TEST A9 SH3 3
A/D CONVERTER TESTS 4 A
VOICE GENERATOR TESTS MODES INOP WIND SHEAR
ARINC 429 REC/TRANS TESTS 429 DATA VALID L
SOFTWARE TASK MON AIR/GND FAULTED BITE DATA L834 CAPT BELOW G/S
WATCHDOG MON (SH 3,5) LIGHT (P1)
DATABASE MEMORY GEAR POS FAULTED
INPUT SIG MON
NVM RAM TESTS FLAP ANGLE FAULTED GPWC STARTUP AND GPWS INOP BELOW G/S P-INHIBIT
FLIGHT HISTORY WRITE TEST BANK ANGLE INOP INOP SELF TEST LAMP C7 SH3
IMAGE DSP TEST MONITOR GPWC FAIL LOGIC DRIVER 2
A/C CONFIG D/B MON PROG PIN CONFIG FAULTED
ANALOG ACQ CARD MON 33-18-22 1 A
COMPUTER FAILURE STARTUP AND SELF TERR INOP D1153A 3

TEST LOGIC LAMP D12 SH3 4 A
SELF TEST INPUT FAULTED DRIVER
T
L835 F/O BELOW G/S
GLIDESLOPE CANCEL INOP AUDIO (SH 3,6) LIGHT (P3)
SUPPRESS
LOGIC
HI D1153B
AUDIO C13
SELECTED MESSAGE/ VOICE AMP LO SH3
AUDIO DISCRETE GEN D13
MENU SELECTION AUDIO OUT
AND
PRIORITY C (SH 3,6) 34-49-11
LOGIC
PAGE 102A
MODE 6 INCORPORATES:
VOLUME EO 118293 R05 SHEET 4
SELECT JUL 20/2001

Page: 362

34-42
27-32-11
IND AOA,CORR AOA D2771B D1153B A
SS AOA,FLAP ANGLE A 35 C12 B AOA 1
27-32-11 FLAP ANGLE
MIN OP SPEED B 45 D12 BODY AOA BODY
DSWC 1 AOA 2
VALID PITCH RATE CORRECTION
AOA
M1506 STALL MANAGEMENT A/C TYPE
(E1-1) COMP 1
PITCH
27-32-12 ROLL VERT
IVS WIND SHEAR
IND AOA,CORR AOA D2773B D1153A A RADIO ALT COMPUTATION
SS AOA,FLAP ANGLE A 35 27-32-12 C9 B
MIN OP SPEED B 45 D9 (SH 1)
AIRCRAFT TYPE TOTAL
V
M1507 STALL MANAGEMENT SHEAR
FLAP ANGLE THRESHOLD
(E1-1) COMP 2
PROCESSOR
TAS STARTUP
(SH 2,7) CAS AIRSPEED COR
34-26-11 RADIO ALT AND
W CORRECTION A/S
D2161B D1153B A SELF TEST
IVS, IVA, PITCH ANGLE, BODY PITCH RATE A C10 A6 LOGIC
INERTIAL ALT, IRS DISCRETE, LAT, LONG 34-26-11 B
B C11 B6 (SH 1,2) IVS
MAG TRK, BODY NORM ACCEL, BODY LONG ACCEL
(SH 6,7) IVA 34-22-11
M1161 IRS-1 (E3-5) IRS #1 RADIO ALT
VALID J HORIZ W/S SH 7
PITCH WARNING D2431A
TAS WIND SHEAR D1153A
34-26-21 K LAMP A12 C14 WINDSHEAR ALERT
LNG ACCEL COMPUTATION
D2163B D1153A A (SH 1,2) NRM ACCEL DRIVER
IVS, IVA, PITCH ANGLE, BODY PITCH RATE A C10 34-26-21 A5 B (SH 6) ALERT
INERTIAL ALT, IRS DISCRETE, LAT, LONG B C11 A6
MAG TRK, BODY NORM ACCEL, BODY LONG ACCEL M1319 EFIS SYMBOL GEN-L
COR AOA (E2-3)
SS AOA ALPHA
M1162 IRS-2 (E3-5) MARGIN
A/C TYPE
LOGIC WINDSHEAR
ALERT
GPWS 34-22-11
RADIO ALT INHIBIT
IRS DATA AURAL 1
M D2433A
AIR DATA C14 WINDSHEAR ALERT
32-31-11 DSWC 1 (SH 3,4)
IRS W/S BITE DATA
IN AIR D2794 GND/AIR DATA DSWC 2 WINDSHEAR L
D1153B BITE
A3 3 P E (SH 3,4) M1321 EFIS SYMBOL GEN-R
A1
(E2-3)
(SH 1,6) (SH 1,2,6)
ON GRD D2598
A2 51
FMC VALID
RADIO ALT 34-45-11
R281 GND SENSING CRS SEL
BARO ALT H
RELAY D2743F
COR
BARO ALT G/S DEV D5 ADVISORY INHIB 4
E11 LANDING GEAR LOGIC SHELF F
LAT AIRPORT
(SH 1)
34-61-13 ENVELOPE LOC DEV
D2179A D1153B A MODULATION G M9007 TCAS COMPUTER
LONG (E3-4)
LAT, LONG A11 34-61-13 C10 B
MAG TRK B11 D10 MAG TRACK ENV BIAS
R
M1175 FLIGHT MGT AA
COMPUTER 1 (E1-2) 34-22-11

(SH 6)
D2431E
DH ALERT A11 NC NCC5 AG
(SH 7)
34-22-22 M1319 EFIS SYMBOL ENVELOPE

(SH 1) D2421 GEN LEFT (E2-3) D1153A A MOD ARINC 429 31-31-13
DH A 36 34-22-22 (SH 1) C5 B DATABASE
B 35 D5 TRANSMITTER (SH 1)
ARINC 429
D1153B D2295D
DISCRETE DATA C1 C13 GPWS ARINC
P8-49 F/O EFIS CNTRL PNL (P8) INTERNAL DATA D1 D13 429 INPUT
WINDSHEAR DATA
34-22-11
(SH 2) D2419 D1153B A M675 DFDAU (E2-2)
DECISION HT A 36 A10 INPUT ’EFIS’ DATA
34-22-11 (SH 1) B
ARINC 429 B 35 B10 SELECTION AF (SH 6, 7) 34-49-11
PAGE 102A
P8-48 CAPT EFIS CNTRL PNL (P8) INCORPORATES:
M652 ENHANCED GROUND PROX WARN COMPUTER (E2-4) SHEET 5
EO 118293 R05
JAN 03/2001

Page: 363

34-42
28V DC 3.0
BUS 1
SEC 1 C9201 TERRAIN WEATHER
SWITCHING 34-41-11 (SH2) DR9201 BUS 1
24-61-11 WEATHER S D3 DR9201 D2431A WXR OR
DATA C3 D2 E1 A TERRAIN
C2 34-41-11 (SH 2) F1 B
P18-1 CIRCUIT BREAKER PANEL DATA
D1 M1319 LEFT ELEX FLT.

C1 INST. SYS SYMBOL GEN
NC B3 (E2-3)
TERRAIN
LAND GR POS DATABASE B2
(SH 1,2) Z
B1 33-18-21
FMC DATA TERRAIN AWARENESS AND X1 1
(SH 5) AA DISPLAY FUNCTION X2
TAD BUS #1 2
(SH 7,5) AF ’EFIS’ DATA TERRAIN
ARINC 453
DATABUS TERRAIN
AIR DATA D1153A 33-18-21 3
(SH 1,2,5) K XMTR DISPLAY 1 A A3 R9201 RELAY
B B3 TERRAIN/WEATHER 4
(SH 1,2,5) E IRS DATA
RELAY MONITOR 1 (E2-3)
C7 NC
GPS DATA
L9092 CAPTAIN TERRAIN ON DISPLAY LIGHT
PWS DATA INPUT LEFT TERRAIN DISP ENABLE P1-3
PROCESSING D10
AND SIGNAL D9985
TAD/TCF DISABLED LEFT TERRAIN DISPLAY IN 2
SELECTION
5
TERR OVRD RIGHT TERRAIN DISPLAY IN A1 1 INTERNALS SAME
33-18-21
3 AS S9019
B1 4
33-11-11 6
7
D1153B
C6 A DISPLAY S9018 CAPT TERRAIN SELECT MODULE
NC D6 B PREP (P9)
TERRAIN
THREAT WEATHER 34-41-11
34-41-11 (SH2) DR9202 (SH 2)
DETECTION WEATHER T B3 DR9202 D2433D
DATA A3 B2 E3A BUS 2 WXR OR
IMAGE TAD BUS #1 A2 34-41-11 (SH 2) F3B TERRAIN DATA
WARNING ARINC 453
DISPLAY
AND AUDIO DATABUS TERRAIN
OUTPUT DISPLAY 2
XMTR A C3 B1
B D3 A1 M1321 RIGHT ELEX FLT.
INST. SYS SYMBOL GEN
AE TERR NOT RELAY MONITOR 2 NC C3 (E2-3)
AVAILABLE D7 NC C2
(SH 3) T C1
RIGHT TERRAIN DISPLAY ENABLE D1153B X1
(SH 3,4) C14 X2
TERR OVRD TERRAIN
(SH 5,7) SW IN
Y 33-18-22 1
(SH 1,2) TERRAIN CLEARANCE FLOOR TCF ALERT R9202 RELAY
(SH 5,7) J RAD ALT
AD (SH 3,4) TERRAIN/WEATHER 2
TAD/TCF DISABLED (E2-3)
AB AC (SH 1,2) 33-18-22 3
ENVELOPE COMPARATOR TERRAIN
IN AIR
P CLEARANCE 4
(SH 7)
(SH 1,2,5) RUNWAY DIST. TO

LENGTH CLOSEST RUNWAY L9093 F/O TERRAIN ON DISPLAY LIGHT
LAT. (P3-3)
RUNWAY
NEAREST RUNWAY
LONG. DATABASE
LOCATOR
NC C8 A D9983
D8 B
PWS INHIBIT OUT L TER ANNUNCIATION D1153A 2 G
NC B12 (SH 3,4) D4
LAMP LAMP 33-18-21 3
C R TER ANNUNCIATION G
DRIVER DRIVER
A11 5
33-18-21 1 TERR SELECT ANNUNCIATION
(SH 3,4)
STARTUP &
SELF TEST C LAMP 4
LOGIC DRIVER TERR DISP
6 SEL SWITCH
34-49-11 33-11-21 7 5 VAC
PAGE 102A LGT PNL
INCORPORATES:
M652 ENHANCED GROUND PROXIMITY EO 118293 R05 SHEET 6 S9019 F/O TERRAIN SELECT MODULE
WARNING COMPUTER (E2-4) (P9)
JUL 20/2001

Page: 364

34-42
D1153A
AIRCRAFT STRAP #1 A10
AIRCRAFT
TYPE
(SH 2,5) W AIRCRAFT STRAP #2 B10 NC
SELECTION
LOGIC
AIRCRAFT STRAP #3 C10 NC
D1153B
CALLOUT MENU STRAP #1 D4
SELECTED
VOICE CALLOUT MENU STRAP #2 B4
CALLOUTS
CALLOUT MENU STRAP #3 A8
MINIMUMS OPTIONAL INPUTS SELECT/DUAL GPS D14

CALLOUT
LOGIC 2
ALTITUDE ALTERNATE AUDIO MENU A5 NC
(SH 3,4) N
CALLOUT 1
AND
ALERT DUAL LRRA C2
LOGIC SMART
500
CALLOUT QFE SELECT A4
LOGIC 2
ALTERNATE VOLUME LEVEL C4 NC

(SH 6)
BANK AB TERRAIN FUNCTIONS DISABLE B5

ANGLE
CALLOUT
LOGIC SINGLE PWS OPTION 1 C15
ALTERNATE GPS BUS SPEED B8 NC
D1153A
WINDSHEAR CAUTION DISABLE B5
BANK ANGLE OPTION 1 C2
’EFIS’ DATA 1 PROGRAM PIN PARITY (ODD) D6 NC

AF (SH 5,6)
D1153B
MODE 6 LOW VOLUME A2
RAD ALT
J (SH 1,2,5,6)
CALLOUTS ENABLE C8
DH ALERT
AG (SH 5) PROGRAM PIN COMMON (PPCOM) A3
GPWS OUTPUT DRIVERS:
GLIDESLOPE CANCEL (DOUTL1) D15

STARTUP & LAMP

SELF TEST DRIVER
LOGIC
INCORPORATES:
GPWS WARNING (DOUTL3) B7 EO 118293 R05
STARTUP & LAMP (SH 4) EO 118293-08
SELF TEST DRIVER
LOGIC D1153A
WINDSHEAR CAUTION (DOUTL4) C12
34-49-11
WINDSHEAR WARNING (DOUTL5) A12 PAGE 102A
(SH 5)
SHEET 7
JUL 20/2001
M652 ENHANCED GROUND PROX COMPUTER (E2-4)

2 LOGIC USED IF CALLOUT SELECTION INCLUDES MINIMUMS AND /OR SMART 500 CALLOUTS. 1 THESE 17 PROGRAM PINS ARE INVOLVED IN THE COUNT FOR PARITY.
PROGRAM PIN MONITORING IS PROVIDED VIA A PARITY PIN (D6) WHICH IS TO BE
CONNECTED OR NOT TO A3 (COMMON) SUCH THAT AN ODD NUMBER OF PROGRAM PINS ARE USED.

Page: 365
FMS 737-330
GENERAL
34-60
34-60 FLIGHT MANAGEMENT COMPUTER SYSTEM, FMCS

GENERAL AFCS
The Automatic Flight Control Systems (AFCS) consist of three independent
FMS systems:
The Flight Management System (FMS) is a combined flight control, guidance, Digital Flight Control System (DFCS)
and navigation system. The FMS is comprised of five subsystems.
Yaw Damper System
The subsystems are:
Autothrottle System
Flight Management Computer System (FMCS)
These systems provide automatic airplanestabilization about the pitch, roll, and
Inertial Reference System (IRS) yaw axes and control theairplane with selective guidance from radio, heading,
Electronic Flight Instrument System (EFIS). flight managementcomputer, and air data computer inputs.See ATA Ch.22.
Digital Flight Control System (DFCS)
Autothrottle (A/T) System
EFIS
FMS IRS
FMCS
DFCS
A/T
AFCS
Y/D

FMS 737-330
GENERAL
34-60
DFCS
Y/D
e.g. IRS
A/T
AFCS
EFIS
DATA LOAD NORM

SELECTOR ACMS FMC
INOP EFIS-L
DFDAU EFIS-R
ACARS
PROG CHNG COMP RDY XFER R/W HRDW
PROG DATA TRANSFER IN PROGRESS

CHNG DISK CHANGE IS REQUIRED
COMP DATA TRANSFER IS COMPLETE
RDY UNIT READY FOR OPERATION
XFER DATA TRANSFER FAILURE
R/W UNABLE TO ACCESS DISK DATA
HRDW SYSTEM TEST FAILURE
PORTABLE DATA LOADER

AIRBORNE DATA LOADER
Figure 187 General

FMS 737-330
GENERAL
34-60
FMS COMPONENTS
Flight Management Computer
Will assist the pilot to manage the inserted flight routing by performing all log-
ical, computational and input output processing required by using several sen-
sors and other systems.
FMS warning annunciator

The warning annunciator is provided for each pilot to indicate a status change
for A/P, A/T and FMS.
The FMS warning light illuminates amber when an FMC alerting message is
FMS Warning Annunciator
present on the CDU or when the FMC computer fails.
The selftest will check the bulbs only.
Thrust mode annunciator
Displays the active N1 limit mode for A/T and manual thrust control. N1 limits R-TO R-CLB
are normally calculated by the FMC. When this calculation become invalid the LCD
DISPLAY
three horizontal dashes will illuminate. The A/T computer will then limit the CRZ G/A
throttle movement and the A/T LIM display is readable.
Control & Display unit CON A/T LIM

Provide the interface between the pilots and the computer. The two CDU‘s can
be used independently or simultaneously for control and display during a flight.
Either CDU may be utilized to enter system data. Data entered on one CDU
Thrust Mode Annunciator ( TMA)
will appear on the corresponding display page of the other CDU.
Fuel summation unit
The fuel summation unit provides a signal that is proportional to the total on
board fuel weight to the FMS computer through the DAA #1.
This unit is microprocessor controlled with no external adjustments.
FUEL SUMMATION UNIT

FMS 737-330
GENERAL
34-60
AFT
FUEL SUMMATION UNIT

( IF INSTALLED )
FMS WARN. ANN.
P2
P1 P3
FMS WARN. ANN.

THRUST MODE
ANNUNCIATOR
FIRST OFFICER’S SIDEWALL

CONTROL DISPLAY
UNIT
CONTROL DISPLAY UNIT
POWER SUPPLY
ELECTRONIC
EQUIPMENT
ELECTRONIC
RACK, E3
EQUIPMENT
RACK, E1
FLIGHT MANAGEMENT
COMPUTER
FAILURE LAMP
LAMP TEST
MAIN EQUIPMENT ELECTRONIC
PUSHBUTTON
CENTER EQUIPMENT
TEST RECEPTACLE FWD RACK, E2
SELF TEST
PUSHBUTTON
Figure 188 Component location
FMCS 737-330
GENERAL
34-60
The FMCS performs many routine system integration tasks. In addition
FMS SCHEMATIC the FMCS acts as the focal point to manage an automatic flight of the airplane.
A single Flight Management Computer System (FMCS) is installed in the air- The FMCS performs the following functions to provide the capability of auto-
plane. The FMCS consists of three units: two Control Display Units (CDUs) mated flight control:
and one Flight Management Computer (FMC) Optimal performance computation
Principle airplane systems and indicators that are connected to the FMCS are Navigation and position determination
listed below: Air data and navigation sensor management
Engine Bleed Air Compression Control System Flight planning
Autopilot/Flight Director System Guidance and steering, both laterally and vertically
Autothrottle System Self test
Digital Stall Warning System The basis of the FMCS capabilities is in the FMC program software.
Fuel Quantity Indicating System The software includes a performance data base
Wing Thermal Anti-Icing System and a navigation data base.
Air Data Pressure Instruments Aerodynamic and engine performance models of the airplane are stored in the
Electronic Flight Instrument System performance data base.
Inertial Reference System The stored information is used to predict performance characteristics that gov-
ern the airplane optimal vertical profile.
VOR/ILS Navigation System
The navigation data base contains all information required for operation in a
Ground Proximity Warning System specified geographic area. This information includes navigation data on VOR-
DME System TAC stations, waypoints, airports, runways, enroute airways, and company
Nose Cowl Anti-Icing routes. The navigation data is valid for a specified period of time.
Variable Bleed Valve System At the end of the time period a new navigation data base must be loaded into
Engine Tachometer System the FMC.
When the airplane is on the ground a new navigation data base can be loaded
The FMCS furnishes lateral and vertical navigation and guidance, cost-optimal
into the FMC, by means of an external portable data loader or an airborne data
speed and thrust targets, and percent N1 limit data.
loader.
These targets and data may be coupled to the airplanes Digital Flight Con-
The program software also includes the logic that commands the digital flight
trol System (DFCS), from the beginning of the climbout phase to glide slope in-
control system, and the auto throttle.

tercept or flaps deployment.
Sensor systems on the airplane provide inputs of air data, navigation, and air-
The FMCS is available throughout the entire flight. However, all other auto- plane performance parameters.
matic flight control, inertial and radio navigation systems in the airplane are op- These inputs are received and checked by the FMCS, and then used for the
erative, with or without the FMCS. refreshment of guidance information, which commands automatic flight controls
and radio navigation system tuning.

FMCS 737-330
GENERAL
34-60
S S
P P
D D
T T
A A
P P
E E
Figure 189 FMCS - Schematic

FMCS 737- 300
INPUTS / OUTPUTS
34-60
DIGITAL INPUTS / OUTPUTS

The following pages will list all digital inputs and outputs to and from the FMC.
The input table will present all input data words and show which one is used
from different sources.
The output tables will present all output data words and show which destination
will use these output data words.

FMCS 737- 300
INPUTS / OUTPUTS
34-60
INERTIAL D2161B IRU-L-3 D2179A

REFERENCE C10 A3
DATA C11 B3
SOURCE BUS
M1161 IRU NO. 1 D2419 EFCP-L-1
(E3-5) DISPLAY MODE 36 A5
EFCP CLK- DAA- DAA- EFSG DADC IRU-
L-1, L-1 L-2 R-2 L-1, L-4, L-3, DME 35 B5
INPUT DATA WORDS A/T-1 MCP-3
R-1 R-1 R-4 R-3 P-1 A1
EFCP-1 (P8) VOR
B1
033 ILS FREQUENCY X X
034 VOR FREQUENCY X X D2165A DAA-L-2
035 DME FREQUENCY X SENSOR DATA A12
100 LOCAL SELECTED COURSE X A13 G1
LOC
102 SELECTED ALTITUDE X H1
110 FOREIGN SELECTED COURSE X M1163 DAA NO. 1 D5
(E1-2) FUEL
D2431E EFSG-L-1 E5
125 GREENWICH MEAN TIME X
137 FLAP POSITION X EFIS BITE A13 G15
155 DAA MAINTENANCE DISCRETES X X B13 H15
173 LOC DEVIATION X X
M1319 EFSG-1 (E2-3) D309B DADC-L-4
202 DME DISTANCE X AIR DATA 17 D7
203 ALTITUDE X 18 E7
204 BARO CORRECTED ALTITUDE 1 X
205 MACH X D301 MCP-3 M196 ADC NO. 1 (E1-1)
DFCS DATA 1 G7
206 CAS X 2 H7
210 TAS X D1
211 TAT X M198 DFCS MCP (P7) FREQUENCY D2499B 429
E1
213 SAT X AND G1 D2179B RECEIVERS
DISTANCE H1 DME-P-1 G7
220 BARO CORRECTED ALTITUDE 2 X H7
A/T-1 M1351 DME
222 VOR OMNIBEARING X X D1647A D2179A
247 TOTAL FUEL 1 X BITE RESPONSE 50 G5
260 CLOCK DATE X 41 H5
270 IRS DISCRETES X
270 AFDS DISCRETE WORD 2 X M917 AUTOTHROTTLE INERTIAL D2163B IRU-R-3 D2179B
(E1-3) REFERENCE C10 A3
272 EFIS DISCRETES X DATA C11 B3
272 AFDS DISCRETE WORD 1 X
D1
273 EFIS DISCRETES X M1162 IRU NO. 2 (E3-5) VOR
274 AFDS DISCRETE WORD 3 X D2167A DAA-R-2 E1
310 PRESENT POSITION - LAT X SENSOR DATA A12 G5
LOC
311 PRESENT POSITION - LONG X A13 H5
312 GROUND SPEED X M1164 DAA NO. 2 D2433E EFSG-L-1

314 TRUE HEADING X (E1-2) EFIS BITE A13 G3
B13 H3
320 MAGNETIC HEADING X

324 PITCH ANGLE X
M1321 EFSG-2 (E2-3) D311B DADC-R-4
325 ROLL ANGLE X AIR DATA 17 D5
356 A/T BITE RESPONSE X 18 E5
356 DAA BITE RESPONSE X X
356 DFCS BITE RESPONSE X M368 ADC NO. 2 (E1-1)
356 EFIS BITE RESPONSE X D714 CLK-L-1
GMT/DATE 1 24 D3
361 INERTIAL ALTITUDE X 23 E3
365 INERTIAL VERTICAL SPEED X
366 N-S VELOCITY X N145 CAPT’S CLOCK (P1) D2421 EFCP-R-1
367 E-W VELOCITY X DISPLAY MODE 36 D9
35 E9
1 NO DATE INPUT TO FMC IF THE CLOCK DOES NOT HAVE DATE
EFCP-2 (P8) M1175 FLIGHT MGMT
COMPUTER (E1-2)
Figure 190 Digital Inputs

Page: 373
FMCS 737- 300
INPUTS / OUTPUTS
34-60
D2295D
C12 FMC DATA
D12
SOURCE BUS FMC-01 FMC-02
M675 DFDAU
1 D2161B
A8 INITIALIZATION OUTPUT DSWC DSWC
A9 DATA DATA WORDS (SMC) DFDAU ATC-1 (SMC) ATC-2
DESTINATION IRU L TMA A/T DAA L FCC A FCC B DME IRU R DAA R
L-1 1 3 R-2 3
D1647A M1161 IRU NO. 1 (E3-5)
37 N1 LIMIT DATA
001 DISTANCE TO GO WAYPOINT X X
38
012 GROUNDSPEED X X
D2165A 035 DME FREQUENCY X X X
M917 AUTOTHROTTLE (E1-3)
A10 PERFORMANCE 041 SET LATITUDE X X
A11 AND NAV DATA
042 SET LONGITUDE X X
M1163 DAA NO. 1 (E1-2) 043 SET MAGNETIC HEADING X X
D2345 075 GROSS WEIGHT X X
X
53 GROSS WEIGHT 102 FMC ALTITUDE X X
X
55
103 FMC AIRSPEED X X
M1277 DSWC NO. 1 (OR 104 VERTICAL SPEED COMMAND X X
M1506 SMC NO. 1) (E1-1) D1791B
9 VNAV, LNAV 106 FMC MACH X X
8 GUIDANCE 114 DESIRED TRACK X X
115 WAYPOINT BEARING X X
D1657B M924 FCC A (E1-3)
9 VNAV, LNAV 116 CROSS-TRACK DEVIATION X X
G9 FMC-01
8 GUIDANCE 117 VERTICAL DEVIATION X X
H9 D2503 121 HORIZONTAL COMMAND SIGNAL 2 X X
11 N1 LIMIT DATA 213 STATIC AIR TEMPERATURE X
M923 FCC B (E1-3) 12
245 MINIMUM AIRSPEED X
D2499B N174 THRUST MODE ANNC X
A3 FREQUENCY 250 CONTINUOUS N1 LIMIT
B3 251 DISTANCE TO GO
429 253 GA N1 LIMIT X
XMTRS 254 CRUISE N1 LIMIT X
M1351 DME
255 CLIMB N1 LIMIT X
D149B
261 FLIGHT NUMBER X X
A6 FLT NUMBER
263 NDB EFFECTIVITY
B6 3 270 FMC DISCRETE WORD
271 FMC DISCRETE WORD X X
M163 ATC-1 TRANSPONDER D2163B 275 FMC DISCRETE WORD X X X X X X
D7 FMC-02 A8 INITIALIZATION X
312 GROUNDSPEED
E7 A9 DATA
317 TRACK ANGLE MAGNETIC X X
M1162 IRU NO. 2 (E3-5)
D2167A 321 DRIFT ANGLE X X

