PROLINE FUSIONFOR KING AIR Aircraft Maintenance Manual

aircraft
maintenance
manual
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Pro Line Fusion®
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for King Air
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aircraft maintenance manual
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Export Control Classification Number (ECCN) for this document is

7E994.
© 2014 Rockwell Collins. All rights reserved.

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Pro Line Fusion® for King Air
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aircraft maintenance manual
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This manual includes coverage of the Rockwell Collins Pro Line Fusion® avionics system for the
following:
Models
C90GTi
B200GT
Models
B200CGT
B300
PO Models
B300C
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Rockwell Collins
Printed in the United States of America Cedar Rapids, Iowa 52498
© 2014 Rockwell Collins. All rights reserved. CAGE Code: 0EFD0
523-0821905-001129
1st Edition, Dec 02/14
(KING_AIR_AMM_DEC_02/14)
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Rockwell Collins
AIRCRAFT MAINTENANCE MANUAL
Export Control Classification Number (ECCN) for this document is 7E994.
PROPRIETARY NOTICE
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This document and the information disclosed herein are proprietary data of Rockwell Collins.
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Dec 02/14
Rockwell Collins
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SERVICE BULLETIN LIST
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SERVICE ORIGINAL REVISION INCORPORA-
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SUBJECT PAGE DATE SUBJECT PAGE DATE
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31-41-03 401 Dec 02/14 401 Dec 02/14
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503 Dec 02/14 702 Dec 02/14
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506 Dec 02/14 402 Dec 02/14

507 Dec 02/14 403 Dec 02/14
FO
508 Dec 02/14 404 Dec 02/14

501 Dec 02/14
31-60-01 201 Dec 02/14 502 Dec 02/14
202 Dec 02/14
203 Dec 02/14 31-60-05 401 Dec 02/14
204 Dec 02/14 402 Dec 02/14
205 Dec 02/14 403 Dec 02/14
206 Dec 02/14 404 Dec 02/14
207 Dec 02/14 501 Dec 02/14
208 Dec 02/14 502 Dec 02/14
LEP-11
Dec 02/14
Rockwell Collins
31-60-07 201 Dec 02/14 34-20-00 101 Dec 02/14

202 Dec 02/14 102 Dec 02/14
203 Dec 02/14
204 Dec 02/14 34-20-01 401 Dec 02/14
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210 Blank 501 Dec 02/14
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401 Dec 02/14 502 Dec 02/14
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405 Dec 02/14 506 Dec 02/14
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406 Blank 507 Dec 02/14
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102 Dec 02/14 402 Dec 02/14

403 Dec 02/14
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402 Dec 02/14 405 Dec 02/14

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403 Dec 02/14 406 Blank

404 Dec 02/14 501 Dec 02/14
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405 Dec 02/14 502 Dec 02/14

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512 Dec 02/14 203 Dec 02/14
513 Dec 02/14 204 Dec 02/14
514 Blank 205 Dec 02/14
LEP-12
Dec 02/14
Rockwell Collins
206 Blank 102 Dec 02/14

501 Dec 02/14
34-40-00 101 Dec 02/14 502 Dec 02/14
102 Dec 02/14 503 Dec 02/14
501 Dec 02/14 504 Dec 02/14
502 Dec 02/14 505 Dec 02/14
503 Dec 02/14 506 Dec 02/14
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504 Dec 02/14
505 Dec 02/14 34-43-01 401 Dec 02/14
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508 Blank 404 Dec 02/14
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501 Dec 02/14

502 Dec 02/14 34-52-01 401 Dec 02/14
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505 Dec 02/14 404 Dec 02/14

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601 Dec 02/14 406 Blank

602 Dec 02/14
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501 Dec 02/14

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102 Dec 02/14 503 Dec 02/14

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403 Dec 02/14
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402 Dec 02/14
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LEP-13
Dec 02/14
Rockwell Collins
404 Dec 02/14 507 Dec 02/14

405 Dec 02/14 508 Dec 02/14
406 Blank 509 Dec 02/14
501 Dec 02/14 510 Dec 02/14
502 Dec 02/14 511 Dec 02/14
503 Dec 02/14 512 Dec 02/14
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505 Dec 02/14 514 Dec 02/14
506 Dec 02/14 515 Dec 02/14
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34-53-03 401 Dec 02/14 517 Dec 02/14
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502 Dec 02/14 206 Dec 02/14
503 Dec 02/14 207 Dec 02/14
504 Dec 02/14 208 Dec 02/14
505 Dec 02/14 209 Dec 02/14
506 Dec 02/14 210 Dec 02/14
LEP-14
Dec 02/14
Rockwell Collins
501 Dec 02/14 222 Dec 02/14

502 Dec 02/14 223 Dec 02/14
503 Dec 02/14 224 Dec 02/14
504 Dec 02/14 225 Dec 02/14
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213 Dec 02/14
214 Dec 02/14
215 Dec 02/14
216 Dec 02/14
217 Dec 02/14
218 Dec 02/14
219 Dec 02/14
220 Dec 02/14
221 Dec 02/14
LEP-15/16
Dec 02/14
FO
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Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
Introduction
INTRODUCTION
General......................................................................................................................................................... 1
Verification Statement .................................................................................................................................. 1
Warnings, Cautions, and Notes.................................................................................................................... 1
LY
Safety Precautions ....................................................................................................................................... 2
N
Revision Service........................................................................................................................................... 2
Manual Arrangement and Format ................................................................................................................ 2
O
Application of Task Numbering System........................................................................................................ 4
S
System/Equipment Covered by the Manual ................................................................................................. 6
SE
List of Associated Publications................................................................................................................... 14
List of Abbreviations ................................................................................................................................... 28
PO
List of Manufacturers.................................................................................................................................. 39
How to Use the AMM ................................................................................................................................. 39
R
Part 1 – System Description
PU
22 - AUTO FLIGHT
22-10-00 Flight Guidance System (FGS)
Introduction................................................................................................................................................... 1
G
General Description...................................................................................................................................... 1
IN
FGS Modes of Operation ............................................................................................................................. 5

N
22-10-00 Flight Guidance Computer - Theory of Operation

AI
Flight Guidance Computer No. 1 ................................................................................................................. 9

Flight Guidance Computer No. 2 ............................................................................................................... 21
TR
22-10-00 Flight Guidance Computer - Controls and Displays

Cockpit Controls ......................................................................................................................................... 29
R
Component Data ........................................................................................................................................ 40

FO
Component Location .................................................................................................................................. 41

22-10-00 Flight Guidance Panel
Theory of Operation ................................................................................................................................... 43
22-10-00 Flight Guidance Panel - Controls and Displays
Unit Controls............................................................................................................................................... 57
Control Wheel and Power Level Handle Controls ...................................................................................... 63
TOC-1
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
Component Data ........................................................................................................................................ 65
22-10-00 Aileron Servo
Aileron Servo – Component Data............................................................................................................... 73
LY
N
22-10-00 Elevator Servo
O
Component Data ........................................................................................................................................ 79
S
SE
22-10-00 Rudder Servo
PO
Component Data ........................................................................................................................................ 87
R
22-10-00 Elevator Trim Servo
PU

Component Data ........................................................................................................................................ 95
G
23 - COMMUNICATION
IN
23-10-00 HF Communication System

N
Introduction................................................................................................................................................... 1
AI
23-10-00 HF Receiver/Transmitter
TR
Theory of Operation ..................................................................................................................................... 3

23-10-00 HF Receiver/Transmitter - Controls and Displays
R
Cockpit Controls ........................................................................................................................................... 7

FO
Component Data .......................................................................................................................................... 8

Component Location .................................................................................................................................... 8
23-10-00 HF Antenna Coupler
Theory of Operation ....................................................................................................................................11
Component Data ........................................................................................................................................ 13
TOC-2
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
23-11-00 VHF Communication System
Introduction................................................................................................................................................... 1
23-11-00 VHF Communication System - Theory of Operation
VHF COMM Transceiver No. 1 .................................................................................................................... 3
LY
VHF COMM Transceiver No. 2 .................................................................................................................... 6
N
23-11-00 VHF Comm Transceiver - Controls and Displays
O
Component Data ........................................................................................................................................ 13
S
SE
23-20-00 VHF Data System
Introduction................................................................................................................................................... 1
PO
23-20-00 VHF Comm Transceiver (Datalink) - Theory of Operation
R
VHF COMM Transceiver No. 3 (OPTION) ................................................................................................... 3
PU
Component Data .......................................................................................................................................... 5

23-20-00 Communications Management Unit (CMU)
G

IN
23-20-00 Communications Management Unit (CMU) - Controls and Displays

N
Cockpit Controls ..........................................................................................................................................11

AI
Cockpit Controls – Datalink APPLICATION MENU.....................................................................................11

Cockpit Controls – CPDLC MENU – LOGON/STATUS ............................................................................. 12
TR
Cockpit Controls – Sending/Receiving Messages...................................................................................... 16

Cockpit Controls – CPDLC MENU – ATC LOG.......................................................................................... 17
R
Cockpit Controls – CPDLC MENU – ATN LINK STATUS........................................................................... 18

FO
Component Data ........................................................................................................................................ 19

23-20-00 External Compensation Unit (ECU)
Component Data ........................................................................................................................................ 25
TOC-3
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
31 - INDICATING/RECORDING SYSTEMS
31-40-00 Integrated Avionics Processor System (IAPS)
Introduction................................................................................................................................................... 1
31-40-00 Integrated Card Cage (ICC) - Theory of Operation
LY
Integrated Card Cage (No. 1 Side) .............................................................................................................. 5
N
Integrated Card Cage (No. 2 Side) .............................................................................................................. 8
O
Component Data .........................................................................................................................................11
Component Location ...................................................................................................................................11
S
31-40-00 IAPS Environmental Controller (IEC)
SE
31-40-00 IAPS Environmental Controller (IEC) - Controls and Displays
PO
Unit Controls............................................................................................................................................... 15
R
Component Data ........................................................................................................................................ 16
PU

31-40-00 Input/Output Concentrator (IOC) - Theory of Operation
Input/Output Concentrator No. 1................................................................................................................ 19
G
Input/Output Concentrator No. 2................................................................................................................ 22

IN
31-40-00 Input/Output Concentrator (IOC) - Controls and Displays

N

AI
Unit Controls............................................................................................................................................... 25
Component Data ........................................................................................................................................ 26
TR

31-40-00 Power Supply Module - Theory of Operation
R
Power Supply Module No. 1 ...................................................................................................................... 29

FO
Power Supply Module No. 2 ...................................................................................................................... 32

31-40-00 Power Supply Module - Power Supply Module – Controls and Displays
Unit Controls............................................................................................................................................... 35
Component Data ........................................................................................................................................ 36
TOC-4
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
31-40-00 Configuration Strapping Unit (CSU) - Theory of Operation
Configuration Strapping Unit No. 1 ............................................................................................................ 39
Configuration Strapping Unit No. 2 ............................................................................................................ 41
31-40-00 Configuration Strapping Unit (CSU) - Controls and Displays
LY
Unit Controls............................................................................................................................................... 43
N
Component Data ........................................................................................................................................ 43
O
31-40-00 Option Control Module (OCM) - Theory of Operation
S
Option Control Module No. 1 ..................................................................................................................... 47
SE
Option Control Module No. 2 ..................................................................................................................... 49
Component Data ........................................................................................................................................ 51
PO
31-41-00 Data Concentration System (DCS)
R
Introduction................................................................................................................................................... 1
PU
31-41-00 Data Concentration System (DCS) - Theory of Operation
Data Concentrator Unit No. 1....................................................................................................................... 3
G
Data Concentrator Unit No. 2......................................................................................................................11

IN
Engine Data Concentrator No. 1................................................................................................................ 18

N
Engine Data Concentrator No. 2................................................................................................................ 22

AI
Component Data ........................................................................................................................................ 26

TR
31-41-00 Remote Data Concentrator (RDC) - Theory of Operation

Remote Data Concentrator No. 1 .............................................................................................................. 29
R
Remote Data Concentrator No. 2 .............................................................................................................. 34

FO
Component Data ........................................................................................................................................ 38

31-60-00 Electronic Flight Instrument System (EFIS)
Introduction................................................................................................................................................... 1
Adaptive Flight Display................................................................................................................................. 2
Cursor Control Panel.................................................................................................................................... 2
TOC-5
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
Multifunction Keypad Panel.......................................................................................................................... 2
Aircraft Personality Module .......................................................................................................................... 2
Barometric Single Knob Panel ..................................................................................................................... 2
Adaptive Flight Display Runtime .................................................................................................................. 2
Flight Display System Application ................................................................................................................ 3
LY
Protocol Manager Application ...................................................................................................................... 4
N
Radio Tuning System Application ................................................................................................................ 4
O
Airframe Parameter Configuration Table ...................................................................................................... 5
Integrated Modular Avionics Table ............................................................................................................... 5
S
Emulated Control Display Application .......................................................................................................... 6
SE
EFIS Inteface................................................................................................................................................ 6
31-60-00 Adaptive Flight Display (AFD) - Theory of Operation
PO
Adaptive Flight Display No. 1....................................................................................................................... 9
Adaptive Flight Display No. 2..................................................................................................................... 20
R
Adaptive Flight Display No. 3..................................................................................................................... 34
PU
31-60-00 Adaptive Flight Display (AFD) - Controls and Displays

Cockpit Controls – Functional Description ................................................................................................. 45
Cockpit Controls – Operational Description ............................................................................................... 60
G
Component Data ........................................................................................................................................ 74

IN

N
31-60-00 Cursor Control Panel (CCP) - Theory of Operation

AI
Cursor Control Panel No. 1........................................................................................................................ 79

Cursor Control Panel No. 2........................................................................................................................ 83
TR
31-60-00 Cursor Control Panel (CCP) - Controls and Displays

Unit Controls............................................................................................................................................... 85
R
Component Data ........................................................................................................................................ 87

FO

31-60-00 Multifunction Keypad Panel (MKP)
31-60-00 Multifunction Keypad Panel (MKP) - Controls and Displays
Unit Controls............................................................................................................................................... 95
Component Data ........................................................................................................................................ 98
TOC-6
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
31-60-00 Aircraft Personality Module (APM)
Theory of Operation ................................................................................................................................. 101
Component Data ...................................................................................................................................... 103
Component Location ................................................................................................................................ 103
31-60-00 Baro Single Knob Panel - Theory of Operation
LY
Baro Single Knob No. 1 ........................................................................................................................... 105
N
Baro Single Knob No. 2 ........................................................................................................................... 107
O
31-60-00 Baro Single Knob Panel - Controls and Displays
Unit Controls............................................................................................................................................. 109
S
Component Data .......................................................................................................................................110
SE
Component Location .................................................................................................................................111
31-60-00 Emulated Control Display Unit (ECDU)
PO
Theory of Operation ..................................................................................................................................113
31-60-00 Emulated Control Display Unit (ECDU) - Controls and Displays
R
Cockpit Controls ........................................................................................................................................115
PU
34 - NAVIGATION
34-10-00 Air Data System (ADS)
Introduction................................................................................................................................................... 1
G
IN
34-10-00 Air Data Computer (ADC) - Theory of Operation

N
Air Data Computer No. 1.............................................................................................................................. 5

AI
Air Data Computer No. 2............................................................................................................................ 14

34-10-00 Air Data Computer (ADC) - Controls and Displays
TR

Unit Controls............................................................................................................................................... 23
R
Component Data ........................................................................................................................................ 24

FO

34-20-00 Attitude Heading Reference System (AHRS)
Introduction................................................................................................................................................... 1
34-20-00 Attitude Heading Computer (AHC) - Theory of Operation
Attitude Heading Reference Computer No. 1 .............................................................................................. 3
Attitude Heading Reference Computer No. 2 .............................................................................................. 7
TOC-7
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
34-20-00 Attitude Heading Computer (AHC) - Controls and Displays
Cockpit Controls ..........................................................................................................................................11
Unit Controls............................................................................................................................................... 13
Component Data ........................................................................................................................................ 14
LY
34-20-00 Flux Detector Unit (FDU) - Theory of Operation
N
Flux Detector Unit No. 1............................................................................................................................. 17
O
Flux Detector Unit No. 2............................................................................................................................. 18
Component Data ........................................................................................................................................ 19
S
SE
34-20-00 External Compensation Unit (ECU) - Theory of Operation
External Compensation Unit No. 1............................................................................................................. 23
PO
External Compensation Unit No. 2............................................................................................................. 25
Component Data ........................................................................................................................................ 27
R
PU
34-32-00 Synthetic Vision System (SVS)

Introduction................................................................................................................................................... 1
G
34-32-00 Synthetic Vision System (SVS) - Controls and Displays

IN

N
Component Data .......................................................................................................................................... 5

AI
34-40-00 Weather Radar System

Introduction................................................................................................................................................... 1
TR
Weather Radar Modes of Operation ............................................................................................................ 4
R
34-40-00 Tilt Single Knob Panel - Theory of Operation

FO
Tilt Single Knob No. 1 .................................................................................................................................. 5

Tilt Single Knob No. 2 .................................................................................................................................. 7
34-40-00 Tilt Single Knob Panel - Controls and Displays
Unit Controls................................................................................................................................................. 9
34-40-00 Weather Radar Receiver/Transmitter Antenna (RTA)
Component Data ........................................................................................................................................ 16
TOC-8
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
34-42-00 Radio Altimeter System
Introduction................................................................................................................................................... 1
34-42-00 Radio Altimeter Transceiver
LY
N
Component Data .......................................................................................................................................... 7
O
34-43-00 Traffic Alert and Collision Avoidance System II
S
Introduction................................................................................................................................................... 1
SE
34-43-00 TCAS Transmitter/Receiver
PO
34-43-00 TCAS Transmitter/Receiver - Controls and Displays
R
PU
Cockpit Controls – Traffic Modes ................................................................................................................. 9

Cockpit Controls – Altitude Limit .................................................................................................................11
Cockpit Controls – Traffic Overlay.............................................................................................................. 12
G
Cockpit Controls – Traffic Symbols ............................................................................................................ 12

IN
Unit Controls............................................................................................................................................... 13
N
Component Data ........................................................................................................................................ 15

AI

34-43-00 TCAS Directional Antenna
TR
Component Data ........................................................................................................................................ 19

R
34-52-00 Global Navigation Satellite System (GNSS)

FO
Introduction................................................................................................................................................... 1
34-52-00 Global Positioning System (GPS) Receiver - Theory of Operation
Global Positioning System Receiver No. 1 .................................................................................................. 3
Global Positioning System Receiver No. 2 .................................................................................................. 6
34-52-00 Global Positioning System (GPS) Receiver - Controls and Displays
TOC-9
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
Unit Controls................................................................................................................................................. 9
Component Data .........................................................................................................................................11
34-53-00 VHF Navigation System
Introduction................................................................................................................................................... 1
LY
N
34-53-00 VHF Navigation Receiver - Theory of Operation
O
VHF Navigation Receiver No. 1 ................................................................................................................... 5
VHF Navigation Receiver No. 2 (NAV-4500) ............................................................................................. 10
S
VHF Navigation Receiver No. 2 (NAV-4000 - Option) ............................................................................... 13
SE
34-53-00 VHF Navigation Receiver - Controls and Displays
PO
Component Data ........................................................................................................................................ 18
R
34-53-00 Automatic Direction Finder (ADF) Antenna - Theory of Operation
PU
Automatic Direction Finder (ADF) Antenna No. 1 ...................................................................................... 21

Automatic Direction Finder (ADF) Antenna No. 2 ...................................................................................... 23
Component Data ........................................................................................................................................ 25
G

IN
34-54-00 Distance Measuring Equipment (DME)

N
Introduction................................................................................................................................................... 1
AI
34-54-00 Distance Measuring Equipment (DME) Transceiver - Theory of Operation
TR
DME Transceiver No. 1................................................................................................................................ 3

DME Transceiver No. 2 (Option).................................................................................................................. 5
R
34-54-00 Distance Measuring Equipment (DME) Transceiver - Controls and Displays

FO

Component Data .......................................................................................................................................... 7
34-55-00 Air Traffic Control (ATC) Transponder System
Introduction................................................................................................................................................... 1
TOC-10
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
34-55-00 Diversity Transponder - Theory of Operation
Diversity Transponder No. 1 ........................................................................................................................ 5
Diversity Transponder No. 2 ...................................................................................................................... 10
34-55-00 Diversity Transponder - Controls and Displays
LY
Selecting the Active Transponder .............................................................................................................. 13
N
Setting the Squawk Code........................................................................................................................... 14
O
Setting the Flight ID.................................................................................................................................... 14
IDENT Button ............................................................................................................................................. 14
S
Component Data ........................................................................................................................................ 15
SE
34-60-00 Flight Management System (FMS)
PO
Introduction................................................................................................................................................... 1
R
PU
FMS Position Determination......................................................................................................................... 4

FMS Navigation and Steering ...................................................................................................................... 4
FMS NAV-to-NAV Transfer........................................................................................................................... 5
G
FMS-GPS Wrap Test.................................................................................................................................... 5

IN
FMS Auto-Tune ............................................................................................................................................ 6

N
FMS Datalink................................................................................................................................................ 6
AI
FMS Pilot Waypoint and Routes Load/Store ................................................................................................ 6

34-60-00 Flight Management System (FMS) - Controls and Displays
TR

Component Data .......................................................................................................................................... 9
R
44 - CABIN SYSTEMS
FO
44-50-00 Video Surveillance System

Introduction................................................................................................................................................... 1
44-50-00 Video Surveillance System - Controls and Displays
TOC-11
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
45 - CENTRAL MAINTENANCE SYSTEM
45-20-00 Onboard Maintenance System (OMS)
Introduction................................................................................................................................................... 1
Onboard Maintenance System..................................................................................................................... 1
LY
Onboard Maintenance System Application .................................................................................................. 1
N
Onboard Maintenance System Table ........................................................................................................... 2
O
Onboard Data Loader Application ................................................................................................................ 2
OMS Interface .............................................................................................................................................. 2
S
SE
Onboard Diagnostics.................................................................................................................................... 4
Configuration ................................................................................................................................................ 5
PO
Reporting...................................................................................................................................................... 5
Database Management ................................................................................................................................ 5
R
Data Load..................................................................................................................................................... 6
PU
Controls and Displays .................................................................................................................................. 7

Component Data .......................................................................................................................................... 7
46 - SYSTEMS INTEGRATION AND DISPLAY
G
46-20-00 Integrated Flight Information System

IN
Introduction................................................................................................................................................... 1
N
AI
46-20-00 Integrated Flight Information System - Controls and Displays

Cockpit Controls – File Sever Application .................................................................................................... 3
TR
Cockpit Controls – Data Link Weather Key .................................................................................................. 3

Cockpit Controls – Electronic Charts Key .................................................................................................... 5
R
Cockpit Controls – Enhanced Maps Overlay Key ........................................................................................ 9

FO
Cockpit Controls – Outboard IFIS Key ......................................................................................................... 9

Component Data ........................................................................................................................................ 10
46-21-00 XM Weather
Introduction................................................................................................................................................... 1
46-21-00 XM Weather Receiver
TOC-12
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
46-21-00 XM Weather Receiver - Controls and Displays
Component Data .......................................................................................................................................... 8
46-30-00 Information Management System (IMS)
LY
Introduction................................................................................................................................................... 1
N
O
46-30-00 Information Management System (IMS) - Controls and Displays
S
SE
Unit Controls................................................................................................................................................. 7
Component Data .......................................................................................................................................... 9
PO
77 - ENGINE INDICATING
R
77-40-00 Engine Indication and Crew Alert System (EICAS)
PU
Introduction................................................................................................................................................... 1
77-40-00 Engine Indication and Crew Alert System (EICAS) - Controls and Displays
G

IN
Component Data .......................................................................................................................................... 6

N
Part 2 – Procedures
AI
22 - AUTO FLIGHT
22-10-00 Flight Guidance System (FGS) - Component Location
TR

22-10-01 Flight Guidance Computer (FGC) - Removal/Installation
R
General..................................................................................................................................................... 401
FO
Removal ................................................................................................................................................... 401

Installation ................................................................................................................................................ 404
22-10-01 Flight Guidance Computer (FGC) - Adjustment/Test
General..................................................................................................................................................... 501
Operational Test ....................................................................................................................................... 501
22-10-03 Flight Guidance Panel - Removal/Installation
General..................................................................................................................................................... 401
TOC-13
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
22-10-03 Flight Guidance Panel - Adjustment/Test
General..................................................................................................................................................... 501
LY
22-10-05 Aileron Servo - Removal/Installation
N
General..................................................................................................................................................... 401
O
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 403
S
22-10-05 Aileron Servo - Adjustment/Test
SE
General..................................................................................................................................................... 501
22-10-07 Aileron Servo Mount - Removal/Installation
PO
General..................................................................................................................................................... 401
R
Removal ................................................................................................................................................... 401
PU
Installation ................................................................................................................................................ 404

22-10-09 Elevator Servo - Removal/Installation
General..................................................................................................................................................... 401
G
Removal ................................................................................................................................................... 401

IN
Installation ................................................................................................................................................ 403

N
22-10-09 Elevator Servo - Adjustment/Test

AI
General..................................................................................................................................................... 501
TR
22-10-11 Elevator Servo Mount - Removal/Installation

General..................................................................................................................................................... 401
R
Removal ................................................................................................................................................... 401

FO
Installation ................................................................................................................................................ 404

22-10-13 Rudder Servo - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 403
22-10-13 Rudder Servo - Adjustment/Test
General..................................................................................................................................................... 501
TOC-14
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
22-10-15 Rudder Servo Mount - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
LY
22-10-17 Trim Servo - Removal/Installation
N
General..................................................................................................................................................... 401
O
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 403
S
22-10-17 Trim Servo - Adjustment/Test
SE
General..................................................................................................................................................... 501
22-10-19 Trim Servo Mount - Removal/Installation
PO
General..................................................................................................................................................... 401
R
Removal ................................................................................................................................................... 401
PU
Installation ................................................................................................................................................ 404

23 - COMMUNICATION
23-10-00 HF Communication System - Component Location
G

IN
23-10-00 HF Communication System - Adjustment/Test

N
General..................................................................................................................................................... 501
AI

23-10-01 HF Receiver/Transmitter - Removal/Installation
TR
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
R
Installation ................................................................................................................................................ 404

FO
23-10-03 HF Antenna Coupler - Removal/Installation

General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
23-10-05 HF Feedline Adapter - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
TOC-15
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
Installation ................................................................................................................................................ 404
23-11-00 VHF Communication System - Component Location
23-11-00 VHF Communication System - Adjustment/Test
General..................................................................................................................................................... 501
LY
N
23-11-01 VHF Comm Transceiver - Removal/Installation
O
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
S
Installation ................................................................................................................................................ 404
SE
23-11-01 VHF Comm Transceiver - Adjustment/Test
General..................................................................................................................................................... 501
PO
23-20-00 VHF Data System - Component Location
R
PU
23-20-01 VHF Data Transceiver - Removal/Installation

General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
G
Installation ................................................................................................................................................ 404

IN
23-20-01 VHF Data Transceiver - Adjustment/Test

N
General..................................................................................................................................................... 501
AI

23-20-03 Communications Management Unit (CMU) - Removal/Installation
TR
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
R
Installation ................................................................................................................................................ 404

FO
23-20-03 Communications Management Unit (CMU) - Adjustment/Test

General..................................................................................................................................................... 501
23-20-05 External Compensation Unit (ECU) - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
TOC-16
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
23-20-05 External Compensation Unit (ECU) - Adjustment/Test
General..................................................................................................................................................... 501
31 - INDICATING/RECORDING SYSTEM
31-40-00 Integrated Avionics Processor System (IAPS) - Component Location
LY
N
31-40-01 Integrated Card Cage (ICC) - Removal/Installation
O
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
S
Installation ................................................................................................................................................ 404
SE
31-40-03 IAPS Environmental Controller (IEC) - Removal/Installation
General..................................................................................................................................................... 401
PO
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
R
31-40-03 IAPS Environmental Controller (IEC) - Adjustment/Test
PU
General..................................................................................................................................................... 501
31-40-05 Input/Output Concentrator (IOC) - Removal/Installation
G
General..................................................................................................................................................... 401
IN
Removal ................................................................................................................................................... 401

N
Installation ................................................................................................................................................ 404

AI
31-40-05 Input/Output Concentrator (IOC) - Adjustment/Test

General..................................................................................................................................................... 501
TR

31-40-07 Power Supply Module - Removal/Installation
R
General..................................................................................................................................................... 401
FO
Removal ................................................................................................................................................... 401

Installation ................................................................................................................................................ 404
31-40-07 Power Supply Module - Adjustment/Test
General..................................................................................................................................................... 501
31-40-09 Configuration Strapping Unit (CSU) - Maintenance Practices
General..................................................................................................................................................... 201
TOC-17
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
Configuration Setting................................................................................................................................ 201
31-40-09 Configuration Strapping Unit (CSU) - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
LY
31-40-09 Configuration Strapping Unit (CSU) - Adjustment/Test
N
General..................................................................................................................................................... 501
O
31-40-11 Option Control Module (OCM) - Removal/Installation
S
General..................................................................................................................................................... 401
SE
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
31-41-00 Data Concentration System (DCS) - Component Location
PO
R
31-41-00 Data Concentration System (DCS) - Adjustment/Test
PU
General..................................................................................................................................................... 501
31-41-01 Data Concentrator Unit (DCU) - Removal/Installation
G
General..................................................................................................................................................... 401
IN
Removal ................................................................................................................................................... 401

N
Installation ................................................................................................................................................ 404

AI
31-41-03 Remote Data Concentrator Unit (RDC) - Removal/Installation

General..................................................................................................................................................... 401
TR
Removal ................................................................................................................................................... 401

Installation ................................................................................................................................................ 404
R
31-60-00 Electronic Flight Instrument System (EFIS) - Component Location

FO

31-60-00 Electronic Flight Instrument System (EFIS) - Adjustment/Test
General..................................................................................................................................................... 501
31-60-01 Adaptive Flight Display (AFD) - Maintenance Practices
General..................................................................................................................................................... 201
Creating USB Media................................................................................................................................. 201
TOC-18
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
Field Load Procedure ............................................................................................................................... 205
Periodic Database Field Load Procedure................................................................................................. 218
31-60-01 Adaptive Flight Display (AFD) - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
LY
Installation ................................................................................................................................................ 404
N
31-60-01 Adaptive Flight Display (AFD) - Adjustment/Test
O
General..................................................................................................................................................... 501
S
31-60-01 Adaptive Flight Display (AFD) - Cleaning/Painting
SE
General..................................................................................................................................................... 701
Cleaning ................................................................................................................................................... 701
31-60-03 Cursor Control Panel (CCP) - Removal/Installation
PO
General..................................................................................................................................................... 401
R
Removal ................................................................................................................................................... 401
PU
Installation ................................................................................................................................................ 403

31-60-03 Cursor Control Panel (CCP) - Adjustment/Test
General..................................................................................................................................................... 501
G

IN
31-60-05 Multifunction Keypad Panel (MKP) - Removal/Installation

N
General..................................................................................................................................................... 401
AI
Removal ................................................................................................................................................... 401

Installation ................................................................................................................................................ 403
TR
31-60-05 Multifunction Keypad Panel (MKP) - Adjustment/Test

General..................................................................................................................................................... 501
R

FO
31-60-07 Aircraft Personality Module (APM) - Maintenance Practices

General..................................................................................................................................................... 201
Load the Aircraft Personality Module (APM) ............................................................................................ 201
31-60-07 Aircraft Personality Module (APM) - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
TOC-19
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
31-60-09 Baro Single Knob Panel - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 403
31-60-11 Emulated Control Display Unit (ECDU) - Adjustment/Test
LY
General..................................................................................................................................................... 501
N
O
34 - NAVIGATION
34-10-00 Air Data System (ADS) - Component Location
S
SE
34-10-01 Air Data Computer (ADC) - Removal/Installation
General..................................................................................................................................................... 401
PO
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
R
34-10-01 Air Data Computer (ADC) - Adjustment/Test
PU
General..................................................................................................................................................... 501
Functional Test ......................................................................................................................................... 501
34-20-00 Attitude Heading Reference System (AHRS) - Component Location
G

IN
34-20-01 Attitude Heading Computer (AHC) - Removal/Installation

N
General..................................................................................................................................................... 401
AI
Removal ................................................................................................................................................... 401

Installation ................................................................................................................................................ 404
TR
34-20-01 Attitude Heading Computer (AHC) - Adjustment/Test

General..................................................................................................................................................... 501
R
Functional Test ......................................................................................................................................... 501

FO
34-20-03 Flux Detector Unit (FDU) - Removal/Installation

General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
34-20-05 External Compensation Unit (ECU) - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
TOC-20
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
Installation ................................................................................................................................................ 404
34-20-05 External Compensation Unit (ECU) - Adjustment/Test
General..................................................................................................................................................... 501
34-20-07 Attitude Heading Reference System (AHRS) - Adjustment/Test
LY
General..................................................................................................................................................... 501
N
Compass Swing ....................................................................................................................................... 501
O
34-32-00 Synthetic Vision System
General..................................................................................................................................................... 201
S
SE
34-40-00 Weather Radar System - Component Location
34-40-00 Weather Radar System - Adjustment/Test
PO
General..................................................................................................................................................... 501
R
PU
34-40-01 Tilt Single Knob Panel - Removal/Installation

General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
G
Installation ................................................................................................................................................ 403

IN
34-40-03 Weather Radar Receiver/Transmitter Antenna (RTA) - Removal/Installation

N
General..................................................................................................................................................... 401
AI
Removal ................................................................................................................................................... 401

Installation ................................................................................................................................................ 404
TR
34-40-03 Weather Radar Receiver/Transmitter Antenna (RTA) - Adjustment/Test

General..................................................................................................................................................... 501
R
Adjustment Test........................................................................................................................................ 501

FO
34-40-03 Weather Radar Receiver/Transmitter Antenna (RTA) - Visual Inspection

General..................................................................................................................................................... 601
Visual Inspection ...................................................................................................................................... 601
34-42-00 Radio Altimeter System - Component Location
34-42-00 Radio Altimeter System - Adjustment/Test
General..................................................................................................................................................... 501
TOC-21
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
34-42-01 Radio Altimeter Transceiver - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ............................................................................................................................................... 403
LY
34-43-00 Traffic Alert and Collision Avoidance System (TCAS) II - Component Location
N
O
34-43-00 Traffic Alert and Collision Avoidance System (TCAS) II - Adjustment/Test
General..................................................................................................................................................... 501
S
SE
34-43-01 TCAS Transmitter/Receiver - Removal/Installation
General..................................................................................................................................................... 401
PO
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 403
R
34-43-03 TCAS Directional Antenna - Removal/Installation
PU
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 402
G
34-52-00 Global Navigation Satellite System (GNSS) - Component Location

IN

N
34-52-00 Global Navigation Satellite System (GNSS) - Adjustment/Test

AI
General..................................................................................................................................................... 501
TR
34-52-01 Global Positioning System (GPS) Receiver - Removal/Installation

General..................................................................................................................................................... 401
R
Removal ................................................................................................................................................... 401

FO
Installation ................................................................................................................................................ 404

34-53-00 VHF Navigation System - Component Location
34-53-00 VHF Navigation System - Adjustment/Test
General..................................................................................................................................................... 501
TOC-22
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
34-53-01 VHF Navigation Unit - Removal/Installation
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
34-53-01 VHF Navigation Unit - Adjustment/Test
LY
General..................................................................................................................................................... 501
N
O
34-53-03 Automatic Direction Finder (ADF) Antenna - Removal/Installation
General..................................................................................................................................................... 401
S
Removal ................................................................................................................................................... 401
SE
Installation ................................................................................................................................................ 404
34-54-00 Distance Measuring Equipment (DME) - Component Location
PO
34-54-00 Distance Measuring Equipment (DME) - Adjustment/Test
R
General..................................................................................................................................................... 501
PU
Functional Test ......................................................................................................................................... 501

34-54-01 Distance Measuring Equipment (DME) Transceiver - Removal/Installation
General..................................................................................................................................................... 401
G
Removal ................................................................................................................................................... 401

IN
Installation ................................................................................................................................................ 404

N
34-55-00 Air Traffic Control (ATC) Transponder System - Component Location

AI

34-55-01 Diversity Transponder - Removal/Installation
TR
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
R
Installation ................................................................................................................................................ 404

FO
34-55-01 Diversity Transponder - Adjustment/Test

General..................................................................................................................................................... 501
34-60-00 Flight Management System (FMS) - Maintenance Practices
General..................................................................................................................................................... 201
Load the FMS Search and Rescue Encrypted Application Key (EAK)..................................................... 201
Load the FMS System Application ........................................................................................................... 202
TOC-23
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
34-60-00 Flight Management System (FMS) - Adjustment/Test
General..................................................................................................................................................... 501
44 - CABIN SYSTEMS
44-50-00 Video Surveillance System - Maintenance Practices
LY
General..................................................................................................................................................... 201
N
Load the Video Surveillance Encrypted Application Key (EAK) ............................................................... 201
O
45-20-00 Onboard Maintenance System (OMS) - Maintenance Practices
S
General..................................................................................................................................................... 201
SE
Access the Onboard Maintenance System (OMS) Pages ....................................................................... 201
Access the Onboard Maintenance System (OMS) Maintenance Reports Function................................. 203
PO
Access the Onboard Maintenance System (OMS) Utility Functions ........................................................ 205
Load the Onboard Maintenance System Application (OMSA) ................................................................. 207
R
Load the Onboard Maintenance System Table (OMST) .......................................................................... 207
PU
Load the Onboard Data Loader Application (ODLA)................................................................................ 208

46-20-00 Integrated Flight Information System - Maintenance Practices
G
General..................................................................................................................................................... 201
IN
Enable the Data Link Weather Encrypted Application Key (EAK)............................................................ 201
N
Activate the Electronic Charts Encrypted Application Key (EAK)............................................................. 202

AI
Enable the Enhanced Maps Overlay Encrypted Application Key (EAK) .................................................. 204
Enable the Outboard IFIS Encrypted Application Key (EAK) ................................................................... 206
TR
Enable the Chart Extension Encrypted Application Key (EAK) ................................................................ 207
Activate the Electronic Charts Subscription ............................................................................................. 209
R
46-20-00 Integrated Flight Information System - Adjustment/Test

FO
General..................................................................................................................................................... 501
46-21-00 XM Weather - Component Location
46-21-00 XM Weather - Maintenance Practices
General..................................................................................................................................................... 201
Enable the XM Weather Encrypted Application Key (EAK)...................................................................... 201
TOC-24
Dec 02/14
Rockwell Collins
TABLE OF CONTENTS
SUBJECT PAGE
Activate the XM Weather Subscription..................................................................................................... 203
Refresh the XM Weather Subscription ..................................................................................................... 204
46-21-00 XM Weather - Adjustment/Test
General..................................................................................................................................................... 501
LY
46-21-01 XM Weather Receiver - Removal/Installation
N
General..................................................................................................................................................... 401
O
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
S
46-30-00 Information Management System (IMS) - Component Location
SE
46-30-00 Information Management System (IMS) - Maintenance Practices
PO
General..................................................................................................................................................... 201
Aircraft and IMS Configuration Check - AscendTM ................................................................................... 201
R
Subscribe to the Aircraft Information Manager (AIM) Service - AscendTM ............................................... 206
PU
Configure Wireless LAN and Cellular - AscendTM ................................................................................... 210

Download Aircraft Information Manager (AIM) Media Sets - Ascend....................................................... 216
IMS Interlock Test..................................................................................................................................... 222
G
Manage Wireless LAN Connection - AscendTM ....................................................................................... 227

IN
46-30-00 Information Management System (IMS) - Adjustment/Test

N
General..................................................................................................................................................... 501
AI

46-30-01 Information Management System (IMS) Unit - Maintenance Practices
TR
General..................................................................................................................................................... 501
Loading of the Information Management System Operating System (IMSOS) Software......................... 501
R
Loading of the Information Management System Application (IMSA) Software....................................... 508

FO
Manage the Information Management System (IMS) Unit - AscendTM................................................... 515

46-30-01 Information Management System (IMS) Unit - REMOVAL/INSTALLATION
General..................................................................................................................................................... 401
Removal ................................................................................................................................................... 401
Installation ................................................................................................................................................ 404
TOC-25/26
Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
Introduction
INTRODUCTION
1 AMTOSS Task Numbering System ............................................................................................ 5
LY
22 - AUTO FLIGHT
Flight Guidance System – Block Diagram ................................................................................. 4
N
Flight Guidance Computer No. 1 – Simplified Schematic.......................................................... 9
O
Flight Guidance Computer No. 2 – Simplified Schematic........................................................ 21
Flight Mode Annunciation ........................................................................................................ 29
S
Flight Guidance Computer – Component Location .................................................................. 42
SE
Flight Guidance Panel – Simplified Schematic ........................................................................ 43
Flight Guidance Panel – Controls and Displays....................................................................... 57
PO
Control Wheel – Controls and Displays ................................................................................... 64
Power Lever Handle – Controls and Displays ......................................................................... 65
R
Flight Guidance Panel – Component Location ........................................................................ 67
PU
Aileron Servo – Simplified Schematic ...................................................................................... 69

Aileron Servo – Component Location ...................................................................................... 74
Elevator Servo – Simplified Schematic .................................................................................... 75
G
Elevator Servo – Component Location .................................................................................... 81

IN
Rudder Servo – Simplified Schematic ..................................................................................... 83

N
Rudder Servo – Component Location...................................................................................... 89

AI
Elevator Trim Servo – Simplified Schematic ............................................................................ 91

Elevator Trim Servo – Component Location ............................................................................ 97
TR
23 - COMMUNICATION
HF Communication System – Block Diagram ............................................................................ 2
R
HF Receiver/Transmitter (Option) – Simplified Schematic......................................................... 5

FO
HF Receiver/Transmitter – Radio Tuning MFW Menu ............................................................... 7

HF Receiver/Transmitter – HF Tuning MFW Page .................................................................... 7
HF Receiver/Transmitter – HF Control Dialog Box .................................................................... 8
HF Receiver/Transmitter - Component Location...................................................................... 10
HF Antenna Coupler (Option) – Simplified Schematic ............................................................. 12
HF Antenna Coupler – Component Location ........................................................................... 14
VHF Communication System – Block Diagram ......................................................................... 2
LOF-1
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
VHF Communication Transceiver No. 1 – Simplified Schematic ............................................... 5
VHF Communication Transceiver No. 2 – Simplified Schematic ............................................... 7
VHF COMM – Radio Tuning MFW Menu................................................................................... 9
COM Tuning MFW Screen......................................................................................................... 9
COMx Control Dialog Box ........................................................................................................ 10
LY
EMER FREQ – Cockpit Control ............................................................................................... 12
N
VHF COMM Transceiver – Component Location..................................................................... 14
O
VHF Data System – Block Diagram ........................................................................................... 2
VHF Communication Transceiver No. 3 (Option) – Simplified Schematic ................................. 4
S
VHF COMM Transceiver No. 3 (Option) – Component Location............................................... 6
SE
Communications Management Unit (Option) – Simplified Schematic ....................................... 9
APPLICATION MENU Page..................................................................................................... 12
PO
CPDLC MENU Page ................................................................................................................ 12
CPDLC LOGON/STATUS Page............................................................................................... 14
R
CPDLC MENU Page – LOGGED ON ...................................................................................... 14
PU
DATALINK MENU Page ........................................................................................................... 15

STATUS Page .......................................................................................................................... 15
CPDLC MENU Page – MESSAGE ALERT.............................................................................. 16
G
CPDLC MESSAGE Page......................................................................................................... 17

IN
ATC LOG Page ........................................................................................................................ 18

N
ATN LINK STATUS Page ......................................................................................................... 19

AI
Communications Management Unit – Component Location.................................................... 21

External Compensation Unit (Option) – Simplified Schematic ................................................. 24
TR
External Compensation Unit – Component Location ............................................................... 26

R
Integrated Avionics Processor System – Block Diagram ........................................................... 3

FO
Integrated Card Cage (No. 1 Side) – Simplified Schematic....................................................... 5

Integrated Card Cage (No. 2 Side) – Simplified Schematic....................................................... 8
Integrated Card Cage – Component Location ......................................................................... 12
IAPS Environmental Controller – Simplified Schematic ........................................................... 14
IAPS Environmental Controller – Controls and Displays ......................................................... 16
IAPS Environmental Controller – Component Location ........................................................... 18
Input/Output Concentrator No. 1 – Simplified Schematic ........................................................ 21
LOF-2
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
Input/Output Concentrator No. 2 – Simplified Schematic ........................................................ 23
Input/Output Concentrator – Controls and Displays ................................................................ 26
Input/Output Concentrator – Component Location .................................................................. 28
Power Supply Module No. 1 – Simplified Schematic............................................................... 31
Power Supply Module No. 2 – Simplified Schematic............................................................... 33
LY
Power Supply Module – Controls and Displays ....................................................................... 36
N
Power Supply Module – Component Location ......................................................................... 38
O
Configuration Strapping Unit No. 1 – Simplified Schematic..................................................... 40
Configuration Strapping Unit No. 2 – Simplified Schematic..................................................... 42
S
Configuration Strapping Unit – Component Location............................................................... 45
SE
Option Control Module No. 1 – Simplified Schematic.............................................................. 48
Option Control Module No. 2 – Simplified Schematic.............................................................. 50
PO
Option Control Module – Component Location ........................................................................ 52
Data Concentration System – Block Diagram............................................................................ 2
R
Data Concentrator Unit No. 1 – Simplified Schematic ............................................................... 3
PU
Data Concentrator Unit No. 2 – Simplified Schematic ..............................................................11

Engine Data Concentrator No. 1 – Simplified Schematic ........................................................ 18
Engine Data Concentrator No. 2 – Simplified Schematic ........................................................ 22
G
Data Concentrator Unit – Component Location ....................................................................... 27

IN
Remote Data Concentrator No. 1 – Simplified Schematic....................................................... 29

N
Remote Data Concentrator No. 2 – Simplified Schematic....................................................... 34

AI
Remote Data Concentrator – Component Location ................................................................. 39

Electronic Flight Instrument System – Block Diagram ............................................................... 7
TR
Adaptive Flight Display No. 1 – Simplified Schematic ............................................................... 9

Adaptive Flight Display No. 2 – Simplified Schematic ............................................................. 20
R
Adaptive Flight Display No. 3 – Simplified Schematic ............................................................. 34

FO
Normal Display Window Configuration .................................................................................... 46

Display Reversion Switches..................................................................................................... 48
Window Configuration with a Failed Display ............................................................................ 50
Electronic Checklist.................................................................................................................. 55
Multifunction Windows ............................................................................................................. 57
Full Size Terrain Map ............................................................................................................... 59
Cursor Control Panel ............................................................................................................... 61
LOF-3
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
Typical Primary Flight Display Format ..................................................................................... 62
Primary Flight Display Task Menu............................................................................................ 63
Attitude Director Indicator Config Dialog Box........................................................................... 63
Horizontal Situation Indicator Config Dialog Box ..................................................................... 64
Vspeeds/Mins Dialog Box with Approach Tab Selected .......................................................... 64
LY
Vspeeds/Mins Dialog Box with Takeoff Tab Selected .............................................................. 64
N
Baro Dialog Box ....................................................................................................................... 64
O
Tilt/Gain Dialog Box ................................................................................................................. 65
Radar Mode Dialog Box ........................................................................................................... 65
S
NAV Source Dialog Box ........................................................................................................... 65
SE
Brg Source Dialog Box............................................................................................................. 66
Display Control Inhibit Switches............................................................................................... 68
PO
Multifunction Keypad Panel ..................................................................................................... 70
Single Knob Panel BARO ........................................................................................................ 71
R
Single Knob Panel TILT ........................................................................................................... 71
PU
Typical MFD ............................................................................................................................. 72

MFW Format Selection ............................................................................................................ 73
Typical MFD Touchscreen Buttons .......................................................................................... 74
G
Adaptive Flight Display – Component Location ....................................................................... 78

IN
Cursor Control Panel No. 1 – Simplified Schematic ................................................................ 82

N
Cursor Control Panel No. 2 – Simplified Schematic ................................................................ 84

AI
Cursor Control Panel – Controls and Displays ........................................................................ 86

Cursor Control Panel – Component Location .......................................................................... 89
TR
Multifunction Keypad Panel – Simplified Schematic ................................................................ 91

Multifunction Keypad Panel – Controls and Displays .............................................................. 96
R
Multifunction Keypad Panel – Component Location .............................................................. 100

FO
Aircraft Personality Module – Simplified Schematic............................................................... 102

Aircraft Personality Module – Component Location ............................................................... 104
Baro Single Knob No. 1 – Simplified Schematic.................................................................... 106
Baro Single Knob No. 2 – Simplified Schematic.................................................................... 108
Baro Single Knob Panel – Controls and Displays ...................................................................110
Baro Single Knob Panel – Component Location.....................................................................112
Datalink Main Menu ................................................................................................................116
LOF-4
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
CPDLC Main Menu .................................................................................................................116
34 - NAVIGATION
Air Data System – Block Diagram.............................................................................................. 3
Air Data Computer No. 1 – Simplified Schematic ...................................................................... 5
Air Data Computer No. 2 – Simplified Schematic .................................................................... 14
LY
Air Data Computer – Cockpit Controls ..................................................................................... 22
N
Air Data Computer – Controls and Displays ............................................................................ 23
O
Air Data Computer – Component Location .............................................................................. 26
Attitude Heading Reference System – Block Diagram .............................................................. 2
S
Attitude Heading Computer No. 1 – Simplified Schematic ........................................................ 3
SE
Attitude Heading Computer No. 2 – Simplified Schematic ........................................................ 7
Attitude Heading Computer – Cockpit Controls ....................................................................... 12
PO
Attitude Heading Computer – Unit Displays............................................................................. 13
Attitude Heading Computer – Component Location ................................................................ 16
R
Flux Detector Unit No. 1 – Simplified Schematic ..................................................................... 18
PU
Flux Detector Unit No. 2 – Simplified Schematic ..................................................................... 19

Flux Detector Unit – Component Location ............................................................................... 21
External Compensation Unit No. 1 – Simplified Schematic ..................................................... 24
G
External Compensation Unit No. 2 – Simplified Schematic ..................................................... 26

IN
External Compensation Unit – Component Location ............................................................... 28

N
PFD with Synthetic Vision .......................................................................................................... 4

AI
ADI Config Dialog Box ............................................................................................................... 5

PFD Task Menu ......................................................................................................................... 5
TR
Weather Radar System – Block Diagram .................................................................................. 3

Tilt Single Knob No. 1 – Simplified Schematic........................................................................... 6
R
Tilt Single Knob No. 2 – Simplified Schematic........................................................................... 8

FO
Tilt Single Knob Panel – Controls and Displays....................................................................... 10

Tilt Single Knob Panel – Component Location......................................................................... 12
Weather Radar Receiver/Transmitter Antenna – Simplified Schematic................................... 13
Weather Radar Receiver/Transmitter Antenna – Component Location ................................... 18
Radio Altimeter System – Block Diagram .................................................................................. 2
Radio Altimeter Transceiver – Simplified Schematic ................................................................. 3
Radio Altimeter Transceiver – Component Location.................................................................. 8
LOF-5
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
Traffic Alert and Collision Avoidance System II – Block Diagram .............................................. 3
TCAS Transmitter/Receiver – Simplified Schematic.................................................................. 8
Radio Tuning MFW Menu Bar.................................................................................................... 9
TFC Tuning MFW Page ............................................................................................................. 9
Traffic Avoidance Cue and Fly-To-Zone....................................................................................11
LY
Horizontal Situation Indicator Config Dialog Box ..................................................................... 12
N
TCAS Transmitter/Receiver – Controls and Displays .............................................................. 14
O
TCAS Transmitter/Receiver – Component Location ................................................................ 17
TCAS Directional Antenna – Component Location .................................................................. 20
S
Global Navigation Satellite System – Block Diagram ................................................................ 2
SE
Global Positioning System Receiver No. 1 – Simplified Schematic........................................... 5
Global Positioning System Receiver No. 2 (Option) – Simplified Schematic............................. 7
PO
Global Positioning System Receiver – Controls and Displays ................................................. 10
Global Positioning System Receiver – Component Location................................................... 13
R
VHF Navigation System – Block Diagram ................................................................................. 3
PU
VHF Navigation Receiver No. 1 – Simplified Schematic ........................................................... 5

VHF Navigation Receiver No. 2 (NAV-4500) – Simplified Schematic...................................... 10
VHF Navigation Receiver (NAV-4000 – Option) No. 2 – Simplified Schematic ....................... 13
G
Radio Tuning – NAV Tuning MFW Menu ................................................................................. 17

IN
Radio Tuning – NAV Tuning MFW Page.................................................................................. 17

N
NAVx Control Dialog Box ......................................................................................................... 18

AI
VHF Navigation Receiver – Component Location ................................................................... 20

Automatic Direction Finder Antenna No. 1 – Simplified Schematic ......................................... 22
TR
Automatic Direction Finder Antenna No. 2 – Simplified Schematic ......................................... 24

ADF Antenna – Component Location ...................................................................................... 27
R
Distance Measuring Equipment – Block Diagram...................................................................... 2

FO
Distance Measuring Equipment Transceiver No. 1 – Simplified Schematic .............................. 4

Distance Measuring Equipment Transceiver No. 2 (Option) – Simplified Schematic ................ 6
Radio Tuning - NAV Tuning MFW Menu .................................................................................... 7
Radio Tuning - NAV Tuning MFW Page..................................................................................... 7
Distance Measuring Equipment Transceiver – Component Location ........................................ 9
Air Traffic Control (ATC) Transponder System – Block Diagram ............................................... 3
Diversity Transponder No. 1 – Simplified Schematic................................................................. 5
LOF-6
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
Diversity Transponder No. 2 – Simplified Schematic............................................................... 10
Radio Tuning MFW Menu Bar.................................................................................................. 13
TFC Tuning MFW Page ........................................................................................................... 13
Diversity Transponder – Component Location......................................................................... 16
Flight Management System – Block Diagram ............................................................................ 3
LY
Setup Icon .................................................................................................................................. 8
N
Plan Icon ................................................................................................................................... 8
O
Calculate Icon ............................................................................................................................ 8
Fly Icon ...................................................................................................................................... 9
S
Search Icon................................................................................................................................ 9
SE
44 - CABIN SYSTEMS
Video Surveillance Control Panel Dialog Box ............................................................................ 3
PO
Video Touchscreen Toolbar........................................................................................................ 3
R
Onboard Maintenance System – Block Diagram ....................................................................... 3
PU

Observations Image Menu ......................................................................................................... 4
Forecast Image Menu ................................................................................................................ 4
G
Observations Report Dialog Box................................................................................................ 4

IN
Forecasts Report Dialog Box ..................................................................................................... 5

N
Datalink Graphical Weather – NEXRAD .................................................................................... 5

AI
Charts – Chart Browse List ........................................................................................................ 6

Charts – Chart List Dialog Box................................................................................................... 7
TR
Charts – NOTAM........................................................................................................................ 7
Charts – Other Menu ................................................................................................................. 8
R
Charts – Standard ...................................................................................................................... 8

FO
Charts – Split Mode ................................................................................................................... 9

XM Weather – Block Diagram.................................................................................................... 3
XM Weather Receiver – Simplified Schematic........................................................................... 6
XM Weather Receiver - METAR/SIGMET Legend..................................................................... 7
XM Weather Receiver - SCIT/NEXRAD Legend........................................................................ 7
XM Weather Receiver – Satellite/Icing Legend.......................................................................... 7
XM Weather Receiver – Wind Color/Symbol Legend ................................................................ 8
LOF-7
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
XM Weather Receiver – Turbulence Legend ............................................................................. 8
XM Weather Receiver – Component Location......................................................................... 10
Information Management System – Block Diagram................................................................... 3
Information Management System – Simplified Schematic......................................................... 5
Information Management System – Controls and Displays ....................................................... 8
LY
Information Management System – Component Location ........................................................11
N
O
Engine Indicating and Crew Alerting System – Block Diagram ................................................. 3
EICAS Display ........................................................................................................................... 6
S
Engine Start Synoptic ................................................................................................................ 6
SE
22 - AUTO FLIGHT
401
PO
Flight Guidance System – Component Location.................................................................... 101
Flight Guidance Computer – Removal/Installation................................................................. 403
R
401 Flight Guidance Panel – Removal/Installation ....................................................................... 403
PU
401 Aileron Servo – Removal/Installation ..................................................................................... 402

401 Aileron Servo Mount – Removal/Installation .......................................................................... 403
G
401 Elevator Servo – Removal/Installation ................................................................................... 402

401 Elevator Servo Mount – Removal/Installation ........................................................................ 403
IN
401 Rudder Servo – Removal/Installation .................................................................................... 402

N
401 Rudder Servo Mount – Removal/Installation ......................................................................... 403

AI
401 Trim Servo – Removal/Installation ......................................................................................... 402

401 Trim Servo Mount – Removal/Installation .............................................................................. 403
TR
23 - COMMUNICATION
101 HF Communication – Component Location ........................................................................... 102
R
401 HF Receiver/Transmitter – Removal/Installation.................................................................... 403

FO
401 HF Antenna Coupler – Removal/Installation .......................................................................... 403

401 HF Feedline Adapter – Removal/Installation ......................................................................... 403
101 VHF Communication System – Component Location............................................................ 102
501 Wattmeter Hookup – Forward Power Configuration .............................................................. 506
502 Wattmeter Hookup – Reflective Power Configuration............................................................ 507
401 VHF Comm Transceiver – Removal/Installation .................................................................... 403
101 VHF Data System – Component Location ............................................................................. 102
LOF-8
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
401 VHF Data Transceiver – Removal/Installation ....................................................................... 403
401 Communications Management Unit – Removal/Installation .................................................. 403
401 External Compensation Unit – Removal/Installation .............................................................. 403
101 Integrated Avionics Processor System – Component Location ............................................. 102
LY
401 Integrated Card Cage – Removal/Installation ........................................................................ 403
N
401 IAPS Environmental Controller – Removal/Installation .......................................................... 403
O
401 Input/Output Concentrator – Removal/Installation ................................................................. 403
401 Power Supply Module – Removal/Installation........................................................................ 403
S
201 Configuration Strapping Unit – DIP Switch Access................................................................ 202
SE
Configuration Strapping Unit No. 1 – Configuration............................................................... 202
Configuration Strapping Unit No. 2 – Configuration............................................................... 202
401
401 PO
Configuration Strapping Unit – Removal/Installation ............................................................. 403
Option Control Module – Removal/Installation....................................................................... 403
R
101 Data Concentration System – Component Location .............................................................. 102
PU
401 Data Concentrator Unit – Removal/Installation ...................................................................... 403

401 Remote Data Concentrator – Removal/Installation................................................................ 403
Electronic Flight Instrument System – Component Location ................................................. 101
G
201 Format USB Window ............................................................................................................. 202

IN
202 Copying Windows .................................................................................................................. 204

N
203 Copy here Dialog Box ............................................................................................................ 204

AI
204 Status Messages ................................................................................................................... 207

205 Display With Factory Defaults ................................................................................................ 208
TR
206 Display when Previously Loaded ........................................................................................... 209

207 Software Load in Progress..................................................................................................... 210
R
208 Load Complete........................................................................................................................211

FO
209 Maintenance Format on Center Display ................................................................................ 213

210 Maintenance Format – Bsc/Adv Mode Icon ........................................................................... 214
211 IMA System Configuration Error Page ................................................................................... 215
212 IMA System Configuration Page ............................................................................................ 216
213 Status Pop-Up Window .......................................................................................................... 216
214 Electronic Nameplate Page ................................................................................................... 217
215 Maintenance Format on Center Display ................................................................................ 219
LOF-9
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
216 Data Load Button Enabled ..................................................................................................... 220
217 Enter Data Load Message ..................................................................................................... 221
218 Databases Load Window ....................................................................................................... 222
219 Loadable Databases Found ................................................................................................... 223
220 Load Progress Display ........................................................................................................... 224
LY
221 Load Complete....................................................................................................................... 225
N
222 Exit Data Load Button ............................................................................................................ 226
O
223 Exit Data Load Message ........................................................................................................ 227
224 Database Management Status Format .................................................................................. 228
S
225 Database Information............................................................................................................. 229
SE
401 Adaptive Flight Display – Removal/Installation ...................................................................... 403
401 Cursor Control Panel – Removal/Installation ......................................................................... 402
401
201 PO
Multifunction Keypad Panel – Removal/Installation ............................................................... 402
Status Messages ................................................................................................................... 203
R
202 Display With Factory Defaults ................................................................................................ 204
PU
203 Software Load in Progress..................................................................................................... 205

204 Load Complete....................................................................................................................... 206
401 Aircraft Personality Module – Removal/Installation................................................................ 403
G
401 Barometric Single Knob Panel – Removal/Installation........................................................... 402

IN
501 ECDU - Datalink Main Menu .................................................................................................. 503

N
502 ECDU - CPDLC Main Menu................................................................................................... 503

AI
34 - NAVIGATION
101 Air Data System – Component Location ................................................................................ 102
TR
401 Air Data Computer – Removal/Installation ............................................................................. 403

Attitude Heading Reference System – Component Location................................................. 101
R
401 Attitude Heading Computer – Removal/Installation ............................................................... 403

FO
401 Flux Detector Unit – Removal/Installation .............................................................................. 403

401 External Compensation Unit – Removal/Installation .............................................................. 403
101 Weather Radar System – Component Location..................................................................... 102
501 Antenna Pitch and Roll Angle Measurements ....................................................................... 504
401 Radar Antenna Tilt Single Knob Panel – Removal/Installation .............................................. 402
401 Weather Radar RTA – Removal/Installation .......................................................................... 403
402 Weather Radar RTA – RTA Leveling...................................................................................... 407
LOF-10
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
501 Antenna Pitch and Roll Angle Measurements ....................................................................... 504
101 Radio Altimeter System – Component Location .................................................................... 102
401 Radio Altimeter Transceiver – Removal/Installation .............................................................. 402
101 Traffic Alert and Collision Avoidance System (TCAS) II – Component Location ................... 102
401 TCAS Transmitter/Recevier – Removal/Installation............................................................... 402
LY
401 TCAS Directional Antenna – Removal/Installation................................................................. 402
N
101 Global Navigation Satellite System – Component Location................................................... 102
O
401 GPS Receiver – Removal/Installation .................................................................................... 403
101 VHF Navigation System – Component Location.................................................................... 102
S
401 Navigation Receiver – Removal/Installation .......................................................................... 403
SE
401 ADF Antenna – Removal/Installation ..................................................................................... 403
101 Distance Measuring Equipment – Component Location ........................................................ 102
401
101 PO
DME Transceiver – Removal/Installation ............................................................................... 403
Air Traffic Control Transponder System – Component Location............................................ 102
R
401 Diversity Transponder – Removal/Installation........................................................................ 403
PU
44 - CABIN SYSTEMS
G
101 XM Weather – Component Location ...................................................................................... 102

IN
401 XM Weather – Removal/Installation....................................................................................... 403

N
101 Information Management System – Component Location ..................................................... 102

AI
201 IMS-3500 Location ................................................................................................................. 204

202 IMS-3500 Maintenance Ground Portal Main Menu................................................................ 205
TR
203 Aircraft Configuration Page .................................................................................................... 206

204 Aircraft Information Management Page ................................................................................. 208
R
205 Aircraft Information Management Status Page ...................................................................... 209

FO
206 IMS-3500 Location ................................................................................................................. 212

210 IMS-3500 Location ................................................................................................................. 218
212 Aircraft Information Management Contents Page .................................................................. 220
LOF-11
Dec 02/14
Rockwell Collins
LIST OF FIGURES
FIGURE TITLE PAGE
214 IMS-3500 Location ................................................................................................................. 224
501 IMS External LED Indicators Location ................................................................................... 504
LY
502 IMS-3500 Location ................................................................................................................. 504
N
503 IMS-3500 On-Aircraft Setup for IMSOS-3500E Loading ....................................................... 506
O
505 IMS-3500 Configuration Page................................................................................................ 508
S
506 IMS-3500 Location ..................................................................................................................511
SE
507 IMS-3500 On-Aircraft Setup for IMSA-3500E Loading .......................................................... 513
509
401 PO
IMS-3500 Configuration Page................................................................................................ 515
Information Management System – Removal/Installation...................................................... 403
R
PU
G
IN
N
AI
TR
R
FO
LOF-12
Dec 02/14
Rockwell Collins
LIST OF TABLES
TABLE PAGE
Introduction
INTRODUCTION
1 System/Equipment Parts List ..................................................................................................... 6
2 Pro Line Fusion® for King Air Manuals .................................................................................... 14
3 List of Associated Publications ................................................................................................ 14
LY
4 Manufacturer CAGE Code, Name, and Address ..................................................................... 39
N
O
22 - AUTO FLIGHT
Flight Guidance System – Components .................................................................................... 1
S
FGS Lateral Active Modes ....................................................................................................... 30
SE
FGS Lateral Arm Modes .......................................................................................................... 30
Dead Reckoning Mode ............................................................................................................ 31
PO
AFCS Engage Annunciations .................................................................................................. 32
FGS Vertical Active Modes ...................................................................................................... 34
R
FGS ALTS/FPTA Altitude Arm Mode ....................................................................................... 35
PU
FGS FMS Vertical Arm Mode................................................................................................... 35

FGS Approach Vertical Arm Modes ......................................................................................... 37
TRIM/MISTRIM/SYNC/TEST Annunciators ............................................................................. 38
G
Alternate Source Annunciators ................................................................................................ 40

IN
Flight Guidance Computer – Component Information ............................................................. 41

N
Flight Guidance Computer – Physical Characteristics ............................................................. 41

AI
Flight Guidance Computer – Certification Categories.............................................................. 41

Flight Guidance Panel – Controls and Displays....................................................................... 58
TR
Control Wheel – Controls and Displays ................................................................................... 64

Power Lever Handle – Controls and Displays ......................................................................... 65
R
Flight Guidance Panel – Component Information .................................................................... 66

FO
Flight Guidance Panel – Physical Characteristics ................................................................... 66