M1175 FLIGHT PERFORMANCE 341 TARGET N1 X
A10
MANAGEMENT AND NAV DATA 342 N1 BUG DRIVE X X
A11 X
COMPUTER (E1-2) 357 BITE TEST WORD X X X X
DAA NO. 2 (E1-2)
D2347
53 GROSS WEIGHT
55
1 AIRPLANES WITH DFDAU INTERFACE
D155A M1278 DSWC NO. 2 (OR
M1507 SMC NO. 2) (E1-1) 2 PARAMETERS RECORDED DEPENDING
A6 FLT NUMBER ON CUSTOMER OPTION
B6 3 3 AIRPLANES WITH MODE S ATC TRANSPONDERS
M381 ATC-2 TRANSPONDER
Figure 191 Digital Outputs 1

Page: 374
FMCS 737- 300
INPUTS / OUTPUTS
34-60
SOURCE BUS FMC-08 FMC-09
DFDAU
OUTPUT DESTINATION EFSG-1 GPWC EFSG-2
DATA WORDS 1
D2295A
C14 FMC DATA
001 DISTANCE TO GO (WAYPOINT) X X
D14
056 ESTIMATED TIME ARRIVAL X X
072 V-REF SPEED X X
M675 DFDAU 1 073 V1 SPEED
D2431A X X
A03 FMC DATA 114 DESIRED TRACK X X
B03 115 WAYPOINT BEARING X X
116 CROSS-TRACK DEVIATION X X
M1319 EFSG-1 117 VERTICAL DEVIATION X 2 X
D2179A D1153B
FMC-08 PRESENT POS, 120 RANGE TO ALTITUDE X X
429 A11 C10
TRACK ANGLE 202 EM CLEAN X X
XMTR B11 D10
203 EM SPD BRAKES X X
271 FMC DISCRETE WORD-1 X X
GPWC 301 SOT-MAP BACKGROUND X X
302 EOT-MAP BACKGROUND X X
D2179B 303 SOT-DYNAMIC DATA X X
FMC-09 D2433A
429 310 PRESENT POSITION-LAT X X X
G9 A03 FMC DATA
311 PRESENT POSITION- LON X X X
XMTR H9 B03
312 GROUNDSPEED X X
313 TRACK ANGLE-TRUE X X
M1321 EFSG-2
M1175 FLIGHT 315 WIND SPEED X X
MANAGEMENT 316 WIND DIRECTION-TRUE X X
COMPUTER 317 TRACK ANGLE-MAG X X X
322 FLIGHT PATH ANGLE X X
1 AIRPLANES WITH DFDAU INTERFACE 354 ALPHA NUMERIC TEXT X X

2 PARAMETERS RECORDED DEPENDING 357 BITE TEST WORD X X
ON CUSTOMER OPTION
Figure 192 Digital Outputs 2

Page: 375
FMCS 737-330
FUNCTION
34-60
FLIGHT MANAGEMENT COMPUTER, DESCRIPTION

The FMCS provides guidance commands to the DFCS and to the A/T, as well Built-In-Test-Equipment (BITE) is a function of the FMCS.
as tuning commands to a DME radio navigation system. The BITE function provides continuous monitoring of the Flight Management
The FMCS also provides data for display on the electronic flight, air data, Computer and Control Display Unit (CDU).
ground proximity, and engine instruments. Also BITE provides continuous monitoring of sensors and components that in-
The FMC provides optimal speed, thrust, and flight path guidance. terface with the FMCS.
This optimization is based upon real time sensor measurements of actual flight When the airplane is on the ground the BITE also performs the task of overall
conditions, and the operator’s definition of flight cost factors to be optimized. FMS testing, upon demand by maintenance personnel.
The optimal performance calculations that determine climb, cruise, and descent The CDU acts as the focal control and display when testing and monitoring the
schedules are embedded in the FMCS program, and they automatically pro- operational readiness status of the FMCS, DFCS, A/T, IRS and EFIS.
vide the required speed and thrust limit targets which can be coupled by verti- Fault histories of the various sensor systems are also tracked and stored for
cal guidance commands to the airplane’s autopilot and autothrottle systems. later reference.
The primary cost economical mode (ECON) is selected automatically by the
system without operator input. Other modes may be manually selected if op-
erating conditions warrant.
Present position, velocity, and heading data are produced by the Inertial
Reference System (IRS).
The FMCS combines these IRS data with range from DME stations, for the
best determination of airplane present position, velocity and track.
The FMC performs the computational, logical, and input/output navigation pro-
cessing required by the guidance flight planning and performance function.
The outputs of the FMC are in ARINC 429 digital format.
Power for the computer is provided by a power supply unit. The unit is a sub-
assembly of the computer chassis. The power supply is designed for 115 volts,
400Hz, single phase input power.

FMCS 737-330
FUNCTION
34-60
FLIGHT MANAGEMENT COMPUTER
INITIAL AIRLINE BASE

& 28 DAYS UPDATE ROLL
AILERON
NAV DATA BASE LOADER
NAVIGATION DATA BASE PITCH

ELEVATOR
REQUESTED ROUTE- FLIGHT CONTROL

LATERAL COMPUTER
GUIDANCE
VERTICAL
CONTROL & DISPLAY UNIT PERFORMANCE MODE &

DATA BASE TARGET THRUST
OPERATIONAL REQUESTS LEVER
PROGRAM
AUTOTHROTTLE
DISPLAYS
EFIS
DATA FOR STORAGE

COMPUTATION
EXTERNAL SENSORS
Figure 193 FMCS General Pupose

FMCS 737-330
FUNCTION
34-60
PERFORMANCE COMPUTATION
General Note: Cost index relates the direct hourly flying costs to the cost of fuel.
The FMCS provides optimal thrust, speed, and flight path profile prediction. Cost factor is approximately equal to cost index divided by true airspeed.
The optimization is based upon sensor measurements of actual flight path The FMCS provides speed and thrust targets ( depending the used air e.g. for
conditions; and the operations definition of the flight cost factors that the pilot anti ice) for the selected flight phase and mode of operation.
wishes to optimize. The FMCS also computes thrust limits to assure protection of the engines
against possible overboost.
Economy Cost Factor
The speed targets are transmitted to the DFCS, and displayed on the air data
Fuel burn is not the only consideration in evaluating trip economy. Time has a
instruments. The thrust targets are transmitted to the A/T, and displayed on the
tangible value.
engine N1 indicators.
Speed schedules for optimal operation of the airplane in the climb, cruise, and
descent phases of a flight are determined largely as a function of a variable
known as cost index.
Cost index is a number which relates the direct hourly flying costs to the cost of
fuel. As costs change the operator can change the value of cost index accord-
ingly, to optimize the performance of the airplane.
Fuel Summation Unit

The fuel summation unit integrates the serial digital data fuel quantity tank indi-
cator inputs and develops total fuel analog output.
The tank quantity indicators provide serial digital data representing fuel quantity
to the demodulator-latch circuits into the summation unit. The demodulator-
latch circuits removes the serial digital data from the line.
A malfunction of the summation unit will cause the total fuel quantity output to
be set to zero but will not affect the individual fuel indicators.
Speed and Thrust Targets and Thrust Limits
In terms of fuel consumed per nautical ground mile traveled, the variable mach
speed schedule offers an improvement over the conventional constant mach
schedule. Variable mach is dependent upon cost index, airplane gross weight,
and pressure altitude.
For any value of cost index chosen by the operator, the FMCS continuously
computes and updates economy cruise speed in flight, as a function of a pa-
rameter known as cost factor.
The FMCS evaluates this function contiuously in the cruise flight phase to find
the speed at which the minimum cost factor occurs. This is the most economi-
cal cruising speed.

FMCS 737-330
FUNCTION
34-60
CLOSE D398 P
6 R FUEL REF D3224 D2165A
D3224
TANK 1 O 17 G15 SIG COND
7 FROM FUEL 6 LATCH C
OPEN TANK 2 FUEL COM DEMOD
QUANTITY 1 E D/A 19 G14
CTR DECO S FILTER
INDICATORS 5 FUEL SIG
V16 BLEED AIR ISOLATION VALVE DER SIG COND
S 18 G13
O
0FF D2952 R
EMG 20
FMC/A/T 1 M1239 FUEL SUMMATION A12 429
21
PMC A13 XMTR
ON OFF D3172
STATUS D2179B D2165A
SWITCH EMG 20 D2179B
2 K4 +5V DC G9
21 COMPUTE PERFORMANCE DECODER 10
D2179A D5 -5V DC REF
ON _______
TARGETS E5 G10 11
K6 D/A
COMPUTER SPEED A10 429 G6 13 TARGET N1
P5-68 AFT OVERHEAD PANEL D2179B
TARGETS N1 VALUES A11 XMTR G7 15 VALID
J11
AND GROSS WT TO
S2 ON G13 MMO/VMO LIMITS
D648 M1163 DAA NO. 1 N34 CAPT’S N1 IND
ENG 2 8 F13 AND TO SPECIFIED
ANTI-ICE LIMITS AS DEFINED G9
18 J14
BY THE DATA BASE H9
S1 0FF ON D462 H13
ENG 1 5 J13
ANTI-ICE D1791B FMC D1645B FMC FMC
9 H14
S3 ON COMPUTE PERFORMANCE 9 DATA 9 DATA 38 DATA
OFF
WING B14 8 IN 8 IN 37 IN
6 ___________
PREDICTIONS
ANTI-ICE A14
8 COMPUTES CRUISE, M924 FCC A M923 FCC B M917 A/T
0FF C14 D CLIMB, HOLD, AND
K5 I DECENT PREDICTIONS
S 4
P5-11 ENG AND WING ANTI-ICE D2503 N1
K1 COMPUTES PREDICTIONS 2
C 11 LIMIT
B15 R ON DEP/ARRV TIMES 9
12 DATA
S6 ON D646 E FOR SELECTED
F15 X
ENG 1 38 T COMPANY ROUTES D2167A D2167A
B13 M D2179B N174 TMA
BLEED SW
39
E COMPUTES MOST I D5 A10 SAME AS G9 10
C13 REF
0FF ON B ECONOMICAL T E5 A11 DAA NO. 1 G10 11
S4
49 K10 U AIRPLANE PROFILE R INTERNALS G6 13 TARGET N1
LEFT
J10 F / G7 15 VALID
PACK SW 50
F R
S7 ON OFF D680 H10 C
38 E M1164 DAA NO. 2 N35 F/O’S N1 IND
ENG 2 G10 R D COMPUTE
_______ V
BLEED SW 39 S A ___________
PERFORMANCE R
F10 HARDWARE
0FF ON T ADVISORIES
__________ D2181
E10 A SOFTWARE
S5 49 D13 2
H12 E13 429 DISPLAY

RIGHT 50 M 3 DATA
PACK SW F12 A RCVR MNGMT
OFF A9 8 XMTR KEYBRD.
F14 N
P5-10 A/C MODULE B9 9
A
C10 M
G
D10 E D N P9-65 CONTROL DISPLAY UNIT NO. 1
HIGH FLOW MODE
D458B C11 M A G
LEFT PACK 17 E T M
VALVE D11 A N D2221
N
AUTO 8 E11 T T G13 2 INTERNALS
RELAY H13 3 SAME AS
7 F11
RIGHT PACK CDU NO. 1
D458A G11 D11 8
VALVE 8
AUTO SOFTWARE E11 9
H11
RELAY LOW FLOW MODE HARDWARE
FMCS Performance Computation
P9-66 CONTROL DISPLAY UNIT NO. 2
M324 A/C RELAY Figure 11 (Sheet 1) M1175 FLIGHT MANAGEMENT COMPUTER
Figure 194 Performance Computation

FMCS 737-330
FUNCTION
34-60
NAVIGATION COMPUTATION
A.The FMC has provisions for both self-contained and radio-augmented navi- E. The primary mode of navigation in the horizontal plane uses independent
gation. measurements of DME slant range.
The system furnishes continuous solutions for the following basic navigational These measurements are optimally fiftered with IRS position, heading, and ve-
outputs. locity information to produce an accurate computation of the airplanes present
These basic outputs apply to navigation in the lateral and vertical planes: position.
(1) Airplane Position (latitude, longitude, and altitude) Position is computed in terms of latitude and longitude for display on the CDU.
(2) Ground Speed The system also provides a variety of other navigation output variables, includ-
(3) Flight Path Angle (FPA) ing :
(4) Drift Angle (DA) – track angle,
(5) Track Angle – drift angle,
(6) Wind Velocity and Direction – ground speed, and
B. The basic navigational output data is computed using optimally mixed in- – wind information.
puts of: The navigation outputs are available for display on the CDU, or on the elec-
(1) IRS position (latitude, longitude, and altitude) tronic HSI.
(2) Vertical Speed
F. The automatic station selection process is responsible for the tuning of DME
(3) Ground Speed Components (north/south, east/west)
frequencies that can be used to provide navigation solutions when combined
(4) Heading (magnetic and true)
with data from IRS.
(5) Pressure Altitude
(6) True Airspeed G. The Kalman filtering process is used for position accuracy .
(7) DME Slant Range If current DME data is available, the Kalman error correction to the basic IRS
present position will be more accurate than if DME is invalid.
C. Operation of the navigation function consists of the following processes:
(1) Compute Velocity
(2) Compute Altitude
(3) Compute Horizontal Position
(4) Compute Position and Velocity corrections
(5) Choose Navaids
(6) Choose IRS
D. The navigation function will process measurements from several DME sta-
tions of acceptable geometry.
A reasonableness test is included toscreen out any erroneous measurements.
The FMC contains the systems navigation data base.
This data base includes all of the enroute and terminal procedures required for
flight in the area in which the airplane operates.
The data base also includes navigation aid ground station information, stored
company route structure, preplanned holding patterns, and preferred navaids.

FMCS 737-330
FUNCTION
34-60
D2179A
D21618 429
C10 A3
1 B3 HI SPD
C11 RCVR
M1161 IRU NO. 1
D2165A 4 D2179A D2181

A12 2 A9 8
1 2
A13 9 R B9 9
E 429
KALMAN FILTER
_________________________ RCVR
M1163 DAA NO. 1 L C
CORRECTIONS XMTRS
O E
I D13 2
V E13 3
S
D3098 P E
D7 E R CDU-1
17
1 E7 E
18
D
M198 DADC NO. 1
D D
I A A D2431A
28V N T NAVIGATION COMPUTATIONS
_______________________ T A11 A03
P A A B11 B03
PRESENT POSITION LAT/LON
U DRIFT, FLT PTH, TRACK
D2606 T M M EFSG-1 EHSI
A ANGLE, MAG. VAR, WIND, GND A
29 K1 SPD, WAYPOINT BARING, ALT
N N 429
B AND NAV VALIDS.
U A A XMTR
G COMPUTED FROM IRS (2). G RCVR
R277 GND SENSE RELAY F DME(2) AND VOR(2) INPUTS.
F E E
E M M
D2179B D2221
R E E
N N G13 2
T T H13 3
AUTOTUNE
________ 429
RCVR
D3118 4 BOTH RADIOS IN AUTOTUNE XMTRS
17 D5 2 OR ONE RADIO IN AUTOTUNE D11 8
1 E5 ONE RADIO MANUALLY TUNED E11 9
18 9 R
E
M368 DADC NO. 2 L C RADIOS TUNED TO BEST CDU-2
O E AVAILABLE STATION
I
D2167A S V
A12 P E
1 2 E R
A13
E NAVIGATION DATA BASE

____________________
M1164 DAA NO. 2 D
STORAGE OF REFERENCE D2433A
DATA FOR RADIO NAVAID
G9 A03 FMC
H9 B03 DATA
D21638
429
C10 A3 EHSI
1 B3 HISPD EFSG-2
C11
RCVR
M1162 IRU NO. 2
SOFTWARE
HARDWARE
M1175 FLIGHT MANAGEMENT COMPUTER
1 WORD DATA SHOWN ON DIGITAL BUS
INTERFACE
2 SEE INTERFACE FOR SPECIFIC PINS
Figure 195 Navigation computation

Page: 381
FMCS 737-330
FUNCTION
34-60
EHSI DISPLAY
EFIS Interface Background data consists of:
A. The Electronic Flight Instrument System (EFIS) receives FMCS naviga Distance-To-Go and estimated time of arrival (ETA) to the next waypoint,
tion data in ARINC 429 format. Waypoint Identifiers, Track Angle, and Wind Direction and Speed.
The EFIS control panel (EFIS CP) allows the operator to select the mode and The inactive and offset flight plans also provide background data.
range to be displayed on the Electronic Horizontal Situation Indicator (EHSI). In addition to providing dynamic data for the active flight plan, the FMC can
B. The EHSI displays FMC data in three formats : MAP, CTR MAP and PLAN. provide optional dynamic data.
The format displayed depends upon the mode selected on the EFIS CP. The optional dynamic data is displayed on the EHSI, when one or more of the
Plan Mode: following MAP switch indicators are selected on the EFIS control panel:
1) NAV AIDS - When nav aids is selected, the FMC transmits
This mode is primarily used to construct and display the FMC flight plan.
data on all nav aids in the selected range, except those
The upper portion of the EHSI displays track (or heading), distance and nav aids which are transmitted with the active flight plan.
estimated time of arrival (ETA) to the next waypoint. 2) ARPT - When ARPT is selected, the FMC transmits data on all
The portion of the EHSI below the azimuth tape displays the flight plan airports in the selected range, except those airports which
data, and will be presented in a north up orientation. are transmitted with the active flight plan.
3) RTE DATA -When RTE DATA is selected, the FMC transmits
Map and Center Map Modes: data for estimated time of arrival and altitude for all
waypoints on the active flight plan.
The FMC detects if Map or Center Map is selected on the EFIS control
4) WPT - When WPT is selected, the FMC transmits data for
panel. The FMC also detects the map range and the display options that
navigation reference points or positions (other than nav
are selected on the control panel. The FMC processes the map data
aids) which are not on the active flight plan.
and transmits the data to the EFIS.
The map modes are used during flight to monitor airplanes position along
the selected flight path.
The FMC transmits dynamic and background data for the active flight
plan. This data is transmitted to the EFSG for display on the EHSI.
Dynamic data is defined as symbology which moves relative to the back-
ground data.
This symbology consists of:
Waypoints, Nav Aids, Airports, Holding Patterns, ProceduralTurns, Curved
Trend Vectors, Range to Altitude Line, and Vertical Deviation Pointer.

FMCS 737-330
FUNCTION
34-60
35
20 22 24 23 25
21
14.4 NM HDG 252 M 0835.4 Z
14.4 NM HDG 252 M 0835.4 Z 32
19
18
12/13
17 28C
STW 29
37 MUP
8
11 40 28B
27
2500FT SAX
GHA 10 16
2
28A
34 FGH WAL
15 38
14
DEF
39
16
1
6 280/20 WXZ 36
33
ABC DEF
PLAN MODE
30 6 26
EFG MAP MODE
9 KABC
NO. SYMBOLS ON PLAN & MAP MODE COLOR NO. SYMBOLS ON PLAN & MAP MODE COLOR
7
FMC EDIT 1 NORTH UP POINTER * G 21 ETA (ZULU TIME) W
T/C 2 ACTIVE FLIGHT PLAN M 22 HEADING ANNUNCIATOR G
BOUNDARY 3 OFFSET PATH M 23 HEADING/TRACK INDEX W
FGH
4 INACTIVE FLIGHT PLAN C 24 HEADING READOUT W
5 5 FLIGHT PLAN CHANGES W 25 MAG/TRUE ANNUNCIATOR G
DISPLAY 6 ACTIVE WAYPOINT M 26 AIRPLANE REF SYMBOL W
DEF AREA 7 ALTITUDE PROFILE POINT G 27 VOR RADIAL G
6
8 CONDITIONAL WAYPOINT W 28 NAV AIDS (A - VOR, C/G

ABCDE 31 9 HOLDING PATTERN W/M/C B - DME/TACAN, C - VORTAC)
12000 10 PROCEDURE TURN W/M/C 29 INACTIVE WAYPOINT ) 240NM W
0835Z 11 AIRPORT PLUS RUNWAY (> 40NM) W/C 30 AIRPORT C
12 SELECTED RUNWAY W 31 ROUTE DATA M/W
3 () 40NM)
13 EXTENDED RUNWAY CL W 32 SELECTED HEADING VECTOR M
2 14 SELECTED REF POINTS G 33 WIND SPEED AND ANGLE W
15 SEL REF PT RADIALS G 34 RANGE TO ALTITUDE G
BCD 16 INDENTIFIERS G/W/M 35 STRAIGHT TREND VECTOR W COLOR LEGEND
17 HDG/TRK SCALE W 36 CURVED TREND VECTOR W
MAP MODE 18 SELECTED TRACK MARKER M 37 RANGE SCALE (HALF RANGE VALUE) W G - GREEN
19 PRESENT TRACK MARKER W 38 VERTICAL DEV SCALE W M - MAGENTA
FLIGHT PLAN 20 DISTANCE TO GO W 39 VERTICAL DEV POINTER M C - CYAN
VECTORS FMC W - WHITE
ABC DATA TRANSMITTERS
Figure 196 EHSI Displays

FMCS 737-330
FUNCTION
34-60
FMS GUIDANCE
Guidance Computation
(1)
The FMCS incorporates flight path guidance and steering functionswhich work
in unison to provide output commands to the airplane’s autopilot/flight director
(DFCS), and autothrottle systems.
These commands enable automatic flight path control.
The FMCS guidance computations with the flight management computer in-
volve three separate areas:
Flight Plan Management,
Lateral Guidance and Steering, and
Vertical Guidance and Steering.
(2)
In its normal, fully automatic mode of operation, the FMCS provides both lateral
(roll) and longitudinal (speed or vertical speed) commands to the DFCS from its
initial engagement at the start of the climb profile to the point in the final ap-
proach at which ILS localizer and glideslope interception normally occur.
The DFCS can be operated in modes which control the airplane along the path
described by the FMCS.The LNAV mode, when active controls the airplane
along the desired lateral track for the route.
The VNAV mode, when engaged, follows the desired vertical path. The profile
may also be flown without DFCS and autothrottle by using the FMCS CDU dis-
play and the EFIS as a source of reference.

FMCS 737-330
FUNCTION
34-60
D2179A
N1 LIMITS
G9 38
D2179A 1 AND MODE
D301 H9 37 CONTROL
429 2 G7 ________________
GENERATE LATERAL
XMTR 1 1 H7 GUIDANCE AND STEERING
_____________________
4 M917 AUTOTHROTTLE
THE VNAV SW 2 COMPUTES ROLL
ENABLES THE STEERING COMMANDS
9
VERTICAL GUIDANCE
11 MODE
FUNCTIONS. THE GENERATES LATERAL
R 12 SELECTED
LNAV SW ENABLES PATH BASED ON FLIGHT
THE LATERAL C PLAN LOCATION AND
GUIDANCE FUNCTONS PROFILE D13 2
V N174 THRUST MODE
OF THE FMC E13 3
429 ANNUNCIATOR
R 4
RCVR
M198 MODE CONTROL PANEL / 2
XMTRS
X 9 A9 8
B9 9
D716 D2179B M
D D
429 23 D3 T R
1 CDU-1
XMTR 24 E3 A A
R C D2431A D1791B FMC INPUTS
T T 9 FMC
GENERATE VERTICAL
_________________ V L-NAV AND
SUPPLIES TIME A GUIDANCE AND STEERING
_____________________ A 8 DATA V-NAV DATA
FIX FOR DEP/ARU L R FMC INPUTS
DATA O COMPUTES FMC ALT, / A11 A03 L-NAV,
M M V-NAV,
VERT DEV, AIRSPD CMNDS, X B11 B03
M145 CAPTAIN’S CLOCK A AND VERT SPD CMNDS FROM A FLT PLANS
S M
N FLIGHT PLAN AND PROFILE N M924 FCC-A
P DATA T
1 DAA-L A A
E GENERATE VERT GUIDANCE R
G ALTITUDES IN THE CLM, G
SHOWN ON 1 DADC-L E M1319 EFSG-1
E CRZ, OR DEC MODES TO E
DIGITAL BUS 2 D L
M COMPUTED PERF AND
INTFC 1 DADC-R M
SPECIFIED A/P DATA O 2
E E G13
H13 3
1 DAA-R N N 429
S RCVR
T T
P XMTRS
4 D11 8
E E11 9
2 D1661A
E SAME AS
9 MANAGE FLIGHT PLANS
___________________ 9 FMC
D CDU-2 8 DATA FCC-A
AND DETERMINE
_____________
R LOCATION IN FLT PLANS
_____________________
C
DETERMINE PHASES OF
V
FLT D2433A
R DETERMINE COMPANY M923 FCC-B
ROUTES WITH KNOWN
H WAYPOINTS USING D2179B
SHOWN ON 1 IRU-L I PERF RESULTS G9 SAME AS
1 A03
DIGITAL BUS 2 MANAGE GUIDANCE AND H9 EFSG-1
B03
INTFC 1 IRU-R S TASK RELATED DISPLAY
P DATA
E
E
M1321 EFSG-2
D
SOFTWARE
1 WORD DATA SHOWN ON DIGITAL BUS INTERFACE
HARDWARE
M1175 FLIGHT MANAGEMENT COMPUTER 2 SEE INTERFACE FOR SPECIFIC PINS
Figure 197 FMS Guidance

Page: 385
FMCS 737-330
FUNCTION
34-60
ALERTING MESSAGES
(1) Airplanes without ACARS; (3) When a message appears in the scratch pad, of any page, the CDU
The FMCS (Flight Management Computer System) displays a set of mes- annunciator light will illuminate. The light will illuminate even if the page on
sages for information. These messages are displayed in the scratch pad which the message appears is not currently displayed on the CDU MSG.
line of the CDU when conditions warrant their appea rance. There are
three categories of messages. the messages have a defined priority for
ALERT MESSAGE WILL CAUSE :
display should their set conditions occur at the same time. The three
types, listed in order of highest priority, are: Alerting Messages, Entry Error
Advisory Messages, and Readiness Advisory Messages
(2) Airplanes with ACARS;
The FMCS (Flight Management Computer System) displays a set of
messages for information. These messages are displayed in the scratch
pad line of the CDU when conditions warrant their appearance. There are
four categories of messages. the messages have a defined priority for dis-
play should their set conditions occur at the same time.
The four types, listed in order of highest priority, are:
- FMS WARNING LIGHT
Alerting Messages
Entry Error Advisory Messages
Readiness Advisory Messages
- SCRATCH PAD MESSAGE AND MESSAGE LIGHT ON CDU
ACARS Annunciation Messages
B. Alerting Messages < INDE X
(1) Alerting Messages indicate some condition which must be acknow -------------IRS NAV ONLY ------------
ledged and remedied before further FMCS-guided flight is advisable or
possible. These messages appear on the CDU. Occurence of alerting BRT
messages will also cause the FMC annunciator on the autoflight status an- INIT
RTE CLB CRZ DES
REF
nunciator panel to illuminate by setting the FMC message discrete.The FMC
annunciator is also illuminated for system hardware failures). DIR
LEGS
DEP
HOLD PROG
EXEC
INTC ARR
(2) If two or more messages of the same priority are set for display,
the one occuring first is displayed until it is cleared, bringing up the next to N1
FIX
LIMIT A B C D E
occur. Messages of differing priorities are stacked for display in the same M
manner. Clearance of the various messages is normally accomplished by D PREV NEXT
S PAGE PAGE S
some sort of external clear: pressing the CLR key, or reversion to valid P F G H I J G
conditions that set the message. Some messages are cleared by the page Y
being changed, which also deletes any of the entries and actions that pre-
cipitated the message.

FMCS 737-330
FUNCTION
34-60
END OF ROUTE
____________ VERIFY
_______________
POSITION 1
PASSING LAST ROUTE LEG TERMINATION
THE DIFFERENCE BETWEEN COMPUTED RADIO POSITION AND FMC POSITION USING
IRUs EXCEEDS COMPARISON THRESHOLD
DISCONTINUITY
_____________
PASSING LAST WAYPOINT PRIOR TO A DISCONTINUITY (EXCEPT WHEN THE _________________
VNAV DISCONNECT 1
WAYPOINT IS FOLLOWED BY A MANUALLY TERMINATED LEG)
VNAV INVALID CAUSES VNAV DISCONNECT
IRS NAV ONLY

____________ 1 PATH
______________________
DES NOT AVAILABLE
PATH DESCENT MODE IS NOT AVAILABLE WHEN AIRPLANE IS 5 NM BEFORE ADVISORY
FMC IN IRS ONLY MODE FOR NAVIGATION TOP OF DESCENT
NAV INVALID - TUNE XXXXX
________________________
R NAV OR VOR APPROACH PROCEDURE REQUIRES A SPECIFIC NAVAID BE OVERSPEED DISCONNECT
_______________________
TUNED AND IT IS EITHER NOT TUNED OR A VALID SIGNAL IS NOT BEING AIRPLANE EXCEEDS ALLOWABLE OVERSPEED WHEN BELOW SPEED RESTRICTION
RECEIVED ALTITUDE
UNABLE NEXT ALT

_______________ DISCO
________________________
INSRTD AFTER XXXXX
NEXT CLIMB RESTRICTION IN CLIMB PROFILE CANNOT BE MET DUE TO UNDER- A LATERAL DISCONTINUITY HAS BEEN AUTOMATICALLY INSERTED BECAUSE AN IM-
SHOOT MINENT FPR WOULD BYPASS MORE THAN ONE WAYPOINT OR THE LATERAL PATH GE-
OMETRY HAS BEEN PREDICTED TO BE INDETERMINATE AND NOT CORRECTABLE BY FPR
RESET MCP ALT
_____________
PASSING TOP OF DESCENT POINT WITHOUT LOWERING MCP ALT WINDOW
DATA
_________________
BASE INVALID 1
INSUFFICIENT FUEL
_________________ 1 THE VALIDITY CHECK OF THE PERMANENT NAVIGATION DATA BASE HAS FAILED, OR AN
A CHANGE IN FLIGHT CONDITIONS OCCURS OR A CHANGE IN THE ROUTE IS MADE ATTEMPT IS MADE TO ACCESS A FAILED NAVIGATION DATA BASE
WHICH CAUSES THE COMPUTED FUEL BURN TO EXCEED THE TOTAL FUEL IN
BOARD NAV
____________________
DATA OUT OF DATE 1
MISSED CAPTURE
_________________ THE EFFECTIVITY DATES OF THE NAVIGATION DATA BASE DO NOT CORRESPOND TO
PROPER LOCALIZER CAPTURE MANEUVER WAS PERFORMED BUT DFCS DID NOT THE DATE FROM THE PILOTS GMT CLOCK
CAPTURE
FIXING NDB-CHK FLT PLAN
_______________________ 1
AN ERROR IN THE NAVIGATION DATA BASE HAS BEEN DETECTED AND IS BEING
CORRECTED USING THE ERROR CORRECTION TABLE
SCANNING DME FAIL

_________________ 1
DME INPUT HAS FAILED
1 THIS MESSAGE IS OF INTEREST TO MAINTENANCE PERSONNEL
Figure 198 Alerting Messages

Page: 387
FMCS 737-300/400/500
NAV DATA BASE LOADING

20-15
FMCS - DATALOADING: GENERAL

FLIGHT MANAGEMENT COMPUTER SYSTEM - Procedure
MAINTENANCE PRACTICES You use the Airborne Data Loader (ADL) or Portable Data Loader (PDL) to
install the software.
1. General
TASK 34-62-01-472-219 - Operational Program and Database Installation
This procedure contains the installation of the operational (op) program, the TASK 34-62-01-472-196 - Operational Program and Database Installation
navigation database, the performance database, the software options data- (PDL) (Diskette)
base, and the modification of the performance (perf) factors.
These can only be loaded with a high speed (diskette) data loader.
The operational (op) program does the functions related to the operation and
control of the FMC and its interfaces with other systems. TASK 20-15-11-402-001
The navigation data base contains all the necessary information to operate the On-Airplane Software Installation
FMCS in a specified area.
SOFTWARE INSTALLATION TIMES
A new navigation data base is necessary to replace an expired navigation data
base. (a) The time required to install software in a component is variable and is de-
You can find the expired date for the database on the IDENT 1/1 page shown pendent on several factors that include:
on the CDU. 1) Retrieval of the correct software media, applicable equipment and Mainte-
The performance data base contains the data used by the op program to calcu- nance Manual procedure.
late the navigation and guidance functions. 2) Setup procedures.
The software options database controls the FMC software options used by the 3) Data transfer time.
op program for control and display options. 4) Software configuration check.
To read about software installation times and data loaders, do this task: On- 5) Return to usual airplane configuration.
Airplane Software Installation (AMM 20-15-11/201). 6) Airline completion procedures.
(2) Data Transfer Times
The data in the navigation data base includes:
(a) The data transfer time is the actual time from disk or disks insertion into the
(1) VOR, DME, VORTAC and TACAN navigational aids data loader until the data transfer is complete.
(2) Waypoints
(3) Airports and runways (b) The data transfer time depends on:
(4) Terminal area procedures and approaches 1) The number of disks.
(5) Enroute airways 2) The type and size of software files on each disk.
(6) Holding patterns 3) The unique protocols and processors of the data loader.
(7) Company route structures
4) The unique internal protocols and processors of the component.
5) Disks inserted in a timely manner.
(c) Typical data transfer times are:

FMCS 737-300/400/500

20-15
DATA LOAD NORM

SELECTOR ACMS FMC
INOP EFIS-L
DFDAU EFIS-R
ACARS
PROG DATA TRANSFER IN PROGRESS

RDY UNIT READY FOR OPERATION
XFER DATA TRANSFER FAILURE
R/W UNABLE TO ACCESS DISK DATA
HRDW SYSTEM TEST FAILURE
AIRBORNE DATA LOADER PORTABLE DATA LOADER
Figure 199 FMCS DATA LOADING - GENERAL

FMCS 737-300/400/500

20-15
1) Operational Program Software (OPS): approximately 5 to 16 minutes per (h) Figure 201 shows examples of data loader control panels, airborne data
disk; for example, if the OPS has four disks, then the complete installation can loaders, and the FMCS connector.
take as long as 64 minutes. (5) Alternative Software Installation
2) Operational Program Configuration (OPC): approximately 1 to 3 minutes per (a) Usually software is installed with a data loader in the flight compartment.
disk. But some components have a disk drive, PCMCIA (personal computer memory
3) Databases: approximately 3 to 15 minutes per disk. card international association) interface, or PDL connector for software installa-
tion at the front of the component.
The types of software installed in a component on one airplane can be different
than the types of software installed in the component on a different airplane.
DATA LOADERS
(a) This procedure supplies general information about data load equipment.
You can find the data load equipment for the airplane configuration in the Flight
Management Computer System (34-61).
(b) A data loader is a disk drive that connects to a component through interface
wiring. Software disks are inserted into the disk drive and the data is trans-
ferred to the component.
(c) There are two types of data loaders:
– airborne data loaders and
– portable data loaders.
(d) An airborne data loader (ADL) is a data loader that is installed in the flight
compartment on the P21, P23 or P37 panel.
(e) A portable data loader (PDL) is equipment that is moved to the airplane to
install software. The PDL is removed from the airplane when the task is com-
plete.
(f) If an airplane has an ADL, then there will be a data loader control panel that
is installed near the ADL.
Software can be installed in components that have interface wiring connected
to the data loader control panel.

The data loader control panel has a switch position for each component that
can receive software.
INOP labels are attached on switch positions that are not available for software
installation.
(g) If the airplane does not have an ADL, then it will have an DATA TRANSFER
UNIT RECEPTACLE-FMCS connector in the flight compartment (left side).
The FMC software is installed through the connector with a PDL.

FMCS 737-300/400/500

20-15
SEE C P18
PANEL
INTERCONNECTING
CABLE
FLOPPY DISK
STORAGE
I/O CONNECTOR
FLIGHT COMPARTMENT
(VIEW IN THE AFT DIRECTION)
DISK DRIVE
D1907
DATA TRANSFER UNIT

RECEPTACLE-FMCS
FMCS DATA TRANSFER UNIT RECEPTACLE

C Portable Data Loader
Figure 200 FMS - PORTABLE DATA LOADER

FMCS 737-300/400/500

20-15
ALLIED SIGNAL (SUNDSTRAND);

AIRBORNE DATA LOADER PROCEDURE
Access S 012-007
Location Zone: Control Cabin, Right (5) To open the ADL front cover, pull at the top edge.
S 862-003 S 862-008
(1) The Allied Signal ADL has these status lights: (6) Push the eject button on the ADL.
(a) PROG (In Progress) - shows as software installation occurs. (a) If a plastic protective disk is ejected from the disk drive, then remove it.
(b) CHNG (Change) - shows when it is time to install the next disk. S 862-009
(7) Close this circuit breaker:
(c) COMP (Complete) - shows when the software installation is completed.
(a) On the P18 panel:
(d) RDY (Ready) - shows when the disk is in the disk drive and the ADL is
ready to install the software in the component. 1) AIRBORNE DATA LOADER
1) If the RDY indication flashes, then the data loader is in standby mode while S 862-010
it waits for the component to validate the data. (8) Wait until all the status lights are off.
(e) XFER (Transfer Fail) - shows when the software installation is not com- NOTE:
pleted. Open and close the circuit breaker for the component, and start the The status lights will flash on and off while the ADL does a self test.
installation again. S 862-011
(f) R/W (Read/Write) - shows when the ADL cannot read or write the data on (9) Make sure that the circuit breakers are closed for the applicable component
the disk. Open and close the circuit breaker for the component, and start the or system that will receive the new software.
installation again. If the problem continues, then replace the disk. S 422-012
(g) HRDW (Hardware) - shows when the ADL fails the self test. (10) Do these steps at the ADL to install the software:
NOTE:
You must know the correct software part numbers for the component.
S 862-004
For the component to be an approved installation, software with the correct
(2) Supply electrical power (AMM 24-22-00/201).
part numbers must be installed.
(a) Make sure that the power is not removed while you install software.
NOTE:
NOTE: This is a general procedure for software installation. Some components have
A power interruption will cause a failure of the software installation. other steps that are necessary. The software installation task for the compo-
S 862-005 nent will include all necessary steps.
(3) Make sure that the system select switch on the data loader control panel (a) Set the system select switch on the data loader control panel to the applica-
(P21, P23 or P37) ) is set to the NORM position. ble position for your component or system.
S 862-006 (b) Carefully push the first disk (label up) into the disk drive.
(4) Open this circuit breaker:
NOTE:
(a) On the circuit breaker panel, P18: If the destination component is active, the installation sequence will begin and
1) AIRBORNE DATA LOADER the RDY light will come on.

FMCS 737-300/400/500

20-15
SYSTEM SELECT SWITCH
DATA LOAD NORM

SELECTOR ACMS FMC
DATA LOADER
CONTROL PANEL DATA LOADER CONTROL PANEL
INOP INOP
SEE A 1 A
DFDAU INOP
ACARS
SEE B 1

DISK
DRIVE
DISPLAY
EJECT
BUTTON
P23 PANEL
DISK DRIVE
FIRST OFFICER’S LIGHT

SIDEWALL PROG DATA TRANSFER IN PROGRESS
RDY UNIT READY FOR OPERATION FRONT
AIRBORNE DATA LOADER XFER DATA TRANSFER FAILURE
R/W UNABLE TO ACCESS DISK DATA COVER
[ALLIED SIGNAL (SUNDSTRAND)] HRDW SYSTEM TEST FAILURE
Figure 201 FMS - DATA LOADING, PROCEDURE 1

FMCS 737-300/400/500

20-15
When the data transfer begins, the PROG light will come on. The RDY light
can flash when the component validates the data.
If the software is on more than one disk, the CHNG light will come on when it is
time to put in the subsequent disk.
(c) If the CHNG light comes on, wait approximately 10 seconds and then push
the eject button.
NOTE:
The installation can fail if you wait too long before you remove and install disks.
1) Remove the disk from the disk drive.
2) Put the subsequent disk into the disk drive.
3) If there are more than two disks for the software installation, then remove
and install disks until the COMP light shows.
(d) When the COMP light comes on, wait approximately 10 seconds and then
push the eject button.
(e) Remove the disk from the disk drive.
(f) If there was a plastic protective disk in the disk drive before you installed
software, then put it back into the disk drive.
S 862-013
(11) Set the system select switch on the data loader control panel to the NORM
position.
S 412-014
(12) Close the front cover on the ADL.
S 742-015
(13) Make sure that the correct software part numbers are installed in the com-
ponent.
NOTE:
The software installation task for the component has the steps to do a software
configuration check.
S 862-016
(14) Remove electrical power (AMM 24-22-00/201).

FMCS 737-300/400/500

20-15


FMCS 737-300

34-60
TASK 34-62-01-472-196
OPERATIONAL PROGR. / DATABASE INST. (PDL) (DISKETTE)

A. General C. Reference
1) This task uses the PDL to do the installation of the operational (op) program, (1) AMM 24-22-00/201, Manual Control
the navigation, performance defaults, and software options databases, in the
FMC. D. Access
The procedure is the same for all four. (1) Location Zones
NOTE: 101 Control Cabin, Left
The data load of a new op program causes the databases and performance 102 Control Cabin, Right
factors to go to the default values.
E. Prepare for Op Program or a Database Installation
The performance factors must be put in by hand after the new op program has
been put in. Put in new databases or performance factors if other than the de- S 862-150
fault values are wanted. A procedure for putting in new performance factors CAUTION:
follows this task. MAKE SURE THE POWER ON LIGHT ON THE PDL IS OFF AND POWER IS
NOTE: REMOVED FROM THE FMCS BEFORE YOU CONNECT THE INTERFACE
The op program and the performance defaults database are loadable only on CABLE. IF YOU DO NOT DO THIS DAMAGE TO THE EQUIPMENT MAY
FMC P/Ns 10-62225-XXX with software update (7, 8, 10) and on. OCCUR.
The software options database is loadable, as a separate database, only on (1) Open these circuit breakers and attach DO-NOT-CLOSE tags:
FMC P/N 10-62225-XXX with software update (7.1, 8.1, 10) and on. (a) On the 2nd OBS AND CIRCUIT BREAKER PANEL P18-2:
These can only be loaded with a high speed (diskette) data loader.
1) FMC or FMCS CMPTR
(2)
S 492-151
The PDL connects to the FMC through the FMC DATA TRANSFER UNIT RE- (2) Connect the PDL interface cable to the FMCS DATA TRANSFER UNIT RE-
CEPTACLE. The PDL gets 115V AC, 400 Hz power through the receptacle. CEPTACLE on top of the P18-1 panel.
You can find the FMCS data transfer unit receptacle on top of the P18-1 panel.
NOTE:
B. Special Tools and Equipment If the FMC uses the ARINC 603 format, connect the 1 ft adapter cable to the
(1) 10 ft cable.
30100 - Portable Data Loader, Demo Systems, Moorpark, CA (Fig. 202) S 862-152
(3) Supply electrical power (AMM 24-22-00/201).
NOTE: S 862-153
Demo Systems PDL uses a diskette to load the op program and the databases, (4) Make sure the BAT switch on the Pilot’s Forward Overhead Panel is in the
and is compatible with both low and high speed formats. ON position.
The database loader is not a Boeing supplied item. This coverage is included S 862-154
for information only. See the data loader instructions, which are supplied by the (5) Make sure the STANDBY POWER switch on the Pilot’s Forward Overhead
vender, to install the software. Panel is in the AUTO position.

FMCS 737-300

34-60
SYSTEM SELECT SWITCH
DATA LOAD NORM

SELECTOR ACMS FMC
DATA LOADER
CONTROL PANEL DATA LOADER CONTROL PANEL
INOP INOP
SEE A 1 A
DFDAU INOP
ACARS
SEE B 1

DISK
DRIVE
DISPLAY
EJECT
BUTTON
P23 PANEL
DISK DRIVE
FIRST OFFICER’S LIGHT

SIDEWALL PROG DATA TRANSFER IN PROGRESS
RDY UNIT READY FOR OPERATION FRONT
AIRBORNE DATA LOADER XFER DATA TRANSFER FAILURE
R/W UNABLE TO ACCESS DISK DATA COVER
[ALLIED SIGNAL (SUNDSTRAND)] HRDW SYSTEM TEST FAILURE
Figure 202 FMS - DATA LOADING, PROCEDURE 2

FMCS 737-300

34-60
S 862-155 (e) Remove the data disk.
(6)Make sure the LANDING GEAR AIR/GND RELAY & LIGHTS circuit breaker (f) Push the ON/OFF button on the PDL.
on the P6 panel is closed.
(g) Make sure the PWR ON light goes off.
S 862-156
(7) Make sure these circuit breakers are closed: G. Download Failure Indication
(a) S 712-169
On the 2nd OBS AND CIRCUIT BREAKER PANEL P18-2: (1) If a failure occurs the CDU will show LOAD FAILURE and DATA LOAD
1) FMCS CDU No. 1 or FMCS MCDU No. 1 INOP. The FAIL light on the PDL will also come on.
2) FMCS CDU No. 2 or FMCS MCDU No. 2 NOTE:
The FAIL light comes on when a failure is detected while in these modes:
3) FMC (or FMCS CMPTR)
– turn on test,
F. Op program or Database Installation – self test,
S 422-175 – upload transfer,
(1) Do these steps to install the op program or a database: – download transfer.
(a) Push the ON/OFF button and make sure the PWR ON light comes on. S 712-190
AIRPLANES WITH FMC SOFTWARE UPDATES 7 AND ON;
NOTE:
When you supply power, the PDL display will stay empty for approximately 7 (3) The CDU display will also show the failure indications follows:
seconds. Then the display will show TESTING - PLEASE WAIT for approxi- (a) CHECK DBL OR INTERFACE - This shows the most probable cause of the
mately 2 seconds. failure.
After this, the PDL will do a check for a data disk. If none is found, the display (b) DB EXCEEDS FMC MEMORY - This shows that the navigation database
will show DISK NOT INSERTED. If a data disk is found, the display will show on the disk is too large for the FMC database memory.
REINSERT DISK. If this occurs, push the eject button and remove the disk. (c) RESET COUNT EXCEEDED - This shows the PDL downloaded the navi-
(b) Put the data disk into the drive. gation database incorrectly five times.
NOTE: (d) DB-OFP INCOMPATIBLE - The database is not compatible with the Op
The PDL will do a check for a data file and, if found, will show the file name and Program.
total number of blocks in the file. (e) CHECK MEDIA - This shows that a portion of data on the disk is not clear.
(c) The FMC will automatically start the data load sequence. (f) INCORRECT DISK INSERTED - The inserted disk was not in the correct
NOTE: order.
If the data to be installed is contained on more than one disk, the display will
show INSERT DISK #X (where X is the disk number). Insert the disk after this.
After all the data has been installed, the FMC will make sure the data load is
correct. If this takes more than a few seconds, the PDL will show VERIFY
PENDING.
When the data load is complete the PDL will show LOAD COMPLETE. The
FAIL light will be off and the READY light on.
(d) Push the eject button.

FMCS 737-300

34-60
LOAD IN PROGRESS
FMCS DATA LOADER
CURRENT RECORD XXXX
TOTAL RECORDS XXXX
- - - - LOAD I N PROGRESS- - - -
BRT
INIT
RTE CLB CRZ DES
REF
DIR
LEGS DEP HOLD PROG EXEC FMCS DATA LOADER
INTC ARR
N1
CURRENT RECORD XXXX
LIMIT FIX
A B C D E TOTAL RECORDS XXXX
D PREV NEXT M
S PAGE PAGE
F G H I J S - - - - LOAD COMPLETE- - - - - - -
P G
Y W
W LOAD COMPLETE
1 2 3 K L M N O
F
A 4 5 6 P Q R S T
I
L A
W
7 8 9 U V W X Y
. 0 +/- Z DEL / CLR

FMCS DATA LOADER LOAD FAILURE
CURRENT RECORD XXXX

A
TOTAL RECORDS XXXX
---- LOAD FAI LURE - - - - - -
CDU DISPLAY - DATA LOADING DATA LOAD I NOP EXAMPLE OF
Portable Data Loader FAILURE
Figure 203 (Sheet 2) CHECK DBL OR I NTERFACE MESSAGES
Figure 203 FMS - DATA LOADING, MCDU SCREENS

FMCS 737-300

34-60
H. Op Program and Data Base Verification
S 712-254
(1) Make sure the CDU display shows the IDENT 1/x page
S 712-176
(2) Make sure you have the correct part number for the op program.
S 712-160
(3) Make sure the dates for the navigation data base directly below ACTIVE
are current.
S 712-255
AIRPLANES WITH FMC SOFTWARE UPDATE 10 AND SUBSEQUENT;
(4) On IDENT 2/2 make sure the part number for the SW OPTIONS database
is correct.
I. Put The Airplane Back to Its Usual Condition

S 862-161
CAUTION:
MAKE SURE THE POWER ON LIGHT ON THE PDL IS OFF AND POWER IS
REMOVED FROM THE FMCS BEFORE YOU DISCONNECT THE INTER-
FACE CABLE. IF YOU DO NOT DO THIS DAMAGE TO THE EQUIPMENT
MAY OCCUR.
(1) Open these circuit breakers and attach DO-NOT-CLOSE tags:
(a) On the 2nd OBS AND CIRCUIT BREAKER PANEL P18
1) FMC (or FMCS CMPTR)
S 092-162
(2) Remove the interface cable from the FMCS DATA TRANSFER UNIT RE-
CEPTACLE.
S 092-163
(3) Remove the interface cable from the PDL.
S 862-165
(4) Remove the DO-NOT-CLOSE tags and close these circuit breakers:
(a) On the 2nd OBS AND CIRCUIT BREAKER PANEL P18-2:
(1) FMC (or FMCS CMPTR)
S 862-166
(5) Remove electrical power if it not necessary (AMM 24-22-00/201).