Flight Guidance Panel – Certification Categories .................................................................... 66
Aileron Servo – Component Information .................................................................................. 73
Aileron Servo – Physical Characteristics ................................................................................. 73
Aileron Servo – Certification Categories .................................................................................. 73
Elevator Servo – Component Information ................................................................................ 79
Elevator Servo – Physical Characteristics ............................................................................... 79
LOT-1
Dec 02/14
Rockwell Collins
LIST OF TABLES
TABLE PAGE
Elevator Servo – Certification Categories ................................................................................ 79
Rudder Servo – Component Information ................................................................................. 87
Rudder Servo – Physical Characteristics................................................................................. 87
Rudder Servo – Certification Categories ................................................................................. 88
Elevator Trim Servo – Component Information........................................................................ 95
LY
Elevator Trim Servo – Physical Characteristics ....................................................................... 95
N
Elevator Trim Servo – Certification Categories ........................................................................ 95
O
23 - COMMUNICATION
HF Communication – Components ............................................................................................ 1
S
HF Receiver/Transmitter – Component Information .................................................................. 8
SE
HF Receiver/Transmitter – Physical Characteristics.................................................................. 8
HF Receiver/Transmitter – Certification Categories................................................................... 8
PO
HF Antenna Coupler – Component Information....................................................................... 13
HF Antenna Coupler – Physical Characteristics ...................................................................... 13
R
HF Antenna Coupler – Certification Categories ....................................................................... 13
PU
VHF Communication – Components ......................................................................................... 1

VHF COMM Transceiver – Component Information ................................................................ 13
VHF COMM Transceiver – Physical Characteristics................................................................ 13
G
VHF COMM Transceiver – Certification Categories ................................................................ 13

IN
VHF Data – Components ........................................................................................................... 1

N
VHF COMM Transceiver No. 3 (Option) – Component Information .......................................... 5

AI
VHF COMM Transceiver No. 3 (Option) – Physical Characteristics.......................................... 5

VHF COMM Transceiver No. 3 (Option) – Certification Categories .......................................... 5
TR
Communications Management Unit – Component Information ............................................... 20

Communications Management Unit – Physical Characteristics............................................... 20
R
Communications Management Unit – Certification Categories ............................................... 20

FO
External Compensation Unit – Component Information........................................................... 25

External Compensation Unit – Physical Characteristics .......................................................... 25
External Compensation Unit – Certification Categories ........................................................... 25
Integrated Avionics Processor System – Components .............................................................. 1
Integrated Card Cage – Component Information ......................................................................11
Integrated Card Cage – Physical Characteristics .....................................................................11
LOT-2
Dec 02/14
Rockwell Collins
LIST OF TABLES
TABLE PAGE
Integrated Card Cage – Certification Categories ......................................................................11
IAPS Environmental Controller – Controls and Displays ......................................................... 16
IAPS Environmental Controller – Component Information....................................................... 17
IAPS Environmental Controller – Physical Characteristics ...................................................... 17
IAPS Environmental Controller – Certification Categories ....................................................... 17
LY
Input/Output Concentrator – Controls and Displays ................................................................ 26
N
Input/Output Concentrator – Component Information .............................................................. 27
O
Input/Output Concentrator – Physical Characteristics ............................................................. 27
Input/Output Concentrator – Certification Categories .............................................................. 27
S
Power Supply Module – Controls and Displays ....................................................................... 36
SE
Power Supply Module – Component Information .................................................................... 37
Power Supply Module – Physical Characteristics .................................................................... 37
PO
Power Supply Module – Certification Categories..................................................................... 37
Configuration Strapping Unit – Component Information .......................................................... 43
R
Configuration Strapping Unit – Physical Characteristics.......................................................... 43
PU
Configuration Strapping Unit – Certification Categories .......................................................... 43

Option Control Module – Component Information ................................................................... 51
Option Control Module – Physical Characteristics ................................................................... 51
G
Option Control Module – Certification Categories.................................................................... 51

IN
Data Concentration System – Components............................................................................... 1

N
Data Concentrator Unit – Component Information................................................................... 26

AI
Data Concentrator Unit – Physical Characteristics .................................................................. 26

Data Concentrator Unit – Certification Categories ................................................................... 26
TR
Remote Data Concentrator – Component Information ............................................................ 38

Remote Data Concentrator – Physical Characteristics ............................................................ 38
R
Remote Data Concentrator – Certification Categories............................................................. 38

FO
Electronic Flight Instrument System – Components .................................................................. 1

Comparators ............................................................................................................................ 51
Adaptive Flight Display – Component Information ................................................................... 74
Adaptive Flight Display – Physical Characteristics .................................................................. 74
Adaptive Flight Display – Certification Categories ................................................................... 74
Software – Certification Categories ......................................................................................... 75
Cursor Control Panel – Controls and Displays ........................................................................ 86
LOT-3
Dec 02/14
Rockwell Collins
LIST OF TABLES
TABLE PAGE
Cursor Control Panel – Component Information ...................................................................... 88
Cursor Control Panel – Physical Characteristics ..................................................................... 88
Cursor Control Panel – Certification Categories ...................................................................... 88
Multifunction Keypad Panel – Controls and Displays .............................................................. 96
Multifunction Keypad Panel – Component Information ............................................................ 99
LY
Multifunction Keypad Panel – Physical Characteristics ........................................................... 99
N
Multifunction Keypad Panel – Certification Categories ............................................................ 99
O
Aircraft Personality Module – Component Information .......................................................... 103
Aircraft Personality Module – Physical Characteristics .......................................................... 103
S
Aircraft Personality Module – Certification Categories........................................................... 103
SE
Baro Single Knob Panel – Controls and Displays ...................................................................110
Baro Single Knob Panel – Component Information ................................................................111
PO
Baro Single Knob Panel – Physical Characteristics................................................................111
Baro Single Knob Panel – Certification Categories ................................................................111
R
34 - NAVIGATION
PU
Air Data System – Components................................................................................................. 1

Air Data Computer – Controls and Displays ............................................................................ 24
Air Data Computer – Component Information.......................................................................... 24
G
Air Data Computer – Physical Characteristics ......................................................................... 25

IN
Air Data Computer – Certification Categories .......................................................................... 25

N
Attitude Heading Reference System – Components ................................................................. 1

AI
Attitude Heading Computer – Controls and Displays............................................................... 14

Attitude Heading Computer – Component Information ............................................................ 14
TR
Attitude Heading Computer – Physical Characteristics ........................................................... 14

Attitude Heading Computer – Certification Categories ............................................................ 14
R
Flux Detector Unit – Component Information........................................................................... 19

FO
Flux Detector Unit – Physical Characteristics .......................................................................... 19

Flux Detector Unit – Certification Categories ........................................................................... 20
External Compensation Unit – Component Information........................................................... 27
External Compensation Unit – Physical Characteristics .......................................................... 27
External Compensation Unit – Certification Categories ........................................................... 27
Synthetic Vision System– Components ..................................................................................... 1
Synthetic Vision System - Certification Categories .................................................................... 5
LOT-4
Dec 02/14
Rockwell Collins
LIST OF TABLES
TABLE PAGE
Weather Radar System – Components ..................................................................................... 1
Tilt Single Knob Panel – Controls and Displays....................................................................... 10
Tilt Single Knob Panel – Component Information .................................................................... 10
Tilt Single Knob Panel – Physical Characteristics.....................................................................11
Tilt Single Knob Panel - Certification Categories ......................................................................11
LY
Weather Radar Receiver/Transmitter Antenna – Component Information .............................. 16
N
Weather Radar Receiver/Transmitter Antenna – Physical Characteristics .............................. 16
O
Weather Radar Receiver/Transmitter Antenna – Certification Categories............................... 17
Radio Altimeter – Components .................................................................................................. 1
S
Radio Altimeter Transceiver – Component Information ............................................................. 7
SE
Radio Altimeter Transceiver – Physical Characteristics............................................................. 7
Radio Altimeter Transceiver – Certification Categories ............................................................. 7
PO
Traffic Alert and Collision Avoidance System II – Components ................................................. 1
Traffic Symbols ........................................................................................................................ 13
R
TCAS Transmitter/Receiver – Controls and Displays .............................................................. 15
PU
TCAS Transmitter/Receiver – Component Information............................................................ 15

TCAS Transmitter/Receiver – Physical Characteristics ........................................................... 15
TCAS Transmitter/Receiver – Certification Categories............................................................ 16
G
TCAS Directional Antenna – Component Information ............................................................. 19

IN
TCAS Directional Antenna – Physical Characteristics ............................................................. 19

N
TCAS Directional Antenna – Certification Categories.............................................................. 19

AI
Global Navigation Satellite System – Components ................................................................... 1

Global Positioning System Receiver – Controls and Displays ..................................................11
TR
Global Positioning System Receiver – Component Information .............................................. 12

Global Positioning System Receiver – Physical Characteristics.............................................. 12
R
Global Positioning System Receiver – Certification Categories .............................................. 12

FO
VHF Navigation – Components ................................................................................................. 1

VHF Navigation Receiver – Component Information ............................................................... 18
VHF Navigation Receiver – Physical Characteristics .............................................................. 19
VHF Navigation Receiver – Certification Categories ............................................................... 19
ADF Antenna – Component Information .................................................................................. 25
ADF Antenna – Physical Characteristics ................................................................................. 25
ADF Antenna – Certification Categories .................................................................................. 25
LOT-5
Dec 02/14
Rockwell Collins
LIST OF TABLES
TABLE PAGE
Distance Measuring Equipment – Components......................................................................... 1
Distance Measuring Equipment Transceiver – Component Information.................................... 8
Distance Measuring Equipment Transceiver – Physical Characteristics ................................... 8
Distance Measuring Equipment Transceiver – Certification Categories .................................... 8
Air Traffic Control (ATC) Transponder System – Components .................................................. 1
LY
Diversity Transponder – Component Information .................................................................... 15
N
Diversity Transponder – Physical Characteristics.................................................................... 15
O
Diversity Transponder – Certification Categories..................................................................... 15
Flight Management System – Components ............................................................................... 1
S
Flight Management System - Certification Categories............................................................. 10
SE
44 - CABIN SYSTEMS
Video Surveillance System – Components ................................................................................ 1
PO
Onboard Maintenance System – Components .......................................................................... 1
R
Onboard Maintenance System - Certification Categories .......................................................... 7
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Integrated Flight Information System – Components................................................................. 1
Integrated Flight Information System - Certification Categories .............................................. 10
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XM Weather – Components....................................................................................................... 1
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XM Weather Receiver – Component Information ...................................................................... 8

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XM Weather Receiver – Physical Characteristics...................................................................... 8

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XM Weather Receiver – Certification Categories....................................................................... 8

Information Management System – Components...................................................................... 1
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Information Management System – Controls and Displays ....................................................... 8

Information Management System – Component Information .................................................. 10
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Information Management System – Physical Characteristics .................................................. 10

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Information Management System – Certification Categories................................................... 10

Engine Indication and Crew Alert System – Components ......................................................... 1
Engine Indication and Crew Alert System - Certification Categories ......................................... 6
22 - AUTO FLIGHT
501 FGP Control Voltage Values .................................................................................................. 505
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LIST OF TABLES
TABLE PAGE
23 - COMMUNICATION
501 HF Frequencies (MHz)........................................................................................................... 503
501 VSWR Ratio Determination ................................................................................................... 507
201 IMA Software and Configuration Table Items......................................................................... 203
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202 User Instructions .................................................................................................................... 207
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203 USB Status Messages and Suggested Actions ..................................................................... 210
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204 Target Processor Status Messages ....................................................................................... 212
201 User Instructions .................................................................................................................... 203
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202 USB Status Messages and Suggested Actions ..................................................................... 205
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203 Target Processor Status Messages ....................................................................................... 207
34 - NAVIGATION
501
502 PO
IAS Indication (knots)............................................................................................................. 507
Altitude Indication (feet) ......................................................................................................... 509
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503 Vertical Speed Indication ....................................................................................................... 512
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504 Mach Accuracy ...................................................................................................................... 513

501 Label 351 Bits 21-24 Maintenance Mode Identification (ID) and Definition ........................... 503
502 Compass Swing - Data Sheet / Data Recording .................................................................... 506
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501 Altitude Encoder Data – ADC1 and XPDR1 .......................................................................... 514

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44 - CABIN SYSTEMS
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501 IMS External LED Indicators Description ............................................................................... 504

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LOT-7/8
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Introduction
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Rockwell Collins
INTRODUCTION
1. General
A. This Aircraft Maintenance Manual (AMM) contains line maintenance data for the King Air
C90GTi/B200GT/B200CGT/B300/B300C with Pro Line Fusion® Avionics System. The Pro
Line Fusion® Avionics System is made by Rockwell Collins.
B. The AMM contains two parts:
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(1) Part One – System Description Section (SDS)
(a) Theory of Operation – Describes the purpose and technical properties of each
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avionics subsystem.
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(b) Controls and Displays – Describes the controls and displays of each individual Line
Replaceable Unit (LRU)/Line Replaceable Module (LRM), if applicable.
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(c) Component Data – Describes the physical characteristics, certification categories,
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and identifies the component location.
(2) Part Two – Maintenance Practices
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(a) Removal/Installation – Describes the steps to remove/install the identified LRU.
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(b) Adjustment/Test – Describes the steps to functionally or operationally test an LRU
after installation.
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(c) Cleaning – Describes the steps to clean an LRU.
(d) Inspection – Describes the steps to visually inspect an LRU.

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C. This AMM must be used on the aircraft in conjunction with Rockwell Collins manuals for
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the system, and the airframe manufacturer’s manual for the aircraft. These manuals are
identified in the List of Associated Publications.
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D. A publications index is available on-line at www.rockwellcollins.com. To view and/or

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download manuals that support your aircraft, you must register for an account. Instructions
for obtaining an account are also found at www.rockwellcollins.com.
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2. Verification Statement
A. Engineering source data as of December 02/2014 was used to prepare this new manual.
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Rockwell Collins has made sure that the procedures given in the manual are serviceable.
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3. Warnings, Cautions, and Notes
A. This manual describes physical processes which if not properly followed, may cause injury
or death to personnel or damage to equipment. This safety summary includes general
safety precautions and instruction that must be understood and applied during operation and
maintenance to assure personnel safety and protection of equipment. Prior to performing
any task, the WARNING, CAUTIONS, and NOTES included in that task must be reviewed
and understood. WARNINGS, CAUTIONS, and Notes are defined as follows:
• WARNINGS are provided before potentially dangerous procedures, materials, methods,
and processes which must be followed precisely to avoid injury.
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Dec 02/14
Rockwell Collins
• CAUTIONS are provided before procedures, materials, methods, and processes which
must be followed precisely to avoid equipment damage.
• Notes are provided after the applicable step to highlight or clarify information.
4. Safety Precautions
A. The following safety precautions shall be observed while performing procedures in this
manual:
• Dangerous voltages are present at system connectors. Make sure power is OFF before
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connecting or disconnecting cables.
• Do not wear metal frame glasses, rings, watches, or other metal jewelry while working
on electronic equipment.
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• Some cleaning materials specified herein are flammable and/or toxic. Keep them away
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from open flame or other ignition sources. Provide adequate ventilation and avoid
skin/eye exposure.
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• Cleaning with compressed air can create airborne particles that may enter eyes or
penetrate skin. Pressure must not exceed 30 psig. Wear goggles. Do not direct
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compressed air against skin.
5. Revision Service
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A. This AMM will be kept current by revision service. Two types of revision services are used to
keep this AMM current; they are Normal and Temporary.
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B. Normal Revision Service
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(1) A revision bar in the left margin indicates a technical change made to a page in this
manual. For books containing parts listings, a capital R is entered in the left margin
adjacent to the changed area.
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(2) A bar in the lower left margin opposite the page number indicates those pages that
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have not been technically revised, but reprinted due to repagination. The date revised
displays in the lower right corner of a page that has been changed.
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(3) The List of Effective Pages (LEP) is the authority for manual content and updates to
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the LEP that occur with every revision. It also reflects the date of the change for each
affected page.
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C. Temporary Revision Service
(1) A temporary revision service to this AMM is issued to alert customers of configuration
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differences and to provide temporary instructions prior to the next scheduled revision.
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This temporary revision is incorporated into the manual at the next revision.
(2) A temporary revision applies to a specific page only and is keyed within the manual
for insertion adjacent to the affected page. Temporary revisions are not revised. A
temporary revision may be superseded by another temporary revision.
6. Manual Arrangement and Format
A. The Aircraft Maintenance Manual (AMM) is divided into three main parts, the Front Matter,
the System Description Section (SDS) (Part One), and the Maintenance section (Part Two).
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Dec 02/14
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NOTE: The AMM is prepared in accordance with the Air Transport Association (ATA)
iSpec 2200 specification.
B. The Front Matter sections described below are included at the beginning of both Part One
and Part Two:
a. Title Page — The Title page is located at the beginning of the manual and provides
the Avionics system name, the aircraft types, the AMM part number, and the current
revision and date.
b. List of Effective Revisions/List of Effective Pages — The printed version of this manual
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has a List of Effective Revisions/List of Effective Pages. The List of Effective Revisions
page lists the revisions currently effective for the manual. The List of Effective Pages
section lists the page effectivity for the Section or Chapter. Effective pages are also
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listed for the entire AMM.
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c. Record of Revisions Page — The printed version of this AMM has a Record of Revisions
page. The Record of Revisions is provided following the List of Effective Revisions/List
of Effective Pages. When a revision is inserted, the revision number, the date the
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revision is inserted into the manual, and the initials of the person(s) inserting the revision
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should be recorded on this page.
d. Temporary Revisions Page — The printed version of this AMM has a Record of
Temporary Revisions page. The Record of Temporary Revisions Page is located
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following the Record of Revisions page. When a temporary revision is inserted or
removed from this manual, the appropriate information should be recorded on this page.
e. Introduction — The Introduction has general and specific information on how to use this
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manual.
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C. Part One: System Description Section — This section describes the purpose and technical
properties and provides illustrations representing the system and the Line Replaceable Unit
(LRU). Each LRU is described individually and as part of a subsystem.
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D. Part Two: Maintenance Procedures Section — This section includes instructions for loading
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software and firmware, adjusting, testing, removing, and replacing each LRU that comprise
the system. Part Two is subdivided by the following page blocks:
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• SYSTEM DESCRIPTION SECTION (1-99): describes the purpose and technical

properties of avionics system. The section also includes block diagrams that show the
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interconnections among the system LRUs.

• COMPONENT LOCATION (101-199): provides LRU part numbers, quantities and
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locations.
• MAINTENANCE PRACTICES (201-299): describes maintenance procedures for the
avionics system.
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• SERVICING (301-399): provides general servicing requirements where applicable.

• REMOVAL/INSTALLATION (401-499): contains procedures to remove and install the
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Pro Line Fusion equipment.

• ADJUSTMENT/TEST (501-599): contains general adjustment and test procedures.
• INSPECTION/CHECK (601-699): contains inspection and check information where
applicable.
• CLEANING/PAINTING (701-799): contains special cleaning and painting information
• REPAIR (801-899): provides repair information for the system.
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7. Application of Task Numbering System
A. The maintenance procedures in Part Two of this AMM are assigned unique task numbers
based on the Aircraft Maintenance Task Oriented Support System (AMTOSS) numbering
system.
NOTE: For more information refer to the AMTOSS Task and Subtask Numbering
System, Section 4.4.3, in the Air Transport Association (ATA) iSpec 2200.
a. The AMTOSS system uses standard and unique number combinations to identify
maintenance tasks and sub-tasks, refer to Figure 1.
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b. The AMTOSS structure is a logical approach to organize maintenance tasks and
subtasks. The AMTOSS numbering system includes the ATA chapter-section-subject
number as well as a function code and unique identifiers.
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c. The purpose of incorporating the AMTOSS numbering system is to provide a means for
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the automated sorting, retrieval, and management of digitized data.
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B. The AMTOSS numbering system is an expansion of the ATA three element numbering
system. An AMTOSS number has seven elements of which the first five elements are
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mandatory for each task and sub-task. The sixth and seventh elements are applied when
necessary.
Example: TASK 46-21-01-520-801
Each element of this example is described below.
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a. Elements 1, 2, and 3 - These elements are the Chapter, Section, and Subject, ATA
numbers.
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b. Element No. 1: CHAPTER is the first two-digit number (46 indicates Systems
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Integration and Display).

c. Element No. 2: SECTION is the second two-digit number (21 indicates Flight deck
information systems).
d. Element No. 3: SUBJECT is the third two-digit number (01 has been assigned to the
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XM Weather Receiver LRU).

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e. Element No. 4 - The fourth element is a three-digit number that identifies the Task
function. For example, 520 is a removal procedure and 720 is an installation procedure.
f. Element No. 5 - The fifth element is a three-digit number that identifies the Task
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sequence. This makes the task unique among all tasks which have the same first four
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elements. For example:

TASK 46-21-01-520-801 is the first removal Task.
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TASK 46-21-01-520-802 is the second removal Task.
g. Element No. 6 - The sixth element is a three-position alphanumeric identifier that

indicates differences in configurations, methods, techniques, and variations of standard
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practice applications. Most tasks in this AMM use A01 as the sixth element. This shows
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that the task is used for all configurations with no variation. If the sixth element is an
"S01", it shows that a service bulletin is related to the task.
h. Element No. 7- The seventh element is a three-position alphanumeric identifier that is
assigned by operators to highlight unique airline data or uses.
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AMTOSS Task Numbering System

Figure 1
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8. System/Equipment Covered by the Manual
A. The following table, refer to Table 1, identifies the systems and equipment covered by
this manual.
Table 1. System/Equipment Parts List
ATA Rockwell Collins Part

Unit Equipment Description Qty
Number Number (CPN)
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22-10-00
(C90GTi
N
only) Flight Guidance System
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22-10-01
(C90GTi
only) FGC-3000 Flight Guidance Computer 822-1108-147 2
S
22-10-03
SE
(C90GTi
only) FGP-3000 Flight Guidance Panel 822-1107-103 1
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22-10-05
(C90GTi
only) SVO-3000 Aileron Servo 822-1168-001 1
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22-10-07
(C90GTi
PU
only) SMT-65 Aileron Servo Mount 622-5735-001 1

22-10-09
(C90GTi
G
only) SVO-3000 Elevator Servo 822-1168-002 1

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22-10-11
(C90GTi
N
only) SMT-65 Elevator Servo Mount 622-5735-002 1

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22-10-13
(C90GTi
only) SVO-3000 Rudder Servo 822-1168-002 1
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22-10-15
(C90GTi
only) SMT-65 Rudder Servo Mount 622-5735-002 1
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22-10-17
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(C90GTi
only) SVO-3000 Elevator Trim Servo 822-1168-003 1
22-10-19
(C90GTi
only) SMT-65D Elevator Trim Servo Mount 622-6411-002 1
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Dec 02/14
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Table 1. System/Equipment Parts List (Cont.)

Number Number (CPN)
22-10-00
(B200GT,
B200CGT
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22-10-01
(B200GT,
B200CGT
N
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22-10-03
(B200GT,
B200CGT
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only) FGP-3000 Flight Guidance Panel 822-1107-103 1
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22-10-05
(B200GT,
B200CGT
only)
22-10-07
SVO-3000 Aileron Servo
PO 822-1168-002 1
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(B200GT,
B200CGT
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22-10-09
(B200GT,
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B200CGT
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22-10-11
(B200GT,
N
B200CGT
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22-10-13
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(B200GT,
B200CGT
only) SVO-3000 Rudder Servo 822-1168-002 1
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22-10-15
(B200GT,
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B200CGT
only) SMT-65 Rudder Servo Mount 622-5735-002 1
22-10-17
(B200GT,
B200CGT
Page 7
Dec 02/14
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Number Number (CPN)
22-10-19
(B200GT,
B200CGT
only) SMT-65 Elevator Trim Servo Mount 622-5735-002 1
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22-10-00
(B300,
B300C
N
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22-10-01
(B300,
B300C
S
SE
22-10-03
(B300,
B300C
only)
22-10-05
FGP-3000 Flight Guidance Panel
PO 822-1107-103 1
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(B300,
B300C
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only) SVO-3000 Aileron Servo 822-1168-002 1

22-10-07
(B300,
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B300C
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22-10-09
(B300,
N
B300C
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22-10-11
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(B300,
B300C
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22-10-13
(B300,
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B300C
only) SVO-85B Rudder Servo 622-5027-101 1
22-10-15
(B300,
B300C
only) SMT-85B Rudder Servo Mount 622-5029-102 1
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Number Number (CPN)
22-10-17
(B300,
B300C
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22-10-19
(B300,
B300C
N
only) SMT-65 Elevator Trim Servo Mount 622-5735-002 1
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23-10-00 HF Communication System
HF Transceiver
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23-10-01 HF-9031A (Optional) 822-0101-002 1
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HF Antenna Coupler
23-10-03 HF-9041 (Optional) 622-8114-002 1
23-10-05 FL-9003
HF Feedline Adapter
(Optional) PO 685-0355-001 1
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23-11-00 VHF Communication System
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23-11-01 VHF-4000 VHF Comm Transceiver - 8.33kHz 822-1468-110 2

23-20-00 VHF Data System
VHF Comm Transceiver - 8.33kHz,
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Data Link
23-20-01 VHF-4000 (Optional) 822-1468-310 1
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Communications Management Unit

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23-20-03 CMU-4000 (Optional) 822-1739-003 1

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External Compensation Unit,

Unprogrammed
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23-20-05 ECU-3000 (Optional) 822-1200-997 1

31-40-00 Integrated Avionics Processor System
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31-40-01 ICC-3000 Integrated Card Cage 822-1129-001 1

31-40-03 IEC-3001 IAPS Environmental Controller 822-1167-001 1
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31-40-05 IOC-3100 Input/Output Concentrator 822-1361-620 2

31-40-07 PWR-3000 Power Supply Module 822-1137-001 2
31-40-09 CSU-3100 Configuration Strapping Unit 822-1363-002 2
31-40-11 OCM-3100 Option Control Module 822-1484-200 2
31-41-00 Data Concentration System
31-41-01 DCU-3001 Data Concentrator Unit 822-1483-102 4
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Number Number (CPN)
31-41-03 RDC-4002 Remote Data Concentrator 822-1533-301 2
31-60-00 Electronic Flight Instrument System
31-60-01 AFD-3700 Adaptive Flight Display 822-3065-001 3
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31-60-03 CCP-3500 Cursor Control Panel 822-2754-010 2
31-60-05 MKP-3500 Multifunction Keypad Panel 822-2568-010 1
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31-60-07 APM-5000 Aircraft Personality Module 822-2195-001 1
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31-60-09 SKP-3500 Baro Single Knob Panel 822-3163-010 2
Software: Adaptive Flight Display
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31-60-00 AFDR-3700 Runtime 810-0346-001 1
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Software: Emulated Control Display
31-60-00 ECDA-6000 Application 810-0233-100 1
Software: Flight Display System
31-60-00 FDSA-6500 Application
Software: Protocol Manager
PO 810-0234-1H0001 1
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31-60-00 PMA-6000 Application 810-0192-100 1
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Software: Radio Tuning System

31-60-00 RTSA-6000 Application 810-0048-701 1
Software: Airframe Parameter
31-60-00 APCT-3700 Configuration Table 810-0422-001 1
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Software: Integrated Modular

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31-60-00 IMAT-3700 Avionics Table 810-0352-001 1

34-10-00
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(C90GTi
AI
only) Air Data System

34-10-01
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(C90GTi
only) ADC-3010 Air Data Computer 822-2083-002 2
34-10-01
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(C90GTi
only) ACT-3010 Aircraft Configuration Table 810-0044-009 1
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34-10-00
(B200C-
GT, B300,
B300C
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Number Number (CPN)
34-10-01
(B200C-
GT, B300,
B300C
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34-10-00
(B200GT
N
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34-10-01
(B200GT
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34-20-00 Attitude Heading Reference System
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34-20-01 AHC-3000 Attitude Heading Computer 822-1110-002 2
34-20-03 FDU-3000 Flux Detector Unit 822-1193-001 2
34-20-05
34-32-00
ECU-3000 PO
External Compensation Unit
Synthetic Vision System
822-1200-002 2
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Software: Advanced Terrain
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34-32-00 ATF-3500 Functions 810-0348-001 1

34-32-00 ATFT-3500 Functions Table 810-0385-1H0001 1
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34-40-00 Weather Radar System

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34-40-01 SKP-3500 Tilt Single Knob Panel 822-3163-020 2

34-40-03
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(B200GT,
AI
B200CGT,
B300,
TR
B300C Weather Radar Receiver

only) RTA-852 Transmitter Antenna 622-8439-004 1
34-40-03
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(C90GTi Weather Radar Receiver

only) RTA-800 Transmitter Antenna 822-1050-004 1
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34-40-03
(C90GTi Weather Radar Receiver
only) RTA-852 Transmitter Antenna (Optional) 622-8439-004 1
34-42-00 Radio Altimeter System
34-42-01 ALT-4000 Radio Altimeter 822-0615-206 1
34-43-00 Traffic Alert And Collision Avoidance System II
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Number Number (CPN)
TCAS Receiver/Transmitter
34-43-01 TTR-4100 (Optional) 822-3075-001 1
TCAS Directional Antenna
34-43-03 TRE-920 (Optional) 622-8973-001 2
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34-52-00 Global Navigation Satellite System
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Global Positioning System, SBAS
34-52-01 GPS-4000S Capable 822-2189-010 1
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Global Positioning System, SBAS
Capable
S
34-52-01 GPS-4000S (Optional) 822-2189-010 1
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34-53-00 VHF Navigation System
34-53-01 NAV-4000 VOR/ILS/MB/ADF Receiver 822-1465-001 1
34-53-01 NAV-4500 VOR/ILS/MB Receiver
VOR/ILS/MB/ADF Receiver
PO 822-1579-001 1
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34-53-01 NAV-4000 (Optional) 822-1465-001 1
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34-53-03
(B200GT,
B200CGT,
B300,
G
B300C
only) ANT-462A Single ADF Antenna 622-7383-001 1
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34-53-03
N
(B200C-
GT, B300,
AI
B300C Single ADF Antenna

only) ANT-462A (Optional) 622-7383-001 1
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34-54-00 Distance Measuring Equipment

34-54-01 DME-4000 DME Transceiver 822-1466-001 1
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DME Transceiver
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34-54-01 DME-4000 (Optional) 822-1466-001 1

34-55-00 Air Traffic Control Transponder System
34-55-01 TDR-94D Diversity Transponder 622-9210-501 2
34-60-00 Flight Management System
Software: Flight Management
34-60-00 FMSA-6010 System Application 810-0163-1H0001 1
Page 12
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Number Number (CPN)
Software: FMS Search and Rescue
Key
34-60-00 SARK-3500 (Optional) 810-0387-001 1
44-50-00 Video Surveillance System
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Software: Video Key
44-50-00 VID-3500 (Optional) 810-0392-001 1
N
45-20-00 Onboard Maintenance System
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Software: Onboard Maintenance
45-20-00 OMSA-6000 System Application 810-0106-250 1
S
Software: Onboard Maintenance
SE
45-20-00 OMST-6000 System Table 810-0099-1H0001 1
Software: Onboard Data Loader
PO
45-20-00 ODLA-3500 Application 810-0345-1H0001 1
46-20-00 Integrated Flight Information System
46-20-00 FSA-6000 Software: File Server Application 810-0072-302 1
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Software: Data Link Weather Key
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46-20-00 DLWX-3500 (Optional) 810-0353-001 1

Software: Electronic Charts Key
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46-20-00 ECH-3500 (Optional) 810-0361-001 1

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Software: Enhanced Map Overlays

Key
N
46-20-00 OVL-3500 (Optional) 810-0360-001 1

Software: Outboard IFIS Key
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46-20-00 FSAX-3500 (Optional) 810-0354-001 1

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Software: Chart Extension Key

46-20-00 CHTX-3500 (Optional) 810-0476-001 1
46-21-00 XM Weather
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XM Weather Receiver
FO
XMWR-
46-21-00 1000 (Optional) 822-2031-003 1
XMWX- Software: XM Weather Key

46-21-00 3500 (Optional) 810-0355-001 1
46-30-00 Information Management System
Software: Information Management
IMSA- System Applications
46-30-00 3500E (Optional) 810-0414-001 1
Page 13
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Number Number (CPN)
IMSOS- System Operating System
46-30-00 3500E (Optional) 810-0415-001 1
Information Management System
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46-30-01 IMS-3500 (Optional) 822-2999-101 1
77-40-00 Engine Indication And Crew Alert System
N
EICAS-
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77-40-00 6000 Software: EICAS Application 810-0245-1H0001 1
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9. List of Associated Publications
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A. The first table that follows, refer to Table 2, provides the Rockwell Collins Pro Line Fusion®
for King Air manuals.
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B. The second table that follows, refer to Table 3, lists the subsystem, component information,
and the associated Component Maintenance Manual (CMM) part number. Authorized
organizations can find servicing information for a particular component in the CMM
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associated with that component.
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Table 2. Pro Line Fusion® for King Air Manuals
Publication Part Number

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Rockwell Collins Manual (CPN)

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Pro Line Fusion® for King Air Fault Isolation Manual 523–0821906
Pro Line Fusion® for King Air Wiring Diagram Manual 523–0821907
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Table 3. List of Associated Publications

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Rockwell Collins Publication Part

Unit Equipment Description Part Number (CPN) Number (CPN)
22–10–00 — Flight Guidance System (C90GTi only)
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FGC-3000/ 3002/
FO
3003 Flight
Guidance Computer
Component
FGC-3000 Maintenance Manual
(C90GTi only) Flight Guidance Computer 822-1108-147 (523-0780643)
Page 14
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Table 3. List of Associated Publications (Cont.)