FMCS 737-300

34-60
Component Location
Figure 201 (Sheet 1)
SEE C D
2
SEE A
FIRST OFFICER’S SIDEWALL
SEE B 1 P18-1
PANEL
AFT
BRT
INIT RTE CLB CRZ DES
REF
DIR LEGS DEP HOLD PROG EXEC
INTC ARR
N1 FIX
LIMIT
A B C D E
D PREV NEXT M
S PAGE PAGE S
P F G H I J G
YW W D1907
1 2 3 K L M N O
F DATA TRANSFER UNIT
A 4
I
LA
5 6 P Q R S T
RECEPTACLE-FMCS
W
7 8 9 U V W X Y
. 0 +/- Z DEL / CLR
FMCS DATA TRANSFER UNIT RECEPTACLE

B 1
A
Figure 204 FMS - DATA LOADING, LOCATIONS

FLIGHT MANAGEMENT SYSTEM B 737-300/400/500
FMS BITE
22-01
PREFERRED BITE ORDER

General
In the maintenance manual MM ATA 22-01-10, there is a chart which should
help to identify which BIT built in test procedure is preferred for a fault in the
airplane system having BITE, or are monitored by other systems with BITE.
If there is more than one test available, the first mentioned test is the preferred
one you have to carry out.
BITE Tests for Non-FMS Systems

The FMS-BITE helps also to do troubleshooting in systems, who have no indi-
vidual BITE installed.
The following systems have not a built in test equipment installed:
LRRA ( Low Range Radio Altimeter )
DME ( Distance Measurement Equipment )
DADC ( Digital Air Data Computer )
VOR / ILS ( Radionavigation )
BITE Tests for Non-FMS Systems

This systems are called „other systems, or sensors“ and cannot be tested di-
rectly via the MCDU.
Anyway, since they provide data for the FMS, they also report status of the
data. So the FMC stores the CURRENT STATUS and INFLIGHT FAULTS of
this systems in its memory.
They may be interrogated in the FMS SENSOR pages of the FMC BITE.
For most of the systems is the DFCS BITE the preferred test.
Example:
For a pilot report in the Low Range Radio Altimeter System is the DFCS BIT
the preferred test you should do first.
For fault isolation interrogate the current status and inflight faults.
To verify the interface between the flight control computer and the specific sys-
tem do an interface-test.

FLIGHT MANAGEMENT SYSTEM B 737-300/400/500
FMS BITE
22-01
PREFERRED ORDER OF
FLIGHT DECK EFFECT
FMS BITE TESTS
ALL WARNINGS, CAUTIONS AND ABNORMALITIES OF
1. DFCS
A. AUTOPILOT AND/OR FLIGHT DIRECTOR 2. FMCS
B. MACH AND/OR SPEED TRIM (STABILIZER) 3. A/T
C. ALTITUDE ALERT 4. EFIS
ALL WARNINGS, CAUTIONS AND ABNORMALITIES OF A/T 1. A/T
2. DFCS
3. EFIS
ANY CDU FAIL ANNUNCIATION, OR AUTOFLIGHT STATUS 1. FMCS
ANNUNCIATOR ”FMC” LIGHT
ANY LOSS OF ATTITUDE/HEADING REFERENCES 1. IRS

2. EFIS
3. FMCS
4. DFCS
RADIO ALTIMETER FLAG OR UNREASONABLE DISPLAY 1. DFCS
2. A/T
3. EFIS
DME FLAG OR UNREASONABLE DISPLAY 1. DFCS
2. EFIS
DADC DISPLAYS UNREASONABLE 1. DFCS

2. FMCS
3. A/T
4. IRS
5. EFIS
RADIO NAV FLAGS 1. FMCS
2. DFCS
3. EFIS
Flight Deck Effect Preferred Order of FMS BITE Tests

MM 22-08-00/101
Figure 205 Preferred BITE Order and DFCS BITE Summary

AUTOFLIGHT B 737-300/400/500
FMS BITE
22-01
TROUBLE SHOOTING TREE

General Schematic
For fault isolation and verification of subsystems you find in the maintenance The following flow chart is also in A3 size as appendix available.
manual ATA 22-01-11 a flow chart for the troubleshooting.
Maintenance Action
It shows how to do troubleshooting in the system which are connected to the
flight management system FMS. Depending of the BITE test results, the troubleshooting could be carried out in
4 methods:
Replace LRU - Reverify Interface:
Before you start the troubleshooting, the following points should be considered:
– Replace and install the LRU according to the MM and do the installation-
Did the crew any system transfer? tests.
How was the electrical power supply configuration? – Additionally, according to the LIST Flight Deck Effect Preferred Order of
Where all circuit breakers closed? FM BITE Tests MM 22-08-00/101, the following tests also have to be car-
ried out:
– FMCS: Sensor Status
Now the trouble shooting process may be started. – DFCS: LRU Interface
– A / T: LRU Interface
You start with pilots fault report. – IRS: Current Faults
– EFIS: Current Status.
According to the trouble shooting flow chart, you start with FMS-BIT current
status and inflight fault interrogation. Interchange LRU with LRU on other Channel / System,
then reverify Interface:
If the FMS BITE finds a faulty LRU, but the system test at the LRU frontpa-
nel shows ok, you should interchange the LRU with an other one (if pos-
sible).
After it do a LRU INTERFACE test, do verify is the fault inside the LRU or is
it a interface problem.
Remate LRU in Electrical Receptacle. Reverify Interface:

It does a cold start in some systems and also verifies the proper contact of
pins and sockets of the shelf-receptacle.
If the fault does not move with the interchanged LRU:
Monitor Performance of LRU on Subsequent Flights (inflight fault of the sus-
pected to be faulty RLL).

AUTOFLIGHT B 737-300/400/500
FMS BITE
22-01
PILOT REPORT (PIREP) 1 BEFORE PROCEEDING TO NEXT STEP:

IF PIREP IS ASSOCIATED WITH DFCS PITCH AXIS, CHECK STABILIZER AND ELEVATOR RIGGING.
IF PIREP IS ASSOCIATED WITH DFCS ROLL AXIS, CHECK FLAPS AND AILERON RIGGING.
SELECT MOST APPROPRIATE SUBSYSTEM BITE
IF PIREP IS FOR INABILITY TO ENGAGE AUTOPILOT, CHECK CWS PITCH AND ROLL FORCE TRANSDUCER RIGGING.
ACCESS INFLIGHT FAULTS ON CDU SCREEN DISPLAY.

CHECK FOR LRU FAULTS ON FLIGHT CORRESPONDING
TO PIREP.
PERFORM CURRENT STATUS BITE TESTS.
FOR CURRENT STATUS FAILURE, OPERATE SELF-TEST ON AS REQUIRED FOR PIREP AND/OR FLIGHT FAULT;
LRU, OR TEST LRU ON OTHER SUBSYSTEM BITE OPERATE SELF-TEST ON LRU, OR TEST USING OTHER
SUBSYSTEM BITE
CURRENT NO 1
STATUS
FAILURES
YES YES TEST NO
WAS PASSED
INFLIGHT NO
FAULT
CONFIRMED
ACCESS INFLIGHT FAULTS ON CDU SCREEN DISPLAY.
CHECK IF SAME LRU FAULT OCCURRED ON RECENT
YES MULTIPLE FLIGHTS.
NOTE: DFCS AND AUTOTHROTTLE:

____
OPERATE SELF-TEST ON LRU, OR TEST LRU ON OTHER ACCESS ENGINEERING CODE 300 FOR MULTIPLE
SUBSYSTEM BITE REPLACE LRU.
FLIGHT DATA. REVERIFY INTERFACE.
RECENT
YES TEST NO MULTIPLE NO
FLIGHT
PASSED FAULTS
YES
IF LRU HAS ELECTRICAL RECEPTACLE:

OPEN LRU CIRCUIT BREAKERS.
REMATE LRU IN ELECTRICAL RECEPTACLE.
CLOSE LRU CIRCUIT BREAKERS.
REVERIFY INTERFACE.
Pictures takem from MM 22-01-11

CAN
LRU BE YES
INTERCHANGED
NO
INTERCHANGE LRU WITH LRU ON OTHER CHANNEL/SYSTEM.
THEN REVERIFY INTERFACE
CHECK IF FAULT FOLLOWS LRU TO NEW LOCATION
INTERCHANGE LRU (IF POSSIBLE) WITH LRU ON OTHER YES FAULT NO

CHANNEL/SYSTEM. THEN REVERIFY INTERFACE. FOLLOWS
OR LRU
IF LRU HAS ELECTRICAL RECEPTACLE:
OPEN LRU CIRCUIT BREAKERS.
REMATE LRU IN ELECTRICAL RECEPTACLE.
CLOSE LRU CIRCUIT BREAKERS. REPLACE LRU. REPLACE LRU. REPLACE LRU.
REVERIFY INTERFACE. REVERIFY INTERFACE. REVERIFY INTERFACE. REVERIFY INTERFACE. MONITOR PERFORMANCE OF LRU ON SUBSEQUENT FLIGHTS.
Figure 206 Trouble Shooting Tree

Page: 405
FMCS B 737-300/400/500
FMS BITE
34-62
BITE-TROUBLESHOOTING PILOSOPHIE; USING MCDU

introduction Maintenance BITE Index
The Flight Management System Built-In Test Equipment ( FMS-BITE ) allows With the MCDU you can do the BITE in the previously named five Subsystems.
the maintenance to ask for memorized failures and to do some tests. After selection of the Maintenance BITE Index you get all five systemsdis-
Two Multipurpose Control Display Units ( MCDU ) are used to insert data or played.
select the required action for the FMS. Figure 1 will show the Maintenance BITE Index.
FMS
The Flight Management System is used to calculate the navigation data for the Philosophy
display and the autoflight system. Any failure display during the flight will force the pilot to write down this error in
The ATA-Chapters are: the technical log book, the PILOTS REPORT ( PIREP ).
FMCS ( Flight Management Computer System, ATA 34-62 ) The FMS-BITE ( Maintenance Manual ATA 22-01 ) presents a structure to
The Flight Management Computer calculates out of many data in conjunc- make the trouble shooting easy.
tion with the memorized data of the flight profil. It will give you the instructions to do the necessary Tests .
DFCS ( Digital Flight Control System, ATA 22-11 ) After the maintenance action ( LRU change ) you can veryficate with FMS-
The Autopilot controls the Ailerons , Elevators and the Stabilizer. BITE that the failure has gone.
A / T ( Autothrottle, ATA 22-31 )
The Autothrottle controls the throttles.
IRS ( Inertial Reference System, ATA 34-28 )
The IRS will calculate the Attitude, Heading und Present Position.
EFIS ( Electronic Flight Instrument System, ATA 34-22 )
Thes EFIS will display all needed actual air situation data ( such as Hea-
ding, Attitude etc. ).

FMCS B 737-300/400/500
FMS BITE
34-62
MAINT BITE INDEX 1/1
< FMCS
< DFCS
<A/T
< IRS
< EFIS
< INDEX
BRT
INIT
REF RTE CLB CRZ DES
MENU LEGS DEP HOLD PROG EXEC

ARR
N1 FIX
LIMIT A B C D E
C
A PREV NEXT M
PAGE PAGE S
L F G H I J
L G
W
W
1 2 3 K L M N O
F
A 4 5 6 P Q R S T
I
L A
W
7 8 9 U V W X Y
. 0 +/- Z SP DEL / CLR
MCDU
Figure 207 MCDU with Maintenance BITE Index

FMCS B 737-300/400/500
FMS BITE
34-62
BITE ARCHITECTURE
The BITE is digital connected with the navigation part of FMS and only for the
IRU‘s an Digital Analog Adapter ( DAA ) is connected in between.
By using the MCDU you can select any special BITE part to
ask for current status
ask for memorized failures
do some tests
The five systems are able to memorize own and other aircraft systems failures
( e.g. LRRA).

FMCS B 737-300/400/500
FMS BITE
34-62
FMCS BI TE 1/ 1

<DI SCRETES I RS MONI TR>
FMCS BI TE <FI XED1/OU
1TPUTS
 CRZ DES
CLB
REF
<DI SCRETES I RS MONI TR >
DEP EXEC
<FI XED OUTPU TS LEGS ARR HOLD PROG
MENU
<I NDEX N1
LIMIT FIX
A B C D E
C
PREV NEXT M
A PAGE PAGE BRT
F G H I J S
L
INIT G
REF RTE W
LCLB CRZ DES
W
MENU LEGS DEP 1 2

HOLD
3
PROG
K
EXEC L M N O
FARR
N1 A 4 5 6 P Q R S T
LIMIT FIX I
L A A B C D E
C PREV NEXT W
A 7 8 9 U V M W X Y
PAGE PAGE S
L F G H I J
G
L W . 0 +/- Z SPW DEL / CLR
1 2 3 K L M N O
F
A
I
L A
4
7
5
8
6
9
P
U
Q
V
R
W
S
X
T
Y
W FMC ( BITE-Part )
. 0 +/- Z SP DEL / CLR
MCDUs
FMS Subsystems
( digital )
DAAs
TEST RESET
EFIS SYMBOL
TEST GENERATOR RESET
EFIS SYMBOL
GENERATOR
Flight Control Computers A/T Computer FMC ( Flight Management Part ) IRUs Symbol Generators
Other A/C Systems

(digital or analog )
Sys. 1 Sys. 2 Sys. 3 Sys. 4 Sys. 5 Sys. 6 Sys. X
...
Figure 208 General Schematic
FMCS B 737-300/400/500
FMS BITE
34-62
Subsystem Selection General
The selection of the specific BITE is done on the Maintenance BITE Index.
Following subsystems are available:
Digital Flight Control Sytem ( see autoflight for details )

DFCS Left
DFCS Right ( über DFCS Left )
Mode Control Panel ( über DFCS Left oder Right )
Inertial Reference System ( see IRS for details )

IRU Left ( über DAA Left )
IRU Right ( über DAA Right )
Electronic Flight Instrument System ( see EFIS for details )

EFIS Symbol Generator Left
EFIS Symbol Generator Right
Autothrottle Computer ( see ATS for details )
Flight Management Computer System

BITE Interface
The selected subsystem will answer the FMC.This answer is then transmitted
via the FMC-06 bus to the MCDUs and the BITE Menü is displayed.
All other commands from the push buttons are transmitted the same way.

FMCS B 737-300/400/500
FMS BITE
34-62
BITE DFCS BITE

MAIN BITE INDEX 1/1 RESPONSE-L STIM
1L <FMCS BITE FCC-L DFCS BITE
2L <DFCS RESPONSE-R STIM
3L <A/T
4L <IRS FCC-R A/T BITE
5L <EFIS STIM
6L <INDEX
MCP A/T CMPTR
IRU-L OR
IRS BITE INDEX IRU (L+R) IRU-L
BITE STIM TEST STIM
1L <IRS L
2L <IRS R FIXED
3L <IRS L+R OUTPUTS
6L <INDEX
IRU-L
TO FLIGHT
DAA-L INSTRUMENTS
EFIS BITE TEST
1L <EFIS LEFT BITE IRU-R OR
2L <EFIS RIGHT BITE IRU (L+R) IRU-R
3L <SELF TEST BITE STIM TEST STIM
4L <INTERFACE TEST FIXED
OUTPUTS
6L <INDEX
IRU-R
DISPLAY TO FLIGHT
DATA INSTRUMENTS
FMC-06 RX FMC-06 DAA-R
CDU TX EFIS-L OR
CDU EFIS (TEST)
BITE STIM
MCDU
EFIS-L SG
CDU RX EFIS-R OR
IRS EFIS (TEST)
FMC-06 TX BITE RESPONSE BITE STIM
BITE REQ
DFCS EFIS-R SG
EFIS
BITE REQ A/T
IRU-L/DAA-L
BITE REQUEST
IRU-R/DAA-R
EFIS-L
EFIS-R
EFIS-R BITE REQ
FMC-09
EFIS (TEST) BITE REQ
EFIS-L BITE REQ
FMC-08
EFIS (TEST) BITE REQ
IRU-R BITE REQ
FMC-02
IRU (L+R) BITE REQ
IRU-L BITE REQ
IRU (L+R) BITE REQ
FMC-01
A/T BITE REQ
DFCS BITE REQ
FMC
Figure 209 FMS BITE Block Schematic
Page: 411
AUTOFLIGHT B 737-300/400/500
FMS BITE
34-62
MAINTENANCE BITE INDEX ACCESS

Operation
After ground power on the aircraft the Power Up Test will start and the IDENT
Page displayed.
To get to the Maintenance BITE index you have to select the below shown
pages.
Now one of the displayed Bites can be selected.
Index
This is no Bite , if you press it you will return to the previous page.
Maintenance BITE Preconditions :

Aircraft on Ground
External power on Aircraft
Ground Speed < 20 kts.

AUTOFLIGHT B 737-300/400/500
FMS BITE
34-62
IDENT POS INIT

THE IDENT 1/1 PAGE IS SHOWN 1/ 1 1/ 2
AS AN EXAMPLE ONLY, AS THE MOD E L E NG RA T I NG CDU KEY L A ST POS
737- 30 / 0
/ 20/ K N4 7 3 2 . 4 W1 2 2 1 8 . 7
PAGE IS THE FIRST PAGE
N A V DA T A ACT I V E REF AI RPORT
DISPLAYED WHEN POWER-UP T B C 6 8 2 /0 4 /0 1 MA R 1 8 A P R 1 4 / 8 9 - - - -
TESTS ARE COMPLETED
A P R 1 5 MA Y 1 2 / 8 9 INIT
S E T I RS POS
OP P R OGR A M REF
5 3 /0 /0 /0 5 - V M2 - /0 1 . .
S U P P DA T A GMT
A P R1 7 / 8 9 1432. 2Z 11/ 16
6L - - - - - - - - - - - - - - - - - - - - - - - -
 
2
AIRPLANE ON GROUND
(SQUAT SWITCH IN SQUAT POSITION) YES PROVIDES INITIALIZATION
ACCESS TO MAINTENANCE BITE
INPUT OF REFERENCE POSITION,
INDEX IS INITIATED WHEN THE
AIRPLANE ELECTRICAL POWER FOR IRS ALIGNMENT
INIT/REF KEY IS PRESSED.
POWER-UP THE KEY MAY BE PRESSED WHEN
TEST ANY CDU PAGE IS DISPLAYED
IRU L: NAV MODE AND
PASSED
GROUND SPEED LESS
THAN 20 KNOTS INIT / REF INDEX MAINT BITE INDEX
1/ 1 1/ 1
NO
IRU R: NAV MODE AND < F MCS
GROUND SPEED LESS
THAN 20 KNOTS < POS < DF CS
< PE RF < A/ T
FMC GENERATED
GROUND SPEED LESS 1 < T A KE OF F < I NDE X
3
< A CA RS 10
1 FMC GENERATED GROUND SPEED
LESS THAN 20 KNOTS IF: < A CMS
INIT/REF INDEX: MAINT BITE INDEX:
1. VELOCITIES FROM IRUs ARE PERMITS SELECTION OF PERMITS SELECTION OF BITE PROCESSES
AT FAIL OR NCD, OR FMCS FUNCTIONAL MODES FOR INDIVIDUAL FMS SUBSYSTEMS

2. IRU NOT TURNED ON
3. NO IRUs INSTALLED
2 PERF INIT PAGE WILL BE DISPLAYED
IF IRS IS ALIGNED
8 AIRPLANES WITH FMC OP PROGRAM 548925-08-01 AND ON;
3 WHEN FMCS IS IN AIR, MAINT> IS NOT INDICATES FMC POS INIT 1/2 WILL READ POS INIT 1/3
DISPLAYED (LSK 6R), AND THE MAINT FAILURE
BITE INDEX PAGE IS NOT ACCESSIBLE.
10 IF IT IS INSTALLED
Figure 210 Maintenance BITE Index Access

Page: 413
AUTOFLIGHT B 737-300/400/500
FMS BITE
34-62
SUBSYSTEM MENUS
General
The FMS BITE Procedures are discribed on the pages 500 in the Maintenance
Manual .
This subchapters will list up all needed information to do the Bite:
FMCS: 22-02-10
DFCS: 22-03-10
A / T: 22-04-10
IRS: 22-05-10
EFIS: 22-07-10
BITE Entry
Special preconditions are needed for the DFCS BITE and the A/T BITE, you
will find these also in the above listed subchapters.
Page Number
If more then one page is present you can select the next or previous page by
using the push button.

AUTOFLIGHT B 737-300/400/500
FMS BITE
34-62
MAINT BITE INDEX 1/ 1

FMCS BITE 1/ 1 EFIS BITE TEST
< F MCS
 < EFI S < I NT E RF A CE T E S T
< F I X E D OUT P UT S < I NDE X
< I NDE X < I N DE X
Maintenance BITE Index

FMCS BITE Index EFIS BITE Index
see EFIS
DFCS BITE TEST 1/ 2 A / T BITE TEST 1/ 2 IRS BITE INDEX

L I N E MA I NT
< CU RR E NT S T A T US < CU RR E NT S T A T US < I RS L
< I NF L I GHT F A UL T S < I N F L I GH T F A U L T S < I RS R
< L R U I NT E RF A C E < L R U I NT E RF A C E < I RS L + R

< L A ND V E RI F Y
< I NDE X < I N DE X < I ND E X
DFCS BITE Line Maintenance Test Page A / T BITE Test Index IRS BITE Index
see DFCS see ATS see IRS
Figure 211 Subsystem Menu Selection
AUTOFLIGHT B 737-300/400/500
FMS BITE
22-02
BITE SUMMARY
You must do all the necessary conditions before you can get access to the
BITE test.
FMC Power-Up and Access to Maintenance BITE Index, shows all the neces-
sary conditions for the BITE TEST.
The FMCS BITE includes these tests:

(a) The INFLIGHT FAULT test gives a failure history of the LRUs which supply
data to the FMC, during the last nine flights.
This test also identifies the FMCS internal failures which occured during the
on-ground period since the end of last flight.
The access code 300 permits the operator to get access to the engineering
data of each inflight failure.
(b) The CDU test includes a key test and display test. The key test makes
sure that all the keys on the CDU are operated correctly. the display test give a
check of all display locations on the CDU and character set.
(c) The SENSOR STATUS test gives the status of all sensor inputs to the
FMC.
The access code 100 permits the operator to get the engineering data of the
sensor which had a steady-state or intermittent failure.
The CLR DISPLAY key on the CDU permits the operator to clear a failure data
from the engineering data page.
(d) The ANALOG DISCRETES test gives information about the status of the
inputs to the FMC
(e) The FIXED OUTPUTS (FMCS) test gives the output test values to these
units:
Autoflight status annunciators
Thrust mode annunciator
N1 indicators
EHSI
CDU
(f) The Performance Factors test is not part of BITE, but it is accessed
through BITE.
While the airplane is in the air, you must not change the performance factors.
(g) The IRS Monitor test is not part of BITE, but it gives the display of IRS
position error rate after each flight.