FGP-3000 Flight
Guidance Panel
Component
FGP-3000 Maintenance Manual
(C90GTi only) Flight Guidance Panel 822-1107-103 (523-0778498)
LY
SVO-3000 Primary
Servo Component
N
SVO-3000 Maintenance Manual
O
(C90GTi only) Aileron Servo 822-1168-001 (523-0778483)
SVO-3000 Primary
S
Servo Component
SE
(C90GTi only) Elevator Servo 822-1168-002 (523-0778483)
SVO-3000 Primary
SVO-3000 PO Servo Component

Maintenance Manual
R
(C90GTi only) Rudder Servo 822-1168-002 (523-0778483)
SVO-3000 Primary
PU
Servo Component
(C90GTi only) Elevator Trim Servo 822-1168-003 (523-0778483)
G
SVO-65 Primary
IN
Servo and SMT-65

Servo Mount
N
SMT-65 Instruction Book

(C90GTi only) Servo Mount 622-5735-001 (523-0771890)
AI
SVO-65 Primary
TR
Servo and SMT-65

Servo Mount
SMT-65 Instruction Book
R
SVO-65 Primary
FO
Servo and SMT-65

Servo Mount
SMT-65D Instruction Book
22–10–00 — Flight Guidance System (B200GT, B200CGT only)
Page 15
Dec 02/14
Rockwell Collins

FGC-3000/ 3002/
3003 Flight
Guidance Computer
FGC-3000 Component
(B200GT, Maintenance Manual
LY
B200CGT only) Flight Guidance Computer 822-1108-131 (523-0780643)
FGP-3000 Flight
N
Guidance Panel
O
FGP-3000 Component
S
B200CGT only) Flight Guidance Panel 822-1107-103 (523-0778498)
SE
SVO-3000 Primary
SVO-3000 Servo Component
B200CGT only) Aileron Servo
PO
822-1168-002 (523-0778483)
SVO-3000 Primary
Servo Component
R
SVO-3000
PU
B200CGT only) Elevator Servo 822-1168-001 (523-0778483)

SVO-3000 Primary
G

B200CGT only) Rudder Servo 822-1168-002 (523-0778483)
IN
SVO-3000 Primary
N

AI
B200CGT only) Elevator Trim Servo 822-1168-003 (523-0778483)

TR
SVO-65 Primary
Servo and SMT-65
SMT-65 Servo Mount
(B200GT, Instruction Book
R
B200CGT only) Servo Mount 622-5735-001 (523-0771890)

FO
SVO-65 Primary
Servo and SMT-65
SMT-65 Servo Mount
(B200GT, Instruction Book
B200CGT only) Servo Mount 622-5735-002 (523-0771890)
22–10–00 — Flight Guidance System (B300, B300C only)
Page 16
Dec 02/14
Rockwell Collins

FGC-3000/ 3002/
3003 Flight
Guidance Computer
FGC-3000 Component
(B300, B300C Maintenance Manual
LY
only) Flight Guidance Computer 822-1108-132 (523-0780643)
FGP-3000 Flight
N
Guidance Panel
O
FGP-3000 Component
S
only) Flight Guidance Panel 822-1107-103 (523-0778498)
SE
SVO-3000 Primary
only) Aileron Servo
PO 822-1168-002 (523-0778483)
SVO-3000 Primary
Servo Component
R
SVO-3000
PU
only) Elevator Servo 822-1168-001 (523-0778483)

SVO-85 Primary
Servo and SMT-85/
G
86/ 87 Servo Mounts

(ICA) Instruction
IN
SVO-85B (B300, Book

B300C only) Rudder Servo 622-5027-101 (523–0772563)
N
SVO-3000 Primary
AI

TR
only) Elevator Trim Servo 822-1168-003 (523-0778483)

SVO-65 Primary
Servo and SMT-65
R
Servo Mount
Instruction Book
FO
SMT-65 (B300,
B300C only) Servo Mount 622-5735-001 (523-0771890)
SVO-65 Primary
Servo and SMT-65
Servo Mount
SMT-65 (B300, Instruction Book
B300C only) Servo Mount 622-5735-002 (523-0771890)
Page 17
Dec 02/14
Rockwell Collins

SVO-85 Primary
Servo and SMT-85/
86/ 87 Servo Mounts
(ICA) Instruction
SMT-85B (B300, Book
LY
B300C only) Servo Mount 622-5029-102 (523–0772563)
23–10–00 — HF Communication System
N
HF-9000 High-
O
Frequency
Communications
S
System Operation
and Organizational
SE
Maintenance
HF Transceiver Instruction Book
PO
HF-9031A (Optional) 822-0101-002 (523-0806627)
HF-9000 High-
Frequency
R
Communications
System Operation
PU
and Organizational
Maintenance
HF Antenna Coupler Instruction Book
G
HF-9041 (Optional) 622-8114-002 (523-0806627)

IN
HF-9000 High-
Frequency
Communications
N
System Operation
AI
and Organizational
Maintenance
TR
HF Feedline Adapter Instruction Book

FL-9003 (Optional) 685-0355-001 (523-0806627)
23–11–00 — VHF Communication System
R
VHF-4000 VHF
FO
Transceiver
Component
VHF Comm Transceiver - Maintenance Manual
VHF-4000 8.33kHz 822-1468-110 (523-0780592)
23–20–00 — VHF Data System
Page 18
Dec 02/14
Rockwell Collins

VHF-4000 VHF
Transceiver
VHF Comm Transceiver - Component
8.33kHz, Data Link Maintenance Manual
VHF-4000 (Optional) 822-1468-310 (523-0780592)
LY
RIU- 4000/ 4010/
4100/ 4110 Radio
N
Interface Unit
O
and CMU-4000
Communication
Management
S
Communications Management Unit Component
SE
Unit Maintenance Manual
CMU-4000 (Optional) 822-1739-003 (523-0780648)
PO
ECU-3000 External
Compensation
Unit Component
External Compensation Unit Maintenance Manual
R
ECU-3000 (Optional) 822-1200-997 (523-0778707)
PU
31–40–00 — Integrated Avionics Processor System

CSU-3000/ 3100/
4000/ 4001/ 4100
G
Configuration
IN
Strapping Unit
and OCM-3100/
4100 Option Control
N
Module Component
AI
Maintenance Manual
CSU-3100 Configuration Strapping Unit 822-1363-002 (523-0776549)
TR
ICC-3XXX IAPS Card

Cage Component
Maintenance Manual
R
ICC-3000 Integrated Card Cage 822-1129-001 (523-0778499)

FO
IEC-
3000/3001/4000/-
4001 Environmental
Controller Compo-
nent Maintenance
Manual
IEC-3001 IAPS Environmental Controller 822-1167-001 (523-0776759)
Page 19
Dec 02/14
Rockwell Collins

IOC-851/-851A/
3XX0/ 4XX0 I/O
Concentrator
Component
Maintenance Manual
LY
IOC-3100 Input/Output Concentrator 822-1361–620 (523-0776554)
PWR-851A/ 3000/
N
4000 IAPS Power
O
Supply Component
Maintenance Manual
S
PWR-3000 Power Supply Module 822-1137-001 (523-0818314)
SE
CSU-3000/ 3100/
4000 / 4001/
4100 Configuration
PO
Strapping Unit and
OCM-3100/ 4100
Option Control
Module Component
R
Maintenance Manual
PU
OCM-3100 Option Control Module 822-1484-200 (523-0776549)

G
IN
N
AI
TR
R
FO
Page 20
Dec 02/14
Rockwell Collins

31–41–00 — Data Concentration System
DCU-3000/ 3001/
300 1C/ 3010/ 3110
Data Concentrator
LY
Unit Component
Maintenance Manual
DCU-3001 Data Concentrator Unit 822-1483-102 (523-0817540)
N
RDC-4002 Remote
O
Data Concentrator
Component
S
Maintenance Manual
SE
RDC-4002 Remote Data Concentrator 822-1533-301 (523-0780530)
31–60–00 — Electronic Flight Instrument System
PO
AFD-3700 Adaptive
Flight Display
Component
Maintenance Manual
R
AFD-3700 Adaptive Flight Display 822-3065-001 (523–0819877)
PU
CCP-3500 Cursor
Control Panel
Component
G
Maintenance Manual
CCP-3500 Cursor Control Panel 822-2754-010 (523–0819885)
IN
MKP-3500
N
Multifunction
Keypad Component
AI
Maintenance Manual
MKP-3500 Multifunction Keypad Panel 822-2568-010 (523–0820247)
TR
APM-5000 Aircraft
Personality Module
Component
R
Maintenance Manual
FO
APM-5000 Aircraft Personality Module 822-2195-001 (523-0819077)

SKP-3500 Baro Single Knob Panel 822-3163-010 TBD
Software: Adaptive Flight
AFDR-3700 Display Runtime 810-0346-001 N/A
Software: Emulated Control
ECDA-6000 Display Application 810-0233-100 N/A
Software: Flight Display System
FDSA-6500 Application 810-0234-1H0001 N/A
Page 21
Dec 02/14
Rockwell Collins

Software: Protocol Manager
PMA-6000 Application 810-0192-100 N/A
Software: Radio Tuning System
RTSA-6000 Application 810-0048-701 N/A
LY
Software: Airframe Parameter
APCT-3700 Configuration Table 810-0422-001 N/A
N
Software: Integrated Modular
IMAT-3700 Avionics Table 810-0352-001 N/A
O
34–10–00 — Air Data System
S
ADC-3000/
3010/ 3020 Air
SE
Data Computer,
ACT-3010/ 3020
Aircraft Configuration
PO Table, and
MMT-3000 Modular
Mounting Tray
R
(ICA) Component
PU
ADC-3010 Maintenance Manual

(C90GTi only) Air Data Computer 822–2038–002 (523-0778484)
ADC-3000/
G
3010/ 3020 Air

Data Computer,
IN
ACT-3010/ 3020
N
Table, and
MMT-3000 Modular
AI
Mounting Tray
(ICA) Component
TR
ACT-3010 Maintenance Manual

(C90GTi only) Aircraft Configuration Table 810-0044-009 (523-0778484)
ADC-3000/
R
3010/ 3020 Air

FO
Data Computer,
ACT-3010/ 3020
Table, and
MMT-3000 Modular
ADC-3000 Mounting Tray
(B200CGT, (ICA) Component
B300, B300C Maintenance Manual
only) Air Data Computer 822-1109-026 (523-0778484)
Page 22
Dec 02/14
Rockwell Collins

ADC-3000/
3010/ 3020 Air
Data Computer,
ACT-3010/ 3020
LY
Table, and
MMT-3000 Modular
Mounting Tray
N
(ICA) Component
O
ADC-3000 Maintenance Manual
(B200GT only) Air Data Computer 822-1109-027 (523-0778484)
S
34–20–00 — Attitude Heading Reference System
SE
AHC-3000 Attitude
Heading Computer
Component
AHC-3000 Attitude Heading Computer PO 822-1110-002

Maintenance Manual
(523-0778487)
R
FDU-3000/ 70
Flux Detector
PU
Units Component
Maintenance Manual
FDU-3000 Flux Detector Unit 822-1193-001 (523-0771851)
G
ECU-3000 External
IN
Compensation
Unit Component
Maintenance Manual
N
ECU-3000 External Compensation Unit 822-1200-002 (523-0778707)

AI
34–32–00 — Synthetic Vision System

TR

ATF-3500 Functions 810-0348-001 N/A
R
ATFT-3500 Functions Table 810-0385-1H0001 N/A

FO
34–40–00 — Weather Radar System

SKP-3500 Tilt Single Knob Panel 822-3163-020 TBD
Page 23
Dec 02/14
Rockwell Collins

RTA-800 (-004)
RTA-84X/ 85X (-004/-
204) RTA-852L
(-005/-205/-006/-206)
Receiver/Transmitter/
LY
Antenna Component
RTA-800 Weather Radar Receiver Maintenance Manual
N
(C90GTi only) Transmitter Antenna 822-1050-004 (523-0780217)
O
RTA-800 (-004)
RTA-84X/ 85X (-004/-
204) RTA-852L
S
(-005/-205/-006/-206)
SE
Receiver/Transmitter/
Antenna Component
Weather Radar Receiver Maintenance Manual
RTA-852 Transmitter Antenna
PO
622-8439-004
34–42–00 — Radio Altimeter System
(523-0780217)
R
ALT-4000 Radio
Altimeter Transceiver
PU
Component
Maintenance Manual
ALT-4000 Radio Altimeter Transceiver 822-0615-206 (523-0777844)
G
34–43–00 — Traffic Alert And Collision Avoidance System II

IN
TTR-4100 TCAS
Transmitter/Receiver
N
Component
TCAS Receiver/Transmitter Maintenance Manual
AI
TTR-4100 (Optional) 822-3075-001 (523-0821973)

TR
TTR-920 TCAS
Transmitter-Receiver
and TRE-920
TCAS Antenna
R
(Vol 1) Component
FO
TCAS Directional Antenna Maintenance Manual

TRE-920 (Optional) 622-8973-001 (523-0776052)
34–52–00 — Global Navigation Satellite System
GPS-4000S
Global Positioning
System Component
Global Positioning System, Maintenance Manual
GPS-4000S SBAS Capable 822-2189-010 (523-0808221)
Page 24
Dec 02/14
Rockwell Collins

GPS-4000S
Global Positioning
Global Positioning System, System Component
SBAS Capable Maintenance Manual
GPS-4000S (Optional) 822-2189-010 (523-0808221)
LY
34–53–00 — VHF Navigation System
N
NAV-4000 VOR/LO-
C/GS/MB/ADF Re-
O
ceiver and NAV-4500
VOR/LOC/GS/MB
S
Receiver Component
Maintenance Manual
SE
NAV-4000 VOR/ILS/MB/ADF Receiver 822-1465-001 (523-0780656)
NAV-4000 VOR/LO-
PO C/GS/MB/ADF Re-
ceiver and NAV-4500
VOR/LOC/GS/MB
R
Receiver Component
Maintenance Manual
PU
NAV-4500 VOR/ILS/MB Receiver 822-1579-001 (523-0780656)

NAV-4000 VOR/LO-
C/GS/MB/ADF Re-
G
ceiver and NAV-4500

IN
VOR/LOC/GS/MB
Receiver Component
VOR/ILS/MB/ADF Receiver Maintenance Manual
N
NAV-4000 (Optional) 822-1465-001 (523-0780656)

AI
ADF-462 ADF
TR
ANT-462A Receiver and

(B200GT, ANT-462 ADF
B200CGT, Antenna Instruction
B300, B300C Book
R
only) Single ADF Antenna 622-7383-001 (523-0773906)

FO
ADF-462 ADF
Receiver and
ANT-462 ADF
Antenna Instruction
Single ADF Antenna Book
ANT-462A (Optional) 622-7383-001 (523-0773906)
Page 25
Dec 02/14
Rockwell Collins

34–54–00 — Distance Measuring Equipment
DME-4000
Distance Measuring
Equipment
LY
Component
Maintenance Manual
DME-4000 DME Transceiver 822-1466-001 (523-0780671)
N
DME-4000
O
Distance Measuring
Equipment
S
Component
DME Transceiver Maintenance Manual
SE
DME-4000 (Optional) 822-1466-001 (523-0780671)
34–55–00 — Air Traffic Control Transponder System
PO TDR-94/94D
(-004 Status and
Higher) ATC/Mode
R
S Transponder
PU
(ICA) Component
Maintenance Manual
TDR-94D Diversity Transponder 622-9210-501 (523-0778502)
G
34–60–00 — Flight Management System

IN
Software: Flight Management

FMSA-6010 System Application 810-0163-1H0001 N/A
N
Software: FMS Search and

Rescue Key
AI
SARK-3500 (Optional) 810-0387-001 N/A

TR
44–50–00 — Video Surveillance System

Software: Video Key
VID-3500 (Optional) 810-0392-001 N/A
R
45–20–00 — Onboard Maintenance System

FO
Software: Onboard
Maintenance System
OMSA-6000 Application 810-0106-250 N/A
Software: Onboard
OMST-6000 Maintenance System Table 810-0099-1H0001 N/A
Software: Onboard Data Loader
ODLA-3500 Application 810-0345-1H0001 N/A
46–20–00 — Integrated Flight Information System
Page 26
Dec 02/14
Rockwell Collins

Software: File Server
FSA-6000 Application 810-0072-302 N/A
Software: Data Link Weather
Key
LY
DLWX-3500 (Optional) 810-0353-001 N/A
Software: Electronic Charts Key
N
ECH-3500 (Optional) 810-0361-001 N/A
O
Software: Enhanced Map
Overlays Key
S
OVL-3500 (Optional) 810-0360-001 N/A
SE
Software: Outboard IFIS Key
FSAX-3500 (Optional) 810-0354-001 N/A
CHTX-3500 (Optional) PO
Software: Chart Extension Key
810-0476-001
46–21–00 — XM Weather
N/A
R
XM Weather Receiver
PU
XMWR-1000 (Optional) 822-2031-003 N/A

Software: XM Weather Key
G
XMWX-3500 (Optional) 810-0355-001 N/A

46–30–00 — Information Management System
IN
Software: Information
N
Management System
Applications
AI
IMSA-3500E (Optional) 810-0414-001 N/A

TR
Software: Information
Management System Operating
System
R
IMSOS-3500E (Optional) 810-0415-001 N/A

FO
Page 27
Dec 02/14
Rockwell Collins

IMS-3500 Information
Management
System Component
Maintenance Manual
(523-0819787)
LY
Aircraft Information
Manager Ground
N
Information Management Portal Operator’s
System Guide
O
IMS-3500 (Optional) 822-2999-101 (523-0819313)
S
77–40–00 — Engine Indication And Crew Alert System
SE
EICAS-6000 Software: EICAS Application 810-0245-1H0001 N/A
10. List of Abbreviations
PO
A. The list that follows shows the abbreviations, acronyms, and mnemonics that are used
in this publication to describe the avionics system. Standard electronic terms, units of
R
measure and circuit signal names are not listed.
PU
A/D Analog/Digital
AC Advisory Circular
ACARS Aircraft Communications Addressing and Reporting
G
System
IN
ACIA Asynchronous Communications Interface Adapter

ACM Aircraft Condition Monitoring
N
ACMID ARINC Controlled Multifunction Interface Device

AI
ACOT Aircraft Configurations Options Table

TR
ACP Audio Control Panel

ADC Air Data Computer
ADF Automatic Direction Finder
R
ADI Attitude Director Indicator

FO
ADS Air Data System

ADS-B Automatic Dependent Surveillance-Broadcast
AFCS Automatic Flight Control System
AFD Adaptive Flight Display
AFDR Adaptive Flight Display Runtime
AFM Aircraft Flight Manual
Page 28
Dec 02/14
Rockwell Collins
AGC Automatic Gain Control

AGS ARINC 661 Graphics Sever
AHC Attitude Heading Computer
AHRS Attitude Heading Reference System
AID Aircraft Installation Delay
AIM Aircraft Information Manager
LY
AIO AFD Input/Output
AIRMET Airmen Meteorological Advisory
N
ALM Application License Manager
O
ALT Altitude
ALT/FL Altitude/Flight Levels
S
ALTS Altitude Select
SE
ALU Arithmetic and Logic Unit
AM Amplitude Modulation
AME
AMM
PO
Amplitude Modulation Equivalent
Aircraft Maintenance Manual
R
AMTOSS Aircraft Maintenance Task Oriented Support System
PU
AOA Angle of Attack

AOC Airline Operational Communications
AP Autopilot
G
AP/YD Autopilot/Yaw Damper

IN
APCT Airframe Parameter Configuration Table

N
APDU Application Protocol Data Unit

AI
APM Aircraft Personality Module

APPR Approach
TR
ASA Airplane Separation Assurance

ASIC Application Specific Integrated Circuit
R
ASL Avionics Systems Local Area Network

FO
ASPU Audio Storage Playback Unit

ATA Air Transport Association
ATC Air Traffic Control
ATC Automatic Trim Coupler
ATCRBS Air Traffic Control Radar Beacon System
ATIS Air Traffic Information Service
ATM Air Transport Multiplexer/Transmitter
Page 29
Dec 02/14
Rockwell Collins
ATN Aeronautical Telecommunications Network

ATS Air Traffic Services
B/C Back Course
Baro Barometric
BIST Built-In Self Test
BITE Built-In-Test Equipment
LY
BOW Basic Operating Weight
C Alt Cabin Altitude
N
CAGE Commercial And Government Entity
O
CAS Crew Alerting System
CASE Configurable Avionics System Environment
S
CAT Cabin Altitude
SE
CB Circuit Breaker
CCA Circuit Card Assembly
CCP
CCW
Cursor Control Panel
Counterclockwise
PO
R
CDU Control Display Unit
PU
CMM Component Maintenance Manual

CMU Communications Management Unit
COMM Communication
G
CONUS Continental United States

IN
COS Cosine
N
CPDLC Controller-Pilot Data Link Communications

AI
CPL Couple
CRC Cyclic Redundancy Check
TR
CRS Course
CST Continuous Speed Target
R
CSU Configuration Strapping Unit

FO
CVR Cockpit Voice Recorder

CVS Combined Vision System
CW Clockwise
CW Continuous Wave
D/A Digital/Analog
DC Direct Current
DCS Data Concentration System
Page 30
Dec 02/14
Rockwell Collins
DCU Data Concentrator Unit

delta P Change in Pressure Rate
DEP Departure Performance
DG Directional Gyro
DIP Dual In-Line Package
DLGWA Datalink Graphical Weather Application
LY
DMA Direct Memory Access
DME Distance Measuring Equipment
N
DPI Dots Per Inch
O
DPSK Differential Phase Shift Keying
DR Dead Reckoning
S
DSK Dual Stack Knob
SE
DSP Digital Signal Processor
DU Display Unit
DWM
EAK
PO
Display Window Manager
Encrypted Application Key
R
ECA Electronic Charts Application
PU
ECDA Emulated Control Display Application

ECDU Emulated Control Display Unit
ECL Electronic Checklists
G
ECU External Compensation Unit

IN
EDC Engine Data Concentrator

N
EEPROM Electrical Erasable Programmable Read Only

Memory
AI
EFIS Electronic Flight Instrument System

TR
EICAS Engine Indication and Crew Alert System

EIS Engine Indication System
EMA Enhanced Maps Application
R
EMI Electromagnetic Interference

FO
ESIS Electrical Standby Instrument System

ETA Estimated Time of Arrival
FAA Federal Aviation Administration
FGP Flight Control Panel
FCS Flight Control System
FD Flight Director
Page 31
Dec 02/14
Rockwell Collins
FDR Flight Data Recorder

FDSA Flight Display System Application
FDU Flux Detector Unit
FF Fuel Flow
FGC Flight Guidance Computer
FGP Flight Guidance Panel
LY
FGS Flight Guidance System
FLC Flight Level Change
N
FMA Flight Mode Annunciation
O
FMC Flight Management Computers
FMCW Frequency Modulated Continuous Wave
S
FMS Flight Management System
SE
FMSA Flight Management System Application
FPGA Field Programmable Gate Array
FPTA
FPV
Flight Plan Target Altitude
Flight Path Vector
PO
R
FSA File Server Application
PU
GA Go-Around
GAASFET Gallium Arsenic Field Effect Transistor
GE Graphics Engine
G
GFP Graphical Flight Planning

IN
GMT Greenwich Mean Time

N
GNSS Global Navigation Satellite System

AI
GPS Global Positioning System

GPWS Ground Proximity Warning System
TR
GS Glideslope
GUI Graphical User Interface
R
GWX Graphical Weather

FO
HAL Horizontal Alert Limit

HDG Heading
HF High Frequency
HIRF High Intensity Radiated Field
HM Health Monitor
HSDC Hardware/Software Compatibility Document
HSI Horizontal Situation Indicator
Page 32
Dec 02/14
Rockwell Collins
HUD Head up Display

I/O Input/Output
IAPS Integrated Avionics Processor System
IAS Indicated Airspeed
ICAO International Civil Aviation Organization
ICC Integrated Card Cage
LY
ICIT IMA Configuration Index Table
IEC IAPS Environmental Controller
N
IF Injection Frequency
O
IF Intermediate Frequency
IFIS Integrated Flight Information System
S
ILS Instrument Landing System
SE
IM Inner Marker
IMA Integrated Modular Avionics
IMAT
IMPATT
PO
Integrated Modular Avionics Table
Impact Avalanche and Transmit Time
R
IMS Information Management System
PU
IMSA Information Management System Application

IMSOS Information Management System Operating
System
G
IMU Inertial Measurement Unit

IN
INMARSAT International Maritime Satellite Organization

IOC Input/Output Concentrator
N
IOT Input/Output Translator

AI
IRS Inertial Reference System

TR
IRU Inertial Reference Unit

ISA International Standard Atmosphere
ITT Internal Turbine Temperature
R
KiB Kibi-byte
FO
LACK Logical Acknowledgement

LAN Local Area Network
LAT DEV Lateral Deviation
LCD Liquid Crystal Display
LD Lower Sideband Data
LDS Lightning Detection System
Page 33
Dec 02/14
Rockwell Collins
LED Light Emitting Diode

LEP List of Effective Pages
LFL Landing Field Length
LNAV Lateral Navigation
LOC Localizer
LOS Line-of-Sight
LY
LOV Localizer
LPV Localizer Performance with Vertical Guidance
N
LRM Line Replaceable Module
O
LRU Line Replaceable Unit
LSB Lower Side Band
S
LSK Line Select Key
SE
LV Lower Sideband Voice
MB Marker Beacon
METAR
MFD Multifunction Display
PO
Aviation Routine Weather Report
R
MFW Multifunction Window
PU
MII Media Independent Interface

MKP Multifunction Keypad Panel
MLS Microwave Landing System
G
MM Middle Marker
IN
MSG Message
N
MTD Master Time/Date

AI
MTL Minimum Trigger Level

MUX Multiplexer
TR
NAV Navigation
NCT Network Configuration Table
R
NDB Non-Directional Beacon

FO
NDO Network Data Object

NEXRAD Next Generation Radar
NIC Network Interface Controller
nm nautical miles
NTSC National Transportation Safety Committee
NVM Non-Volatile Memory
NVRAM Non-Volatile Random Access Memory
Page 34
Dec 02/14
Rockwell Collins
OCM Option Control Module

ODL Onboard Data Loader
ODLA Onboard Data Loader Application
OEM Original Equipment Manufacturer
Oil Press Oil Pressure
OM Outer Marker
LY
OMS Onboard Maintenance System
OMSA Onboard Maintenance System Application
N
OMST Onboard Maintenance System Table
O
OOOI Out Off On In
OS Operating System
S
P-RAIM Predictive Receiver Autonomous Integrity
SE
Monitoring
PA Power Amplifier
PA
PAC
Precision Approach
PO
Path Attenuation Compensation
R
PAM Pulse Amplitude Modulation
PU
PBA Push Button Annunciation

PC Personal Computer
PCIe Peripheral Component Interconnect Express
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PEP Peak Envelope Power

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PFD Primary Flight Display

PFV Primary Field of View
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PLD Programmable Logic Device

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PM Protocol Manager
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PMA Parts Manufacturer Authority

PMA Protocol Manager Application
PROM Programmable ROM
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Prop Propeller
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PSA Preselect Altitude

PTT Push To Talk
PVT Position, Velocity, Time
PWM Pulse Width Modulated
PWR Power
QAK Quick Access Key
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Dec 02/14
Rockwell Collins
QEC Quadrantal Error Correction

RA MIN Radio Altitude Minimum
RA Resolution Advisory
RAIM Receiver Autonomous Integrity Monitoring
RALT Radio Altimeter
RAM Random Access Memory
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RAT RAM Air Temperature
Rate Pressure Rate
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RB Rudder Boost
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RDC Remote Data Concentrator
RF Radio Frequency
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RMS Root-Mean-Square
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RNAV Area Navigation
RNP Required Navigation Performance
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RTA
Reversion Switch Panel
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Receiver/Transmitter Antenna
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RTA Required Time to Arrival
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RTC Real Time Clock

RTS Radio Tuning System
RTSA Radio Tuning System Application
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RVDT Rotary Voltage Differential Transducer

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RVSM Reduced Vertical Separation Minimums

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SAL System Address Label

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SAR Search and Rescue

SAT Static Air Temperature
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SAW Surface Acoustic Wave

SBAS Space Based Augmentation System
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SBC Single Board Computer

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SCIT Tops Storm Cell Identification and Tracking

SDI Source Destination Identifier
SDS System Description Section
SELCAL Selective Calling
SIGMETS Significant Meteorological Observations
SIN Sine
SKP Single Knob Panel
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Rockwell Collins
SLS Side Lobe Suppression

SMS Surface Management System
SMT Servo Mount
Spd/Alt Speed/Altitude
SPI Special Position Identifier
SQ Squelch
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SSEC Static Source Error Correction
STC Sensitivity Time Control
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STC Supplemental Type Certificate
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STD Standard
STIM Stimulation
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SVO Servo
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SVS Synthetic Vision System
SYN Synoptics
SYSIO
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System Input Output
Traffic Advisory
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TACAN Tactical Air Navigation
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TAF Terminal Aerodrome Forecast

TAS True Airspeed
TAT Total Air Temperature
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TAWS Terrain Awareness Warning System

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TC Type Certificate
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TCAS Traffic Alert and Collision Avoidance System

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TDR Transponder
TFC Traffic
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TFR Temporary Flight Restrictions

TFTP Trivial File Transfer Protocol
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TLAF Take-off and Landing Awareness Function

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TO/GA Takeoff/ Go-Around

TOFL Takeoff Field Length
TOPO Topographical Maps
Torq Torque
TTG Time To Go
TTR TCAS Transmitter/Receiver
TWIP Terminal Weather Information Pilots
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Rockwell Collins
TX/RX Transmitter/Receiver
UART Universal Asynchronous Receiver-Transmitter
UD Upper Sideband Data
UHF Ultra-High Frequency
USB Universal Serial Bus
USB Upper Side Band
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UTC Universal Time Coordinated
UUT Unit Under Test
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UV Upper Sideband Voice
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V/S Vertical Speed
VMO/MMO Velocity, Maximum Operating/Mach, Maximum
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Operation
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VAL Vertical Alert Limit
VAPP VOR Approach
VCO
VCT
Voltage-Controlled Oscillator
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Virtual Machine Configuration Table
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VHF Very High Frequency
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VNAV Vertical Navigation

VOR VHF Omnidirectional Radio Range
VOR/LOC VHF Omnidirectional Radio Range/Localizer
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VPA Vertical Path Angle

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VS Vertical Speed
VSD Vertical Situation Display
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VSI Vertical Speed Indicator

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VSWR Voltage-Standing Wave Ratio

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VTF Vectors to Final

WAAS Wide Area Augmentation System
Wi-Fi Wireless Fidelity
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WM Window Manager
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WOW Weight On Wheels

WXR Weather Radar System
XLA Translator
XMGWA XM Graphical Weather Application
XMWR XM Weather Receiver
YD Yaw Damper
Page 38
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Rockwell Collins
11. List of Manufacturers
A. The Commercial And Government Entity (CAGE) codes and addresses for the companies
that make the parts, materials, special tools, and test equipment referenced in this Aircraft
Maintenance Manual (AMM) are given in this section, refer to Table 4.
Table 4. Manufacturer CAGE Code, Name, and Address
Code Name And Address Code Name And Address
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0EFD0 Rockwell Collins
400 Collins Road NE
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12. How to Use the AMM
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A. Part One of the AMM, the System Description Section (SDS), is used to explain the
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configuration, function, operation, and location of each Pro Line Fusion® subsystem
installed on the aircraft. Theory of operation for each Line Replaceable Unit (LRU) and
Line Replaceable Module (LRM) is provided to enable the maintenance technician to gain
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a clear understanding of each units function and operation that allows the technician to
sufficiently perform maintenance actions and trouble shooting. The theory of operation will
additionally identify the relationships between subsystems, where they exist, to identify the
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flow of data throughout each subsystem.
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B. Part Two of the AMM, the maintenance section, is used to provide detailed instructions
to the maintenance technician for performing removal/installation, functional/operational,
cleaning, inspections, and adjustment tasks for each Pro Line Fusion® subsystem installed
on the aircraft.
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CHAPTER
AUTO FLIGHT SE
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Rockwell Collins AIRCRAFT MAINTENANCE MANUAL
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FLIGHT GUIDANCE SYSTEM (FGS)
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Introduction General Description
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The Flight Guidance System (FGS) performs the computation
necessary for all phases of flight including climb, cruise, Flight Guidance System – Components
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approach, and also performs the computations required to
stabilize the aircraft during automatic flight. The FGS has the Unit Description Qty
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following capabilities: FGC-3000 Flight Guidance Computer 2
• Fail-Passive Inner Loop Control, including Servo Loops
FGP-3000 Flight Guidance Panel 1
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• Category I and Category II Precision Approach
• Fail-Soft Flight Guidance in Cruise and Non-precision SVO-3000 Aileron Servo 1
approach SMT-65 Aileron Servo – Servo Mount 1
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• Fail-Passive Manual and Automatic Pitch Trim Axis
SVO-3000 Elevator Servo 1
• Fail-Passive Yaw Damper.
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SMT-65 Elevator Servo – Servo Mount 1
NOTE: Fail-passive is used to describe a system
that, in the event of a failure, causes no SVO-3000 Rudder Servo 1
significant deviation of aircraft flight path or (B200GT,
attitude.
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NOTE: Fail-soft is used to describe a system or only)
subsystem where the failure of a single
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element, component, or connection during SVO-85B Rudder Servo 1

any one flight is assumed, regardless of its (B300,
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probability. B300C only)

NOTE: Even in a fail-soft configuration, the FGS SMT-65 Rudder Servo – Servo Mount 1
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still incorporates rate limit and torque limit (B200GT,

protection to limit the system response to B200CGT,
sensor failures. C90GTi
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only)
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Flight Guidance System – Components
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Unit Description Qty divided into zones that correlate to zones on the Flight Mode
Annunciation (FMA). The zones on the FGP are organized
SMT-85B Rudder Servo – Servo Mount 1 to minimize arm crossing between pilots during normal
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(B300, operations. Each pilot also has the ability to control the
B300C only) activation of the onside Flight Director (FD) and the Autopilot
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SVO-3000 Elevator Trim Servo 1 through the FGP. The fundamental FGP zones are:
• Vertical Control: Altitude hold, altitude pre-select, pitch and
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SMT-65 Elevator Trim Servo – Servo Mount 1 vertical speed adjust, vertical speed, Flight Level Change
(B200GT,
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(FLC), and Vertical Navigation (VNAV).
B200CGT,
B300, • Speed Control: Used to set speed and also for fixed speed
B300C only) altitude change.
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• Lateral Control: Heading, lateral navigation, approach, 1/2
SMT-65D Elevator Trim Servo – Servo Mount 1 bank, course.
(C90GTi • Auto Flight Modes: Autopilot engage and autopilot side
only)
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coupling.
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The FGS is a dual system. The number 1 (pilot-side) system The aileron and elevator servos precisely move the airplane
and the number 2 (copilot-side) system operate together to elevator and aileron control surfaces. When the autopilot is
drive the servos and the pitch trim system. engaged, the servo motor outputs are connected to the control
surfaces. The two FGCs output differential drive to each servo.
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Each Flight Guidance Computer (FGC) provides flight guidance
computation and operates as part of a pair of computers to
The servo motors then run to position the airplane control
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surfaces in response to the autopilot command.
provide 3-axis Autopilot/Yaw Damper (AP/YD) and automatic
or manual pitch trim functions. Amplifiers in the computer The rudder servo precisely moves the airplane rudder control
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provide precise drive to the elevator, aileron, and rudder servo surface in the yaw axis. When the Yaw Damper (YD) is
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motors. The servo motors then position the aircraft flight control engaged on the FGP, the YD provides the control signals to
surfaces in response to the autopilot commands. A built-in trim drive the rudder servo as required for Dutch roll damping and
interface automatically controls the aircraft pitch trim system. turn coordination.
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The pilot and copilot use the Flight Guidance Panel (FGP) The elevator trim servo precisely moves the elevator trim
to input the autopilot and yaw damper engage commands surface in the pitch axis. For manual trim operation, the
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and flight director modes to the system. The panel itself is yoke-mounted trim switches are used to drive the pitch trim
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servo. The signals from the yoke trim switches are connected
to both FGCs. The FGCs provide the arm and command logic
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to the elevator trim servo. The pitch trim arm and command
outputs cause the trim system to automatically run and null the
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aerodynamic forces that the elevator trim servo is required to
hold. As the pitch trim runs, a rate feedback is generated and
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output to the monitor circuits in both computers.
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The servo mounts contain low-friction capstans that move the
control cables for the associated servo.
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The FGS interfaces with the following subsystems, refer to
Figure Flight Guidance System – Block Diagram.
• Air Data System (ADS)
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• Attitude Heading Reference System (AHRS)
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• Electronic Flight Instrument System (EFIS)
• Integrated Avionics Processor System (IAPS).
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Flight Guidance System – Block Diagram

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FGS Modes of Operation selected by pushing the NAV button on the FGP. When
in Navigation mode, the system generates commands to
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Flight Guidance modes can be selected by push on/push off capture and track the selected lateral navigation course.
buttons on the FGP. When a mode is selected the incompatible If a VHF Omnidirectional Radio Range (VOR) receiver
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modes are automatically cleared. Divider lines separate lateral is selected as the navigation source, then guidance
and vertical modes as well as autopilot and FD functions on the is provided to the selected course radial. If the Flight
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FGP. If the FGS determines that conditions are acceptable for Management System (FMS) is selected as the navigation
a given mode, the appropriate mode indicators will show on the
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source, guidance is provided to the current active segment
PFD. The FGS defaults to the basic lateral and vertical modes of the flight plan.
when no other modes are selected. • Approach Mode (Lateral): Approach (APPR) mode can
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be selected by pushing the APPR button on the FGP,
The FGS lateral modes are as follows:
which arms the lateral, and if available, the vertical modes
• Roll Hold (Basic): The basic lateral mode of the FGS depending upon the approach type. Approach mode
is Roll Hold. The FGC always operates in Roll Hold engages when lateral capture criteria for Localizer (LOV),
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unless another lateral mode has been selected. Roll Hold VOR, Back Course (B/C), or Lateral Navigation (LNAV)
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consists of two submodes - roll and heading hold. If the roll course have been satisfied. Vertical capture can only
attitude of the aircraft is less than five degrees at mode occur after lateral approach capture has occurred, and
activation, the system generates commands to maintain only occurs when the approach is an Instrument Landing
the existing aircraft heading. If the roll attitude of the System (ILS), Microwave Landing System (MLS), or an
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aircraft is five degrees or greater at mode activation, the
system generates commands to hold the aircraft existing
FMS area navigation approach with vertical guidance.
Most approaches are either flown in the LNAV navigation
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roll angle. Half bank mode limits the Roll mode bank limit mode until intercept to the final approach course or with
to ½ (15 degrees) the normal limit (30 degrees). Half bank Air Traffic Control (ATC) provided Vectors to Final (VTF).
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is activated by pushing the ½ BANK button on the FGP. LNAV navigation mode can provide vertical guidance via
• Heading Select Mode (HDG): When in Heading Select
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the Vertical Navigation (VNAV) functionality prior to the

mode, the system generates commands to capture and final approach course. Enroute vertical guidance (VNAV) is
maintain the selected heading shown on the PFD and/or different from final approach segment guidance which can
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MFD. Heading mode can be entered by pushing the HDG only be provided in APPR mode. An FMS based approach
button on the FGP and the selected heading is controlled automatically transitions from LNAV, and VNAV if active,
with the heading select knob. The selected heading shows to APPR mode. For approaches flown with VTF, the crew
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on the HSI as a heading bug. should arm the APPR mode when cleared for the approach
• Navigation Mode (NAV): Navigation mode enables by ATC.
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guidance by a selected navigation source, and can be
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The APPR mode will engage based upon the active The FGS vertical modes are as follows:
navigation source on the coupled side. If the active • Pitch Hold Mode (Basic Pitch): The basic vertical mode of
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navigation source is FMS the Autopilot (AP) will arm LNAV the system is the Pitch Hold mode. When in Pitch Hold
approach. If LOC is the active navigation source LOC mode, the system generates commands to hold the pitch
will be armed, or if VOR is the active source then, VOR angle of the aircraft that exists when the mode is selected.
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Approach (VAPP) will be armed. When in Pitch Hold mode, the VS/Pitch wheel (DOWN/UP)
LOC approach mode is armed when the tuned localizer
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can be used to change the pitch reference.
frequency is the active navigation source and the user • Altitude Hold Mode (ALT): Altitude Hold mode can
pushes the APPR button on the FGP. LOC mode also arms be selected by pushing the ALT switch on the FGP.
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the glide slope capture mode once the localizer capture Additionally, Altitude Hold mode is automatically selected if
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criteria have been satisfied and the LOC mode is active. the Preselected Altitude is changed when in Altitude Track
VAPP mode is armed when the tuned VOR is the active mode. When in Altitude Hold mode, the system generates
navigation source and the user pushes the APPR button commands to capture and maintain the pressure altitude
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on the FGP. that exists when the mode is selected.
• Back Course Mode: Back course mode can be selected • Preselect Altitude Mode: There is no manual selection of
by pushing the NAV or APPR switch on the FGP when a Preselect Altitude (PSA) mode, it can be armed at all times
tuned localizer frequency is the active navigation source,
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except in Altitude Hold, Vertical Approach Capture/Track
and the selected course differs from the actual heading by states. When in PSA mode, the system generates
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100 degrees or more. When in back course mode, the commands to capture and track the preselected barometric
system will generate commands to capture and track the altitude.
final approach course (Localizer). VAPP and B/C mode
• Vertical Speed Mode (VS): Vertical Speed mode can be
provide no glide slope vertical guidance.
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• Go-Around Mode (Lateral): Go-Around (GA) mode can
selected by pushing the VS button on the FGP except in
Vertical Approach Capture/Track and Flight Level Change
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be selected by pushing the Takeoff/ Go-Around (TO/GA) Overspeed modes. When in Vertical Speed mode, the
switch located on the throttle quadrant while in the air. system generates commands to maintain the vertical
During the Go-Around the auto flight system provides
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speed that exists when the mode is selected and can be

guidance to the ground track reference that existed when modified using the VS/Pitch wheel to slew the vertical
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the GA was activated, and the pitch target for Go-Around. speed reference.
After the first segment, the vertical mode automatically
• Flight Level Change Mode (FLC): Flight Level Change
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transitions to the Go-Around speed reference, through

mode holds the assigned speed of the aircraft and converts
the FLC mode. Activation of GA mode automatically
excess or insufficient thrust into a climb or descent
disconnects the autopilot.
respectively. This mode can be selected by pushing the
FLC button on the FGP except when in Vertical Approach
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Capture/Track mode. Reference airspeed is synchronized automatic re-assertion of control by the FMS. This mode is
to the aircraft current speed (IAS/Mach) upon mode not dependent upon the PSA value. ALT can be selected
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selection. The pilot, via the SPEED knob, can control the manually or automatically and holds pressure altitude.
reference airspeed. When FLC mode is selected, a climb Altitude Select (ALTS) mode provides guidance to capture
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or descend submode should be entered based on the the altitude selected in the PSA, and is automatically
difference between the aircraft present altitude and the armed whenever the PSA is changed.
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Preselected Altitude. If the Preselected Altitude is higher • Go-Around Mode (Vertical): Go-Around (GA) mode can be
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than the current altitude, the climb submode is entered and selected by pushing the GA switch. When in vertical GA
vice-versa. In either submode, a vertical speed floor can be mode, the system generates a fixed pitch up command.
implemented which forces the aircraft towards the selected • Overspeed Mode: Overspeed mode is automatically
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altitude, if the selected speed reference is inadequate. selected when a significant overspeed occurs unless
• Approach Mode (Vertical): Approach mode can be selected Altitude Hold mode or Preselect Altitude Capture or Track
by pushing the APPR switch on the FGP. The Approach states are active. When in Overspeed mode, the system
mode is armed when selected and the system generates
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generates commands to reduce the airspeed below
commands to capture and track vertical guidance for Velocity, Maximum Operating/Mach, Maximum Operation
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precision approaches (Glideslope or GPS when approved) (VMO/MMO). When the airspeed is below VMO/MMO the
when the Lateral Approach mode is in the track state and system remains in FLC mode until changed by the pilot or
the vertical capture requirements are met. an automatic mode change occurs.
• Vertical Navigation (VNAV): The Vertical Navigation mode
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is integrated with the FMS and allows the aircraft to fly
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the programmed vertical flight path in conjunction with
the active flight plan. VNAV can be armed by pushing
the VNAV button on the FGP except in ILS/MLS Vertical
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Approach Capture/Track or when FLC Overspeed mode is

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active. Selection of VNAV does not automatically change

the active guidance mode. When VNAV is armed the
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FMS can automatically select the FGS vertical mode it

requires. The FGS generates commands to follow the
pitch command signal from the FMS when coupled VNAV
guidance is active in PATH and VGP modes. The pilot may
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manually change any of the FGS mode selections made

by the FMS. Such pilot action should suspend the current
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FMS VNAV control of the FGS, but should not preclude
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FLIGHT GUIDANCE COMPUTER - THEORY OF OPERATION
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Flight Guidance Computer No. 1 location of data in the DMA area is fixed, so each processor
knows where to read or write the required information.
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Refer to Figure Flight Guidance Computer No. 1 – Simplified
Schematic. Data flows from the main processor to the I/O processor in a
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similar manner, using the reverse process. The main processor
NOTE: For additional wiring information and
controls access to the DMA area, and handshaking between
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connector data, refer to the Rockwell
the processors assures that neither one tries to read or write
Collins Pro Line Fusion® for King Air Wiring
data at the instant the access is switched.
Diagram Manual (CPN 523–0821907).
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The I/O processor reset pin is controlled by power valid logic
The No. 1 Flight Guidance Computer (FGC) is located in the
from the No. 1 PWR module. The processor automatically
Integrated Avionics Processor System (IAPS) card cage. IAPS
reinitializes if the FGC input power (+28/+5/+12/-12-VDC from
lightning and High Intensity Radiated Field (HIRF) protection
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the No. 1 PWR module) varies from preset tolerances.
pin numbers are shown whenever a function can be accessed
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on an external connector. All other connections are internal to RS-422 input and output data is handled by a dual
the IAPS. Asynchronous Communications Interface Adapter (ACIA).
The FGP channel A supplies FGP mode request data on the
The 8-bit Input/Output (I/O) processor controls the RS-422,
FGP–1 422 (P2–17 and 16) data bus input. This input is
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ARINC 429, analog, and discrete data interfaces. This
processor computes pitch trim relay/annunciator control,
applied through a receiver to the number 1 ACIA receive port.
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The No. 2 FGC supplies offside data on the R–FGC–3 internal
generates servo cutouts, and generates the 65 Autopilot/Yaw
data bus input. This input is applied through a receiver to the
Damper (AP/YD) monitor logic discretes.
number 2 ACIA receive port. The RS-422 received data is read
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Information is passed between the I/O and main processors from the I/O data bus by the processor.
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using the Direct Memory Access (DMA) area of Random

When the ACIA transmit mode is enabled, microprocessor
Access Memory (RAM). The DMA area consists of two blocks of
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generated data is read from the I/O data bus and formatted for
memory that are shared between the I/O and main processors.
serial transmission. The ACIA applies FGP mode acknowledge
Each block can be accessed by only one processor at a time.
output data from its number 1 transmit port. This serial output is
To send information from the I/O to the main processor, the I/O
applied through a transmitter as the L–FCC–2 422 (P2–15 and
first writes data to a block in the DMA area. The blocks are
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14) data bus output to channel A in the FGP. The ACIA applies
then swapped, so the main processor has access to the new
serial offside output data from its number 2 transmit port. This
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information. The swapping is done by hardware to assure that

only one processor at a time has access to each block. The
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output is applied through a transmitter as the L-FGC-3 internal The following input data is read through the multiplexer
data bus output to the No. 2 FGC. network:
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• AP MON and YD MON (enable) logic to the FGP. This
ARINC 429 high-speed data is received from the Attitude logic disengages the AP and YD if internal monitors detect
Heading Reference System (AHRS) and the No. 1 and a failure.
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No. 2 Input/Output Concentrator (IOC). The L-AHC-1 429
• TRIM FB logic from the pitch trim driver circuit. This input
(P1–57 and 58) data bus supplies aircraft attitude and heading
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allows the processor to monitor the trim arm and trim
information to the microprocessor through a receiver/label
command outputs.
remapper (decoder) circuit.
• SVO MON FB logic from the servo monitor circuit. This
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The L-IOC-3 internal bus supplies Air Data System (ADS) and monitor becomes valid if a failure is detected by the servo
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Flight Management System (FMS) parameters from the No. 1 amplifier circuits, the I/O processor or the main processor.
IOC. The R-IOC-3 internal bus supplies redundant data from • SVO CMD analog from the digital-to-analog converter.
the other No. 2 IOC. A multiplexer is switched by the processor This input allows the processor to monitor the three left
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to select an IOC bus and load the concentrator data onto the side (channel A) computed servo-command signals.
I/O data bus. The processor alternately selects between the • SVO ERROR analog from the summing amplifiers. This
two IOC buses approximately every 10 seconds. input allows the processor to monitor the three left side
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(channel A) computed servo-correction signals.
The No. 1 FGC generates an ARINC 429 high-speed data bus
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• SVO MOTOR analog from the offside servo amplifiers.
output to the No. 1 IOC. Computed output data is read from the
This input allows the processor to monitor the three
I/O data bus, converted to serial format, and applied through a
servo-drive signals from the other FGC.
transmitter to the No. 1 IOC. This L-FGC-1 internal output bus
contains flight director mode and steering information (mapped
to the PFD). G The 16-bit main processor performs the FGC computation
functions and generates the channel A elevator, aileron, and
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rudder servo commands. This processor computes pitch trim
Analog and discrete input data is multiplexed to the I/O
control and generates the 86 AP/YD monitor logic discretes.
processor. This data consists of FGS configuration strap data
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The main processor shares information with the I/O processor

from the No. 1 Configuration Strapping Unit (CSU) and several
through addressable DMA RAM and fast data link circuits.
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external (non-IAPS) inputs. The strapping data is read by the

I/O processor through a dedicated multiplexer. The external Computed servo commands are applied through a
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inputs consist of 2-wire analog signals and discrete logic lines. digital-to-analog converter to the three servo-amplifier circuits.
These inputs are level converted and read by the processor Command is removed by the I/O processor during possible
through a multiplexer network. cutout conditions. The enabled servo amplifier processes
this command and applies drive to one of the servo motor
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terminals. The B channel of the servo amplifier (No. 2 FGC) elevator servo. The ELE SERVO MOTOR (P4–D) voltage is
operates in the same way, but it generates a servo motor also applied to the servo monitor and No. 2 FGC.
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command that is equal in value, but opposite in polarity, to the
channel A command. The voltage differential at the two motor The power amplifier converts the torque command voltage
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terminals is what ultimately causes the motor to run. input to a current output to drive the servo motor. When
no input is applied to the amplifier, the output is biased at
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The analog elevator servo command is applied to an inverting approximately +14VDC, half of the +28VDC bus voltage. Since
input of the summing amplifier. The ELEV SERVO TACH-A both motor terminals are at +14VDC, there is no motor current.
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(P1–6 and 5) analog feedback from the rate generator in When a nonzero torque command voltage is applied, the
the elevator servo is applied to a non-inverting input of the power amplifier converts this voltage to a specific servo motor
summing amplifier. This ELEV SERVO TACH-A analog drive current. Because the B channel servo command is of
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is integrated to derive a servo-position reference, which is the opposite polarity, one power amplifier sources current and
applied to an inverting input of the summing amplifier. The the other sinks current. The resulting current flow causes the
result of this summing operation represents the channel A motor to run in the corresponding direction until the servo-rate
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servo-error correction required to properly position the elevator feedback equals the computed servo command (plus position)
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servo. When the servo moves the aircraft elevators to the and the amplifier nulls.
angular position specified by the computed servo command,
the summing amplifier zeros and the servo nulls. The SVO The elevator servo and Servo Mount (SMT) function as
ERROR A voltage is applied to the servo monitor and midvalue a precise drive mechanism to control the displacement
voter circuits in both FGCs.
G of the aircraft primary elevator control surfaces. The
elevator servo consists of a permanent magnet dc motor, an
IN
The mid-value voter circuit compares the SVO ERROR A electro-mechanical engage clutch, and a precision multistage
voltage, the SVO ERROR B voltage from the No. 2 FGC, and gear train. The drive motor and engage clutch are mounted
N
ground. The voter passes the middle voltage level to the torque to a housing that contains the gear train and provides the
limiter. The voter is a safety device that prevents single faults mounting surface for the servo.
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from causing servo rotation.

Servo motor drive is applied from both channels of the servo
TR
The torque limiter functions with the torque rate limiter to amplifier as previously described. Channel A motor drive is
generate and apply programmed torque command voltage to provided by the No. 1 FGC, and channel B motor drive is
the power amplifier. The torque limiter limits the peak command provided by the No. 2 FGC. The voltage differential across the
voltage, the torque rate limiter integrates the voltage input to motor leads causes current to flow, which turns the servo motor.
R
cause it to build at a precisely controlled rate. The resulting

The servo provides two individual feedback outputs to the
FO
programmed torque command voltage is power amplified and

applied as the SVO MOTOR A voltage to pin P1-A of the FGC servo-amplifier circuits. The ELEV SERVO TACH-A
EFFECTIVITY
ALL 22-10-00 Page 11
Dec 02/14
output is applied to a summing amplifier in the No.1 FGC, the pitch trim arm and command outputs cause the trim system
ELEV SERVO TACH-B (P101–6 and 5) output is applied to a to automatically run and null the aerodynamic forces that the
LY
summing amplifier in the No. 2 FGC. elevator trim servo is required to hold. As the pitch trim runs, a
rate feedback is generated and output to the monitor circuits in
When the Autopilot (AP) is engaged, +28VDC engage clutch the No. 1 FGC over the ELE TRIM SERVO TACH-A (P2–47
N
power is applied from the FGP to energize the servo clutch coil and 48) discrete and to the No. 2 FGC over the and ELE TRIM
over the ELE ENG analog signal. When this coil is energized, SERVO TACH-B (P102–47 and 48) discrete.
O
the clutch couples the motor torque through the precision gear
train to turn the capstan. The capstan mechanically moves the (Applies to B300, B300C only) The No. 1 FGC receives Rudder
S
linkage connected to the aircraft control surface. Boost Sensor inputs from each engine, the RIGHT RUDDER
BOOST SENSOR IN (P2–39 and 38) and LEFT RUDDER
SE
The aileron and the rudder servo-amplifier circuits are identical BOOST SENSOR IN (P2–55 and 56) analog inputs. When
to those described for the elevator amplifier. The main armed, the Rudder Boost system monitors the Rudder Boost
microprocessor generates aileron and rudder servo commands Sensor inputs and automatically applies rudder torque when
PO
and applies them to the proper summing amplifier. These asymmetric thrust exceeds a certain threshold. The rudder
circuits output the channel A motor drive to the aileron and the boost torque compensates for the asymmetric thrust condition,
rudder servos, respectively. the torque is increased proportionally to the magnitude of the
R
out of balance thrust. The pilot can override the Rudder Boost
The Aileron Servo and its associated SMT control the
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command through the rudder pedals or by shutting off the
displacement of the airplane primary aileron control surfaces. function through the aircraft provided Rudder Boost OFF/ARM
Engage clutch power is applied from the FGP. switch mounted in the cockpit.
The rudder servo and its associated SMT control the
G
displacement of the airplane primary rudder control surfaces.
(Applies to B300, B300C only) The FGCs set the Rudder Boost
function to armed when the following occur:
IN
Engage clutch power is applied from the FGP when the YD is
• The Rudder Boost OFF/ARM switch is selected to the ARM
engaged.
position (applies to B300, B300C only)
N
The elevator trim servo precisely moves the elevator trim • The YD/AP DISC bar on the FGP is in the normal (UP)
position (applies to B300, B300C only)
AI
surface in the pitch axis. For manual trim operation, the

yoke-mounted pilot and copilot control wheel trim switches • No Rudder Boost system failures are detected (applies
are used to drive the pitch trim servo. The signals from the to B300, B300C only)
TR
yoke trim switches are connected to both FGCs. The FGCs • Neither engine’s Rudder Boost Sensor analog inputs go
provide the arm and command logic to the elevator trim servo outside of the valid range (applies to B300, B300C only)
over the ELE TRIM ENG (P2–66 or P102–66) discrete. The
R
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EFFECTIVITY
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• Neither AP/TRIM MASTER button is pushed. (applies to
B300, B300C only)
N
(Applies to B300, B300C only) The Rudder Boost function is
O
disabled if any condition listed above is false. When Rudder
Boost is armed and an Engine Failure is detected, Rudder
S
Boost becomes active and operates to reduce the yaw motion
due to the asymmetric thrust. The Rudder Boost function
SE
returns to the armed state when the Engine Failure is no
longer detected. Rudder Boost operates regardless of the YD
engage state. The Yaw Damper suspends operations when
PO
Rudder Boost activates and smoothly resumes Rudder control
(Yaw Damper) when Rudder Boost is deactivated. The FGP
YD/AP DISC bar provides a positive means of Rudder Boost
R
disengagement. Rudder Boost will not operate when the bar
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is in the down position.
G
IN
N
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TR
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EFFECTIVITY
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Dec 02/14
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N
O
S
SE
PO
R
PU
G
IN
N
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Flight Guidance Computer No. 1 – Simplified Schematic (applies to B200GT, B200CGT, C90GTi only) (Sheet 1 of 7)
R
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EFFECTIVITY
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Dec 02/14
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N
O
S
SE
PO
R
PU
G
IN
N
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P P
R RUDDER 39
RIGHT RUDDER BOOST
BOOST SENSOR 38
SENSOR IN
P P
L RUDDER 55
LEFT RUDDER BOOST
R
BOOST SENSOR 56
SENSOR IN
FO
Flight Guidance Computer No. 1 – Simplified Schematic (applies to B300, B300C only) (Sheet 2 of 7)
EFFECTIVITY
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N
O
S
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R
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IN
N
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Flight Guidance Computer No. 1 – Simplified Schematic (applies to B200GT,

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B200CGT, C90GTi only) (Sheet 3 of 7)

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EFFECTIVITY
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N
O
S
SE
PO
R
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G
IN
N
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39
38
55
R
56
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EFFECTIVITY
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Dec 02/14
R-FGC SVO
+28VDC FGS
TRIPLE ELEVATOR SERVO
5A P P1
FED BUS (0) BLACK
A
INSIDE IAPS
FGC
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A16-A19 FGC-3000 NO. 1 NO. 2 FGS
MAIN P2 P1 M1
FGC A0-A19 ELE ENG
µP AD0-AD15 LATCH P104 M FGP K
NO. 2 ADDRESS S (9) WHITE
B
CONFIG ELE SVO POWER P (0) BLACK
PROMS K
H
D0-D15 P4
XCVR DATA S RG1
N
P L
ELEV SVO D0-D15 ELEV ELEV SERVO MOTOR (2) RED
ERROR A (TO TRIM LATCH) SVO D L
PWR PWR CHASSIS GROUND (2) RED E2
ELEV SVO CMD SUM A SVO C
AMPL C R1
SVO POWER 1N4007
O
POSITION ERROR A GROUND ENGAGE
TRQ CMD CLUTCH
RATE MIDVALUE TORQUE L1
D ELEV SERVO MOTOR ELE ENG
VOTER LIMIT (2) RED E3
P P D
ELEV SVO SVO ERROR B P101
TORQUE H (92) WHITE/RED
ERROR B 6 ELEV SERVO TACH -B J
RATE
LIMIT
S
RG2
5 ELEV SERVO TACH -B
P1 P
INTEGRATOR 6 L (90) WHITE/BLACK
ELEV SERVO TACH -A H
P E1
SE
SVO CMD A 5 ELEV SERVO TACH -A
DO-D15
AILERON
SVO CMD P2 L-FGC SVO SERVO
62 +28VDC P P1
FAST (0) BLACK
3 FDL P4 TRIPLE A
D/A DATA TRIM RELAY
3 LINK N 5A FED BUS
POWER A
M1
I/O PROCESSOR
PO
CUTOUT P1 FGS P1
INTERFACE P104 (9) WHITE
3 LOGIC B AIL/RUD SVO M FGP K AIL ENG B
B P (0) BLACK
POWER K
AIL SVO AIL H
P104 P
ERROR A SVO
SUM PWR A C AIL SERVO MOTOR RG1
AIL SVO CMD SVO L
POSITION ERROR A AP SWITCHING (2) RED
L
MIDVALUE TORQUE TRQ CMD (2) RED E2
RATE C M CR1
R
VOTER LIMIT 1N4007
AIL SERVO MOTOR CHASSIS GROUND ENGAGE
AIL SVO SVO ERROR B PWR P101 P CLUTCH
TORQUE
ERROR B AMPL 10 L1
RATE AIL SERVO TACH -B AIL ENG
LIMIT (2) RED E3
P N
PU
9 AIL SERVO TACH -B H
(92) WHITE/RED
P1 P J
INTEGRATOR 10 AIL SERVO TACH -A
RG2
RUD SVO 9 AIL SERVO TACH -A

L (90) WHITE/BLACK
ERROR A RUD H
TORQUE P E1
RATE SVO
SUM LIMIT PWR A
RUD SVO CMD SVO RUDDER
POSITION ERROR A 1 P SERVO
P4
G
MIDVALUE TORQUE H P P1
RATE E RUD SERVO MOTOR (0) BLACK
VOTER LIMIT A
TRQ CMD
RUD SVO SVO ERROR B PWR RUD SERVO MOTOR
ERROR B AMPL M1
IN
MONITOR P104 L (9) WHITE
E B
P (0) BLACK
K
RUD P101 P
H
SVO 8 RUD SERVO TACH -B RG1
MON
N
L (2) RED
7 RUD SERVO TACH -B L
P (2) RED E2
P1 E CR1
INTEGRATOR 8 RUD SERVO TACH -A 1N4007
ENGAGE
AI
CLUTCH
7 RUD SERVO TACH -A RUD ENG L1
(2) RED E3
P F
(92) WHITE/RED
J
FGS
P1
TR
FGP B RUD ENG RG2
(90) WHITE/BLACK
H
P E1

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EFFECTIVITY
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Dec 02/14
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N
O
S
SE
PO
R
PU
G
IN
N
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TR
R
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EFFECTIVITY
ALL 22-10-00 Page 19
Dec 02/14
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N
O
S
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PO
R
PU
G
IN
N
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Flight Guidance Computer No. 1 – Simplified Schematic (Sheet 7 of 7)

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EFFECTIVITY
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Flight Guidance Computer No. 2
N
Refer to Figure Flight Guidance Computer No. 2 – Simplified
Schematic.
O
The No. 2 FGC operates the same as described for the No.
S
1 FGC.
SE
PO
R
PU
G
IN
N
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TR
R
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N
O
S
SE
PO
R
PU
G
IN
N
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Flight Guidance Computer No. 2 – Simplified Schematic (applies to B200GT, B200CGT, C90GTi only) (Sheet 1 of 7)
R
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EFFECTIVITY
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N
O
S
SE
PO
R
PU
G
IN
N
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P P
L RUDDER 55
BOOST SENSOR
LEFT RUDDER BOOST
56
SENSOR IN
P P
R RUDDER 39
R
RIGHT RUDDER BOOST

BOOST SENSOR 38
SENSOR IN
FO
EFFECTIVITY
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Dec 02/14
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N
O
S
SE
PO
R
PU
G
IN
N
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TR

R

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EFFECTIVITY
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Dec 02/14
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N
2
O
S
SE
PO
R
PU
G
IN
N
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TR
R
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EFFECTIVITY
ALL 22-10-00 Page 25
Dec 02/14
R-FGC SVO
+28VDC FGS
TRIPLE ELEVATOR SERVO
5A P P1
FED BUS (0) BLACK
A
INSIDE IAPS
FGC
LY
A16-A19 FGC-3000 NO. 2 NO. 1 FGS
MAIN P2 P1 M1
FGC A0-A19 ELE ENG
µP AD0-AD15 LATCH P4 M FGP K
NO.
NO.12 ADDRESS S (9) WHITE
B
CONFIG ELE SVO POWER P (0) BLACK
PROMS K
H
D0-D15 P104
XCVR DATA S RG1
N
P L
ELEV SVO D0-D15 ELEV ELEV SERVO MOTOR (2) RED
ERROR A (TO TRIM LATCH) SVO D L
PWR PWR CHASSIS GROUND (2) RED E2
ELEV SVO CMD SUM A SVO C
AMPL C R1
SVO POWER 1N4007
O
POSITION ERROR A GROUND ENGAGE
TRQ CMD CLUTCH
RATE MIDVALUE TORQUE L1
D ELEV SERVO MOTOR ELE ENG
VOTER LIMIT (2) RED E3
P P D
ELEV SVO SVO ERROR B P1
TORQUE H (92) WHITE/RED
ERROR B 6 ELEV SERVO TACH -B J
RATE
LIMIT
S
RG2
5 ELEV SERVO TACH -B
P101 P
INTEGRATOR 6 L (90) WHITE/BLACK
ELEV SERVO TACH -A H
P E1
SE
SVO CMD A 5 ELEV SERVO TACH -A
DO-D15
AILERON
SVO CMD P102 L-FGC SVO +28VDC SERVO
FAST 62 TRIPLE P P1 (0) BLACK
3 D/A DATA FDL P104 FED BUS A
TRIM RELAY 5A
3 LINK N
POWER A
M1
I/O PROCESSOR
PO
CUTOUT P1 FGS P1
INTERFACE P4 (9) WHITE
3 LOGIC B AIL/RUD SVO M FGP K AIL ENG B
B P (0) BLACK
POWER K
AIL SVO AIL H
P
ERROR A SVO
SUM PWR A C AIL SERVO MOTOR RG1
AIL SVO CMD SVO L
POSITION ERROR A AP SWITCHING (2) RED
L
MIDVALUE TORQUE TRQ CMD (2) RED E2
RATE C M CR1
R
VOTER LIMIT 1N4007
AIL SERVO MOTOR CHASSIS GROUND ENGAGE
AIL SVO SVO ERROR B PWR P1 P CLUTCH
TORQUE
ERROR B AMPL 10 L1
RATE AIL SERVO TACH -B AIG ENG
LIMIT (2) RED E3
P N
PU
9 AIL SERVO TACH -B H
(92) WHITE/RED
P101 P J
INTEGRATOR 10 AIL SERVO TACH -A
RG2
RUD SVO 9 AIL SERVO TACH -A