AUTOFLIGHT B 737-300/400/500
FMS BITE
22-02
LSK 3L
FAULT 1 CURRENT STATUS OF DADC/IRS/DFCS/
SENSOR
ISOLATION DAA/CLOCK/DME/NAV RCVR/FUEL/EFIS/CP/ACARS 3
STATUS
INPUTS TO THE FMC
LSK 1L
CODE 300
INFLIGHT INFLIGHT GROUND
LSK 6R
FAULTS FAULTS STATUS FLT 01 FLT 09
SUMMARY SELECT FLT ”G”
LSK 3L
VERIFICATION 1 CURRENT STATUS OF DADC/IRS/DFCS/
SENSOR
TESTS DAA/CLOCK/DME/NAV RCVR/FUEL/EFIS/CP/ACARS 3
STATUS
INPUTS TO THE FMC
LSK 2L
KEYBOARD TEST
CDU TEST 2
FMCS BITE 1/1 DISPLAY TEST
LSK LSK
1L <INFLT FAULT 1R LSK 4L
2L <CDU TEST 2R
CURRENT STATE OF ANALOG DISCRETE
3L <SENSORS PERF FACTR> 3R DISCRETES
INPUTS TO THE FMC
4L <DISCRETES IRS MONITR> 4R
5L <FIXED OUTPUTS 5R
6L <INDEX 6R LSK 5L
FIXED FIXED VALUES ARE SHOWN ON THE FLIGHT DECK

OUTPUTS INSTRUMENTS
LSK 3R
PERFORMANCE
FACTOR
1 USE THE ACCESS CODE 100 TO GET ACCESS TO THE ENGINEERING DATA
LSK 4R 2 NOT USED FOR NORMAL MAINTENANCE
3 AIRPLANES WITH ACARS

IRS MONITOR
Figure 212 FMCS BITE Summary

AUTOFLIGHT B 737-300/400/500
FMS BITE
22-02
SHOWS THE STATUS

OF ALL SENSOR
F MC S S E N S O R ST AT US 1 / 2 INPUTS TO THE FMC F MC S S E NS OR E NGN DAT A1 / 1
L RU L EFT RI GHT
VHF NAV OK OK ADC- L S 1 8 /0 /0 Z
D ME OK OK B A RO AL T 1 SSM
ADC FAI L OK 6R VHF N- R I 1 8 3 0

/ Z
I RS OK OK L OC D E V I A T I ON SSM
1 0 0
DF CS OK - -
GPS 1 OK FAIL ADC- L S 1 8 3 5 Z
PARI T Y
F UEL S UM OK - - -
C L OC K OK - - - CDU KEYS

CDU KEYS
PREV NEXT SHOWS THE ENGINEERING DATA

PAGE PAGE FOR LRUs WHICH HAVE STEADY-STATE
FAILURES OR INTERMITTENT FAILURES
F MC S S E N S O R ST AT US 2 / 2
L RU L EFT RI GHT
EF I S/ CP OK OK
DAA OK OK
ACARS 2 OK - - - - AIRPLANES WITH GLOBAL POSITIONING SYSTEM
1
(GPS) INSTALLED.
2 AIRPLANES WITH ACARS
< I NDE X SHOWS THE STATUS

OF ALL SENSOR INPUTS
TO THE FMC
Figure 213 Sensor Status

AUTOFLIGHT B 737-300/400/500
FMS BITE
22-02
LINE
F MCS B I T E 1/ 1 SELECT F MCS I N F L I GHT F A UL T 1 / 3
L RU
 DME L EF T 12 CODE 300
DME RI GHT 12 SEE NEXT PAGE
< DI S CRE T E S I RS MONI T R > <INFLT FAULT F UE L S 3
E F I S / CP L E F T
< F I X E D OUT P UT S E F I S / CP RI GHT 2 5 9
< I NDE X < I NDE X
SHOWS A LIST OF ALL LRUs, WHICH

FMCS BITE INDEX SUPPLY DATA TO THE FMCS, AND THEIR CDU
FAILURE HISTORY. THE FMC MEMORY PREV NEXT KEYS
KEEPS THE FAILURE HISTORY FOR THE PAGE PAGE
LAST NINE FLIGHTS, EVEN IF YOU
REPLACED THE DEFECTIVE LRU.
F MCS I N F L I GHT F AUL T 3 / 3 F MCS I N F L I GHT F A UL T 2/ 3

L RU PREV L RU
F MC G V HF N L EF T 12345678 9
CDU L EF T PAGE V HF N RI GHT 2
CDU RI GHT I RS L EF T
A CA RS 1 56 I RS RI GHT 1
NEXT DA A L EF T 9
PAGE DA A RI GHT 7
< I NDE X < I NDE X
SHOWS A LIST OF ALL LRUs, WHICH

SUPPLY DATA TO THE FMCS, AND THEIR
FAILURE HISTORY. THE FMC MEMORY
1 SHOWN ONLY IF ACARS INSTALLED KEEPS THE FAILURE HISTORY FOR THE
LAST NINE FLIGHTS, EVEN IF YOU
REPLACED THE DEFECTIVE LRU.
Figure 214 Inflight Faults 1

Page: 419
AUTOFLIGHT B 737-300/400/500
FMS BITE
22-02
F MCS F L I GHT SE L ECT 1 / 1

< F L I GHT G F L I GHT 5 >
< F L I GHT 1 F L I GHT 6 > LSK SELECTION, <FLIGHT G OR
6R <FLIGHT 1 THRU FLIGHT 9>
FROM PREVIOUS < F L I GHT 2 F L I GHT 7 >
3 0 0
PAGE < F L I GHT 3 F L I GHT 8 >
< F L I GHT 4 F L I GHT 9 >
CDU KEYS
< I NDE X
PERMITS SELECTION OF
THE FLIGHTS OR ON-GROUND
PERIOD FOR THE FMCS
FAILURE DISPLAYS
F MCS F L I GHT N 1/ 2
A DC- R S 10/ 10
/ Z
B ARO AL T 1 SS M
SHOWS THE LRU FAILURE, TYPE I RS - L S 1630 / Z
OF FAILURE, AND TIME WHICH P I T CH A NGL E RA T E
THE FAILURE OCCURRED
F MC I 1143Z
CPU- N
< I NDE X
Figure 215 Inflight Faults 2

AUTOFLIGHT B 737-300/400/500
FMS BITE
22-02
F MC S CD U T E S T 1/ 1 F MC S K E Y T E S T 1/ 1
I NI R T E C L B CR Z DE S
D I R L E G D E P HOL P R O E X E
1 L N1 FI X AB CD E 1R
2 L P RE N E X F GHI J 2R
5L 3L 123 K L MN O 3R
4L 456 P QRS T 4R
5L 789 UV WX Y 5R
< KEY TEST 6L . /0 + Z D/ C 6R
- - - - - - - - - - - - - - - - - - - - - - - -
< KEY T EST DS P L Y T E S T > P US H K E Y S T O T E S T
K E Y K E Y I ND I CA T E S V A L I D
< I ND E X < C DU T E S T
” A ” K E Y P US HE D
PERMITS SELECTION GIVES THE TEST OF ALL

OF THE CDU TESTS THE CDU KEYBOARD KEYS,
AND LINE SELECT KEYS
LINE
F MCS B I T E 1/ 1 - - - _- F MCS - D S P L Y - T E S T - - - - -
SELECT
89_ X X ! ” & 0 & %’ ( ) * + , - . / 0/ 1234
 ? A B CD _ EF _ GH I J K L
MN OP QR S T UV WX Y Z [ K ] T A B C DE
< C DU T E S T F_ GHI
___ J_K_L_MNOP
_ _ _ QRS T U _V WX Y Z D
2L 5R /0 1 2 3
_456789 X /0 1 2 3 4 5 6
< S E N S ORS P ERF F A CT R > 789X _ X ! ” & 0 & %’ ( ) * + , - . / /0 1 2 3
4 5 6 7 8 9 : ; < = > ? A BC_ DE _ F GHI J K
< D I S CR E T E S I RS MON I T R > <CDU TEST DISPLY TEST > L MNOP QRS T U V WX Y Z [ K ] T A B CD
EF _ GH__I _
J_K_L_MN__OP_ QR S T UV_ WX Y Z D
< F I X E D OUT P U T S / 123456789
0 X0 / 12345
- - - - - - - - - - - - - - - - - - - - - - - -
< I ND E X < C DU T E S T - - - - - - - - - - - - - - -
- - - - - - - - - - - - - - - - - - - - - - - -
FMCS BITE INDEX SHOWS THAT THE CDU DISPLAY

CAN SHOW ALL THE CHARACTERS.
Figure 216 CDU Test

Page: 421
AUTOFLIGHT B 737-300/400/500
FMS BITE
22-02
SHOWS EXAMPLE OF THE

STATE OF ANALOG DISCRETE
INPUTS TO THE FMC
LINE
F MC S B I T E SELECT F MC S A N A L O G D I S C 2/ 4
1/ 1 F MC S A N A L O G D I S C 1/ 4
KEY L E F T R I GH T NEXT
< I NF L T F A UL T ECS P ACK ON OF F A S S U ME D T E MP E NA B L E
PAGE CA A F L T R U L E S DI S A B L E
ECS P ACK H/ L LO HI
< C DU T E S T I S OL V A L V E OP K I L OGR A M OP T I ON ENABLE
C O WL A / I C E OF F ON MA G/ T R U E MA G
4L OM E G A OF F
< S E N S OR S P ERF F A C T R> WI N G A / I C E OF F
OL E O S WI T C H GN D S R CE / D E S T I D E N T L EF T
< DI S CRET E S I R S MON I T R > <DISCRETES A U T O / MA N V OR PREV AS PI RA T E D T A T E NA B L E
MAN MA N ENABLE
A U T O / MA N D ME MAN MA N F R E Q S C A N D ME
PAGE 0 C / 0 F D E F A UL T 0C
< F I X E D OU T P U T S F R Q A GI L D ME OF F OFF
P MC ON OF F EF I S I NS T A L L E D ON
< I ND E X < I NDE X < I ND E X
SHOWS EXAMPLE OF THE CDU KEYS

FMCS BITE INDEX SHOWS EXAMPLE OF THE
STATE OF ANALOG DISCRETE PREV NEXT
INPUTS TO THE FMC PAGE PAGE
INPUTS TO THE FMC
F MC S A N A L O G D I S C 4/ 4 F MC S A N A L O G D I S C 3/ 4
V OR I N H I B I T E NA B L E NEXT V MO/ MMO 340/ / . 82

F L I G H T N U MB E R E NA B L E PAGE MA I N T T E S T DI S A B L E
T OGA R W P OS U P D E NA B L E
T A K E O F F P R OF I L E E NA B L E N O. 1 N O. 2
E N GI N E B L E E D OF F ON
T A K E OF F S P E E D S E NA B L E
NA V A I D S U P P R E S S E NA B L E L EFT R I GH T
S E L C R S I N HI B I T DI S A B L E VH F / NA V T E ST OF F OF F
PREV
PAGE
< I NDE X < I ND E X
SHOWS EXAMPLE OF THE

INPUTS TO THE FMC
Figure 217 Discretes Analog

Page: 422
AUTOFLIGHT B 737-300/400/500
FMS BITE
22-02
LINE
F MCS B I T E 1/ 1 SELECT F MC S F I X E D OUT P U T S
KEY

” CL B” OF F
” - - - ” ON
< D I S C RE T E S I R S MON I T R > <FIXED OUTPUTS ” C ON ” OF F
” T O” OF F
< F I X E D OUT P UT S
” GA ” OF F
AA ” F MC ” ON
< I ND E X < I ND E X
SHOWS THE FIXED OUTPUTS

FMCS BITE INDEX
OF SPECIFIED PARAMETERS
WHICH ARE ALSO SHOWN
ON THE FLIGHT DECK DISPLAYS
Figure 218 Fixed Output

AUTOFLIGHT B 737-300/400/500
FMS BITE
22-02
LINE
F MC S B I T E 1/ 1 P E RF F A CT ORS 1/ 1
SELECT
P E F R C OD E
 +0 / . 0 / 30 / 0/
MN V R MA R GI N CR Z
< DI S CR E T E S I R S MON I T R > 1. 30 / 1 /0 0/
4R MI N C R Z T I ME E NG OU T
< F I X E D OU T P U T S 1 1 /0 /0
< I NDEX < I NDEX - - -
FMCS BITE INDEX EXAMPLE OF A PAGE THAT SHOWS THE PERFORMANCE

FACTORS AND ALSO PERMITS THE AIRLINES TO
CHANGE THE VALVES OF THE PERFORMANCE FACTORS.
I RS MONI T OR 1/ 1
I RS L
2 . 5 N M/ H R
I RS R
2 . 9 N M/ H R
< I NDEX
EXAMPLE OF A PAGE THAT SHOWS THE

POSITION ERROR RATE (NAUTICAL
MILES PER HOUR) FOR EACH IRS
Figure 219 Perf. Factor & IRS Monitor

AUTOFLIGHT B 737-300/400/500
FMS BITE
22-02


AUTOPILOT B 737-300/400/500
FMS BITE
22-01
MAINTENANCE EXCEPTIONS
No rules without exceptions. Not for every flight deck effect the trouble shooting Excample:
tree is the right way to trouble shoot. Next page see exceptions for FMCS and DFCS.
The maintenance manual 22-01-11 will list all exceptions for :
Flight Deck Effects, without any maintenance action,
What to do with this MCDU message.
Tells you the way of trouble shooting if more than one LRU is invalid.
Please read this exceptions prior trouble shooting.

AUTOPILOT B 737-300/400/500
FMS BITE
22-01
1. ____
FMCS
A. ALL FMCS BITE MESSAGES (EXCEPT THOSE LISTED BELOW) REQUIRE MAINTENANCE ACTION. REFER TO FMS
BITE - TROUBLE SHOOTING TREE (FIG. 4), FOR RECOMMENDED TROUBLE SHOOTING PROCEDURE.
B. FMC (FAILURE) MESSAGE:

IT IS NOT POSSIBLE TO ACCESS ANY FMS SUBSYSTEM BITE WITH A FAILED FMC. IF FMC (FAILURE)
MESSAGE IS DISPLAYED ON THE CDU, OPEN FMC CIRCUIT BREAKER (P18 PANEL) FOR AT LEAST 30 SECONDS.
AFTER CIRCUIT BREAKER IS CLOSED, VERIFY THAT IDENT 1/1 PAGE IS DISPLAYED ON CDU. THIS INDI-
CATES THAT FMC HAS BEEN RESTORED TO NORMAL OPERATION, AND BITE CAN NOW BE ACCESSED. IF CDU
STILL INDICATES A FAILED FMC, REPLACE FMC.
NOTE: IF FMC IS RESTORED TO NORMAL OPERATION (FOLLOWING THE FMC FAILURE MESSAGE ON CDU);
____
REFER TO FMS BITE - TROUBLE SHOOTING TREE (FIG. 4) FOR RECOMMENDED CRITERIA FOR
REPLACING THE FMC.
2. ____
DFCS
A. ALL DFCS BITE MESSAGES (EXCEPT THOSE LISTED BELOW) REQUIRE MAINTENANCE ACTION. REFER TO FMS
BITE - TROUBLE SHOOTING TREE (FIG. 4), FOR RECOMMENDED TROUBLE SHOOTING PROCEDURE.
B. DFCS BITE EXCEPTIONS (NO REQUIRED MAINTENANCE ACTION):

FLIGHT DECK EFFECT
__________________ ___________________
MONITOR DESCRIPTION MESSAGE (LRU DIAGNOSTIC)
________________________
GROUND FAULT (ALL MESSAGES) FCC-1 OR FCC-2
AUTOPILOT ENGAGE AUTO STAB TRIM - CUTOUT STAB TRIM RLY
ATTEMPT
1
1 NO MAINTENANCE REQUIRED IF FAULT IS DUE TO AUTO

STAB TRIM CUTOUT SWITCH IN ”CUTOUT” POSITION
Maintenance Exceptions to FMS BITE Messages

Figure 5 (Sheet 1)
Figure 220 Maintenance Exceptions ( FMCS and DFCS )

NAVIGATION 737-300/400/500
GLOBAL POSITIONING SYSTEM (GPS)

34-58
34-58 GPS SYSTEM

- INTRODUCTION
Purpose
The global positioning system (GPS) uses navigation satellites to supply air-
plane position to airplane systems and to the flight crew.
Abbreviations and Acronyms
iRU — inertial reference unit pos —position
AMP —amplifier PPS —precision positioning service
ARINC —Aeronautical Radio, Inc. rcvr —receiver
A/D —analog to digital RF —radio frequency
BITE —built—in test equipment SAT —satellite
MCDU —multipurpose control display unit SPS —standard positioning service
C0NV —convertor ss —single shot
dc —direct current sta —station
DET —detection UTC —universal time (coordinated)
D/A —digital to analog tBIAS —clock bias
ELEC —electrical V —volts
FMC —flight management computer
GPS —global positioning system
IRS —inertial reference system
nav —navigation
NCD —no computed data
NVM -non volatile memory

NAVIGATION 737-300/400/500

34-58
Figure 221 GPS INTTRODUCTION

NAVIGATION 737-300/400/500

34-58
GPS - GENERAL DESCRIPTION

General GPS - ANTENNA
GPS basically comprises of a receiver and a navigation unit. The receiver is fix
General
tuned to satellite frequencies.
No further control by crew is necessary. The GPS antennas receive L-band frequency signals (1575.42 MHz) and
sends them to the EGPWS-GPS computer.
Present Position is only used to shorten the alignment (synchronization) time to
the satellite The antenna contains an integrated preamplifierer to increase the signal level
to the EGPWC-GPS computer.
The global positioning system (GPS) calculates this data:
The antenna preamplifiers use 12v dc which are provided by the power supply
Latitude
in the EGPWC.
Longitude
Altitude
Accurate time
Ground speed.
In the 737-classic, there is only one GPS system installed.
The GPS is found in the enhanced ground proximity warning computer
(EGPWC).
Allied Signal, the manufacturer of the EGPWC, simply found that this box has
enough space to add the GPS-control-card.
The antenna receives satellite signals and sends it to the EGPWC, GPS.
The EGPWC calculates the airplane position (lat, long. alt), ground speed and
accurate time.
This data are used in the EGPWC for precise terrain warning functions and are
sent to the flight management computer system (FMCS).
The FMCS uses GPS and navigation radio position with inertial reference data
to calculate the best airplane position.
The IRS master caution unit gets GPS data from EGPWC.
It causes the GPS fail light on the IRS mode select unit to come on when the
GPS-function in the EGPWC failed.
This light illuminates because the GPS fail light is found on the IRS-MSU
(mode selector unit).

NAVIGATION 737-300/400/500

34-58
115V AC
ELEX BUS 1
C629 GND POWER EXTERNAL
FAULT
PROX WARN ENHANCED
COMPUTER
OK
P18-1 CIRCUIT
COMPUTER
BREAKER PANEL FAIL
IRU 1 IRS
MASTER
CAUTION UNIT
GPS FAIL
ANTENNA POWER
GPS RECEIVER
COAXIAL CABLE RECEIVE CIRCUIT CARD
GPS RECEIVED
DATA
GPS ANTENNA

IRU 2
WARNING COMPUTER (EGPWC) FMC
Figure 222 GPS GENERAL DESCRIPTION
NAVIGATION 737-300/400/500

34-58
GPS - THEORY OF OPERATION

GPS Segments The monitor stations track the satellites 24 hours a day.
The GPS has these three segments: The master control station remotely controls the monitor stations through
on-line connections.
Satellite
The monitor stations are in these locations:
User
Ascension island
Control.
Colorado Springs
Satellite Segment Diego Garcia island
The satellite segment is a group of satellites that orbit 10 900 nautical miles Hawaii
above the earth.
Kawajalein island.
Each satellite makes an orbit once every 12 hours.
The monitor stations receive the same information from the satellites that the
There are 21 operational satellites and 3 spares.
GPS receiver unit in the airplane receives.
The satellites continuously transmit radio signals with navigation data, range
The monitor stations do these things:
code, and the exact time.
Record the accuracy of the satellite clocks
User Segment Collect and relay to the control station meteorologic data such as barometric
The user segment is the GPS receiver unit on the airplane. It receives the sat- pressure, temperature, and dew point. The master control station uses this
ellite signals. The GPS uses the satellite data to calculate the airplane position. data to calculate the tropospheric signal delay
Continuously measure the ranges to all visible satellites. The master control
Control Segment
station uses this data to calculate and predict the satellites orbits.
The control segment has control and monitor stations on earth that continu-
ously monitor and track the satellites. The master control station uses the upload stations to send this data:
The control segment does these things: Orbit correction commands to the satellites. The satellites use control rock-
ets to correct their orbits
Monitor and correct satellite orbits and clocks
The navigation message to the satellites.
Calculate and format a satellite navigation message. This message has
up-to-date descriptionsof the satellites future positions, and acollection of The upload stations are in Ascension island, Diego Garcia island, and Kawaja-
the latest data on all GPS satellites lein island.
Update the satellite navigation message regularly. GPS Accuracy

The control segment has one master control station and five monitor stations. Civilian users have access to standard positioning service (SPS).
Three of the monitor stations are also upload stations. – SPS has an accuracy of 15 — 25 meters for 95% of the position fixes.
The master control station is in Colorado Springs, USA. For security reasons, the American Department of Defense intentionally de-
The master control station is the operational center of the GPS. The master grades the accuracy for civilian users to 100 meters for 95% of the fixes.
control station controls all operations in the control segment. The master con- Military users have access to precision positioning service (PPS).
trol station has an atomic clock, this clock is the reference for the GPS. – PPS has an accuracy of 18 meters or less for 95% of the fixes.

NAVIGATION 737-300/400/500

34-58
21 SATELLITES plus 3 SATELLITES in spare

Figure 223 GPS THEORY OF OPERATION

NAVIGATION 737-300/400/500

34-58
Ranging GPS Time
The GPS receivers use the principle of ranging to measure the distance be- All the satellites synchronize to universal time (coordinated) (UTC).
tween the receiver and the satellites. The satellites transmit this time to the receiver.
The receiver always has the location of the satellites in their orbits in memory. The accuracy of the satellite UTC is approximately 100 nanoseconds.
The receiver measures the time it takes for a radio signal to go from a satellite The receiver transmits UTC on an ARINC 429 format.
to the airplane.
The receiver also transmits a very accurate time mark once per second.
Since the receiver knows the location of the satellite and that the radio signal
travels at the speed of light, it can calculate the distance to the satellite.
NOTE: In the following description, the black triangle stands for ”DELTA”. It
expresses the difference between any two things.
The receiver uses one way ranging.
The receiver must know exactly at what time the satellite sent the radio signal.
The receiver compares the satellite signal to a signal that the receiver makes at
the same time as the satellite.
The difference between the two signals (t) is the time the satellite signal took
to get to the receiver.
Each satellite has an atomic clock to keep accurate time.
All the satellites have precisely the same time.
The receiver in the airplane has an internal clock but it is not atomic. It is not as
accurate. Thus, it is not possible for the receiver to have precisely the same
time as the satellite.
The receiver assumes that its internal clock is off by some clock bias
(tBIAS).
This tBiAS is an unknown that the receiver must calculate.
The tBIAS is the difference between the receiver time and GPS time.
To calculate the airplane position (latitude, longitude, and altitude) and the
tBIAS, the receiver must know the position of at least four satellites.
The receiver then measures the distances to all the satellites at the same time.
It then solves for these four unknowns with four range equations:
Latitude
Longitude
Altitude
tBIAS.

NAVIGATION 737-300/400/500

34-58
Figure 224 GPS THEORY OF OPERATION 2

NAVIGATION 737-300/400/500

34-58
GPS - MODES OF OPERATION

GPS Modes of Operation Altitude Aided Mode
The GPS operates in these modes: With four satellites available, the GPS stores the difference between the IRS
Acquisition mode inertial altitude and the GPS altitude.
Navigation mode The GPS stores the difference between inertial and GPS altitude so that it can
estimate the GPS altitude when only three satellites are available.
Altitude aided mode
In the altitude aided mode, the GPS sums the airplane altitude from the IRS
Aided mode.
and the length of the earth radius as the fourth range.
Acquisition Mode The GPS enters the altitude aided mode only after these three conditions are
The GPS looks for and locks on to the satellite signals. true:
The GPS must find at least 4 satellites before it starts to calculate GPS data. The GPS was in the navigation mode
The GPS gets this data from inertial reference system (IRS) when it is in the There are only 3 satellites available with good geometry for position fixes
acquisition mode: The GPS stored the difference between inertial and GPS altitude in
Position memory.
Velocity The GPS starts normal operation again when a fourth satellite comes into view.
Altitude Aided Mode
True air speed. The GPS enters the aided mode during short periods (less than 30 seconds) of
The GPS uses the FMC data to calculate which satellites are available at the bad satellite coverage.
present airplane position. This helps the GPS calculate which satellite signals An example of bad satellite coverage is where at least four satellites are avail-
are available. able but the airplane banks and looses satellite reception.
The GPS takes less time to get to the navigation mode with this data. In the aided mode, the GPS receives altitude, heading, and speed from the
If the IRS data are not available, the GPS can still acquire satellites signals. It IRS.
takes longer to acquire the satellite signals because it has to look for all the The GPS uses the IRS data to go back quickly to the navigation mode when
satellites. there is good satellite coverage again.
When the GPS finds the satellites, it calculates which ones it can use.
The GPS output is NCD in this mode.
The GPS takes approximately 75 seconds to acquire the satellite signals
when the IRS data are available. GPS Frequencies

The GPS takes approximately 4 minutes (maximum of 10 minutes) to ac- The satellites transmit to the GPS in the airplane on the L1 (1575.42 MHz) and
quire the satellites when the IRS data are not available. L2 (1227.6 MHz) frequencies.
The satellites downlink satellite status data to the monitor stations on
Navigation Mode
1783.74 MHz.
The GPS enters the navigation mode after it acquires and locks on to at least
The upload stations send information to the satellites on 2227.5 MHz.
4 satellites.
When the GPS is in the navigation mode, it calculates GPS data.

NAVIGATION 737-300/400/500

34-58
Figure 225 GPS MODES OF OPERATION

NAVIGATION 737-300/400/500

34-58
Autonomous Integrity Limit
The GPS has a receiver autonomous integrity monitor (RAIM) function.
The RAIM monitors the status of the satellites that the GPS uses for calcula-
tions.
The output of the RAIM function is an estimate of the GPS position error.
The autonomous integrity monitor value goes to the FMC.
The FMC uses the autonomous integrity monitor to determine if it can use GPS
data for navigation.
Values Calculated by the GPS

These are some of the values that the GPS calculates:
Latitude
Longitude
Altitude
Universal time (coordinated) (UTC)
Date
North/south velocity
East/west velocity
Vertical velocity
Track angle
Autonomous integrity limit
Satellite position
GPS status.

NAVIGATION 737-300/400/500

34-58
Figure 226 GPS MODES OF OPERATION

NAVIGATION 737-300/400/500

34-58
GPS - COMPONENT LOCATION

General
These are the components in the flight compartment that have a relation to the
GPS:
Control display units
Master caution annunciator
Master caution lights
IRS master caution unit
Annunciation and dimming module
IRS mode select unit.

NAVIGATION 737-300/400/500

34-58
IRS MASTER
CAUTION UNIT
Figure 227 GPS COMPONENT LOCATION 1

NAVIGATION 737-300/400/500

34-58
General General
The GPS antenna is on the top of the fuselage. GPS sensor units are in the Enhanced Ground Proximity Computer (EGPWC).
The EGPWC is in the electronic equipment compartment.

NAVIGATION 737-300/400/500

34-58
E-2
LEFT
FWD
Electronic Equipment Compartment.
Figure 228 GPS COMPONENT LOCATION 2
NAVIGATION 737-300/400/500

34-58
GPS - INTERFACES
Power and Antenna Interface Vertical velocity
The 115v ac elex bus 1 supplies power to the EGPWC. Horizontal dilution of precision (HDOP)
The EGPWC receives a radio frequency (RF) signal from a GPS antenna. Vertical dilution of precision (VDOP)
Horizontal figure of merit (HFOM)
IRU Data Buses
Vertical figure of merit (VFOM)
The EGPWC receives present position data from each IRU.
Date / Time (UTC)
If there is a loss of data from an IRU, the EGPWC will use the data from the
offside IRU. Horizontal integrity limit (HIL)
The EGPWC-GPS uses this data for system initialization and to help system Sensor status.
operation during periods of low satellite coverage.
Note: An alignment for GPS takes – Latitude and longitude (coarse and fine) information
– with present position available appr. 75seconds, gives airplane position for the TCF and terrain awareness functions.
– without appr. 7,5 minutes. – Ground speed, true track, altitude, and vertical velocity
are used in the terrain awareness function.
The EGPWC-GPS sends these GPS parameters to the FMC:
– Horizontal dilution of precision, vertical dilution of precision, horizontal figure
- Latitude
of merit and vertical figure of merit information
- Longitude are used for airplane position accuracy calculations.
- Time – Date and time information
- Horizontal figure of merit is used in the fault monitor process, which labels each fault with the date and
- Horizontal integrity limit. time of occurrence.
- GPS status – The horizontal integrity limit
is used to determine the current integrity limit and GPS non-isolatable satellite
The FMC uses the data for FMC position update and actual navigation perfor- failures.
mance (ANP) calculation. – Sensor status
lets the GPWC monitor the status of the GPS receiver.
The Ground Proximity Warning Computer itself uses the following GPS data:
Latitude (coarse) IRS Master Caution Unit

Longitude (coarse) The IRS master caution unit monitors data validty from the EGPWC-GPS.
If data are invalid, it triggers the master caution light IRS.
Latitude (fine)
Longitude (fine) SDI Program Pins
Ground speed Three program pins tell the EGPWC if it is number 1 or 2.
True track
Altitude

NAVIGATION 737-300/400/500

34-58
POWER IRS BUS 4

RF
GPS
ANTENNA 1
GPS DATA
OUT
FMC 1
L ADIRU
115V AC
ELEX BUS 1
POWER
C629 GND
PROX WARN
IRS MASTER
P18-1 CIRCUIT CAUTION UNIT
BREAKER PANEL
IRS BUS 4
SDI CODE
R ADIRU
EGPWC 1
Figure 229 GPS - INTERFACES
NAVIGATION 737-300/400/500

34-58
GPS - FUNCTIONAL DESCRIPTION

Power
The power supply makes various dc voltages from the 115v ac input to the
multi mode receiver (MMR).
Satellite Signal Processing

The GPS antenna first amplifies the satellite signals and then sends them to
the EGPWC.
The low noise amplifier (LNA) in the EGPWC receives and amplifies the satel-
lite signals from the GPS antenna.
The receiver detects the satellite signal and sends it to an analog to digital con-
verter (A/D).
The A/D sends the digitized signal to the microprocessor.
The microprocessor calculates the airplane position and other GPS data.
The GPS data goes to the flight management computer (FMC) and the en-
hanced ground proximity computer funtions in the same box (EGPWC).
Inputs
The IRU sends inertial reference data on output bus 4 for initialization.
The EGPWC uses this data in the aided and altitude aided modes.
The IRS master caution unit receives digital fault data from GPS systems 1.
It causes the GPS fail light to come on
The program pins tell position to the MMR. This is used for the source destina-
tion identifier (SDI) code in ARINC 429 data.

NAVIGATION 737-300/400/500

34-58
EGPWS
EGPWC
Figure 230 GPS FUNCTIONAL DESCRIPTION

NAVIGATION 737-300/400/500

34-58
GPS - CDU POSITION DISPLAYS

General
GPS data shows on the control display unit (CDU). The position pages show
this data.
These are the three position pages:
Position initialization (1/3)
Position reference (2/3)
Position shift (3/3).
You use the next and previous key to see all three position pages.
These are the pages that show GPS data:

Position reference (POS REF)
Position shift (POS SHIFT).
POS REF Page

The POS REF page shows GPS L (1) .
If no satellite signal is received or not enough satellites available for present
position determination, the position field on the MCDU blanks.
POS SHIFT Page

The POS SHIFT page shows the GPS position from the flight management
computer (FMC) position.
The GPS position shows in these two parts divided by a slash (/):
The bearing of the GPS position from the FMC position

The distance of the GPS position from the FMC position in nautical miles
(NM).
Training Information Point

For all CDU displays that show GPS data, the displays refer to GPS 1
as GPS L .
The POS SHIFT page does not show information in the data fields when the
airplane is on the ground.

NAVIGATION 737-300/400/500

34-58
Figure 231 GPS - MCDU POSITION DISPLAYS

NAVIGATION 737-300/400/500

34-58
GPS BITE - FAULT DISPLAY

General
The GPS has continuous monitor BITE.
These are the three ways to detect GPS failures:
When GPS system 1 (single system installations) detects failures, the GPS
fail light comes on.
The FMC SENSOR STATUS and
FMC SENSOR ENGN DATA pages show GPS failures.
FMCS SENSOR STATUS Page

The FMCS SENSOR STATUS page shows the status of the GPS systems.
It shows OK for system is good and FAIL for a GPS system that has a failure.
Note: Since only one GPS is installed, GPS right always shows FAIL.
FMCS SENSOR ENGN DATA Page

To show the FMCS SENSOR DATA page, start at the FMCS SENSOR ENGN
STATUS page.
Then type 100 into the scratch pad and push line select key 6 right (LSK 6R).
When GPS L (1) has a failure, a maintenance message shows on this page.
FMCS POSITON Page
To show the GPS POSITION page, select the FMS POSITION INIT page and
select page 2 of 3.
GPS TEST
When you do an EGPWS test, also GPS is tested.
The fault / status messages you hear have to be determined (Juno, 2003).
For EGPWS test see enhanced ground proximity warning system test in this
training manual.

NAVIGATION 737-300/400/500

34-58
GPS FAULT
MASTER
CAUTION
GPS POSITION
(BLANK IF NO SIGNAL
RECEIVED OR
GPS FAILED)
NOTE: BECAUSE OF SINGLE
GPS INSTALLATION, GPS RIGHT
ALWAYS SHOWS „FAIL“
MCDU : FMS POSITION PAGE
FMCS
FMCS SENSOR ENGN DATA 1/1
VHF NAV
OK S 18:00 Z
ENTER CODE 100 SSM

AND PRESS LSK 6R
ADC
SHOWS FMCS SEN-
IRS SOR ENGINEERING
DATA PAGE
GPS FAIL
FUEL SUM
100
MCDU : FMS BITE PAGE
Figure 232 GPS BITE - STATUS / FAULT DISPLAY

34-42
34-42 GPWS (WITHOUT EGPWS)

GENERAL DESCRIPTION
System Description
The ground proximity warning system (GPWS) provides the pilots with aural
and visual warning of potentially dangerous flight paths relative to the ground.
Excessive rate of descent (Mode 1).
Level flight or too shallow climb towards rising terrain (Mode 2).
Takeoff altitude loss (Mode 3).
Unsafe terrain clearance (Mode 4).
Excessive deviation below the glide slope (Mode 5).
Descent below decision height (DH) (Mode 6).
Windshear (Mode 7).
The GPWS processes signals from digital analog adaptor No. 1, VHF NAV re-
ceiver No. 1, radio altimeter No. 1, digital air data computer No. 1, inertial refer-
ence unit No. 1, digitial stall warning computers 1 and 2, flight management
computer, flap warning switches, landing gear logic shelf and the landing gear
lever.
The GPWS consists of a ground proximity computer; two warning lights labeled
PULL UP; two glide slope warning indicator/inhibit switches labeled BELOW
G/S; a ground proximity warning control module which consists of a SYS TEST
switch, and a GPWS failure monitor INOP light.
AIRPLANES WITH A SINGLE FLAP/GEAR INHIBIT SWITCH (ABXA-ABXS):
the GPWS has a guarded FLAP/GEAR INHIBIT switch.
AIRPLANES WITH SEPARATE FLAP AND GEAR INHIBIT SWITCHES (all
except ABXA-ABXS):
the GPWS has a guarded FLAP INHIBIT switch and a guarded GEAR IN-
HIBIT switch.
AIRPLANES WITH WINDSHEAR LIGHTS (B737-300):
the GPWS has two warning lights labeled WINDSHEAR.
Primary power for the system is 115 volts ac supplied from the essential radio
bus in panel P18 through a circuit breaker labeled GND PROX WARN. The
warning indicator lights receives 28 volts dc power from the master dim and
test system (Ref Chapter 33).


34-42
115V AC
ELEX BUS 1 PULL UP
C629 GND
PROX WARN R
AIR/GND RELAY
(R381) MD&T
R
INHIBIT
LDG GEAR LEVER SW PULL UP LTs (P3 AND P1)
MASTER BELOW G/S P-INHIBIT
DIM
NORMAL
A
GEAR OVERRIDE
FLAP POSITION
2 STATUS/HISTORY A
GEAR DOWN SWITCH
P3-7 GND PROX
MODULE PRESENT FLIGHT BELOW G/S LTs (P3 AND P1)
PIN PROG
INHIBIT
GEAR UP RADIO
STATUS HISTORY SELF TEST
ALTIMETER No.1
LANDING GEAR LEVER MASTER
SWITCH (P2) NORMAL DIM INOP
AIR DATA
FLAP OVERRIDE
1
SWITCH
COMPUTER NO. 1 A
P3-7 GND PROX
2 VHF NAV A
MODULE MASTER
PTT
UNIT NO. 1 DIM
GPWS INOP LIGHT
INHIBIT DAA NO.1

P3-7 GROUND PROX MODULE
FLAPS <1 OR >15
2 DFCS MODE MASTER WINDSHEAR

1 CONTROL PANEL DIM
3
1
NORMAL R
FLAPS 1 THRU 15 IRU No.1 MASTER
FLAP/GEAR TEST
FLAP TAKEOFF WARN SW R
OVERRIDE
SWITCH
P3-7 GND PROX
FMC 4
MODULE PTT
FLAPS <15
WINDSHEAR
2 THROTTLES STALL WARNING 5 LIGHTS (P1 AND P3)
1 COMPUTER No.1
3 RETARDED
WINDSHEAR
FLAPS 15 STALL WARNING DISCRETE
COMPUTER No.2 FLIGHT DATA
5 EFIS LEFT AND RIGHT
FLAP LANDING EFIS LEFT MODE AQUISITION UNIT SYMBOL GENERATOR
WARNING SWITCH CONTROL PANEL REU (AUDIO SYSTEM INTERPHONE
MAIN WHEEL WELL AREA NOSE RED LT AND T/O
WARN CARD (E1) SPEAKERS)
1 DLH D-ABXA THRU D-ABXS GROUND PROXIMITY 4 ON 737-300 AIRPLANES

2 DLH ALL EXCEPT D-ABXA THRU D-ABXS
WARNING COMPUTER 5 ON ALL EXCEPT 737-300
(E2-2) AIRPLANES
Figure 233 GPWS Basic Schematic

Page: 453

34-42

GPWS Warning Lights Ground Proximity Warning System Control Module
A rectangular shaped red warning light labeled PULL UP is installed on the AIRPLANES WITH A SINGLE FLAP/GEAR INHIBIT SWITCH;
captain’s and first officer’s instrument panels. Access to the bulbs within the the ground proximity warning control module is located on the first officer’s
light assembly is provided by removing the lens cover. instrument panel. It consists of an amber INOP indicator light, a SYS TEST
The lights come on to provide a visual indication of mode 1, 2, 3, and 4 warn- switch, and a guarded & lockwired FLAP/GEAR INHIBIT switch. The INOP
ings. indicator light comes on when the monitor circuit in the computer senses a
fault condition. The TEST switch provides a confidence check of the sys-
WINDSHEAR Warning Lights tem, either in flight or on ground. The FLAP/GEAR INHIBIT switch enables
On 737-300 airplanes, the pilots to simulate a flap down and a gear down condition when the
a rectangular shaped red warning light labeled WINDSHEAR is installed on switch is set to INHIBIT position. When placed in the INHIBIT position, the
both the captain’s and first officers instrument panels. The bulbs and a fuse ”TOO LOW-FLAPS” and ”TOO LOW-GEAR” warnings are inhibited.
within the light assembly may be accessed by removing the lens cover. The AIRPLANES WITH SEPARATE FLAP AND GEAR INHIBIT SWITCHES;
lights come on to provide a visual indication of a windshear condition. The ground proximity warning control module is located on the first officer’s
On ALL EXCEPT 737-300 airplanes, instrument panel. It consists of an amber INOP indicator light, a SYS TEST
the visual indication of a windshear condition is provided on both the cap- switch, a guarded & lockwired FLAP INHIBIT switch and a guarded & lock-
tain’s and first officer’s EADI. During windshear conditions, WINDSHEAR wired GEAR INHIBIT switch. The INOP indicator light comes on when the
will be displayed in red on the EADI ball approximately 1/3 up from the bot- monitor circuit in the computer senses a fault condition. The TEST switch
tom. provides a confidence check of the system, either in flight or on ground.
The FLAP INHIBIT switch enables the pilots to simulate a flap down condi-
G/S Warning Lights tion and the GEAR INHIBIT switch enables the pilots to sinulate a gear
A rectangular shaped amber G/S (advisory) light labeled BELOW G/S is down condition when the switches are set to INHIBIT position. When
installed on the captain’s and first officer’s instrument panels. Access to the placed in the INHIBIT position, the ”TOO LOW-FLAPS” and ”TOO LOW-
bulbs and a fuse within the light assembly is provided by removing the lens GEAR” warnings are inhibited.
cover. The light comes on to provide a visual indication that the airplane is be-
Warning Speaker
low the glide slope beam when an ILS frequency is selected.
The aural warning signals from the GPWC are sent to the remote electronic
The G/S warning light will inhibit the glide slope deviation warning when
unit (Shelf 1, equipment rack No. 2) to be processed. The aural warnings are
pressed, provided the hard glide slope warning is not already on.
then broadcast over the cockpit speakers (pilots overhead panel P5) and the
flight interphone system.


34-42
WIND
PULL UP
R SHEAR R
BELOW G/S ALTITUDE

P-INHIBIT A ALERT A
WINDSHEAR SPEAKER WARNING LIGHTS
1 AIRPLANES WITHOUT WINDSHEAR ON EFIS

WINDSHEAR EADI
ALERT
2
GROUND PROXIMITY GROUND PROXIMITY
INOP FLAP/GEAR
INHIBIT INOP FLAP GEAR
INHIBIT INHIBIT
SYS TEST NORMAL

SYS TEST NORMAL
NORMAL
AIRPLANES WITH SINGLE FLAP/GEAR INHIBIT SWITCH AIRPLANES WITH SEPARATE FLAP AND GEAR INHIBIT SWITCHES
Figure 234 GPWS Control and Indication


34-42
COMPONENTS
GPWS-Computer Windshear (Mode 7)
The ground proximity warning computer (GPWC) is rack-mounted on shelf No. The windshear comparator receives data inputs from the ARINC 429 receiver,
4 of electronic equipment rack E2. The GPWC consists of seven assemblies: in addition to flap position information. Using an algorithm which provides dif-
processor/memory, input/output, BITE display, FMC, power supply, harness ferent gain and threshold levels for takeoff and approach modes, and which
and chassis. also provides altitude-dependant gain levels, the windshear comparator com-
The computer receives glide slope deviation, barometric altitude rate, radio alti- putes both vertical and horizontal windshear components.
tude, gear and flap logic, airplane position and flight path acceleration informa- The vertical windshear component is computed from data from the stall warn-
tion from other airplane systems. The input signals are processed and signals ing computer, the air data computer, and the IRS. These data are combined
are provided to warning devices if the airplane enters an unsafe flight path. with inertial vertical speed, pitch attitude, and roll attitude in order to determine
In support of the above warning modes, the GPW computer provides a number the total vertical component of windshear.
of additional features. These features are outlined below: Horizontal windshear is computed by utilizing DADC true airspeed and flight
Envelope Modulation path acceleration from the IRS
- The envelope modulation feature consists of storing information about The audio message for a windshear condition consists of a two tone siren au-
peculiarities of particular approaches and departures where modes 1, dio followed by the distinct words WINDSHEAR WINDSHEAR WINDSHEAR.
2, 4, 5, and 6 are not entirely appropriate as they are generally imple- When the GPWC is in a windshear, all other GPWS modes are inhibited.
mented. This stored information is used to first of all, verify the airplane Windshear warning occurs when and excessive tail wind and down draft exists
location and configuration, and then to alter the basic mode parameters with the message WINDSHEAR appearing in red on the EADI.
as necessary to optimize GPWS performance.
Programmable Data Tables
- There are three types of data that have been incorporated into pro-
grammable non-volitile memory; envelope modulation parameters,
mode 6 altitude call-out menus, and mode 7 windshear constants and
thresholds. This data is accompanied by version/data information.
These data tables are in addition to the power immune latches and
flight history information that is also stored in this non-volitile memory.
The main difference between these two types of information is that the
data tables can not be written to except on the bench (i.e. read only via
a hardware strap).
BITE and Flight History
- There exists within the GPWC software, built in test equipment or
BITE. Much of this BITE is run continuously, while some test are run
only as the result of certain events (e.g. power up, self test, etc.). This
BITE is capable of logging failure for the last 10 flights in non-volitile
flight history memory storage for later recovery.


34-42
STATUS/HISTORY
PRESENT FLIGHT
STATUS HISTORY
GROUND PROXIMITY
Figure 235 GPWS Components Computer


34-42
FIRST OFFICER’S OVERHEAD PANEL(P5)

PANEL (P3)
SEE B
SEE A C
CAPTAIN’S PANEL (P1)

SEE A
GROUND PROXIMITY
WARNING COMPUTER (E2-4) WINDSHEAR
SEE D
WINDSHEAR
ALERT
WIND EADI
PULL UP 2
R SHEAR R
A
BELOW G/S ALTITUDE
P-INHIBIT A ALERT A
1 AIRPLANES WITHOUT WINDSHEAR ON EFIS
1
GPWS WARNING LIGHTS
COCKPIT LOUDSPEAKER
B A
Figure 236 GPWS Components

Page: 458

34-42
GROUND PROXIMITY
GPWC
FLAP/GEAR BITE DISPLAY
INOP
A INHIBIT
STATUS/HISTORY 00000000
SWITCH STATUS/HISTORY
PRESENT FLIGHT
SYS TEST STATUS HISTORY
NORMAL
GPWS CONTROL PANEL

C
GROUND PROXIMITY
INOP FLAP GEAR

INHIBIT INHIBIT
SYS TEST NORMAL NORMAL GROUND PROXIMITY WARNING COMPUTER

D
2
1 AIRPLANES WITH A SINGLE FLAP/GEAR INHIBIT SWITCH
2 AIRPLANES WITH SEPARATE FLAP AND GEAR INHIBIT SWITCHES
Figure 237 GPWS Components

Page: 459

34-42
BITE AND TEST

CALL OUTS
Cockpit Test
Priority
System self-test may be initiated by pressing the SYS TEST switch on the
The GPWC provides 10 different voice messages. With the possibility of more GPWS control module. Two types of self-test are available, a confidence test
than one warning occuring at the same time, the following priority has been and a full vocabulary test. The confidence test may be initiated either on the
established with the associated modes. The highest priority message is always ground or in the air (inhibited between lift off and 1000 feet radio altitude) to
provided. If a higher priority warning occurs, the message will immediately give the pilots an indication of system operation. The full vocabulary test,
switch to the higher priority message. If a higher priority warning stops, the which may be initiated only on the ground, is used as an operational test of the
priority message will complete before switching to any lower priority message. system.
Priority Message Mode To initiate a Confidence Test:
1 WINDSHEAR 7 press the test pushbutton on the GPWS control panel
2 WHOOP WHOOP PULL UP 1 and 2 To initiate a Full Vocabulary Test:
3 TERRAIN 2 press and hold the test pushbutton on the GPWS control panel for more the
4 TOO LOW - TERRAIN 4 5 seconds.
5 TOO LOW - GEAR 4A
6 TOO LOW - FLAPS 4B
7 ALTITUDE CALLOUTS 6
8 SINK RATE 1
9 DON’T SINK 3
10 GLIDE SLOPE 5
NOTE: WINDSHEAR aural message is preceded by one cycle of siren sound.

Altitude Call Outs
With landing gear down the computer will provide one cycle of aural MINI-
MUMS warning as the airplane descends through the decision height set on
the captain’s EFIS control panel. With continued descent the following callouts
will be heard at the corresponding radio altitudes: FOUR HUNDRED at 400
feet, THREE HUNDRED at 300 feet, TWO HUNDRED at 200 feet, ONE
HUNDRED at 100 feet, FIFTY at 50 feet, FORTY at 40 feet, THIRTY at 30
feet, TWENTY at 20 feet and TEN at 10 feet.


34-42
AURAL WARN LIGHTS

Confidence Test
”Glide Slope” Below G/S
”Whoop Whoop Pull Up” Pull Up
Two Tone Sirene WINDSHEAR on EADI
”Wind Shear” or WINDSHEAR Light
INOP Light on during Tests ”Wind Shear” (red)
”Wind Shear”
Full Vocabulary Test

GROUND PROXIMITY
Confidence Test plus
”Sink Rate” Off
”Whoop Whoop Pull Up” Off
INOP FLAP GEAR ”Terrain” Off
INHIBIT INHIBIT ”Whoop Whoop Pull Up” Off
”Don’t Sink” Off
”Too Low Terrain” Off
”Too Low Gear” Off
”Too Low Flaps” Off
”Too Low Terrain” Off
NORMAL NORMAL ”Glide Slope” Off
SYS TEST
”Approaching Minimums” * Off
”Minimums” Off
”Fifty” * Off
”Four Hundred” ** Off
”Three Hundred” ** Off
”Two Hundred” ** Off
”One Hundred” ** Off
”Fifty” ** Off
”Forty” ** Off
”Thirty” ** Off
”Twenty” ** Off
”Ten” ** Off
Two Tone Siren Off
”Wind Shear” Off
* ABIA-ABIP ”Wind Shear”
** all except ABIA-ABIP
”Wind Shear”
Figure 238 GPWS Cockpit Test


34-42
STATUS/HISTORY TEST
The test is controlled by the STATUS/HISTORY switch on the GPWC. The re- The desired information is read from memory and converted to alphanumeric
sults are shown on an 8-character BITE display also located on the face of the data for presentation on the BITE display. Messages are presented by means
GPWC. The STATUS test is initiated if you momentarily select PRESENT STA- of this vocabulary :
TUS with the STATUS/HISTORY switch. The HISTORY test is initiated if you IN TEST INVALID LAMPTEST
momentarily select FLIGHT HISTORY with the STATUS/HISTORY switch. The END TEST INACTIVE AUDIO
STATUS test will show the status of the latest flight information. The HISTORY GPWS OK INHIBIT SELECT
test will show the information related to the last ten flights. Both tests com- GPWC PREVIOUS FLIGHT-0
mence with ALL SEGMENTS TEST and terminate with END TEST messages. RADIO TEN FLIGHT-1
The computer failures are indicated by the message GPWC FAILED or FLT ALTIMETR FLIGHTS FLIGHT-2
HIST INVALID. All other failure messages indicate an incorrect input condition. BARORATE OK FLIGHT-3
The BITE display will show the following annunciations when a test is activated: AIRSPEED FAILED FLIGHT-4
IN TEST ALTITUDE AIR DATA FLIGHT-5
GLIDE ILS DATA FLIGHT-6
AIRCRAFT TYPE 737-300 BASIC (or 400 or 500)
SLOPE IRS DATA FLIGHT-7
ALT. LAMP FORMAT SELECTED (Mode 5 is active) CANCEL EXTERNAL FLIGHT-8
FMC SELECTED (FMC used for envelope modulation) COURSE FLT HIST FLIGHT-9
SYSTEM OK or FAULT MESSAGES GEAR INPUT CORRECTD
RUNWAY PROCESSR LOCALIZR
SOFTWARE VERSION IS XXX DD-MM-YY
HEADING OUTPUT LATITUDE
DATABASE VERSION IS XXX DD-MM-YY FLAPS ASSEMBLY LONGITUD
END TEST
Examples of the STATUS test vocabulary are :
If the history test message you read is too long, you can stop the test. To do GPWS OF
this, you must set the STATUS/HISTORY switch to PRESENT STATUS until
GPWC FAILED
the BITE display is blank. The display will then show CANCEL followed by END
TEST. This operation will have no adverse effect on the data held in the flight GEAR INVALID
history memory.
The sequences of the flight history test and those of the present status test will Examples of the HISTORY test vocabulary are :
not activate the cockpit voice outputs. RADIO ALTIMETR INACTIVE FLIGHT-1
PREVIOUS TEN FLIGHTS OK
FLAPS INVALID FLIGHT-8
BARORATE INVALID FLIGHT -2
ILS DATA INACTIVE FLIGHT-3
No aural warnings are broadcast during either test.