L (90) WHITE/BLACK
ERROR A RUD H
TORQUE P E1
RATE SVO
SUM LIMIT PWR A
RUD SVO CMD SVO RUDDER
POSITION ERROR A 1 P SERVO
P104
G
MIDVALUE TORQUE H P P1
RATE E RUD SERVO MOTOR (0) BLACK
VOTER LIMIT A
TRQ CMD
RUD SVO SVO ERROR B PWR RUD SERVO MOTOR
ERROR B AMPL M1
IN
MONITOR P4 L (9) WHITE
E B
P (0) BLACK
K
RUD P1 P
H
SVO 8 RUD SERVO TACH -B RG1
MON
N
L (2) RED
7 RUD SERVO TACH -B L
P (2) RED E2
P101 E CR1
INTEGRATOR 8 RUD SERVO TACH -A 1N4007
ENGAGE
AI
CLUTCH
7 RUD SERVO TACH -A RUD ENG L1
(2) RED E3
P F
(92) WHITE/RED
J
FGS
P1
TR
FGP B RUD ENG RG2
(90) WHITE/BLACK
H
P E1

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EFFECTIVITY
ALL 22-10-00 Page 26
Dec 02/14
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N
O
S
SE
PO
R
PU
G
IN
N
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TR
R
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EFFECTIVITY
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Dec 02/14
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N
O
S
SE
PO
R
PU
G
IN
N
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Flight Guidance Computer No. 2 – Simplified Schematic (Sheet 7 of 7)

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FLIGHT GUIDANCE COMPUTER - CONTROLS AND DISPLAYS
N
Cockpit Controls
O
The Flight Guidance System (FGS) is an integrated three axis
Autopilot with Yaw Damper, Flight Guidance and Automatic
S
Pitch Trim. An integrated auto flight system enables the crew
to selectively delegate the tasks associated with maneuvering
SE
the aircraft to automation. The Flight Guidance Panel (FGP)
contains all of the controls needed for the auto-flight system
and flight director mode control, refer to 22-10-00 Flight
PO
Guidance Panel - Controls and Displays - Controls and
Displays for details.
R
A top level philosophy associated with the auto flight system
is request, arm, and engage. The crew requests a mode from
PU
the auto flight system using the FGP. If it is possible, the mode
arms, and this is indicated in the Flight Mode Annunciation
(FMA). When the capture criteria is met, the mode engages and
G
is also indicated in the FMA. Some modes, such as Heading,
engage immediately. Other modes will not engage until the
IN
aircraft has satisfied criteria specified on a mode-by-mode
basis. For example, localizer tracking does not engage until
Flight Mode Annunciation
N
the aircraft is positioned close enough to the localizer beam

to use it for guidance.
AI
The FGS Lateral modes provide guidance to the pilot and

In general, the pilot monitors the engagement status of the Autopilot for the aircraft’s roll axis. Lateral modes are used to
TR
auto flight system on the FMA, refer to Figure Flight Mode guide the aircraft from one point to another over the horizontal
Annunciation, at the top of the Primary Flight Display (PFD). plane of the Earth. Refer to Table FGS Lateral Active Modes
Refer to the tables that follow for data on each FMA. and Table FGS Lateral Arm Modes for a list of the FGS lateral
mode annunciations.
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ALL 22-10-00 Page 29
Dec 02/14
Annunciator Color Flashing Description

FGS Lateral Active Modes
Half Bank Green N/A ARC on the
LY
Annunciator Color Flashing Description Roll Scale.
ROLL Green N/A Roll Hold.
N
NOTE: Navigation capture and Approach (APPR)
Roll Hold capture uses the same annunciators, with
O
is the basic the same controlling logic that is used
lateral mode for the FGS lateral arm modes, except
S
and the that the FGC has progressed from arm
FGC always to capture logic. Thus, the annunciator
SE
operates moves from the lateral arm field to the
in Roll lateral active field and changes from
Hold, unless white to green. The capture annunciation
PO
another shows, and the arm annunciation is
Lateral mode removed, when the FGC asserts that
has been APPR capture or the FGC asserts NAV
R
selected. capture. An APPR annunciator is set
when Approach is the currently selected
PU
GA Green N/A Lateral
Go-Around. mode.
“Active White/Green Standard APPR Arm.
Mode” (See
NOTE) G
APPR
Capture.
FGS Lateral Arm Modes
IN
PFD
ROLL Green N/A Roll Hold Active
in Heading
N
Annunci- Descrip- NAV

Hold. ator Color Flashing tion Source
AI
HDG Green N/A Heading VOR 1 White N/A NAV ARM VOR 1
Select.
TR
VOR 2 White N/A NAV ARM VOR 2

“Active Green Standard NAV Capture.
Mode” LOC 1 White N/A NAV ARM LOC 1
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EFFECTIVITY
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Dec 02/14
LY
FGS Lateral Arm Modes
N
PFD
Active Dead Reckoning Mode
O
Annunci- Descrip- NAV
ator Color Flashing tion Source
S
DR White N/A Dead
B/C 1 White N/A NAV ARM LOC 1
SE
Reckoning
in Back
Course
(Applies to C90GT, B200GT, B200CGT only) The Automatic
PO
LOC 2 White N/A NAV ARM LOC 2 Flight Control System (AFCS) Engage annunciators provide
B/C 2 White N/A NAV ARM LOC 2 guidance to the pilot on the status of the Autopilot (AP) and
in Back Yaw Damper (YD) engagement. When the AP is engaged,
R
Course or being disengaged, the Couple (CPL) arrow will also show
to identify which FGC is being used. Refer to Table AFCS
PU
FMS White N/A NAV ARM FMS Engage Annunciations for additional data on the AFCS Engage
(single annunciators.
FMS)
(Applies to B300, B300C only) The Automatic Flight Control
FMS 1
FMS 2
White
White
N/A
N/A
NAV ARM
NAV ARM G FMS 1
FMS 2
System (AFCS) Engage annunciators provide guidance to the
pilot on the status of the Autopilot (AP), Yaw Damper (YD), and
IN
Rudder Boost (RB) engagement. When the AP is engaged,
The Dead Reckoning (DR) operations is based on course or being disengaged, the Couple (CPL) arrow will also show
N
pointer position (course datum) and is provided during VHF to identify which FGC is being used. Refer to Table AFCS
AI
Omnidirectional Radio Range (VOR) station passages and Engage Annunciations for additional data on the AFCS Engage
course changes are tracked during DR. When Distance annunciators.
TR
Measuring Equipment (DME) data is available, the DR region

is approximately where the aircraft’s horizontal distance to the
station is less than the aircraft’s altitude above the station,
but a high rate of VOR deviation change can also trigger DR
R
mode. Without DME data, DR is based on a high rate of VOR

deviation change. Refer to Table Dead Reckoning Mode data
FO
on the DR annunciation.
EFFECTIVITY
ALL 22-10-00 Page 31
Dec 02/14

AFCS Engage Annunciations
Arrow Green Standard When the AP
LY
Annunciator Color Flashing Description is engaged
a green CPL
AP Green N/A Upon
N
arrow shows,
engagement
pointing in the
O
of the AP,
direction of
the green AP
the coupled
annunciator
S
FGC, and
shows on
flashes
SE
the PFD.
momentarily
Additionally
before
the Couple
becoming
PO
(CPL) arrow
solid.
directly
beneath Arrow Red Standard When the
R
the AP AP is
annunciator disengaged
PU
points to the a red arrow
coupled side shows and
of the aircraft. flashes
momentarily
AP Red Standard
G
Upon disen-
gagement of
before
disappearing.
IN
the AP, the
AP annunci- Arrow White N/A A white
N
ator flashes CPL arrow

red. indicated
AI
which Flight
Director (FD)
TR
is coupled but
the AP Is not
engaged.
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EFFECTIVITY
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Dec 02/14
LY
AFCS Engage Annunciations
N
Annunciator Color Flashing Description Annunciator Color Flashing Description
O
YD Green N/A Upon Blank N/A N/A Neither AP,
engagement YD, or RB is
S
of the YD, engaged.
the green YD
SE
annunciator NOTE: The YD switch on the FGP engages or
shows on the disengages the Yaw Damper provided
PFD. (See that no failures and no cutout conditions
PO
NOTE.) exists. The YD is engaged independently
of AP engage, but if the Autopilot is
YD Yellow Standard Upon disen-
selected for engagement, the Yaw
gagement of
R
Damper is automatically engaged if not
the YD, the
previously engaged. When this occurs,
PU
YD annunci-
the green AP annunciator will show, not
ator flashes
the green YD annunciator. Similarly, if
yellow.
the AP is disengaged, the YD will also be
RB
(B300,
Green N/A
G
Upon
engagement
disengaged.
IN
B300C only) of the RB, The FGS Vertical modes provide guidance to the pilot and
the green RB Autopilot for the aircraft’s pitch axis. Vertical modes are used to
N
annunciator guide the aircraft from one point to another in the vertical plane
shows on the of the Earth. Refer to Table FGS Vertical Active Modes, Table
AI
PFD. FGS ALTS/FPTA Altitude Arm Mode, Table FGS FMS Vertical
RB Yellow Standard Upon disen- Arm Mode, and Table FGS Approach Vertical Arm Modes for a
TR
(B300, gagement of list of the FGS vertical monde annunciations.

B300C only) the RB, the
RB annunci-
R
ator flashes
yellow.
FO
EFFECTIVITY
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Dec 02/14

FGS Vertical Active Modes
VS Green N/A Vertical
LY
Annunciator Color Flashing Description Speed Hold.
ALTS Green N/A PSA ALT (VS bug Icon,
N
Select Track. value and
direction).
O
ALTS CAP Green Standard Preselect
Altitude GP Green Standard VNAV Glide
S
(PSA) Select path Cap-
Capture. ture/Track,
SE
not in APPR.
ALTV Green N/A FPTA ALT
Select Track. PATH Green Standard VNAV
PO
PATH Cap-
ALTV CAP Green Standard Flight Plan ture/Track.
Target
Altitude PTCH Green N/A Pitch Mode.
R
(FPTA) GA Green Standard Go-Around
Select
PU
(vertical).
Capture.
GS Green Standard Glide
FLC Green N/A Flight Level Slope Cap-
Change
G
(FLC)
GP Green Standard
ture/Track.
VNAV Glide
IN
(SPD bug
Path Cap-
Icon and
ture/Track, in
N
value - See
APPR.
NOTE).
AI
ALT Green N/A Altitude Hold.

TR
R
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Dec 02/14
LY
FGS Vertical Active Modes
N
O
V____ Green Standard V prefix in ALTV White/Yellow (See NOTE) VNAV
front of the reference
S
mode defines altitude
this mode (FPTA) arm
SE
is an active if white.
Vertical VNAV
Navigation reference
PO
Submode. altitude
aborts if
NOTE: Color Depends on NAV source: Cyan yellow.
R
for pilot selection and Magenta for FMS
selection.
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NOTE: VNAV shows as yellow text when the CPL
FGC asserts VNAV WARN in FGC Mode
Wd 2. If the FGCs are in Independent
FGS ALTS/FPTA Altitude Arm Mode mode, then the onside FGC is used. The
Annunciator Color Flashing G
Description
yellow VNAV text flashes for 10 seconds
at first, and then remains steady.
IN
ALTS White/Yellow (See NOTE) PSA arm if
white.
N
PSA abort if FGS FMS Vertical Arm Mode

AI
yellow. Annunciator Color Flashing Description

TR
VNAV (See NOTE) (See NOTE) Vertical

Navigation
not available.
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FGS FMS Vertical Arm Mode
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PATH White/Yellow (See NOTE) VNAV Path PTCH White/Yellow (See NOTE) VNAV Pitch
N
armed if armed is
white. white.
O
VNAV Path VNAV Pitch
armed but armed but
S
capture capture
inhibited if inhibited if
SE
yellow. yellow.
FLC White/Yellow (See NOTE) VNAV VS White/Yellow (See NOTE) VNAV VS
PO
Flight Level armed if
Change white.
armed if VNAV VS
R
white. armed but
VNAV capture
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Flight Level inhibited if
Change yellow.
armed but
(Blank) None No VNAV None.
G
capture
inhibited if
mode is
armed.
IN
yellow.
ALT White/Yellow (See NOTE) VNAV ALT NOTE: VNAV shows as yellow text when the CPL
N
armed if FGC asserts VNAV WARN in FGC Mode

AI
white. Wd 2. If the FGCs are in Independent

VNAV ALT mode, then the onside FGC is used. The
yellow VNAV text flashes for 10 seconds
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armed but
capture at first, and then remains steady.
inhibited if
yellow.
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FGS Approach Vertical Arm Modes
N
O
GS White N/A ILS Glide
Slope Mode
S
Arm.
SE
GP White N/A VNAV Glide
Path Mode
Arm.
PO
The TRIM/MISTRIM/SYNC/TEST annunciators provide the
pilot and copilot with indications of pitch trim failures, mistrim
R
occurrences, synchronization in progress, and if a test is
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in progress. Refer to Table TRIM/MISTRIM/SYNC/TEST
Annunciators for further data.
G
IN
N
AI
TR
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TRIM/MISTRIM/SYNC/TEST Annunciators
MISTRIM Yellow Standard A Mistrim
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Annunciator Color Flashing Description Caution is
annunciated
TRIM Red Standard The AP
N
on the PFD
system
if moderate
O
provides
or significant
commands
sustained
to drive the
S
elevator
airplane pitch
forces are
SE
trim system
detected.
to relieve
The
elevator
annunciator
PO
servo forces
goes away if
while the AP
the elevator
is engaged.
forces are
R
If a pitch
relieved.
trim failure
PU
is detected, A Mistrim
Automatic Caution is
Pitch Trim is annunciated
disabled and on the PFD
G
a TRIM fail
annunciation
if moderate
or significant
IN
is provided sustained
on the PFD, aileron forces
N
when the AP are detected.

The
AI
is engaged.
An AP pitch annunciators
trim failure goes away
TR
does not if the aileron

automatically forces are
disengage relieved.
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the AP.
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TRIM/MISTRIM/SYNC/TEST Annunciators
N
O
A Mistrim TEST Yellow N/A All FMA an-
Caution is nunciations,
S
annunciated except the
on the PFD autopilot and
SE
if moderate yaw damper
or significant engage/dis-
sustained engage an-
PO
rudder forces nunciations
are detected. are removed
The when TEST
R
annunciators shows in the
goes away TRIM/MIST-
PU
if the rudder RIM/SYNC-
forces are /TEST Field.
relieved.
SYNC White N/A The SYNC
G annunciator
shows any
IN
time the pilot
or copilot
N
pushes the
momentary
AI
SYNC switch.
TR
The aircraft sensors, such as Air Data and Attitude, provide

critical data to the pilot to safely control and operate the
aircraft. It is required that the pilot and co-pilot’s AFDs
R
receive independent data sources. When this is not possible,

the Alternate Source annunciators clearly identify which
FO
alternate source is being used, refer to Table Alternate Source
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Annunciators. When a failure or misleading data is detected Annunciator Color Flashing Description
the pilot, or copilot, can select the non-defected sensor to drive
AHS1 Yellow N/A The AHS1
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the AFD’s indications. When the system is in a reverted mode,
an annunciation appears on all PFDs showing which source annunciator
is being used across the system. These annunciations do not shows yellow
N
show on the MFD. on the PFD
indicating
O
AHS1 is now
Alternate Source Annunciators the common
S
ADC source
Annunciator Color Flashing Description in the cockpit.
SE
ADS1 Yellow N/A The ADS1 AHS2 Yellow N/A The AHS2
annunciator annunciator
PO
shows yellow shows yellow
on the PFD on the PFD
indicating indicating
ADS1 is now
R
AHS2 is now
the common the common
PU
ADC source ADC source
in the cockpit. in the cockpit.
ADS2 Yellow N/A The ADS2
G
annunciator
shows yellow
Component Data
IN
on the PFD Refer to Table Flight Guidance Computer – Component
indicating Information for the component information of the Flight
Guidance Computer (FGC).
N
ADS2 is now
the common
AI
ADC source Refer to Table Flight Guidance Computer – Physical

in the cockpit. Characteristics for the physical characteristics of the FGC. All
TR
dimensions are given as inches (millimeters) and weight is

given as pounds (kilograms).
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Refer to Table Flight Guidance Computer – Certification Component Location
Categories for the certification categories of the FGC.
N
Refer to Figure Flight Guidance Computer – Component
Refer to Figure Flight Guidance Computer – Component Location for the location of the FGC.
O
Location for an illustration and the location of the FGC.
NOTE: The King Air B200 Series aircraft shows in
this figure and is for reference only. Refer to
S
Flight Guidance Computer – Component Information the Original Equipment Manufacturer (OEM)
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Aircraft Maintenance Manual (AMM) to
LRU Description Quantity find component locations for aircraft being
serviced.
FGC-3000 Flight Guidance 2
PO
Computer
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Flight Guidance Computer – Physical Characteristics
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LRU Power Height Width Length Weight
FGC- 1.9 W 8.43 2.06 5.55 1.9
3000 (214.12) (52.32) (140.97) (0.86)
G
IN
Flight Guidance Computer – Certification Categories
N
Environmental
AI
LRU FAA TSO Software Category

FGC- C9c, C52b DO‐178B DO-160D
TR
3000 Level A [(A2)(F2)Y]BBB[(SL-

and C M)]EXXXXSZ[BZ]AZ-
Z[WWP]H[Z3Z4]XAA
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N
O
S
SE
PO
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G
IN
N
AI
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Flight Guidance Computer – Component Location

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FLIGHT GUIDANCE PANEL
N
Theory of Operation pushed, a ground logic 0 is applied to the corresponding latch
input. This pushbutton activity is latched, read by the UART,
O
Refer to Figure Flight Guidance Panel – Simplified Schematic. and transmitted on the FGP-1 422 and FGP-2 422 buses to
NOTE: For additional wiring information and both FGCs.
S
The pitch knob is a wheel assembly that is tied mechanically
SE
to a rotary switch. The pitch wheel is turned to command
an attitude change in the pitch axis. The amount of pitch
command is proportional to the amount of knob displacement.
PO
The Flight Guidance Panel (FGP) receives a RS-422 serial
digital bus from the No. 1 FGC. The L-FCC 2 422 (P1–n and p) A direction decoder/counter reads the switch movement and
bus is input through a receiver to the Universal Asynchronous outputs the data to the UART.
Receiver-Transmitter (UART). The UART controls the I/O
R
The CRS1 knob is used to select the pilot course. The CRS1
functions in the FGP. A control circuit provides required
knob is connected to a rotary 3-state logic generator. The
PU
chip enables and UART timing. The UART receives 8-bit
logic generator output is read by the No. 1 Cursor Control
parallel left side input data from the front panel pushbutton
Panel (CCP) over the NO. 1 CRS SEL (P1–A and B) discrete
latches, VS/pitch wheel direction decoder/counter, and voter
to determine the direction and speed of the knob. Pushing
circuit buffer. The UART processes the received RS-422
G
data and outputs 8-bit parallel data to a latch decoder. The
UART transmits a RS-422 bus to the No. 1 FGC. The
the DIRECT TO switch on the CRS1 knob applies a ground to
the No. 1 CCP over the NO. 1 CRS DIR TO (P1–D) discrete.
IN
The DIRECT TO switch causes the course arrow to turn until
FGP–1 422 (P1–q and r) bus contains data from the front
station deviation is zero. The CRS2 knob operates in the same
panel pushbuttons, VS/pitch wheel direction decoder/counter,
N
manner, except that it is connected to the No. 2 CCP.

Autopilot (AP) monitor feedback A, AP clutch feedback A,
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disengage inputs, and remote switch data. The HDG knob is connected to dual 3-state logic generators
and the PUSH SYNC switch has dual switches. The outputs
The channel B UART I/O circuit operates the same as
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from the HDG knob are applied to the No. 1 and No. 2 CCPs.
described above for channel A, except that it functions with
The logic generator output is read by the No. 1 CCP over the
the No. 2 FGC. The FGP receives the R-FCC-2 422 (P2–n
NO. 1 HDG SEL (P1–E and F) and the No. 2 CCP over the NO.
and p) bus, and outputs the FGP-2 422 (P2–q and r) bus back
2 HDG SEL (P2–E and F) discretes to determine the direction
R
to the No. 2 FGC.

and speed of the knob when changing the heading. Pushing
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Mode select discrete logic from the FGP pushbuttons is input the SYNC switch on the HDG knob applies a ground to the
through a latch circuit to the UART. When a FGP button is No. 1 CCP over the NO. 1 HDG SYNC (P1–G) and the No. 2
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CCP over the NO. 2 HDG SYNC (P2–G) discretes. The SYNC 2 PWR supply module supplies +5VDC power to the channel B
switch causes the heading bug to position under the lubber line. side of the FGP over the R 5VDC ISOL (P2–R) input.
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The SPEED knob is connected to dual 3-state logic generators The FGP panel lights are directly dimmed by the 5VDC PANEL
and the IAS/MACH switch has dual switches. The outputs from LIGHTS (P1/P2–V and Z) discretes.
N
the SPEED knob are applied to the No. 1 and No. 2 CCPs.
The logic generator output is read by the No. 1 CCP over the The Yaw Damper (YD) engage circuit does not have any
O
NO. 1 SPD SEL (P1–w and v) and the No. 2 CCP over the NO. external disengage inputs. The AND gate voter circuit outputs
2 SPD SEL (P2–w and v) discretes to determine the direction a logic 1 to the YD ENGAGE CONTROL A and YD CONTROL
S
and speed of the knob when changing the speed reference ENGAGE B transistors. The YD ENGAGE CONTROL A and
value. Pushing the IAS/MACH switch on the SPEED knob YD ENGAGE CONTROL B transistors ground one side of
SE
applies a ground to the No. 1 CCP over the NO. 1 IAS/MACH relays K2 and K1. Relay K2 is powered by a +28VDC YD
SEL (P1–x) and the No. 2 CCP over the NO. 2 IAS/MACH ENGAGE ENABLE A (P1–HH) discrete from the No. 1 FGC.
SEL (P2–x) discretes. The IAS/MACH switch selects the IAS Relay K1 is powered by a +28VDC YD ENGAGE ENABLE B
PO
mode or MACH mode, an IAS or MACH annunciation will be (P2-HH) discrete from the No. 2 FGC. When the transistors
shown on the PFD. conduct, relay K1 and K2 are energized and the interlock
contacts close. The YD is now ready to be engaged.
R
The ALT knob is connected to dual 3–state logic generators
and the PUSH CANCEL switch has dual switches. The outputs The latch applies YD ENG A and YD MON FDBK A data onto
PU
from the ALT knob are applied to the No. 1 and No. 2 CCPs. the left side INPUT DATABUS A to a UART. The other latch
The logic generator ouptut is read by the No. 1 CCP over the applies YD ENG B and YD MON FDBK B data onto the right
NO. 1 PRESEL ALT SEL (P1–J and H) and the No. 2 CCP side INPUT DATA BUS B to a UART. YD ENG A and YD ENG
B are applied through the latches/UARTS to the No. 1 and
G
over the No. 2 PRESEL ALT SEL (P2–J and H) discretes to
determine the direction and speed of the knob when changing No. 2 FGCs.
IN
the altitude preselector setting. Pushing the PUSH CANCEL
switch on the ALT knob applies a ground to the No. 1 CCP Pushing the momentary contact YD button on the front panel
of the FGP grounds the bases of the channel A and B PNP
N
over the NO. 1 ALT ALERT CANCEL (P1–K) and the No. 2
CCP over the NO. 2 ALT ALERT CANCEL (P2–K) discretes. transistors and causes them to conduct. The channel A
AI
The PUSH CANCEL switch cancels any altitude alerts. transistor outputs +28VDC to the OR gate on one side of relay
K3. The channel B transistor outputs +28VDC to an OR gate.
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The Integrated Avionics Processor (IAPS) No. 1 Power (PWR) The OR gate outputs +28VDC to a PNP transistor connected
supply module supplies isolated +5VDC power to the channel to the other side of relay K3. The PNP transistor conducts and
A side of the FGP over the L 5VDC ISOL (P1–R) input. The No. closes relay K3. The relay closes, connecting +28 VDC A to
the rudder servo clutch. The +28 VDC B output is not used in
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this installation. The +28 VDC A and +28 VDC B supply power The FGP receives operating power from the aircraft +28VDC
feedback through the OR gates to hold relay K3 closed. TRIPLE FED BUS. This bus provides power to the FGP over
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the FGS-A POWER (P1–M) and FGC-B POWER (P2–M)
RUD ENG (P1–b) clutch power is output to the rudder servo. inputs. The FGS-A POWER is input through interlocking relays
O
A second push of the YD button disengages the rudder clutch to provide elevator clutch power that is output over the ELE
power, and if engaged, the AP elevator and aileron clutch ENG (P1–k) signal to the elevator servo. The FGS-B POWER
S
power. is input through interlocking relays to provide aileron clutch
SE
power that is output over the AIL ENG (P2–k) signal to the
The YD/AP DISC▼ switch bar is located on the FGP front Aileron Servo.
panel. Pushing the disconnect switch bar down opens the
clutch power circuits, disengages the servos, and grounds the The SW 28VDC A (P1–C) and SW 28VDC B (P2–C) power
PO
BAR UP A and BAR UP B inputs to the latches. The YD/AP outputs are diode isolated and connected to the control wheel
DISC▼ switch bar must be returned to the up position before AP/TRIM MASTER buttons on both sides. The AP/TRIM
the YD or AP can be engaged. MASTER button is normally closed. When AP DISC is pushed
R
on either side, an open-logic AP DISC SW A (P1–AA) discrete
(Applies to B300, B300C only) With the RUDDER BOOST
PU
is input to the FGP channel A voter circuit and an open-logic
ARM SWITCH in the ARM position, the FGP receives the AP DISC SW B (P2–AA) discrete is input to the FGP channel
+28 VDC signal on the RUDDER BOOST ARM (P1–Y) and B voter circuit. This disengages the autopilot elevator and
RUDDER BOOST ARM (P2–Y) discretes. The RUDDER Aileron Servos.
BOOST ARM discretes are input to latch circuits and two
G
AND-gates. When the rudder boost is active, the RUD BOOST The GO AROUND switch is normally open. When the GO
IN
ENGAGE A and RUD BOOST ENGAGE B are logic 1. When AROUND switch is pushed, the GA SW A (P1–GG) and GA
the RUD BOOST ENGAGE A and RUD BOOST ENGAGE B SW B (P2–GG) discrete ground is input to the FGP channel A
are logic 1, the AND-gate outputs a logic a and the transistor
N
and channel B voter circuits. This disengages the autopilot

conducts. This connects the +28 VDC to one side of relay K4. elevator and Aileron Servos.
AI
When the RUD BOOST ARM and RUD BOOST ENGAGE A

are a logic 1, the AND-gate outputs a logic 1 and the transistor The SYNC switch is normally open. When SYNC is selected
TR
conducts. The transistor grounds the other side of the relay on the pilot side, a ground SYNC SW A (P1–m) discrete is
K4 and the relay closes. The relay K4 outputs +28 VDC A to applied to the FGP. When SYNC is selected on the copilot side,
engage rudder servo. a ground SYNC SW B (P2–m) discrete is applied to the FGP.
R
(Applies to B200GT, B200CGT, C90GTi only) The rudder boost The channel A voter circuit consists of six amplifiers, an
function is not connected in this installation. AND-gate, relay K6, and a latch. The amplifiers receive inputs
FO
from the AP DISC SW A (disengage open/engage +28VDC)
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switch, GA SW A (gnd/open) switch, and STALL WARN AP FGP

DISENGAGE (–) A (P1–FF) (gnd/open). The amplifier outputs Relay Pin Number Description
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are applied to the AND-gate and a latch. If all the inputs are
valid, the AND-gate outputs a logic 1 and the AP ENGAGE P1–HH Valid YD ENGAGE ENABLE
CONTROL A transistor conducts. Relay K6 is powered by a (+28VDC) A logic from No. 1 FGC.
N
+28VDC AP ENGAGE ENABLE A (P1–a) discrete from the No. P2–HH Valid YD ENGAGE ENABLE
2 FGC monitor circuit. When the transistor conducts, relay K6
O
(+28VDC) B logic from No. 2 FGC.
is energized and the channel A interlock contacts close. The
latch outputs the voter circuit input states, AP ENG A, BAR K6: P1–AA Neither AP/TRIM MASTER
S
UP A, and AP MON FDBK A data onto the No. 1 side INPUT (+28VDC) button pushed.
SE
DATA BUS A to the UART. P1–GG (OPEN) GA switch not pushed.
The channel B voter circuit operates as described above for P1–FF (OPEN) Valid STALL WARN AP
channel A, except that it functions with the No. 2 FGC and DISENGAGE (-) A logic
PO
controls the interlock relay K7. (+28VDC pull-up inside
FGP).
When the interlock relays K6 and K7 are closed, the autopilot
R
is ready to be engaged. The following conditions must all occur K7: P2–AA Neither AP/TRIM MASTER
for the autopilot to remain engaged: (+28VDC) button pushed.
PU
P2–GG (OPEN) GA switch not pushed.
FGP
Relay Pin Number Description P2–FF (OPEN) Valid STALL WARN AP
DISENGAGE (-) B logic
P1–M (+28VDC) FGS-A POWER aircraft
power present. G (+28VDC pull-up inside
FGP).
IN
P2–M (+28VDC) FGS-B POWER aircraft
Pushing the momentary contact AP button on the FGP
N
power present.
front panel grounds the bases of the channel A and B PNP
P1–a (+28VDC) Valid AP ENGAGE ENABLE
AI
transistors and causes them to conduct. The channel A

A logic from No. 1 FGC. transistor outputs +28VDC to the OR gate on one side of relay
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P2–a (+28VDC) Valid AP ENGAGE ENABLE K5 and the AP BUTTON A signal to the yaw damper engage
B logic from No. 2 FGC. circuit. The channel B transistor outputs +28VDC to an OR
gate and the AP BUTTON B signal to the yaw damper engage
circuit. The OR gate outputs +28VDC to a PNP transistor
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connected to the ground side of relay K5. The PNP transistor
conducts and closes relay K5. When the relay K5 is closed,
N
the FGS-A POWER is connected to the elevator servo clutch
and the ELE ENG discrete to the No. 1 and No. 2 DCU. The
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ELE ENG discrete is provided to the DCUs to activate an
Autopilot disconnected horn. The relay K5 also connects the
S
FGS-B POWER to the Aileron Servo clutch over the AIL ENG
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(P2–k) output. The elevator and aileron clutch power feedback
through the OR gates to hold the relay K5 closed.
PO
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G
IN
N
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S
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Flight Guidance Panel – Simplified Schematic (Sheet 1 of 8)

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N
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S
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C90GT
AI
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Flight Guidance Panel – Simplified Schematic (applies to C90GTi only) (Sheet 2 of 8)
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Flight Guidance Panel – Simplified Schematic (applies to B200GT, B200CGT only) (Sheet 3 of 8)
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S
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P1
RUDDER BOOST ARM Y
OFF
G
IN
N
RUD BOOST B300

SENSORS ARM
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RUDDER BOOST ARM

SWITCH
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P2
RUDDER BOOST ARM Y
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Flight Guidance Panel – Simplified Schematic (applies to B300, B300C only) (Sheet 4 of 8)
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Flight Guidance Panel – Simplified Schematic (Sheet 5 of 8)

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S
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G
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C90GT
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M N
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Flight Guidance Panel – Simplified Schematic (applies to C90GTi only) (Sheet 6 of 8)
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Flight Guidance Panel – Simplified Schematic (applies to B200GT, B200CGT only) (Sheet 7 of 8)
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S
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B300
AI
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Flight Guidance Panel – Simplified Schematic (applies to B300, B300C only) (Sheet 8 of 8)
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IN
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FLIGHT GUIDANCE PANEL - CONTROLS AND DISPLAYS
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Cockpit Controls Unit Controls
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For data associated to the cockpit controls of the Flight The FGP provides the user with the primary means of selecting
Guidance Panel (FGP), refer to 22-10-00 Flight Guidance and deselecting the flight guidance modes by pushing the
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Computer - Controls and Displays - Controls and Displays. appropriate switch on the FGP. Refer to Figure Flight Guidance
Panel – Controls and Displays for an illustration of the FGP,
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and Table Flight Guidance Panel – Controls and Displays for
a description of its features.
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Flight Guidance Panel – Controls and Displays
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Flight Guidance Panel – Controls and Displays Control
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Control Or
Or Display Function/Description
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Display Function/Description VS Button Push the Vertical Speed (VS) button to
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alternately select or deselect vertical speed
FD Buttons Two Flight Director (FD) buttons are installed. mode. VS and the vertical speed reference
The left side button applies to the left side value annunciate on the PFD. An up arrow
S
(PFD) flight director, the right side button also annunciates for positive VS, a down
applies to the right side (PFD) flight director.
SE
arrow annunciates for negative VS. The
These buttons can turn a flight director on and Flight Guidance Computer (FGC) generates
off. commands to maintain the vertical speed
PO
At power-up, both flight directors are off. The reference existing when VS mode is selected.
selected flight director automatically turns on
VNAV Push the Vertical Navigation (VNAV) button to
when the Autopilot (AP) is engaged, or when a
Button alternately select or deselect vertical navigation
R
vertical or lateral mode is selected. Push the
mode. VNAV annunciates on the PFD. The
other FD button to alternately turn the offside
FGC generates commands to capture and
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flight director on and off. The FD button of a
track a vertical path defined by the Flight
coupled flight director is not functional.
Management System (FMS).
CRS Knobs Two Course (CRS) knobs are installed. Turn
G
the CRS 1 knob to change the left side active
navigation course that shows on the pilot PFD.
IN
Turn the CRS 2 knob to change the right side
active course on the copilot PFD. Clockwise
N
rotation increases the selected course angle.