34-42
PRESENT STATUS FLIGHT HISTORY
PRES FLT
STAT HIST
Figure 239 GPWS Status/History Test


34-42
TROUBLESHOOTING
General
The trouble shooting has BITE procedures to examine the status of the sys-
tem.
The present status procedure gives a front panel readout of the present status
of the system.
The flight history procedure gives a front panel readout of the functional status
of the system during the last ten flight segments.
If a failure shows on the GPWC front panel, refer to the failure code chart for
an explanation and possible cause.
Do the specified procedure to correct the failure and do the BITE procedure
again.
To cancel the INOP light on the ground, you must correct all failures and do a
Flight History BITE.
The procedures that follow think that all the wiring is OK.
If the corrective action does not correct the failure, use the appropriate wiring
diagram to make sure all wiring and connections are correct.


34-42
FLIGHT PRESENT
MESSAGE HISTORY STATUS COMMENTS/PROBABLE CAUSE
MESSAGE MESSAGE
GPWC X X FAULTY GPWC.
FAILED
AUDIO MORE THAN ONE AAAS PINS GROUNDED. FAULTY GPWC OR PROGRAM PINS
SELECT X X IMPROPERLY GROUNDED.
INVALID
RADIO LOSS OF DATA ON RADIO ALTIMETER; OPEN CIRCUIT, OR SHORT TO GROUND.
ALTIMETR X X POWER LOSS OR FAULTY WIRING.
INACTIVE
RADIO FAULTY NO. 1 RADIO ALTIMETER.
ALTIMETR X X
INVALID
AIR DATA X X LOSS OF DATA ON ADC BUS, OPEN CIRCUIT, OR SHORT CIRCUIT. POWER LOSS
INACTIVE OR FAULTY WIRING.
BARORATE X X LOSS OF BNR LABEL 212, INCORRECT PARITY, FAILURE CODE IN SSM, OR NCD.
INVALID FAULTY ADC NO. 1.
ALTITUDE X X LOSS OF BNR LABEL 203, INCORRECT PARITY, FAILURE CODE IN SSM, OR NCD.
INVALID FAULTY ADC NO. 1.
AIRSPEED X X LOSS OF BNR LABEL 206, INCORRECT PARITY, FAILURE CODE IN SSM. FAULTY
INVALID ADC NO. 1.
ILS DATA X X LOSS OF DATA ON ILS, OPEN CIRCUIT, OR SHORT CIRCUIT. POWER LOSS
GLIDE FAULTY VHF NAV RECEIVER NO. 1.
SLOPE X X
INVALID
RUNWAY
COURSE
INVALID
IRS DATA X X LOSS OF DATA ON IRS BUS, OPEN CIRCUIT, OR SHORT CIRCUIT. POWER LOSS
MAGNETIC X X LOSS OF BCD LABEL 317, INCORRECT PARITY, FAILURE CODE IN SSM. FAULTY
TRACK IRU NO. 1.
INVALID
FLAPS (1) ABOVE 50 FT RAD ALT: LANDING FLAP DISCRETE ”DOWN” AND AIRSPEED
INVALID X X GREATER THAN 250 KTS. MINOR FAULT 1 . (2) BETWEEN 100 FT AND 50 FT
RAD ALT, ON APPROACH: LANDING FLAP DISCRETE ”UP”. FAULTY FLAP
LANDING WARNING SWITCH OR FAULTY FLAP TAKEOFF WARNING SWITCH.
X X ABOVE 50 FT RAD ALT, GEAR DISCRETE ”DOWN” AND AIRSPEED GREATHER THAN
GEAR 300 KTS. MINOR FAULT 1

INVALID X BELOW 10 FT RAD ALT, GEAR DISCRETE ”UP”. FAULTY LANDING LEVER SWITCH.
FLIGHT ”X” X ”X” DENOTES THE FLIGHT NUMBER, EXAMPLE: FLIGHT 3,7, ETC.
GLIDE SLOPE ”BELOW G/S - INOP” SWITCH GROUNDED FOR MORE THAN 15 SECONDS.
CANCEL X X FAULTY ”BELOW G/S - INOP” SWITCH.
INVALID
GPWS OK X
PREVIOUS DISPLAYED IN FLIGHT HISTORY TEST, IF NO FAULTS HAVE BEEN RECORDED
TEN X DURING PREVIOUS TEN FLIGHTS. NO OTHER MESSAGES ARE DISPLAYED.
FLIGHTS OK
1 MINOR FAULTS DO NOT INHIBIT A CONFIDENCE TEST IN FLIGHT ABOVE 50 FT RAD ALT, BUT DO SO AFTER
TOUCHDOWN (RAD ALT <50 FT). TO ENABLE THE CONFIDENCE TEST AND TO CANCEL THE ”INOP” LIGHT ON THE
GROUND, ALL FAULTS PRESENT MUST BE CORRECTED AND A ”FLIGHT HISTORY” TEST PERFORMED.
Figure 240 GPWS Troubleshooting Chart 1


34-42



34-42
FLIGHT PRESENT
MESSAGE HISTORY STATUS COMMENTS/PROBABLE CAUSE
MESSAGE MESSAGE
CANCEL X INDICATES FLIGHT HISTORY READOUT CANCELLATION.
END TEST X X DENOTES END OF ALL READOUTS.
LOCALIZR X X LOSS OF BNR LABEL 173, INCORRECT PARITY, FAILURE CODE IN SSM. FAULTY
INVALID VHF NAV RECEIVER NO. 1 OR CONTROL PANEL.
CORRECTD X X = BARO CORRECTED ALTITUDE NO. 1 INVALID, LOSS OF BNR LABEL 204,
ALTITUDE INCORRECT PARITY, FAILURE CODE IN SSM. OR NCD.
INVALID FAULTY ADC NO. 1
LATITUDE X X LOSS OF BNR, LABEL 310, INCORRECT PARITY, FAILURE CODE IN SSM.
INVALID FAULTY IRU NO. 1
LONGITUD X X LOSS OF BNR LABEL 311, INCORRECT PARITY, FAILURE CODE IN SSM.
INVALID FAULTY IRU NO. 1
INERTIAL X X LOSS OF BNR LABEL 365, INCORRECT PARITY, FAILURE CODE IN SSM.
VERTICAL FAULTY IRU NO. 1
SPEED
INVALID
AUDIO X X NOT USED
CANCEL
INVALID
CORRECTD X X LOSS OF BNR LABEL 310, INCORRECT PARITY, FAILURE CODE IN SSM.
LATITUDE FAULTY FMC
INVALID
LONGITUD FAULTY FMC
INVALID
MAGNETIC FAULTY FMC
TRACK
INVALID
FMC DATA X X LOSS OF DATA ON FMC BUS, OPEN CIRCUIT, OR SHORT CIRCUIT. POWER
INACTIVE LOSS OR FAULTY WIRING.
QNH X CORRECTED BARO ALTITUDE REFERENCED TO SEA LEVEL. PURPOSE: TO VERIFY

SELECTED QNH/QFE PROGRAM PIN SELECTION.
FLT HIST X CHECKSUM FAILURE OF FAULT MEMORY.
INVALID FAULTY GPWC
DSW NO. 1 X X LOSS OF DATA ON IRS BUS, OPEN CIRCUIT, OR SHORT CIRCUIT. POWER LOSS
DATA OR FAULTY WIRING.
INACTIVE
DSW NO. 2 X X LOSS OF DATA ON IRS BUS, OPEN CIRCUIT, OR SHORT CIRCUIT. POWER LOSS
DATA OR FAULTY WIRING.
INACTIVE
AIR/GROUND X X AIR/GROUND RELAY (LANDING GEAR LOGIC SHELF) OPEN OR SHORTED.
INVALID
Figure 241 GPWS Troubleshooting Chart 2

Page: 467

34-53
34-53 ATC-SYSTEM, WITHOUT MODE-S

GENERAL DESCRIPTION
System Description
The air traffic control (ATC) system provides altitude and identification reply
signals to an interrogating ATC ground station.
The ATC (Air traffic control) system, when interrogated, automatically transmits
a pulse-coded reply signal to the ground station.
This reply signal is used to identify and locate airplanes equipped with ATC
equipment for air traffic control.
The ground station radar scope displays airplane range, bearing, altitude, and
airplane identity.
The ATC system consists of two ATC transponders, two ATC antennas, and a
common control panel. The control panel enables selection of either the No. 1
or 2 transponder.
There are two ATC antennas on the airplane. Each transponder is connected to
its own ATC antenna.
Each transponder receives altitude data from both air data computers (ADCs).
Only the onside ADC-information is used. The altitude data is sent to the trans-
ponders by an ARINC data bus.
The ATC and DME systems operate in the same L-band frequency range. A
suppression circuit is connected between the ATC transponders and the DME
interrogators to prevent simultaneous transmissions.
Electronics bus No. 1 and 2 supply 115 volts ac to the system through circuit
breakers on P6 and P18, load control center-left and right.


34-53
115V AC
ELEX POWER ALT 1
BUS 1 ATC 1 B
P18 LOAD CONTROL ALT 2 C

CENTER-RIGHT
(n.u.)
RF ANT
POWER ATC 1 ANT
CTRL CTRL
AIR
DATA
GND SUPPR. SUPPRESSION
AIR/GND RLY
(E11) ATC-1 TRANSPONDER DME-1
AIR
SUPPR. SUPPRESSION
GND DATA
AIR/GND RLY DME-2
(E11)
CTRL CTRL RF ANT
ATC 2 ANT
POWER
CONTROL PANEL
SUPPRESSION B
DME-3
ALT 1 ALT
(n.u.) C
ADC -1
115V AC
ELEX POWER
BUS 2 ATC 2 ALT 2 ALT
P6 LOAD CONTROL
CENTER-LEFT ADC -2
ATC-2 TRANSPONDER
Figure 242 ATC Basic Schematic (without Mode S)

Page: 469

34-53
CONTROL AND INDICATION (WITHOUT MODE S)

ATC Control panel
The dual ATC control panel is located on the aft electronics control panel. The
controls and indicators operate in the following manner.
The ATC code switches select the 4-digit identification code displayed in
the ATC selected code display window. There are 8 digit switches and one
CLR (clear) switch. The clear switch removes the old display to allow for a
new code entry. If a new code is not entered within 10 seconds the old
code will reappear.
The transponder select switch turns on the No. 1 or 2 unit as selected.
The function switch determines the operational status of the selected trans-
ponder.
- STBY
Power is applied to the transponder, transmission is inhibit
- ON
Power is applied to the transponder, transmission is allowed all time.
- AUTO
Power is applied to the transponder, transmission is allowed on air status
only.
The altitude reporting switch enables the transponder to reply with coded
altitude information supplied by the digital air data computer (DADC).
The identification switch causes the transponder to transmit a special pulse
with each ATC code generated reply. This is used to identify the airplane on
the ground station scope.
The ATC selected code display shows the selected identification code.
Dots appearing between the code display indicate that the transponder is
replying to interrogations. An F in the left annunciator indicates a fault in the
transponder.
The control panel receives a 0- to 5-volt ac signal from the lights dimmer
control through the 5V AC SEC circuit breaker on the P8 panel (Ref Chapter
33, Pilots’ Panel Lights).


34-53
ALTTITUDE
REPORTING TRANSPONDER
SWITCH SELECT SWITCH
ATC
OFF ON 1 2 3 SELECTED CODE DISPLAY
ALT RPTG
ATC 1 2 4 5 6
ON A
U IDNT
STBY 7 0 CLR
T
O
CODE SWITCHES IDENTIFICATION SWITCH

FUNCTION
SWITCH
Figure 243 ATC Control (without Mode S)


34-53



34-53
COAXIAL COAXIAL
AFT ELECTRONIC CONNECTOR CABLE
CONTROL PANEL
SEE A
ANTENNA
FWD
ATC ANTENNA
ATC NO. 2
ANTENNA
ATC NO. 1 FAIL INDICATOR (RED)
TRANSPONDER ATC NO. 1 REPLY/PASS INDICATOR (GREEN)
SEE B ANTENNA
ATC NO. 2 COLLINS
TRANSPONDER
ALTTITUDE SEE B
SWITCH SELECT SWITCH CONTROL INPUT
SELECTED CODE DISPLAY
FAIL INDICATOR LRU STATUS
CONTROL INPUT
(RED)
FAIL REPLY/PASS FAIL
ATC
OFF ON 1 2 3 ALT INPUT ANTENNA FAIL
ALT RPTG ALTITUDE INPUT
FAIL LOWER
FAIL INDICATOR ANTENNA
ATC 1 2 4 5 6 (RED) FAIL
TPR-710A TEST INDICATOR
ON A
U IDNT (RED)
SBY 7 0 CLR
T
O
CODE SWITCHES IDENTIFICATION SWITCH TEST SWITCH

FUNCTION
SWITCH
ATC TRANSPONDER
ATC CONTROL PANEL
B
A
Figure 244 ATC Component Location (without Mode S)

Page: 473

34-53
COMPONENTS (WITHOUT MODE S)

ATC Transponder ATC Antenna
Each ATC transponder is a 3/8-ATR short shelf-mounted unit located on the Each ATC antenna is an omnidirectional blade-type antenna connected by a
electronic equipment rack E2, shelf No. 2. It contains solid-state components coaxial cable to an ATC transponder. Each antenna receives or transmits
located on printed circuit card assemblies and a power supply. Electrical con- rf energy. The antennas are located on the bottom centerline of the
nections are made to the unit through the main connector (lower connector) at fuselage at station 305 (No. 1) and at station 355 (No. 2).
the rear of the unit. There is also an Automatic Test Equipment (ATE) connec-
tor at the rear of the unit.
The TEST switch on the transponder front panel initiates a self-test. This self-
test checks the antenna, all transponder circuits, data from the control panel,
data from the digital air data computer (DADC), and the front panel status
lights.
System status is displayed by five LED indicators on the transponder front
panel as follows:
The LRU STATUS lights indicate operational status of the transponder
- The green REPLY/PASS status light, during normal operation, stays on
temporarily to show that the transponder is currently replying to a valid
ATC interrogation. During self-test the light is on if the transponder is
operating correctly.
- The red FAIL status light indicates a BITE detected failure of the trans-
ponder. During self test the light is on if the transponder is not operating
normally
The red CONTROL INPUT FAIL light indicates faulty data from the ATC
control panel.
The red ALT INPUT FAIL light indicates faulty data from the air data sys-
tem.
The red ANTENNA FAIL LOWER light indicates a detected antenna fault.
All system status lights, except the green REPLY/PASS light, are opera-
tional when the test button has been pressed. The REPLY/PASS light is
operational whenever power is applied to the transponder and comes on
when the transponder is replying to a signal, and


34-53
ATC NO. 2
TRANSPONDER
ATC NO. 1
TRANSPONDER
ATC NO. 2
ANTENNA
FAIL INDICATOR (RED)
ATC NO. 1
REPLY/PASS INDICATOR (GREEN)
ANTENNA
COLLINS
COAXIAL
CABLE
COAXIAL
CONTROL INPUT CONNECTOR
FAIL INDICATOR LRU STATUS
CONTROL INPUT
(RED)
ANTENNA
ALT INPUT ANTENNA FAIL
ALTITUDE INPUT
FAIL LOWER
FAIL INDICATOR ANTENNA
(RED) FAIL
TPR-710A TEST INDICATOR

(RED)
FWD
ATC ANTENNA
TEST SWITCH
ATC TRANSPONDER
Figure 245 ATC Components (without Mode S)

Page: 475

34-53
BITE AND TEST (WITHOUT MODE S)

Frontpanel -Test Control Panel Test
Self-tests include the BITE initiated tests that occur when normal interroga- Push the TEST switch on the control panel to start a control panel self-test.
tions are not received. The system self-test can also be initiated by momen- A PASS indicaton in the code-window shows when the control panel self-
tarily pressing the TEST button on the transponder. Sequencing of the test will test is successful.
automatically occur as follows:
A F XX indicaton comes on when the control panel self-test fails (XX repre-
All front panel lights come on for about 3 seconds. sents the internal failure for shop maintenance only).
All front panel lights go off for about 3 seconds during the internal tests as
described in the BITE initiated self-test.
The green STATUS-REPLY/PASS light will come on for 16 seconds to
show that the self-test operation was successful.
The transponder front panel pass/fail lights will come on for 6 seconds to dis-
play system fault status for the self-test as follows:
The red STATUS-FAIL light will come on when an internal fault has been
detected. The fault can be in either the power supply, receiver circuits,
transmit circuits, microprocessor, or memory.
The red CONTROL INPUT FAIL light will come on when the control panel
interface is faulty.
The red ALT INPUT FAIL light will come on when the selected digital air
data system interface is faulty.
The red ANTENNA FAIL LOWER light will come on when an antenna open
or short circuit condition exists.


34-53
FAIL INDICATOR (RED)

REPLY/PASS INDICATOR (GREEN)
COLLINS
ALTTITUDE
SWITCH SELECT SWITCH
CONTROL INPUT SELECTED CODE DISPLAY
FAIL INDICATOR CONTROL INPUT LRU STATUS
(RED)
ATC
ALT INPUT ANTENNA FAIL OFF ON 1 2 3
ALTITUDE INPUT ALT RPTG
FAIL INDICATOR FAIL LOWER
ANTENNA 4 5 6
(RED) FAIL
ATC 1 2
TPR-710A TEST
INDICATOR ON A
(RED) SBY U 7 0 CLR IDNT
T
O
TEST SWITCH CODE SWITCHES IDENTIFICATION SWITCH

(ATC SYSTEM) FUNCTION
SWITCH
ATC TRANSPONDER ATC CONTROL PANEL
Figure 246 ATC Test, Mode A / C only

Page: 477

34-53
MM - TROUBLESHOOTING; MODE A-C

The trouble shooting procedures make use of the self-test features of the ATC
transponder and ATC system test to isolate problems.
If the procedure does not correct the problem, examine and repair, if neces-
sary, the circuit between equipments.
The trouble shooting procedures are applicable for ATC system No. 1 and ATC
system No. 2.


34-53
Do the prepare for trouble shooting in paragraph 2. Do a check of the fault A B

indicators (ALT INPUT, ANTENNA, CONTROL INPUT and LRU STATUS) on the transponder
front panel. IF - OK
C
NOT OK - Repair or replace the circuit

LRU STATUS FAIL LIGHT IS ON - Replace the ATC transponder
between the control panel and trans-
(Ref 34-53-21). Do the specified test.
ponder.
ANTENNA FAIL LIGHT IS ON - Replace the ATC transponder

(Ref 34-53-11). Do the specified test. IF -
ALT INPUT FAIL LIGHT IS ON - Use an alternate altitude
source. Push the TEST switch on the transponder fronT

C OK
panel. IF -
NOT OK - Do a continuity check on the

antenna cable. IF -
OK - Replace the bad DADC NOT OK - Replace the ATC trans-
OK - Replace the ATC antenna NOT OK - Repair or replace the (Ref 34-12-00). ponder (Ref 34-53-11). Do the
(Ref 34-53-11). Do the speci- antenna cable. Do the speci- specified test.
fied test. fied test.
C OK
CONTROL INPUT FAIL LIGHT IS ON - Replace the ATC trans-

ponder (Ref 34-53-21). Do the specified test. NOT OK - Repair or replace the
circuit between the DADC and
C OK transponder.
NOT OK - Replace the ATC control panel

(34-53-31). Do the specified test.
C
A B
Figure 247 ATC Troubleshooting Chart 1 (without Mode S)

Page: 479

34-53



34-53
System passed self-test but malfunctioned in flight. Perform system test (Ref
34-53-00 Adjustment/Test). IF -
NOT OK SYSTEM FAILED REC SENS, TRANSPONDER FREQ, OR SLS TEST -

Replace transponder (Ref 34-53-21). Repeat system test. OK
IF -
OK
NOT OK - Check ATC antenna and antenna cable. Repair

or replace as required (Ref 34-53-11).
NOT OK SYSTEM FAILED CODE TEST - Replace transponder (Ref

34-53-21). Repeat system test. IF -
OK
NOT OK - Replace ATC control panel (Ref 34-53-31).
NOT OK SYSTEM FAILED ALT RPTG TEST - On ATC control panel,

select alternate ALT source. Repeat ALT RPTG test.
IF -
OK - Replace faulty DADC (Ref 34-12-00).

NOT OK - Replace transponder (Ref 34-53-11).

Repeat ALT RPTG test. IF -
OK
NOT OK - Replace ATC control panel (Ref

34-53-31).
SYSTEM IS OPERABLE
Figure 248 ATC Troubleshooting Chart 2 (without Mode S)

Page: 481
B737
TABLE OF CONTENTS
ATA 34 NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . 1 SYMBOL GENERATOR COMPUTED DISPLAYS . . . . . . . . . . . . . . . . . 62
EFIS INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
34-11 PITOT STATIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 EFIS TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DISPLAY UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 EFIS POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
ADJUSTMENT / TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 DISPLAY UNIT BRIGHTNESS CONTROL; POWER . . . . . . . . . . . . . . 74
34-12 AIR DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DISPLAY UNITS COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
STANDBY INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 OVERHEAT PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 EFIS BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
AIR DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 34-24 MAGNETIC STANDBY COMPASS . . . . . . . . . . . . . . . . . . . . . 88
AIR DATA SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 MAGNETIC STANDBY COMPASS; DESCRIPTION . . . . . . . . . . . . . . 88
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 34-25 STANDBY HORIZON SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 90
DADC - OUTPUT DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 STANDBY HORIZON (P/N H321CCM) . . . . . . . . . . . . . . . . . . . . . . . . . . 90
ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 STANDBY HORIZON (P/N 705-16V3M1) . . . . . . . . . . . . . . . . . . . . . . . . 92
ELECTRICAL ALTIMETER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 22
34-28 INERTIAL REFERENCE SYSTEM . . . . . . . . . . . . . . . . . . . . . 94
MACH / AIRSPEED INDICATOR (MASI) . . . . . . . . . . . . . . . . . . . . . . . . 24
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
M-A/S INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
IRS - COCKPIT COMPONENTS AND LOCATION . . . . . . . . . . . . . . . . 96
TAT/SAT/TAS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
IRU AND IRS TRANSFER REL. - LOCATION . . . . . . . . . . . . . . . . . . . . 98
TAT/SAT/TAS INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 30
MODE SELECT UNIT ( MSU ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
AIR DATA - EFIS DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
INERTIAL SENSOR DISPLAY UNIT ( ISDU ) . . . . . . . . . . . . . . . . . . . . 102
AIR DATA SYSTEM ADJUSTMENT/TEST . . . . . . . . . . . . . . . . . . . . . . . 34
IRS ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
TESTS AFTER REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . 38
INERTIAL REFERENCE UNIT ( IRU ) . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
34-15 MACH AIRSPEED WARNING SYSTEM . . . . . . . . . . . . . . . . 40 DIGITAL ANALOG ADAPTER ( DAA ) . . . . . . . . . . . . . . . . . . . . . . . . . . 110
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 IRS INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
MACH AIRSPEED WARNING - OPERATION . . . . . . . . . . . . . . . . . . . . 42 IRS INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
34-22 ELECTRONIC FLIGHT INSTRUMENT SYSTEM . . . . . . . . 46 IRS MASTER CAUTION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 IRS FAULT SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
COCKPIT PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 IRS ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
EFIS CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 ATTITUDE - MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 OFF - MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 IRS POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
EFIS ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 IRS SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
EFIS SYMBOL GENERATOR AND TRANSFER RELAIS LOCATION 60 IRS SWITCHING - OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
EFIS SYMBOL GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 IRS BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
SCL VRC/RRH 26.08.2005

Page i
B737
TABLE OF CONTENTS
IRS BITE, L 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 BITE AND TEST; DME 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
IRS TROUBLE SHOOTING; HONEYWELL . . . . . . . . . . . . . . . . . . . . . . 148 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
IRS TROUBLE SHOOTING; LITTON . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 34-48 LOW RANGE RADIO ALTIMETER . . . . . . . . . . . . . . . . . . . . 230
IRS ACCURACY CRITERIA CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
ISDU SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 RA / DH - CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . 232
34-57 ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 RA TRANSCEIVER NO 1 - OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 234
GENERAL DESCRICTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 RA TRANSCEIVER NO 2 - OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 236
CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 BITE AND TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
ADF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 34-41 WEATHER RADAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 244
BITE AND TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168 WXR - CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
34-31 VOR/ILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 WXR - INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
VOR - CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 WXR - PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 STATUS AND FAULT MESSAGE DISPLAYS . . . . . . . . . . . . . . . . . . . . 256
VHF NAVIGATION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188 BITE AND TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
POWER DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 MM - WXR TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
VOR / ILS ANTENNA SWITCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192 34-53 ATC-SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
VOR / ILS FLAGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194 GENREAL DESCRIPTION (WITH MODE S) . . . . . . . . . . . . . . . . . . . . . 262
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 CONTROL AND INDICATION (WITH MODE S) . . . . . . . . . . . . . . . . . . 264
34-35 MARKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 COMPONENTS (WITH MODE S) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 ATC TRANSPONDER; DETAILED DESCRIPTION . . . . . . . . . . . . . . . 270
CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 ATC ANTENNA TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 BITE AND TEST (WITH MODE S) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
BITE AND TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 MM - TROUBLESHOOTING, MODE - S TRANSPONDER . . . . . . . . . 276
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 34-45 TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
34-55 DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 TCAS GENERAL SCHEMATIC 1 AND 2 . . . . . . . . . . . . . . . . . . . . . . . . 280
CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216 CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 TCAS - FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 284
DME OPERATION, DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 ATC / TCAS CONTROL PANEL, DESCRIPTION . . . . . . . . . . . . . . . . . 288
DME DISPLAY: OPERATION AND DESCRIPTION . . . . . . . . . . . . . . . 222 ATC-TCAS CONTROL PANEL: DLH-VERSIONS . . . . . . . . . . . . . . . . . 290
BITE AND TEST; DME 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224 COMPONENT DESCRIPTION: PROCESSOR . . . . . . . . . . . . . . . . . . . 292