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CRS Knob Push the inlaid PUSH DIRECT switch on

– PUSH the CRS knob to zero course deviation and
DIRECT automatically select a course directly to the
TR
Switch tuned NAV station.

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N
Control Control
O
Or Or
Display Function/Description Display Function/Description
S
VS/PITCH Turn the VS/Pitch wheel to change the vertical FLC Button Push the Flight Level Change (FLC) button
SE
Wheel reference value used by vertical speed and to alternately select or deselect a flight
pitch modes. This wheel is not functional when level change mode. When FLC mode is
glideslope is captured. selected manually, or by the FMS, the IAS
PO
In VS mode, turn this wheel to change the or MACH airspeed reference is set to the
vertical speed reference value. When not current airspeed being received by the FGC.
in VS mode, turn the wheel to apply a pitch Commands are generated to maintain either
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take-command function. The pitch mode is the airspeed reference value, or a 100 ft/min
selected and any active vertical mode, except vertical speed towards the preselected altitude,
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GS capture, clears. Turn the wheel to change whichever yields the greater closure rate to the
the pitch reference value. Move the wheel preselected altitude. The airspeed reference
forward to command pitch down, or backward may be adjusted by turning the SPEED knob
on the FGP, synchronized by the FGC, or
to command pitch up.
G adjusted by the FMS when in VNAV mode.
IN
SPEED Turn the SPEED knob to change the IAS or
Knob Mach reference value. This value shows the
N
IAS or MACH mode annunciation on the PFD.

Clockwise rotation increases the airspeed or
AI
Mach speed reference.

TR
SPEED Push the inlaid IAS/MACH switch on the

Knob – SPEED knob, to toggle between the IAS Mode
PUSH and MACH mode.
IAS/MACH
R
Switch
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Control Control
Or Or
N
O
NAV Button Push the Navigation (NAV) button to alternately HDG Push the Heading (HDG) button to alternately
select or deselect navigation mode. The FGC Button select or deselect heading mode. HDG
generates lateral commands to fly the active annunciates on the PFD. The FGC generates
S
navigation course. The active course NAV commands to capture and maintain the
SE
identifier annunciates on the PFD (FMS, VOR1, selected heading. This value is marked on the
LOC2, etc.). NAV mode arms when the button large displays by a heading bug, and can be
is pushed, and automatically captures when changed using the HDG knob.
PO
capture conditions are met. Before capture, the
HDG Knob Turn the HDG knob to change the selected
system operates in a heading select submode.
heading shown on the PFDs. This knob
If FMS is the active NAV source it determines simultaneously controls the heading bug
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the capture point. After capture, the FMS on both pilot-side and copilot-side displays.
outputs the lateral bank commands to the FGC. Clockwise rotation increases the selected
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If FMS is not the active NAV source, the FGC heading angle.
does an all angle adaptive capture. After HDG Knob Push the inlaid PUSH SYNC switch on the
capture, the FGC generates commands to – PUSH HDG knob to synchronize the heading bug to
changed using a CRS knob. G
maintain the NAV course. This course may be SYNC
Switch
the current aircraft heading, read under the
lubber line. This switch syncs the heading bug
IN
1/2 BANK Push the 1/2 BANK button to alternately on the left and right side displays.
Button select or deselect half-bank mode. 1/2 BANK
N
annunciates on the PFD.

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Half Bank reduces the maximum commanded

roll angle to 15 degrees. Half Bank is
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annunciated when active by a green arc drawn

above the roll scale index marks. The length of
the arc represents ±15 degrees of roll.
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Control Control
O
Or Or
S
APPR Push the Approach (APPR) button to ALT Button Push the Altitude (ALT) button to alternately
SE
Button alternately select or deselect approach mode. select or deselect altitude hold mode. ALT
The type of approach is determined by the annunciates on the PFD. The FGC generates
active navigation source and annunciates on commands to maintain the pressure altitude
PO
the PFD (APPR FMS, APPR VOR1, APPR existing when ALT mode is selected. When not
LOC2, etc.). APPR mode arms when the engaged, push the remote SYNC button on
button is pushed, and automatically captures the control wheel to synchronize the altitude
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when capture conditions are met. Before reference to current altitude. Altitude hold
capture, the system operates in a heading mode automatically selects if the preselect
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select submode. altitude setting (ALT knob) is changed while in
In an FMS approach the FMS determines the altitude preselect track.
capture point. After capture, the FMS outputs ALT Knob Turn the ALT knob to adjust the preselect
G
the lateral bank commands to the FGC.
In a non-FMS front-course approach, the FGC
altitude shown on PFD. Clockwise rotation
increases the preselect altitude. Turn the ALT
IN
does an all-angle adaptive capture. First, the knob to adjust the preselect altitude in 1000
FGC captures the localizer and then the FGC foot increments. Push the ALT knob in and
N
arms for glideslope capture, if the glideslope turn to adjust the preselect altitude in 100 foot
is valid. At glideslope capture, the FGC increments.
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generates commands to maintain flight on the ALT Knob Push the inlaid PUSH CANCEL switch on the
glidepath. – PUSH ALT knob to cancel aural and visual altitude
TR
CANCEL alerts.
Switch
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EFFECTIVITY
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Control
Or
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Display Function/Description
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YD Button Push the Yaw Damper (YD) button to engage
or disengage the yaw damper. The PFD shows
a YD annunciation. The yaw damper may
S
be engaged without engaging the autopilot.
SE
If the Autopilot (AP) button is pushed, the
autopilot and yaw damper are both engaged.
Disengaging the yaw damper also disengages
PO
the autopilot.
CPL Button The Couple (CPL) button selects the master
FGC. Push the CPL button to transfer to the
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other FGC. The master FGC provides the flight
guidance signals to command the servos. Both
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FGCs provide the actual servo drive.
G
IN
N
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N
Control Control Wheel and Power Level Handle Controls
O
Or The FGS interacts directly with the pilot and copilot control
Display Function/Description wheels and the power lever handle. The control wheels and
S
power lever handle provide input discretes used to control
AP Button Push the AP button to engage the autopilot. operation of the FGS. Refer to Figure Control Wheel – Controls
SE
The autopilot will engage if the YD/AP DISC ▼ and Displays for an illustration of the Control Wheel switches,
switch-bar is raised, no unusual attitudes/rates and Table Control Wheel – Controls and Displays for a
exist, and if the FGC monitoring does not description of its features. Refer to Figure Power Lever Handle
PO
detect any autopilot faults. When engaged, the – Controls and Displays for an illustration of the Power Lever
autopilot processes flight director commands switch, and Table Power Lever Handle – Controls and Displays
from the coupled side. The coupled side is for a description of its features.
R
the one selected by the CPL button when the
autopilot is engaged.
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The PFD shows a green AP ← (coupled to
pilot-side) or AP → (coupled to copilot-side)
annunciation. Push the control wheel AP/TRIM
G
MASTER disconnect switch, the Go-Around
(GA) switch, the manual pitch trim switch, or
IN
on the FGP manually lower the YD/AP DISC
▼ switch-bar to disengage the autopilot. The
N
autopilot automatically disengages if the yaw

damper is disengaged or if the FGC autopilot
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monitors detect a failure. The PFD shows a red

AP annunciation after an autopilot disengage.
TR
YD/AP Manually lower the YD/AP DISC ▼ switch-bar

DISC ▼ to disengage the AP. When the switch-bar is
Switch-Bar down, a red band becomes visible to indicate
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the disengage position. Manually raise the

switch-bar to enable the AP to be engaged.
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Note that this switch-bar is not held by a

solenoid and remains where last positioned.
EFFECTIVITY
ALL 22-10-00 Page 63
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Control Wheel – Controls and Displays
LY
Control
Or
N
O
PITCH Push the PITCH SYNC button to synchronize
SYNC the flight director vertical and lateral references
S
Button to those currently being flown. These are roll,
pitch, altitude, vertical speed, or flight level
SE
change.
AP/TRIM Push the AP/TRIM MASTER button to
PO
MASTER disengage the autopilot and yaw damper. Push
Button this button again to cancel the flashing and
aural disengage warnings.
R
PITCH Operate the pitch trim control to disengage the
TRIM autopilot, but not the yaw damper, and output
PU
Controls the manual pitch trim commands.
Push the TRIM control up (NOSE DOWN) to
output nose-down trim. Push the TRIM control
G down (NOSE UP) to output nose-up trim.
IN
N
AI
TR
Control Wheel – Controls and Displays

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Power Lever Handle – Controls and Displays
N
Control
O
Or
S
GO The Go-Around (GA) button is on the outboard
SE
AROUND side of the left power lever handle. Push the
Button GA button to disengage the autopilot, but not
the yaw damper, and clear all flight guidance
PO
modes.
If the airplane is on the ground when Go-Around
is selected, the flight director generates fixed
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pitch-up, wings level commands until
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Go-Around is canceled or until Go-Around is
Power Lever Handle – Controls and Displays re-selected when in the air.
If the airplane is in the air when Go-Around
is selected, the flight director generates
G fixed pitch-up, heading hold commands until
IN
Go-Around is canceled.
N
Component Data
AI
Refer To Table Flight Guidance Panel – Component Information

for the component information of the Flight Guidance Panel
TR
(FGP).
Refer to Table Flight Guidance Panel – Physical Characteristics

for the physical characteristics of the FGP. All dimensions are
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given as inches (millimeters) and weight is given as pounds

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(kilograms).
EFFECTIVITY
ALL 22-10-00 Page 65
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Refer to Table Flight Guidance Panel – Certification Categories Component Location

for the certification categories of the FGP.
LY
Refer To Figure Flight Guidance Panel – Component Location
Refer to Figure Flight Guidance Panel – Component Location For The Location Of The FGP.
for an illustration and the location of the FGP.
N
O
Flight Guidance Panel – Component Information
LRU Description Quantity
S
FGP-3000 Flight Guidance 1
SE
Panel
PO
Flight Guidance Panel – Physical Characteristics
R
FGP- 9.0 W 1.87 15.00 5.35 4.0
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3000 (47.49) (381) (135.89) (1.81)
Flight Guidance Panel – Certification Categories

G
IN
Environmental
N
FGP- C9C, C52B N/A DO-160D

3000 [(A2)(F1)XBBB[SBM-
AI
]EXXXXXZ[BZ]AZC[
WWP]H[Z3Z3]XXA
TR
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S
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G
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FO
Flight Guidance Panel – Component Location
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Dec 02/14
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AI
N
IN
G
PU
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SE
S
O
N
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LY
AILERON SERVO
N
Theory of Operation override slip clutch is connected to the output member of the
mount. The override slip clutch permits rotation of the output
O
Refer to Figure Aileron Servo – Simplified Schematic. member if a servo failure occurs.
S
The equipment drives a control surface by means of a dc
motor. A torque limiting circuit in the accompanying FGC servo
SE
amplifier limits the servo torque. A command signal from the
FGC energizes the primary servo to correct the aircraft attitude.
The AILERON SERVO MOTOR A (P1–B) command signal is
PO
The Aileron Servo and Servo Mount (SMT) provide a precise
drive mechanism for controlling the displacement of the primary received from the No. 1 FGC. The AILERON SERVO MOTOR
control surfaces on an aircraft in the roll axis. The electrical B (P1-A) command signal is received from the No. 2 FGC.
control signals for the servo are provided by the FGC.
R
When the motor runs, the dual rate generator also runs a
corresponding amount. This generator provides two individual
PU
The Aileron Servo consists of a permanent magnet dc motor,
an electromagnetic engage clutch, and a precision multistage feedback outputs to the FGC servo-amplifier circuits. The AIL
gear train. The drive motor and engage clutch are mounted SERVO TACH–A (P1-K and L) output is applied to a summing
to a housing that contains the gear train and provides the amplifier in the No. 1 FGC. The AIL SERVO TACH–B (P1-J
G
mounting surface for the servo. The servo is mounted directly
to the back of the SMT. The servo is enclosed in a cover for
and H) output is applied to a summing amplifier in the No. 2
FGC. When the autopilot is engaged, the AIL ENG (P1-M and
IN
environmental protection. N) engage clutch power is input from the FGP to energize the
Aileron Servo clutch coil. The coil engages the clutch couplings
N
The SMT consists of a servo-to-aircraft mounting plate, an by flexing the clutch diaphragm. Torque is transmitted through
output gearshaft, an adjustable override clutch, and an output the clutch and through the diaphragm to the output drive shaft.
AI
member that connects the mount with the aircraft control An override slip clutch between the output drive shaft and
surface. The servo-to-aircraft mounting plate provides a rigid capstan allows manual override control if a malfunction occurs.
TR
mounting surface for securing the servo mount to the airframe

and for securing the servo to the mount. This mounting plate
provides the means for removing the primary servo from the
aircraft without disturbing the mount or the rigging to the aircraft
R
control surfaces. The output shaft provides the mechanical

FO
interface between the output pinion on the primary servo and

one side of the adjustable override clutch. The other side of the
EFFECTIVITY
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S
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PO
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IN
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AI
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Aileron Servo – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 3)

R
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EFFECTIVITY
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Aileron Servo – Simplified Schematic (applies to B200GT, B200CGT only) (Sheet 2 of 3)
EFFECTIVITY
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Aileron Servo – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 3)

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Aileron Servo – Component Data
Aileron Servo – Physical Characteristics
N
Refer to Table Aileron Servo – Component Information for the
component information of the Aileron Servo. LRU Power Height Width Length Weight
O
Refer to Table Aileron Servo – Physical Characteristics for the SVO- 77.0 W 3.75 3.67 5.91 2.3
3000 (95.25) (93.21) (150.11) (1.04)
S
physical characteristics of the Aileron Servo. All dimensions
are given as inches (millimeters) and weight is given as pounds SMT-65 0.0 W 3.75 3.67 2.27 1.4
SE
(kilograms). (95.25) (93.21) (57.65) (0.63)
Refer to Table Aileron Servo – Certification Categories for the
PO
certification categories of the Aileron Servo. Aileron Servo – Certification Categories
Refer to Figure Aileron Servo – Component Location for an Environmental
R
illustration and the location of the Aileron Servo. LRU FAA TSO Software Category
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SVO- C9c N/A DO-160D
Aileron Servo – Component Information 3000 [A2F2]BBBTE2R-
LRU Description Quantity FXXXA[BZ]AZZX-
SVO-3000 Aileron Servo G 1

SMT-65 C9c N/A
HXXBA
DO-160A
IN
(-002)
[A2F2]-BB[JY]XXXX-
SMT-65 Servo Mount 1
XXXXXXX
N
(-002)
AI
Component Location
TR
Refer to Figure Aileron Servo – Component Location for the

location of the Aileron Servo.
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S
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Aileron Servo – Component Location

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ELEVATOR SERVO
N
O
Refer to Figure Elevator Servo – Simplified Schematic. member if a servo failure occurs.
S
SE
amplifier limits the servo torque. A command signal from
the FGC energizes the primary servo to correct the aircraft
attitude. The ELE SERVO MOTOR A (P1–B) command signal
PO
The Elevator Servo and Servo Mount (SMT) provide a precise
drive mechanism for controlling the displacement of the primary is received from the No. 1 FGC. The ELE SERVO MOTOR B
control surfaces on an aircraft in the pitch axis. The electrical (P1-A) command signal is received from the No. 2 FGC.
R
PU
The Elevator Servo consists of a permanent magnet dc motor,
an electromagnetic engage clutch, and a precision multistage feedback outputs to the FGC servo-amplifier circuits. The
gear train. The drive motor and engage clutch are mounted ELE SERVO TACH–A (P1-K and L) output is applied to
to a housing that contains the gear train and provides the a summing amplifier in the No. 1 FGC. The ELE SERVO
G
TACH–B (P1-J and H) output is applied to a summing amplifier
in the No. 2 FGC. When the autopilot is engaged, the ELE
IN
environmental protection. ENG (P1-C and D) engage clutch power is input from the FGP
to energize the Elevator Servo clutch coil. The coil engages
N
The SMT consists of a servo-to-aircraft mounting plate, an the clutch couplings by flexing the clutch diaphragm. Torque
output gearshaft, an adjustable override clutch, and an output is transmitted through the clutch and through the diaphragm
AI
member that connects the mount with the aircraft control to the output drive shaft. An override slip clutch between the
surface. The servo-to-aircraft mounting plate provides a rigid output drive shaft and capstan allows manual override control if
TR
mounting surface for securing the servo mount to the airframe a malfunction occurs.
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Elevator Servo – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 3)

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EFFECTIVITY
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Elevator Servo – Simplified Schematic (applies to B200GT, B200CGT only) (Sheet 2 of 3)
EFFECTIVITY
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Elevator Servo – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 3)

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Component Data
Elevator Servo – Physical Characteristics
N
Refer to Table Elevator Servo – Component Information for the
component information of the Elevator Servo. LRU Power Height Width Length Weight
O
Refer to Table Elevator Servo – Physical Characteristics for the SVO- 77.0 W 3.75 3.67 5.91 2.3
3000 (95.25) (93.21) (150.11) (1.04)
S
physical characteristics of the Elevator Servo. All dimensions
are given as inches (millimeters) and weight is given as pounds SMT-65 0.0 W 3.75 3.67 2.27 1.4
SE
(kilograms). (95.25) (93.21) (57.65) (0.63)
Refer to Table Elevator Servo – Certification Categories for the
PO
certification categories of the Elevator Servo. Elevator Servo – Certification Categories
Refer to Figure Elevator Servo – Component Location for an Environmental
R
illustration and the location of the Elevator Servo. LRU FAA TSO Software Category
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Elevator Servo – Component Information 3000 [A2F2]BBBTE2R-
LRU Description Quantity FXXXA[BZ]AZZX-
SVO-3000 Elevator Servo G 1

SMT-65 C9c N/A
HXXBA
DO-160A
IN
(-001)
[A2F2]-BB[JY]XXXX-
SMT-65 Servo Mount 1
XXXXXXX
N
(-001)
AI
Component Location
TR
Refer to Figure Elevator Servo – Component Location for the

location of the Elevator Servo.
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the Original Equipment Manufacturer (OEM)
Aircraft Maintenance Manual (AMM) to find
the actual component locations for aircraft
N
being serviced.
O
S
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IN
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S
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Elevator Servo – Component Location
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Dec 02/14
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IN
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RUDDER SERVO
N
O
Refer to Figure Rudder Servo – Simplified Schematic. member if a servo failure occurs.
S
SE
amplifier limits the servo torque. A command signal from
the FGC energizes the primary servo to correct the aircraft
attitude. The RUD SERVO MOTOR A (P1–B) command signal
PO
The Rudder Servo and Servo Mount (SMT) provide a precise
drive mechanism for controlling the displacement of the primary is received from the No. 1 FGC. The RUD SERVO MOTOR B
control surfaces on an aircraft in the yaw axis. The electrical (P1-A) command signal is received from the No. 2 FGC.
R
PU
The Rudder Servo consists of a permanent magnet dc motor,
an electromagnetic engage clutch, and a precision multistage feedback outputs to the FGC servo-amplifier circuits. The RUD
gear train. The drive motor and engage clutch are mounted SERVO TACH–A (P1-K and L) output is applied to a summing
to a housing that contains the gear train and provides the amplifier in the No. 1 FGC. The RUD SERVO TACH–B (P1-J
G
and H) output is applied to a summing amplifier in the No. 2
FGC. When the autopilot is engaged, the RUD ENG (P1-E and
IN
environmental protection. F) engage clutch power is input from the FGP to energize the
Rudder Servo clutch coil. The coil engages the clutch couplings
N
The SMT consists of a servo-to-aircraft mounting plate, an by flexing the clutch diaphragm. Torque is transmitted through
output gearshaft, an adjustable override clutch, and an output the clutch and through the diaphragm to the output drive shaft.
AI
member that connects the mount with the aircraft control An override slip clutch between the output drive shaft and
surface. The servo-to-aircraft mounting plate provides a rigid capstan allows manual override control if a malfunction occurs.
TR
mounting surface for securing the servo mount to the airframe

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Rudder Servo – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 3)

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Rudder Servo – Simplified Schematic (applies to B200GT, B200CGT only) (Sheet 2 of 3)
EFFECTIVITY
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Rudder Servo – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 3)

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Component Data
Rudder Servo – Physical Characteristics
N
Refer to Table Rudder Servo – Component Information for the
component information of the Rudder Servo. LRU Power Height Width Length Weight
O
Refer to Table Rudder Servo – Physical Characteristics for the SVO- 77.0 W 3.75 3.67 5.91 2.3
3000 (95.25) (93.21) (150.11) (1.04)
S
physical characteristics of the Rudder Servo. All dimensions
are given as inches (millimeters) and weight is given as pounds (B200
SE
(kilograms). GT, B2
00CGT,
Refer to Table Rudder Servo – Certification Categories for the B300,
PO
certification categories of the Rudder Servo. B300C
only)
Refer to Figure Rudder Servo – Component Location for an SMT-65 0.0 W 3.75 3.67 2.27 1.4
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illustration and the location of the Rudder Servo. (B200 (95.25) (93.21) (57.65) (0.63)
GT, B2
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Rudder Servo – Component Information 00CGT,
B300,
LRU Description Quantity B300C
SVO-3000 Rudder Servo G 1
only)
SVO- 21.0 W 3.37 4.30 4.75 4.0
IN
(B200GT, (-002)
B200CGT, B300, 85B ( (85.59) (109.22) (120.65) (1.81)
B300C only) C90GTi
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only)
SMT-65 (B200GT, Servo Mount 1
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B200CGT, B300, (-002) SMT- 0.0 W 3.55 4.32 3.41 1.8

B300C only) 85B ( (90.17) (109.72) (86.61) (0.81)
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C90GTi
SVO-85B (C90GTi Rudder Servo 1 only)
only)
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SMT-85B (C90GTi Servo Mount 1

only)
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EFFECTIVITY
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Component Location
Rudder Servo – Certification Categories
LY
Refer to Figure Rudder Servo – Component Location for the
Environmental location of the Rudder Servo.
N
SVO- C9c N/A DO-160D this figure and is for reference only. Refer to
O
3000 [A2F2]BBBTE2R- the Original Equipment Manufacturer (OEM)
(B200 FXXXA[BZ]AZZX- Aircraft Maintenance Manual (AMM) to find
GT, B2 the actual component locations for aircraft
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HXXBA
00CGT, being serviced.
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B300,
B300C
only)
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SMT-65 C9c N/A DO-160A
(B200 [A2F2]-BB[JY]XXXX-
GT, B2 XXXXXXX
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00CGT,
B300,
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B300C
only)
SVO- C9c N/A DO-160C
85B (
C90GTi
G
[A2F2]-BB[DY]E1R-
IN
FXXXA[BZ]AZZZZ-
only) XXB
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SMT- C9c N/A DO-160A

85B (
AI
/A2F2/B/RY/XXXXX-
C90GTi XXXXXX
only)
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Rudder Servo – Component Location
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ELEVATOR TRIM SERVO
N
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Refer to Figure Elevator Trim Servo – Simplified Schematic. member if a servo failure occurs.
S
SE
amplifier limits the servo torque. A command signal from the
FGC energizes the primary servo to correct the aircraft attitude.
The ELE TRIM SERVO MOTOR A (P1–B) command signal is
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The Elevator Trim Servo and Servo Mount (SMT) provide a
precise drive mechanism for controlling the displacement of the received from the No. 1 FGC. The ELE TRIM SERVO MOTOR
primary control surfaces on an aircraft in the pitch axis. The B (P1-A) command signal is received from the No. 2 FGC.
electrical control signals for the servo are provided by the FGC.
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The Elevator Trim Servo consists of a permanent magnet dc
motor, an electromagnetic engage clutch, and a precision feedback outputs to the FGC servo-amplifier circuits. The ELE
multistage gear train. The drive motor and engage clutch are TRIM SERVO TACH–A (P1-K and L) output is applied to a
mounted to a housing that contains the gear train and provides summing amplifier in the No. 1 FGC. The ELE TRIM SERVO
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the mounting surface for the servo. The servo is mounted
directly to the back of the SMT. The servo is enclosed in a
TACH–B (P1-J and H) output is applied to a summing amplifier
in the No. 2 FGC. When the autopilot is engaged, the ELE
IN
cover for environmental protection. TRIM ENG (P1-M and N) engage clutch power is input from the
FGP to energize the Elevator Trim Servo clutch coil. The coil
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The SMT consists of a servo-to-aircraft mounting plate, an engages the clutch couplings by flexing the clutch diaphragm.
output gearshaft, an adjustable override clutch, and an output Torque is transmitted through the clutch and through the
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member that connects the mount with the aircraft control diaphragm to the output drive shaft. An override slip clutch
surface. The servo-to-aircraft mounting plate provides a rigid between the output drive shaft and capstan allows manual
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mounting surface for securing the servo mount to the airframe override control if a malfunction occurs.
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Elevator Trim Servo – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 3)

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Elevator Trim Servo – Simplified Schematic (applies to B200GT, B200CGT only) (Sheet 2 of 3)
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Elevator Trim Servo – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 3)
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Component Data
Elevator Trim Servo – Physical Characteristics
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Refer to Table Elevator Trim Servo – Component Information
for the component information of the Elevator Trim Servo. LRU Power Height Width Length Weight
O
Refer to Table Elevator Trim Servo – Physical Characteristics SVO- 77.0 W 3.75 3.67 5.91 2.3
3000 (95.25) (93.21) (150.11) (1.04)
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for the physical characteristics of the Elevator Trim Servo. All
dimensions are given as inches (millimeters) and weight is SMT-65 0.0 W 3.75 3.67 2.27 1.4
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given as pounds (kilograms). (B200 (95.25) (93.21) (57.65) (0.63)
GT, B2
Refer to Table Elevator Trim Servo – Certification Categories 00CGT,
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for the certification categories of the Elevator Trim Servo. B300,
B300C
Refer to Figure Elevator Trim Servo – Component Location for only)
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an illustration and the location of the Elevator Trim Servo.
SMT- 0.0 W 4.45 3.75 2.27 1.4
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65D ( (113.03) (95.25) (57.65) (0.63)
Elevator Trim Servo – Component Information C90GTi
only)
SVO-3000 Elevator Trim G 1
IN
Servo (-003) Elevator Trim Servo – Certification Categories
SMT-65 (B200GT, Servo Mount 1 Environmental
N
B200CGT, B300, (-002) LRU FAA TSO Software Category

B300C only)
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SMT-65D (C90GTi Servo Mount 1 3000 [A2F2]BBBTE2R-
TR
only)
FXXXA[BZ]AZZX-
HXXBA
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Elevator Trim Servo – Certification Categories
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Environmental
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SMT-65 C9c N/A DO-160A
(B200 [A2F2]-BB[JY]XXXX-
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GT, B2 XXXXXXX
00CGT,
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B300,
B300C
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only)
SMT- C9c N/A DO-160A
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65D ( /F2A2/B/JY/XXXXX-
C90GTi XXXXXX
only)
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Component Location
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Refer to Figure Elevator Trim Servo – Component Location for
the location of the Elevator Trim Servo.
G
IN
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being serviced.
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Elevator Trim Servo – Component Location
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CHAPTER
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COMMUNICATION
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HF COMMUNICATION SYSTEM
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Introduction during the first tune cycle and then stored. Upon recalling the
preset channel or a previously used manual frequency, the
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The optional High Frequency (HF) Communication subsystem antenna coupler tuning cycle time is nominally 40 milliseconds.
transmits and receives flight information, landing instructions,
S
voice communications, is capable of global communication, The HF Feedline Adapter connects the HF dual coupler mount
and is ARINC 719 AM Selective Calling (SELCAL) compatible. to the HF Antenna Coupler.
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General Description The HF Communication subsystem interfaces with the following
subsystems, refer to Figure HF Communication System –
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Block Diagram.
HF Communication – Components • Electronic Flight Instrument System (EFIS)
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Unit Description Qty
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HF-9031A HF Receiver/Transmitter 1
HF-9041 HF Antenna Coupler 1
FL-9003 HF Feedline Adapter 1
G
The HF Receiver/Transmitter is a multichannel HF COM voice
IN
transceiver capable of tuning the HF band from 2.0 to 29.9999
MHz. Communication is possible in both simplex and half
N
duplex in Upper Side Band (USB), Lower Side Band (LSB),

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and Amplitude Modulation Equivalent (AME).
The HF antenna coupler is used to match the power amplifier in

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the receiver-transmitter to the antenna to maximize the radiate

power. The HF antenna coupler automatically tunes and
efficiently transfers the 175 Watt to 200 Watt Peak Envelope
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Power (PEP) from the receiver-transmitter to the antenna.

The HF antenna coupler has the capability to learn and store
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tuning data for 99 preset channels as well as storing the last

50 manually tuned frequencies. This learning is accomplished
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HF Communication System – Block Diagram

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HF RECEIVER/TRANSMITTER
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Theory of Operation buses contain the HF frequency data. The HF usually receives
the tune data from the No. 2 AFD through the PORT B input.
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Refer to Figure HF Receiver/Transmitter (Option) – Simplified
Schematic. The HF Receiver/Transmitter reads the tune/control data from
S
the L-RTSA-1 429 or C-RTSA-1 429 data bus, reformats the
data, and outputs the data to the HF antenna coupler over
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the 9031 FIBER OPTIC OUT (P3) analog output signal to the
HF antenna coupler and receives the status and diagnostic
data back from the HF antenna coupler over the 904X FIBER
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The HF Receiver/Transmitter is powered by the aircraft OPTIC OUT (P2) analog input signal.
+28VDC LEFT GEN BUS over the +28VDC POWER (P1–A,
The HF Receiver/Transmitter amplifies the transmit signal
B, C, D, J) input.
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and outputs the AMPL R.F. I/O (P5) analog signal to the HF
• ARINC 429 Interface antenna coupler.
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• Control
• Power Supply/Audio The processed tune data is input to an ARINC 429 low-speed
• Receiver/Exciter transmitter and output to the No. 1 IOC. The L-HF-1 429 TX
(P1-m and AA) data bus contains the HF comm frequency
• Power Amplifier.
G words and HF diagnostics.
IN
The PORT B/A TUNE SELECT (P1–r) discrete from each
The HF Receiver/Transmitter receives the MIC KEY (P1–J)
Adaptive Flight Display (AFD) selects the tune data source,
discrete and MIC AUDIO (P1–g and h) analog signal from
N
either AFD No. 1 or AFD No. 2. A ground to the PORT B/A

aircraft audio system. When the MIC KEY discrete is grounded,
TUNE SELECT discrete causes the HF to select Port B (No.
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the HF Receiver/Transmitter transmits.