Page ii
B737
TABLE OF CONTENTS
COMPONENT DESCRIPTION: DIRECTIONAL ANTENNA . . . . . . . . 296 FMS COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
TCAS EFIS CP AND DISPLAYS ;DESCRIPTION . . . . . . . . . . . . . . . . . 298 FMS SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
TCAS TRAFFIC INDICATIONS ON THE EHSI : . . . . . . . . . . . . . . . . . . 299 DIGITAL INPUTS / OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
TCAS NUMERIC INDICATIONS ON THE EHSI: . . . . . . . . . . . . . . . . . 301 FLIGHT MANAGEMENT COMPUTER, DESCRIPTION . . . . . . . . . . . 376
TCAS TEST, GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 PERFORMANCE COMPUTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
TCAS TEST FROM THE ATC / TCAS CONTROL PANEL . . . . . . . . . 304 NAVIGATION COMPUTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
TCAS TEST FROM THE PROCESSOR‘S FRONTPANEL . . . . . . . . . 306 EHSI DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
34-31 APPENDIX; MM-TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308 FMS GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
VOR/ILS OPERATIONAL TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308 ALERTING MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
VOR/ILS OPERATIONAL TEST (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . 309 FMCS - DATALOADING: GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
VOR/ILS OPERATIONAL TEST (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . 310 SOFTWARE INSTALLATION TIMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
WEATHER RADAR OPERATIONAL TEST . . . . . . . . . . . . . . . . . . . . . . 311 DATA LOADERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
WEATHER RADAR OPERATIONAL TEST (CONT.) . . . . . . . . . . . . . . . 312 ALLIED SIGNAL (SUNDSTRAND); AIRBORNE DATA LOADER
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
34-42 EGPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314 TASK 34-62-01-472-196 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314 OPERATIONAL PROGR. / DATABASE INST. (PDL) (DISKETTE) . . . 396
CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318 PREFERRED BITE ORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
EGPWS CONTROL - DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320 TROUBLE SHOOTING TREE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
CALL OUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323 BITE-TROUBLESHOOTING PILOSOPHIE; USING MCDU . . . . . . . . 406
COMPONENT DESCRIPTION: EGPWS COMPUTER . . . . . . . . . . . . 324 BITE ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408
EGPWS - BACKGROUND INFORMATION: . . . . . . . . . . . . . . . . . . . . . . 328 MAINTENANCE BITE INDEX ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . 412
ENHANCEMENTS; GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . 328 SUBSYSTEM MENUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414
LOOK-AHEAD TERRAIN ALERTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330 BITE SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
EGPWS: TERRAIN CLEARANCE FLOOR . . . . . . . . . . . . . . . . . . . . . . . 332 MAINTENANCE EXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426
EGPWS: TERRAIN AWARENESS DISPLAY . . . . . . . . . . . . . . . . . . . . . 334
34-58 GPS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 428
EGPWS: NORMAL TERRAIN / OBSTACLE DISPLAYS . . . . . . . . . . . 336
GLOBAL POSITIONING SYSTEM (GPS) - INTRODUCTION . . . . . . 428
EGPWS: LRU DESCRIPTION, INTERFACES . . . . . . . . . . . . . . . . . . . . 338
GPS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
EGPWS: POWER AND ANALOG INTERFACES . . . . . . . . . . . . . . . . . 340
GPS - THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 432
EGPWS: TERRAIN-WEATHER RELAY CONTROL . . . . . . . . . . . . . . 342
GPS - MODES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436
EGPWS TEST: GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
GPS - COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440
EGPWS - TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
GPS - INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 444
EGPWS PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
GPS - FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
EGPWS SYSTEM SCHEMATICS 1 THRU 7 . . . . . . . . . . . . . . . . . . . . 358
GPS - CDU POSITION DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448
34-60 FLIGHT MANAGEMENT COMPUTER SYSTEM, FMCS . . 366 GPS BITE - FAULT DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366
34-42 GPWS (WITHOUT EGPWS) . . . . . . . . . . . . . . . . . . . . . . . . . . 452

Page iii
B737
TABLE OF CONTENTS
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456
CALL OUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
BITE AND TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
STATUS/HISTORY TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 462
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 464
34-53 ATC-SYSTEM, WITHOUT MODE-S . . . . . . . . . . . . . . . . . . . 468
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 468
CONTROL AND INDICATION (WITHOUT MODE S) . . . . . . . . . . . . . . 470
COMPONENTS (WITHOUT MODE S) . . . . . . . . . . . . . . . . . . . . . . . . . . 474
BITE AND TEST (WITHOUT MODE S) . . . . . . . . . . . . . . . . . . . . . . . . . 476
MM - TROUBLESHOOTING; MODE A-C . . . . . . . . . . . . . . . . . . . . . . . . 478

Page iv
B737
TABLE OF FIGURES
Figure 1 Pitot Static System Schematic . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 EFIS - Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 2 Pitot Static System Component Location . . . . . . . . . . . . . 5 Figure 37 EFIS Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 3 Leak Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Remote Light Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 4 Standby Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 DU Local Light Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Figure 5 Standby Indic. - Description . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Instrument Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 6 Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Overheat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 7 Air Data System Component . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 EFIS BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 8 Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 EFIS BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 9 ADS - System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 EFIS Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 10 Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 EFIS Interface Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 11 El. Altimeter - Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Magnetic Standby Compass . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 12 Mach /Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Standby Horizon System (P/N H321CCM) . . . . . . . . . . . 91
Figure 13 MASI - Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Standby Horizon System (P/N 705-16V3M1)) . . . . . . . . 93
Figure 14 TAT - SAT - TAS Indicator . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Heading and Attitude Indications ( Captain’s Panel ) . . 95
Figure 15 TAT/SAT/TAS INDICATOR, Schematic . . . . . . . . . . . . . . 31 Figure 50 IRS - Cockpit Components . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 16 AIR DATA - EFIS Display . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 IRS Components; IRU, DAA Location . . . . . . . . . . . . . . . 99
Figure 17 Air Data Computer Self-Test 1 . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 IRS - Mode Select Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 18 Air Data Computer Self-Test 2 . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Inertial Sensor Display Unit . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 19 ADS LRU’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 IRS SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 20 M-AIRSPD. WARN. - Component Location . . . . . . . . . . 41 Figure 55 Inertial Reference Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 21 M- AIRSPD. WARN. - General Schematic . . . . . . . . . . . 43 Figure 56 IRS - Navigation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 22 M-AIRSPD WARN. - Det.-Schematic . . . . . . . . . . . . . . . 45 Figure 57 Digital Analog Adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 23 Instrument Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 IRS Computed Indications ( RDDMI and VSI ) . . . . . . . 113
Figure 24 EFIS - Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 IRS Computed Displays ( EADI ) . . . . . . . . . . . . . . . . . . . 114
Figure 25 EFIS - EADI DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 IRS Computed Displays ( EHSI ) . . . . . . . . . . . . . . . . . . . 115
Figure 26 EFIS - VOR Mode and ILS Mode ( Full ) . . . . . . . . . . . . 53 Figure 61 IRS Interface ( Inputs ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 27 EFIS - VOR Mode and ILS Mode ( Expanded ) . . . . . . . 54 Figure 62 IRS Interface ( Outputs ) . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 28 EFIS - Map Mode and Center Map Mode . . . . . . . . . . . . 55 Figure 63 IRS Master Caution Unit . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 29 EFIS - Plan Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Figure 64 IRS Start Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 30 EFIS Architecture - Basic Schematic . . . . . . . . . . . . . . . . 59 Figure 65 POS INIT, POS REF Page on MCDU . . . . . . . . . . . . . . . 125
Figure 31 EFIS Symbol Generator and Transfer Relais Location . 61 Figure 66 ISDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 32 EFIS Symbol Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 67 IRS Alignment - Honeywell . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 33 Symbol Generator Computed Displays ( EHSI ) . . . . . . 65 Figure 68 IRS Alignment - Litton . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 34 EFIS Interface Example . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 69 MCDU with Attitude-Mode . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 35 EFIS Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 70 IRS Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
SCL VRC/RRH 26.08.2005 Page v

B737
TABLE OF FIGURES
Figure 71 IRS Transfer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 Figure 106 Marker Control and Indication . . . . . . . . . . . . . . . . . . . . . 203
Figure 72 IRS Transfer, RDDMI Power . . . . . . . . . . . . . . . . . . . . . . . 139 Figure 107 Marker Component Locations . . . . . . . . . . . . . . . . . . . . . 204
Figure 73 IRS BITE Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 Figure 108 Marker Component Location Antenna . . . . . . . . . . . . . . 205
Figure 74 IRS Right Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 109 Marker Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Figure 75 IRS Test Activation (via MCDU) . . . . . . . . . . . . . . . . . . . . 145 Figure 110 Marker Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Figure 76 IRS Self Test Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 111 Marker Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . 211
Figure 77 Malfunction Codes (Honeywell) . . . . . . . . . . . . . . . . . . . . 149 Figure 112 DME Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 78 Malfunction Codes (Litton) . . . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 113 DME Component Locations, Cockpit . . . . . . . . . . . . . . . 214
Figure 79 IRU Radial Position Error Limits . . . . . . . . . . . . . . . . . . . . 153 Figure 114 DME Component Locations . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 80 ISDU Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 Figure 115 DME Control and Indication . . . . . . . . . . . . . . . . . . . . . . . 217
Figure 81 ADF Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 116 DME Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 82 ADF Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 117 DME System- Detailed Schematic . . . . . . . . . . . . . . . . . 221
Figure 83 ADF Component Locations . . . . . . . . . . . . . . . . . . . . . . . . 160 Figure 118 DME Display EHSI and RDDMI . . . . . . . . . . . . . . . . . . . 223
Figure 84 ADF Component Location Antennas . . . . . . . . . . . . . . . . 161 Figure 119 DME 1 & 2 - Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 85 ADF Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 120 DME 3 - Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 86 ADF System Detailed Schematic . . . . . . . . . . . . . . . . . . . 165 Figure 121 DME Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . 229
Figure 87 ADF Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 122 LRRA General Schematic . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 88 ADF Troubleshooting Chart 1 . . . . . . . . . . . . . . . . . . . . . . 169 Figure 123 LRRA Control and Indication . . . . . . . . . . . . . . . . . . . . . . 233
Figure 89 ADF Troubleshooting Chart 2 . . . . . . . . . . . . . . . . . . . . . . 170 Figure 124 LRRA 1 DETAILED SCHEMATIC . . . . . . . . . . . . . . . . . 235
Figure 90 VOR/ILS Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 125 LRRA 2 DETAILED SCHEMATIC . . . . . . . . . . . . . . . . . 237
Figure 91 VOR / ILS Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 126 LRRA Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 92 VOR / ILS Indication EADI and RDDMI . . . . . . . . . . . . . 177 Figure 127 LRRA Decision Height - Test . . . . . . . . . . . . . . . . . . . . . 243
Figure 93 VOR / ILS Indication EHSI . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 128 WXR Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 94 VOR/ILS Component Location Control . . . . . . . . . . . . . . 180 Figure 129 WXR Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 95 VOR/ILS Component Location LRUs . . . . . . . . . . . . . . . 181 Figure 130 WXR Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Figure 96 VOR/ILS Component Location Antennas . . . . . . . . . . . . 182 Figure 131 WXR Component Location Control . . . . . . . . . . . . . . . . 250
Figure 97 VOR/ILS Component LRUs . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 132 WXR Component Location Transceiver and Antenna 251
Figure 98 VOR/ILS Components: Antennas . . . . . . . . . . . . . . . . . . . 187 Figure 133 WXR Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Figure 99 VOR Detailed Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 134 WXR DETAILED SCHEMATIC SHEET 1 . . . . . . . . . . . 254
Figure 100 VOR/ILS Schematic Power Supply . . . . . . . . . . . . . . . . 191 Figure 135 WXR DETAILED SCHEMATIC SHEET 2 . . . . . . . . . . . 255
Figure 101 VOR/ILS Schematic Antenna Switching . . . . . . . . . . . . 193 Figure 136 WXR Status and Fault Indication . . . . . . . . . . . . . . . . . . 257
Figure 102 VOR/ILS Schematic (FIAU) . . . . . . . . . . . . . . . . . . . . . . 195 Figure 137 WXR BITE and Testindication . . . . . . . . . . . . . . . . . . . . . 259
Figure 103 VOR/ILS Schematic Flags (IFSAU) . . . . . . . . . . . . . . . . 197 Figure 138 WXR Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . 261
Figure 104 VOR/ILS Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . 199 Figure 139 ATC Gemeral Schematic (with Mode S) . . . . . . . . . . . . 263
Figure 105 Marker Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 201 Figure 140 ATC Control Panel (with Mode S / TCAS) . . . . . . . . . . 265
SCL VRC/RRH 26.08.2005 Page vi

B737
TABLE OF FIGURES
Figure 141 ATC Component Location (with Mode S) . . . . . . . . . . . 267 Figure 176 EGPWS: SELF TEST, LEVEL 1 . . . . . . . . . . . . . . . . . . . 349
Figure 142 ATC Components (with Mode S) . . . . . . . . . . . . . . . . . . 269 Figure 177 EGPWS: DISCRETE INPUTS 1 . . . . . . . . . . . . . . . . . . 352
Figure 143 ATC MODE S DETAILED SCHEMATIC . . . . . . . . . . . . 271 Figure 178 EGPWS: DISCRETE INPUTS 2 . . . . . . . . . . . . . . . . . . 353
Figure 144 ATC Antenna Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . 273 Figure 179 EGPWS PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . 357
Figure 145 ATC Mode-S Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 Figure 180 EGPWS: SSM-SHEET 1 . . . . . . . . . . . . . . . . . . . . . . . . . 359
Figure 146 ATC Troubleshooting Chart (with Mode S) . . . . . . . . . . 277 Figure 181 EGPWS: SSM-SHEET 2 . . . . . . . . . . . . . . . . . . . . . . . . . 360
Figure 147 TCAS GERERAL DESCRIPTION . . . . . . . . . . . . . . . . . 279 Figure 182 EGPWS: SSM-SHEET 3 . . . . . . . . . . . . . . . . . . . . . . . . . 361
Figure 148 TCAS GEN - SCHEMATIC 1 . . . . . . . . . . . . . . . . . . . . . 281 Figure 183 EGPWS: SSM-SHEET 4 . . . . . . . . . . . . . . . . . . . . . . . . . 362
Figure 149 TCAS GEN - SCHEMATIC 2 . . . . . . . . . . . . . . . . . . . . . 283 Figure 184 EGPWS: SSM-SHEET 5 . . . . . . . . . . . . . . . . . . . . . . . . . 363
Figure 150 TCAS DETAILED SCHEMATIC 1 . . . . . . . . . . . . . . . . . 285 Figure 185 EGPWS: SSM-SHEET 6 . . . . . . . . . . . . . . . . . . . . . . . . . 364
Figure 151 TCAS DETAILED SCHEMATIC 2 . . . . . . . . . . . . . . . . . 287 Figure 186 EGPWS: SSM-SHEET 7 . . . . . . . . . . . . . . . . . . . . . . . . . 365
Figure 152 ATC-TCAS Control Panel - General . . . . . . . . . . . . . . . 289 Figure 187 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Figure 153 ATC-TCAS Control Panel - Version 1&2 . . . . . . . . . . . . 290 Figure 188 Component location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
Figure 154 ATC-TCAS Control Panel - Version 3 . . . . . . . . . . . . . . 291 Figure 189 FMCS - Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
Figure 155 TCAS Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 Figure 190 Digital Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373
Figure 156 TCAS Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295 Figure 191 Digital Outputs 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374
Figure 157 TCAS - Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297 Figure 192 Digital Outputs 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Figure 158 TCAS Cockpit Displays - EHSI . . . . . . . . . . . . . . . . . . . . 300 Figure 193 FMCS General Pupose . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Figure 159 TCAS, ATC Component Location . . . . . . . . . . . . . . . . . 303 Figure 194 Performance Computation . . . . . . . . . . . . . . . . . . . . . . . 379
Figure 160 TCAS TEST INDICATION IN THE COCKPIT . . . . . . . 305 Figure 195 Navigation computation . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Figure 161 TCAS COMPUTER - FRONTPANEL TEST . . . . . . . . . 307 Figure 196 EHSI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
Figure 162 EGPWS: INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . 315 Figure 197 FMS Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
Figure 163 EGPWS - Component Location . . . . . . . . . . . . . . . . . . . 317 Figure 198 Alerting Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
Figure 164 GPWS Control and Indication . . . . . . . . . . . . . . . . . . . . . 319 Figure 199 FMCS DATA LOADING - GENERAL . . . . . . . . . . . . . . 389
Figure 165 GPWS Components - Computer . . . . . . . . . . . . . . . . . . 325 Figure 200 FMS - PORTABLE DATA LOADER . . . . . . . . . . . . . . . . 391
Figure 166 EGPWS: COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 327 Figure 201 FMS - DATA LOADING, PROCEDURE 1 . . . . . . . . . . 393
Figure 167 EGPWS: TERRAIN DISPLAY . . . . . . . . . . . . . . . . . . . . 329 Figure 202 FMS - DATA LOADING, PROCEDURE 2 . . . . . . . . . . 397
Figure 168 EGPWS: TERRAIN-AWARENESS DISPLAY . . . . . . . 331 Figure 203 FMS - DATA LOADING, MCDU SCREENS . . . . . . . . . 399
Figure 169 EGPWS: TERR. CLARENCE FLOOR . . . . . . . . . . . . . 333 Figure 204 FMS - DATA LOADING, LOCATIONS . . . . . . . . . . . . . 401
Figure 170 EGPWS: TERRAIN DISPLAY . . . . . . . . . . . . . . . . . . . . 335 Figure 205 Preferred BITE Order and DFCS BITE Summary . . . . 403
Figure 171 EGPWS: TERRAIN DISPLAY . . . . . . . . . . . . . . . . . . . . 337 Figure 206 Trouble Shooting Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
Figure 172 EGPWS: General Schematic . . . . . . . . . . . . . . . . . . . . . 339 Figure 207 MCDU with Maintenance BITE Index . . . . . . . . . . . . . . 407
Figure 173 EGPWS: POWER; ANALOG INTERFACES . . . . . . . . 341 Figure 208 General Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
Figure 174 EGPWS - TERR/WXR REL. INTERF. (PRE-MOD) . . 343 Figure 209 FMS BITE Block Schematic . . . . . . . . . . . . . . . . . . . . . . 411
Figure 175 EGPWS: TERR/WXR REL. INTERF. (POST-MOD) . . 345 Figure 210 Maintenance BITE Index Access . . . . . . . . . . . . . . . . . . 413
SCL VRC/RRH 26.08.2005 Page vii

B737
TABLE OF FIGURES
Figure 211 Subsystem Menu Selection . . . . . . . . . . . . . . . . . . . . . . . 415 Figure 246 ATC Test, Mode A / C only . . . . . . . . . . . . . . . . . . . . . . . 477
Figure 212 FMCS BITE Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . 417 Figure 247 ATC Troubleshooting Chart 1 (without Mode S) . . . . . 479
Figure 213 Sensor Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418 Figure 248 ATC Troubleshooting Chart 2 (without Mode S) . . . . . 481
Figure 214 Inflight Faults 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
Figure 215 Inflight Faults 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420
Figure 216 CDU Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
Figure 217 Discretes Analog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422
Figure 218 Fixed Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
Figure 219 Perf. Factor & IRS Monitor . . . . . . . . . . . . . . . . . . . . . . . 424
Figure 220 Maintenance Exceptions ( FMCS and DFCS ) . . . . . . 427
Figure 221 GPS INTTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 429
Figure 222 GPS GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . 431
Figure 223 GPS THEORY OF OPERATION . . . . . . . . . . . . . . . . . . 433
Figure 224 GPS THEORY OF OPERATION 2 . . . . . . . . . . . . . . . . 435
Figure 225 GPS MODES OF OPERATION . . . . . . . . . . . . . . . . . . . 437
Figure 226 GPS MODES OF OPERATION . . . . . . . . . . . . . . . . . . . 439
Figure 227 GPS COMPONENT LOCATION 1 . . . . . . . . . . . . . . . . . 441
Figure 228 GPS COMPONENT LOCATION 2 . . . . . . . . . . . . . . . . . 443
Figure 229 GPS - INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
Figure 230 GPS FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . 447
Figure 231 GPS - MCDU POSITION DISPLAYS . . . . . . . . . . . . . . 449
Figure 232 GPS BITE - STATUS / FAULT DISPLAY . . . . . . . . . . . 451
Figure 233 GPWS Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 453
Figure 234 GPWS Control and Indication . . . . . . . . . . . . . . . . . . . . . 455
Figure 235 GPWS Components Computer . . . . . . . . . . . . . . . . . . . 457
Figure 236 GPWS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
Figure 237 GPWS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
Figure 238 GPWS Cockpit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
Figure 239 GPWS Status/History Test . . . . . . . . . . . . . . . . . . . . . . . 463
Figure 240 GPWS Troubleshooting Chart 1 . . . . . . . . . . . . . . . . . . . 465
Figure 241 GPWS Troubleshooting Chart 2 . . . . . . . . . . . . . . . . . . . 467
Figure 242 ATC Basic Schematic (without Mode S) . . . . . . . . . . . . 469
Figure 243 ATC Control (without Mode S) . . . . . . . . . . . . . . . . . . . . 471
Figure 244 ATC Component Location (without Mode S) . . . . . . . . 473
Figure 245 ATC Components (without Mode S) . . . . . . . . . . . . . . . 475
SCL VRC/RRH 26.08.2005 Page viii

Ata 34

Uploaded by

Copyright:

Available Formats

You might also like

Ata 34

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ata 34

Uploaded by

Copyright:

Available Formats

Training Manual

Lufthansa LAN Technical Training

FLIGHT ENVIRONMENT DATA

SCL VRC/RRH 26.08.2005 Page: 1

FLIGHT ENVIRONMENT DATA

34-11 PITOT STATIC SYSTEM

SCL VRC/RRH 26.08.2005 Page: 2

FLIGHT ENVIRONMENT DATA

DRAIN TRAP AND TEST FITTING LOCATION

P/C PRESSURE CONTROLLER

ALT 1 FLAP LOAD LIMITER

NO. 15 DATA COMPUTER

Figure 1 Pitot Static System Schematic

FLIGHT ENVIRONMENT DATA

Flush the pitot-static system

Drain the pitot-static system

Furthermore the following duty cycles are described in the AMM:

Pitot-Static Probe Cleaning/Painting

SCL VRC/RRH 26.08.2005 Page: 4

FLIGHT ENVIRONMENT DATA

E1 RACK, RIGHT SIDE

PITOT DRAIN S2 STATIC PORT CAP BAYONET

PITOT STATIC PROBE ALTERNATE STATIC PORT

Figure 2 Pitot Static System Component Location

FLIGHT ENVIRONMENT DATA

This TASK is necessary

Low-Range Leak Test

SCL VRC/RRH 26.08.2005 Page: 6

FLIGHT ENVIRONMENT DATA

Figure 3 Leak Test

FLIGHT ENVIRONMENT DATA

34-12 AIR DATA SYSTEM

SCL VRC/RRH 26.08.2005 Page: 8

FLIGHT ENVIRONMENT DATA

Airspeed / Altitude Indicator

FLIGHT ENVIRONMENT DATA

SCL VRC/RRH 26.08.2005 Page: 10

FLIGHT ENVIRONMENT DATA

Figure 5 Standby Indic. - Description

FLIGHT ENVIRONMENT DATA

AIR DATA SYSTEM

The following information are displayed on the instruments:

SCL VRC/RRH 26.08.2005 Page: 12

FLIGHT ENVIRONMENT DATA

Figure 6 Air Data System

FLIGHT ENVIRONMENT DATA

AIR DATA SYSTEM COMPONENTS

SCL VRC/RRH 26.08.2005 Page: 14

FLIGHT ENVIRONMENT DATA

Honeywell DADC Smith DADC

FLIGHT ENVIRONMENT DATA

SCL VRC/RRH 26.08.2005 Page: 16

FLIGHT ENVIRONMENT DATA

(CIRCUIT CARD FOR

Figure 8 Block Diagram

FLIGHT ENVIRONMENT DATA

DADC - OUTPUT DATA

210 TRUE AIRSPEED X X X X X X X