2 AFD) tune data.
The HF Receiver/Transmitter outputs the analog HF
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The HF Receiver/Transmitter receives two ARINC 429

COMBINED AUDIO (P1-A and C) to the aircraft audio system.
low-speed data buses from the No. 1 AFD and the No. 2
The combined audio output can be a 150-ohm or 600-ohm
AFD. The L-RTSA-1 429 (P1-S and k) bus is connected to
output. The HF outputs the analog SELCAL (P1-t and DD) to
the PORT A of the HF Receiver/Transmitter. The C–RTSA–1
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the aircraft SELCAL decoder. The aircraft SELCAL decoder

429 (P1-P and R) bus is connected to the PORT B of the HF
decodes the SELCAL analog signal for the purpose of alerting
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Receiver/Transmitter. The L-RTSA-1 429 and C-RTSA-1 429
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the crew when voice traffic destined for their aircraft is being
received.
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The HF Receiver/Transmitter can operate either simplex or half
duplex in modes that follow:
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• Upper Sideband Voice (UV)
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• Upper Sideband Data (UD)
• Lower Sideband Voice (LV)
• Lower Sideband Data (LD)
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• Amplitude Modulation Equivalent (AME)
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• Continuous Wave (CW).
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HF Receiver/Transmitter (Option) – Simplified Schematic
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HF RECEIVER/TRANSMITTER - CONTROLS AND DISPLAYS
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Cockpit Controls
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Operation of the optional HF Communication subsystem
includes radio tuning and audio control.
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The Radio Tuning Multifunction Window (MFW) Menu bar
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located on Adaptive Flight Display (AFD) No. 1 or AFD No.
3., refer to Figure HF Receiver/Transmitter – Radio Tuning
MFW Menu, shows the HF dialog icon. When selected the
PO
HF dialog icon will show the HF Tuning MFW page, refer to
Figure HF Receiver/Transmitter – HF Tuning MFW Page.
The HF Tuning MFW page will allow the user to control the
R
frequency, squelch, mode, power and emissions of the HF
Receiver/Transmitter. Presets, swap, and test push button icon
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controls are provided for accessing a dialog box with up to 20 HF Receiver/Transmitter – HF Tuning MFW Page
stored preset frequencies, swapping the active and preset
frequency, and selection of test mode. Selecting the Ctrl button on the HF Tuning MFW page, refer to
G Figure HF Receiver/Transmitter – HF Tuning MFW Page, will

open the HF Control interactive dialog box, refer to Figure HF
IN
Receiver/Transmitter – HF Control Dialog Box. Radio tuning is
done using the HF Control interactive dialog box.
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HF Receiver/Transmitter – Radio Tuning MFW Menu

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HF Receiver/Transmitter – Component Information
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HF-9031A HF Re- 1
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ceiver/Transmitter
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HF Receiver/Transmitter – Physical Characteristics
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HF Receiver/Transmitter – HF Control Dialog Box HF-903 56.0 W 7.65 5.59 12.60 18.8
1A (Re- (194.31) (141.98) (320.04) (8.53)
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Component Data ceive)
638.0 W
Refer to Table HF Receiver/Transmitter – Component (Trans-
R
Information for the component information of the HF mit)
Receiver/Transmitter.
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Refer to Table HF Receiver/Transmitter – Physical
Characteristics for the physical characteristics of the HF HF Receiver/Transmitter – Certification Categories
Receiver/Transmitter. All dimensions are given as inches
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(millimeters) and weight is given as pounds (kilograms).
LRU FAA TSO Software
Environmental
Category
IN
Refer to Table HF Receiver/Transmitter – Certification HF-903 C31d, C32d DO-178A DO-160B
Categories for the certification categories of the HF 1A Level 2 F2/B/A/MNR/E1XX-
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Receiver/Transmitter. DFSAAA/AZ/Z/AZ/A-
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Z/X
Refer to Figure HF Receiver/Transmitter - Component
Location for an illustration and the location of the HF
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Receiver/Transmitter. Component Location

Refer to Figure HF Receiver/Transmitter - Component Location
for the location of the HF Receiver/Transmitter.
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being serviced.
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HF Receiver/Transmitter - Component Location

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HF ANTENNA COUPLER
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Theory of Operation
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Refer to Figure HF Antenna Coupler (Option) – Simplified
Schematic.
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The HF antenna coupler receives the control data over the
9031 FIBER OPTIC OUT (P2) analog cable from the HF
transceiver. The HF antenna coupler returns the status and
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diagnostic data to the HF transceiver over the 904X FIBER
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OPTIC OUT (P3) analog cable.
The HF antenna coupler receives the R.F. I/O (P4) analog

input from the HF transceiver, which has amplified the transmit
G
signal before sending it to the HF antenna coupler.
IN
The HF antenna coupler outputs the R.F. I/O (REAR) signal
through the rear connector to the HF mount and onto the HF
N
antenna. The HF Mount connects the HF antenna coupler to

the HF antenna with the use of the HF feedline adapter cable.
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The HF antenna coupler is powered by the +28VDC LEFT

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GEN BUS over the +28VDC POWER (P1–V) input.

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HF Antenna Coupler (Option) – Simplified Schematic

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Component Data
HF Antenna Coupler – Certification Categories
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Refer to Table HF Antenna Coupler – Component Information
for the component information of the HF antenna coupler. Environmental
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Refer to Table HF Antenna Coupler – Physical Characteristics
HF-90 C31d, C32d DO-178A DO-160B
S
for the physical characteristics of the HF antenna coupler. All
dimensions are given as inches (millimeters) and weight is 41 Level 2 F2/B/A/MNR/E1/WX-
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given as pounds (kilograms). DFSAAA[A/Z]Z[A/Z-
][A/Z]
Refer to Table HF Antenna Coupler – Certification Categories
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for the certification categories of the HF antenna coupler. Component Location
Refer to Figure HF Antenna Coupler – Component Location for Refer to Figure HF Antenna Coupler – Component Location for
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an illustration and the location of the HF antenna coupler. the location of the HF antenna coupler.
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HF Antenna Coupler – Component Information this figure and is for reference only. Refer to
LRU Description Quantity Aircraft Maintenance Manual (AMM) to find
HF-9041 HF Antenna G 1 the actual component locations for aircraft
being serviced.
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Coupler
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HF Antenna Coupler – Physical Characteristics

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HF-90 7.0 W 7.56 4.06 14.50 12.0

41 (192.02) (103.12) (386.3) (5.44)
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HF Antenna Coupler – Component Location

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VHF COMMUNICATION SYSTEM
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Introduction When Data Mode is selected, the VHF COM radio will operate
with datalink.
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The Very High Frequency (VHF) Communication subsystem
transmits and receives voice data between the aircraft and air NOTE: Only one VHF COM radio, the optional Third
S
traffic control, airport controllers, and airline personnel. VHF transceiver, can be in data mode. All
other VHF COM radios will be set to Voice
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General Description Mode.
The VHF Communication system interfaces with the following
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VHF Communication – Components systems, refer to Figure VHF Communication System – Block
Diagram:
Unit Description Qty • Electronic Flight Instrument System (EFIS)
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Baseline • Integrated Avionics Processor System (IAPS)
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• Aircraft Audio System.
VHF-4000 VHF Comm Transceiver - 8.33kHz 2
The VHF Communication subsystem is a line-of-sight system
G
that provides airborne VHF communications from 118.000
through 136.975 Mhz. The number of channels supported for
IN
tuning depends on the selected frequency spacing (8.33 KHz
versus 25.00 KHz), and if the optional extended range VHF
N
transceiver is installed. Depending on its mode of operation it

will tune in either 8.33 kHz or 25 kHz increments. When tuning
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in 25 kHz increments it will tune from 118.000 to 136.975

MHz. When tuning in 8.33 kHz increments it will tune from
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118.000 to 136.992 MHz. With the optional extended range

VHF transceiver installed tuning is 118.000 to 151.975 MHz.
The VHF transceivers can operate in Voice Mode or Data
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Mode depending on the mode selected from the Voice/Data

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Mode Control. When Voice Mode is selected, the VHF COM

radio will operate with voice transmit and receive capabilities.
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VHF Communication System – Block Diagram

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VHF COMMUNICATION SYSTEM - THEORY OF OPERATION
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VHF COMM Transceiver No. 1 When the flight deck EMER FREQ switch is set to 121.5 the
ARINC 429/CSDB SEL (121.5 EMER SW) (P1–50) discrete
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Refer to Figure VHF Communication Transceiver No. 1 – is grounded. A ground on this discrete will cause the No. 1
Simplified Schematic. VHF transceiver to tune the emergency 121.50 MHz frequency,
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NOTE: For additional wiring information and and initiate the EMER annunciation on all AFDs. Upon the
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connector data, refer to the Rockwell emergency frequency being selected the aircraft Audio System
Collins Pro Line Fusion® for King Air Wiring will activate the Push To Talk (PTT) control of the No. 1 VHF
Diagram Manual (CPN 523–0821907). transceiver over the KEY (P1–41) analog signal. Additionally
PO
the Audio System will send the microphone control to the
The +28VDC AVIONICS TRIPLE FED bus supplies the power on-side VHF transceiver over the MIC AUDIO (P1–54 and 66)
to the No. 1 VHF transceiver over the +28VDC POWER (P1-58 analog signal.
and 64) inputs.
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NOTE: During emergency mode all microphone
selector controls and audio volume controls
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The No. 1 VHF is a multi-channel COM transceiver that
will be inactive.
provides the pilot-side 2-way Amplitude Modulation (AM)
voice communications and operates in the frequency range The No. 1 VHF transceiver outputs the COMB RCVR AUDIO
from 118.00 MHz to 136.975 MHz. Tuning of the No. 1 VHF OUT (P1–25 and 32) analog signal to the aircraft Audio
G
transceiver is normally controlled by the No. 2 AFD over the
C-RTSA-1 429 (P1–21 and 22) bus through the port B input.
System. Upon receiving this analog signal the Audio System
IN
will route the audio directly to the pilot headphones.
The No. 1 VHF transceiver can also be tuned by the No. 1
AFD over the L-RTSA-1 429 (P1–1 and 2) bus through the The No. 1 VHF transceiver transmits and receives the VHF
N
port A input when the PORT B/A TUNE SELECT (P1–55) COMM RF (P1-A3) signal through the VHF COMM 1 ANT.
discrete is grounded. The C-RTSA-1 429 and L-RTSA-1 429
AI
buses provide the No. 1 VHF transceiver with VHF tune words The SIDE 1 UNIT ID (P1–56) strap is grounded for the No. 1
and VHF COM voice/data selection if the optional third VHF VHF transceiver.
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transceiver is installed.
The SIMULCOM CONTROL 1 (P1–42) and SIMULCOM
The No. 1 VHF transceiver outputs the L-VHF-1 429 (P1–5 CONTROL 2 (P1–46) discretes reduce the No. 1 VHF
and 6) bus to the No. 1 and No. 2 AFDs, and L-VHF-2 429 transceiver sensitivity when another VHF transceiver is
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(P1–11 and 12) bus to the No. 3 AFD. The L-VHF-1 429 bus transmitting close by, by detecting the received power
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contains the turning reports and maintenance data. and lowering the gain. The SIMULCOM CONTROL 1
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and SIMULCOM CONTROL 2 discrete inputs program the

threshold where attenuation occurs.
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VHF Communication Transceiver No. 1 – Simplified Schematic
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VHF COMM Transceiver No. 2
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Refer to Figure VHF Communication Transceiver No. 2 –
Simplified Schematic.
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O
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The +28VDC AVIONICS RIGHT GEN bus supplies the power
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to the No.2 VHF transceiver over the +28VDC POWER (P1-58
and 64) inputs.
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The No. 2 VHF transceiver operates as described for the No. 1
VHF transceiver, except for the following:
• Tuning of the No. 2 VHF transceiver is normally controlled
by the No. 2 AFD over the C-RTSA-2 429 (P1–21 and 22)
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bus through the port B input. The No. 2 VHF transceiver
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can also be tuned by the No. 3 AFD over the R-RTSA-2
429 (P1–3 and 4) bus through the port A input when the
PORT B/A TUNE SELECT (P1–55) discrete is grounded.
The C-RTSA-2 429 and R-RTSA-2 429 buses provide the
G
No. 2 VHF transceiver with VHF tune words and VHF COM
voice/data selection if the optional third VHF transceiver is
IN
installed.
• The No. 2 VHF transceiver outputs the R-VHF-1 429
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(P1–5 and 6) bus to the No. 2 Input/Output Concentrator

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(IOC). The R-VHF-1 429 bus contains the turning reports

and maintenance data.
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• The No. 2 VHF transceiver does not receive an analog

input from the flight deck EMER FREQ switch.
• The SIDE 2 UNIT ID (P1–62) strap is grounded for the No.
2 VHF transceiver.
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VHF Communication Transceiver No. 2 – Simplified Schematic
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VHF COMM TRANSCEIVER - CONTROLS AND DISPLAYS
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Cockpit Controls transceiver. Presets, swap, and test push button icon controls
are provided for accessing a dialog box with up to 20 stored
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Operation of the VHF Radio system includes radio tuning, preset frequencies, swapping the active and preset frequency,
navigation source control and display. The COM radio can be and selection of test mode. Frequency and volume control is
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tuned in three different ways. also provided for the monitor channel.
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• Using the MKP QIK TUNE button on the Multifunction
Keypad Panel (MKP). Refer to Multifunction Keypad Panel
(MKP) – Controls and Displays 31-60-00 Multifunction
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Keypad Panel (MKP) - Controls and Displays - Controls
and Displays for details.
• Using the ½ buttons and tune knob on the Cursor Control
Panel (CCP). Refer to Cursor Control Panel (CCP) –
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Controls and Displays 31-60-00 Cursor Control Panel
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(CCP) - Controls and Displays - Controls and Displays for
details.
• Using the interactive dialog boxes on the Primary Flight
Display (PFD).
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The radio tuning menu can be opened from the PFD by
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selecting the COM icon. Refer to Figure VHF COMM – Radio
COM Tuning MFW Screen
Tuning MFW Menu.
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VHF COMM – Radio Tuning MFW Menu

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The COM Tuning MFW screen, refer to Figure COM Tuning

MFW Screen), and the COM Control Dialog box, refer to Figure
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COMx Control Dialog Box, are used to control frequency,

squelch and channel spacing of the VHF communication
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controls previously mentioned in the COM Tuning MFW Page,

the Frequency Spacing Control, and the Voice/Data Mode
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Control. The VHF COM Frequency Spacing Control will cause
the VHF COM Radio to tune in either 8.33 KHz or 25 KHz
increments. Switching between the Wide Band (25 KHz) and
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Narrow Band (8.33 KHz) frequency spacing will maintain the
current selected VHF COM Frequency.
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VHF COM Transmit — The Transmitter On Indicator readout
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indicates when VHF COM Transmit Indication feedback is
received and that the radio is transmitting. The transmit mode
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is activated by a push to talk microphone button.
VHF COM Modes — The VHF Radio can operate in Voice
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Mode or Data Mode depending on the mode selected from the
Voice/Data Mode Control. When the Voice Mode is selected,
the COM Radio will operate with voice transmit and receive
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COMx Control Dialog Box capabilities. When Data Mode is selected, the COM Radio
will operate with datalink and the Voice/Data Mode Control
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MFW Tuning Page — Tuning the VHF COM Active Frequency will be displayed.
and Standby Frequency for COM1 and COM2 Radios can be NOTE: Only one VHF COM radio can be in data
accomplished from the COM Tuning MFW Page by selecting mode at a time, all other VHF COM radios
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the COM icon in the MFW Menu Bar. The COM Tuning MFW
Page has the same controls as the Primary Field of View
will be set to VOICE mode.
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sub-window, however there are additional controls to select The Data Mode indication on the COMx Control Mode Dialog
from a list of preset frequencies from the Preset Dialog Box Box will be displayed in green for at least 7 seconds and
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Control, toggle squelch (depicted as “SQ”) On or Off from the will remain green during normal operations or change to the
VHF COM Squelch Control, and the Dialog Box Control will caution color if feedback from the radio does not indicate the
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allow for advanced control and testing of the VHF COM Radios radio is in Data Mode.
(COM1, COM2, or the optional COM3).
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NOTE: Active Frequency, Standby Frequency,

COM Control Dialog Box Tuning — Selecting the Control Squelch, and Test are neither controlled nor
Dialog Box Control from the COM Tuning MFW Page will bring displayed when in Data Mode.
up the COMx Control Dialog Box. The dialog box has all of the
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VHF COM Squelch — The VHF COM Squelch enables the pilot
to remove background noise from the VHF COM radio when
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no communication is being received. The VHF COM Squelch
Control is available on both the COM Tuning MFW Page and
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the COMx Control Dialog Box. The VHF COM Squelch Control
can be turned Off (deselected) or On (selected). The VHF
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COM Radio will filter the voice receive audio when Squelch is
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ON (selected) but will not filter the audio when Squelch is Off
(deselected).
VHF COM Test — Selecting the VHF COM Test Control will
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activate an extensive self-test VHF COM test routine to make
sure the integrity of the COM Radio. Several audio tones will
be heard from the audio system while the self-test routine is
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being executed. The VHF COM Test will have a max duration
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of 10 seconds and will conclude with a double beep when the
test has failed with any out-of limit conditions or with a single
beep when the test has passed. When activated, the Test
Control will remain in the selected position for ten seconds
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after which the control is reset to the unselected position.
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Unique Modes — The No. 1 VHF communication radio
implements an emergency tuning mode. When powered up
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with no tuning inputs active, the radio tunes to the international

emergency frequency of 121.5 MHz. In the event that all tuning
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devices fail, a momentary interruption of power to the VHF

radio will activate this emergency tuning mode. The flight crew
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can also manually force the No. 1 VHF communication radio to

tune to the emergency frequency of 121.5 MHz by pushing the
EMER FREQ button located on the Reversion Switch Panel
(RSP), refer to Figure EMER FREQ – Cockpit Control.
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EMER FREQ – Cockpit Control

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Component Data
VHF COMM Transceiver – Physical Characteristics
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Refer to Table VHF COMM Transceiver – Component
Information for the component information of the VHF COMM LRU Power Height Width Length Weight
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transceivers. VHF- 17.0 W 3.44 2.50 14.115 3.8
4000 (87.37) (63.5) (358.52) (1.72)
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Refer to Table VHF COMM Transceiver – Physical
Characteristics for the physical characteristics of the VHF
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COMM transceivers. All dimensions are given as inches
(millimeters) and weight is given as pounds (kilograms). VHF COMM Transceiver – Certification Categories
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Refer to Table VHF COMM Transceiver – Certification Environmental
Categories for the certification categories of the VHF COMM LRU FAA TSO Software Category
transceivers. VHF- C37d, C38d, DO-178B DO-160E
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4000 C128 Level C [(A2)(F2)X]BBB[(RC-
Refer to Figure VHF COMM Transceiver – Component and D
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Location for an illustration and the location of the VHF COMM C1)(HR)(SLM)]EWX-
transceivers. XXSZ[BZ]AZ(CW)[R-
R]H [(A3)(J3)3]XAAX
VHF COMM Transceiver – Component Information

G Component Location
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LRU Description Quantity Refer to Figure VHF COMM Transceiver – Component
Baseline Location for the location of the VHF COMM transceivers.
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VHF-4000 VHF Comm 2 NOTE: The King Air B200 Series aircraft shows in
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Transceiver - this figure and is for reference only. Refer to

8.33kHz the Original Equipment Manufacturer (OEM)
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being serviced.
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VHF COMM Transceiver – Component Location

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VHF DATA SYSTEM
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Introduction the configuration data associated with the datalink function.
The user is able to control the datalink functions with the use
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The Very High Frequency (VHF) Data subsystem transmits of the Emulated Control Display Unit (ECDU), available on the
and receives coded data between the aircraft and air traffic outboard flight displays.
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control, airport controllers, and airline personnel.
NOTE: Datalink graphical weather requests
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General Description requires the installation of the optional Data
Link Weather Key.
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VHF Data – Components The VHF Data system interfaces with the following systems,
refer to Figure VHF Data System – Block Diagram:
Unit Description Qty • Electronic Flight Instrument System (EFIS)
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Optional – Third VHF/Datalink • Integrated Avionics Processor System (IAPS)
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• Aircraft Audio System.
VHF-4000 VHF Comm Transceiver - 8.33kHz, 1
Data Link
CMU-4000 Communications Management Unit 1
ECU-3000 External Compensation Unit G 1
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With the optional Third VHF/Datalink installed datalink
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capabilities are provided by the Communications Management

Unit (CMU) during all phases of flight. The CMU does
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the Aeronautical Telecommunications Network (ATN)

routing functions necessary for providing digital aircraft
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communications. The CMU also supports Aircraft

Communications Addressing and Reporting System (ACARS)
services, such as short message exchange with the ground,
graphical weather requests, flight plan Data Link reports
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associated with the Flight Management System (FMS), winds

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request, and Onboard Maintenance System (OMS) reports

over ACARS. The External Compensation Unit (ECU) stores
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VHF Data System – Block Diagram

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VHF COMM TRANSCEIVER (DATALINK) - THEORY OF OPERATION
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VHF COMM Transceiver No. 3 (OPTION) 18) bus is output to the optional CMU and provides the VHF
SELCAL ID, VDR Status, and Datalink ID.
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Refer to Figure VHF Communication Transceiver No. 3
(Option) – Simplified Schematic. The optional No. 3 VHF transmits and receives data over the
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VHF RF (A3) signal from the VHF COMM antenna.
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connector data, refer to the Rockwell The VOICE/DATA SEL (P1–45) discrete is grounded on the
Collins Pro Line Fusion® for King Air Wiring optional No. 3 VHF transceiver to indicate the transceiver is
Diagram Manual (CPN 523–0821907). data only.
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The +28VDC AVIONICS LEFT GEN bus supplies the power to The SIDE 1 UNIT IDENT (P1–56) strap and SIDE 2 UNIT
the optional No. 3 VHF transceiver over the +28VDC POWER IDENT (P1–62) strap are grounded for the optional No. 3 VHF
(P1-58 and 64) inputs.
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transceiver.
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The optional No. 3 VHF transceiver is a data only COMM When the emergency frequency is selected the aircraft Audio
transceiver that provides two-way AM Aircraft Communications System activates the PTT control of the optional No. 3 VHF
Addressing and Reporting System (ACARS) communications. transceiver over the KEY (P1–41) analog signal.
The optional No. 3 VHF transceiver is tuned by the CMU.
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The optional No. 3 VHF transceiver additionally provides the
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means to request and receive datalinked Graphical Weather
(GWX) images and text from the Ground Service/Information
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provider. The GWX images and text, and the ACARS

data is provided to the No. 3 VHF transceiver from the
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Communications Management Unit (CMU) over the L-CMU-2

HS 429 (P1–7 and 8) bus.
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The No. 3 VHF transceiver outputs two ARINC 429 buses. The
T-VHF-1 429 (P1–5 and 6) bus is output to the No. 2 IOC. The
T-VHF-1 429 provides the turning reports and the GWX data to
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the No. 2 IOC. The No. 2 IOC then transfers the GWX data
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to the AFDs for viewing. The T-VHF-3 HS 429 (P1–17 and
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VHF Communication Transceiver No. 3 (Option) – Simplified Schematic

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Component Data
VHF COMM Transceiver No. 3 (Option) – Phys-
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Refer to Table VHF COMM Transceiver No. 3 (Option) – ical Characteristics
Component Information for the component information of the
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optional No. 3 VHF COMM transceiver. LRU Power Height Width Length Weight
VHF- 17.0 W 3.44 2.50 14.115 3.8
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Refer to Table VHF COMM Transceiver No. 3 (Option) –
Physical Characteristics for the physical characteristics of the 4000 (87.37) (63.5) (358.52) (1.72)
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optional No. 3 VHF COMM transceiver. All dimensions are (-310)
(kilograms).
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VHF COMM Transceiver No. 3 (Option) – Cer-
Refer to Table VHF COMM Transceiver No. 3 (Option) – tification Categories
Certification Categories for the certification categories of the
Environmental
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optional No. 3 VHF COMM transceiver.
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Refer to Figure VHF COMM Transceiver No. 3 (Option) – VHF- C37d, C38d, DO-178B DO-160E
Component Location for an illustration and the location of the 4000 C128 Level C
optional No. 3 VHF COMM transceiver. [(A2)(F2)X]BBB[(RC-
(-310) and D C1)(HR)(SLM)]EWX-
VHF COMM Transceiver No. 3 (Option) – Com- G XXSZ[BZ]AZ(CW)[R-

R]H [(A3)(J3)3]XAAX
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ponent Information
Component Location
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Optional – Third VHF/Datalink Refer to Figure VHF COMM Transceiver No. 3 (Option) –
Component Location for the location of the optional No. 3 VHF
VHF-4000 VHF Comm 1
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COMM transceiver.
Transceiver -
8.33kHz, Data NOTE: The King Air B200 Series aircraft shows in
Link (-310) this figure and is for reference only. Refer to
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being serviced.
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VHF COMM Transceiver No. 3 (Option) – Component Location

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COMMUNICATIONS MANAGEMENT UNIT (CMU)
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Theory of Operation the ground, and Out Off On In (OOOI) reports. This application
is typically tailored to meet the specific needs of each customer.
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Refer to Figure Communications Management Unit (Option) –
Simplified Schematic. Services provided by the ATS application include the ability
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to retrieve Air Traffic Information Service (ATIS), Terminal
Weather Information Pilots (TWIP), Air Traffic Control (ATC)
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Flow and Clearance reports. ATIS reports contain traffic
information associated with the departure and arrival airports.
TWIP reports contain terminal weather information. ATC Flow
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The optional Communications Management Unit (CMU) reports contain information provided by the U.S. National
functions as a data communications management unit, Airspace System about air traffic flow. Clearance reports
providing air/ground data communications via the standard contain information associated with pre-departure clearances
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Aircraft Communications Addressing and Reporting System and oceanic clearances.
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(ACARS) over aviation VHF Link Control protocols. The
The technical application provides a collection of interfaces
CMU provides airborne data link applications associated with
which are used to view system status and update system
Airline Operational Communications (AOC) and Air Traffic
parameters and certain test capabilities. The application can
Services (ATS). A technical application is also provided to set
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certain system parameters and display system configuration,
maintenance and status.
be used to display various configuration part numbers, the
connection status of peripherals, the data link status of each
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available data radio, and the current state of various discrete
Services provided by the AOC application include the capability inputs. The application can also be used to access and update
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to send and receive free text messages, retrieve various data contained in the airplane personality module (APM), and
weather reports, recall flight plans and automatically transmit set a clock used by the other data link applications.
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position/time reports. Free text messages are sent and

The +28VDC AVIONICS LEFT GEN bus provides input power
received through the information service provider. Messages
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to the CMU over the +28VDC POWER A (P1–86) bus and

originating from the aircraft can be routed to telephone, FAX,
+28VDC POWER B (P2–88) bus. The power provided over the
E-mail, or other aircraft. Weather reports that can be retrieved
+28VDC POWER B bus is also used to provide power through
include Significant Meteorological Observations (SIGMETS),
the CMU and to the ECU-3000.
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Terminal weather, Winds Aloft, and Graphical weather. Position

and time reporting can be configured to enable/disable The CMU outputs the L-CMU-2 HS 429 data bus to the optional
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automatic reporting at specific time internals, reporting while on No. 3 VHF transceiver providing the VHF transceiver with
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the ACARS subsystem identification, VHF SELCAL ID report, • The CMU outputs the CMU-12 HS 429 (DATALINK) P2–27
VDR 3 SAL, and the CMU status word 1. The optional No. and 28) data bus to the No. 2 AFD. This bus provides the
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3 VHF-4000 provides the CMU with various VHF data and FSU-2 SAL, SAL broadcast word, CDU-2 SAL, and the
Datalink information for transmission, over the T-VHF-3 data datalink status.
bus. • The CMU outputs the CVR RECORDING HS 429 (P2–5
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and 6) data bus to the aircraft Cockpit Voice Recorder
The CMU receives the following ARINC 429 data bus inputs:
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(CVR).
• The No. 1 Input/Output Concentrator (IOC) provides the
CMU with two ARINC 429 data bus inputs. The L-GP-1 The data communications management function of the
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429 (P1–47 and 48) data bus provides the CMU with the CMU uses the configuration data stored in the CMU Aircraft
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DCU/DAU discrete word. The L-GP-5 HS 429 (P1–33 and Personality Module (APM). The APM used by the CMU-4000
34) data bus provides the CMU with the CMU System is the optional ECU-3000 External Compensation Unit. Zone
Address Label (SAL) for Graphical Weather (GWX), GWX B of the CMU supplies the +8 VDC power and all of the
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faults, and flight related information. control signals necessary to read and write data into the
• The No. 2 IOC provides the CMU with one ARINC 429 ECU-3000. The ECU CHIP SEL 1 (P2–77) and ECU CHIP
data bus input. The R-GP-5 HS 429 (P2–39 and 40) data SEL 2 (P2–83) discrete outputs select the desired Electrical
bus provides the CMU with the CMU SAL for GWX, GWX Erasable Programmable Read Only Memory (EEPROM) to
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faults, and flight related information. read or write data. The ECU WRITE PROTECT 1 (P2–74) and
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• The No. 1 Adaptive Flight Display (AFD) provides the CMU ECU WRITE PROTECT 2 (P2–75) discretes are grounded to
with one ARINC 429 data bus input. The L-ECDU-2 HS write data to the select EEPROM. The ECU CLOCK (P2–81)
429 (P2–35 and 36) data bus provides the CMU with the discrete is used to clock data on the ECU SERIAL DATA TX
CMU SAL, CMU diagnostics word, and MCDU identifier. (P2–82) and ECU SERIAL DATA RX (P2–76) lines.
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• The No. 3 AFD provides the CMU with one ARINC 429 The CMU receives two discretes from the Aircraft Audio
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data bus input. The R-ECDU-2 HS 429 (P2–41 and 42) System providing aural data, ATN AURAL (P2–66) and ACARA
data bus provides the CMU with the CMU SAL, CMU AURAL (P2–89).
diagnostics word, and MCDU identifier.
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The CMU sends the following ARINC 429 data bus outputs:
• The CMU outputs the CMU-11 HS 429 (DATALINK) (P2–21
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and 22) data bus to the No. 1 and No. 2 AFDs. This bus
provides the FSU-1 SAL, SAL broadcast word, CDU-1
SAL, datalink status, and datalink diagnostic words to the
AFDs.
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Communications Management Unit (Option) – Simplified Schematic
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COMMUNICATIONS MANAGEMENT UNIT (CMU) - CONTROLS AND DISPLAYS
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Cockpit Controls When accessing the datalink ECDU menus, if it is the first time
and no CPDLC messages are pending, the CPDLC MENU will
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The Controller-Pilot Data Link Communications (CPDLC) open when the user pushes the TUNE/DLNK button on the
Application of the optional Communications Management Unit Multifunction Keypad Panel (MKP). From the CPDLC MENU
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(CMU) allows digital communication (datalink) between the page the user can logon and check status, view the message
aircraft and an Air Traffic Control (ATC) center through the
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log, and check the ATN LINK STATUS.
Aeronautical Telecommunications Network (ATN). Routine
air traffic instructions and requests are transmitted through Cockpit Controls – Datalink APPLICATION MENU
text messages between the aircraft and the ATC Center,
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precluding the need for oral communications. The CPDLC The user can gain access to the datalink APPLICATION MENU
function allows ATC controllers on the ground to manage a by pushing the TUNE/DLNK button on the Multifunction Keypad
large number of aircraft simultaneously, preventing multiple Panel (MKP). When the ECDU opens the APPLICATION
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radio transmissions, communication disruptions caused by MENU shows, refer to Figure APPLICATION MENU Page, the
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simultaneous transmissions, or misheard oral instructions or user can control the screen functions with each emulated Line
requests. Select Key (LSK) that shows on the ECDU, six on the left and
six on the right. The ECDU can also be controlled from the
By sending a text message directly to the subject aircraft, the Dual Stack Knob (DSK) on the Cursor Control Panel (CCP). If
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ATC controller can communicate traffic instructions clearly
without having to repeat the instructions. Workload is also
using the DSK, the outer knob controls paging between system
pages, and the inner knob controls tabbing between line select
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decreased for the aircrew. There is no need to monitor all keys. Using the controls the user will select the CPDLC line
ATC transmissions on a single frequency or to screen out select key to open the CPDLC MENU page, refer to Figure
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instructions directed to other aircraft, and the crew can read CPDLC MENU Page. If it is the first time and no CPDLC
and acknowledge instructions directly sent to them in text. messages are pending, the CPDLC MENU will open and allow
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the user to logon and check status, view the message log, and
The optional CMU allows the user to perform datalink check the ATN LINK STATUS.
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communications with the use of an Emulated Control Display

Unit (ECDU) that shows on the Multifunction Display (MFD).
The ECDU is a virtual function that handles the interface
between the CMU and the No. 2 Adaptive Flight Display (AFD),
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and is formatted to look like a traditional Control Display Unit

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(CDU).
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APPLICATION MENU Page CPDLC MENU Page
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Cockpit Controls – CPDLC MENU – LOGON/STATUS
Before any datalink functions can be performed, the user must
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first be established by entering ATN airspace. When ATN is
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connected, push the LONGON/STATUS LSK on the CPDLC
MENU page. This causes the LOGON/STATUS page to show
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on the ECDU. A LOGON request initiated by the user followed

by a ground LOGON response is required to enable the system
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to accept activation of a CPDLC connection from the ground.

Once the CPDLC connection has been established, all other
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CPDLC pages in the application become enabled.
Flight ID, Origination Station, and Destination fields will be

pre-filled with system data, if available. When system data
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is available, manual entry of data into these fields is not • LOGON IN PROGRESS – The SEND LOGON or UPDATE
allowed. Once the Flight ID, ORIG STA, DEST STA and LOGON LSK has been pushed and a response from the
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facility have been verified, push the SEND LOGON* LSK to ground has not yet been received.
initiate the LOGON, refer to Figure CPDLC LOGON/STATUS
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• LOGON FAILED – The system has received an empty (no
Page. The LOGON IN PROGRESS message shows on the data) or incorrect response from the ground, or the system
LOGON/STATUS page while the system sends the LOGON has received an abort command.
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request to the ground and waits for the ground response. After • LOGGED ON – A successful LOGON with the ground has
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receiving the appropriate response from the ground network, been achieved.
the message LOGGED ON is displayed and the LOGOFF*
• LOGON DATA HAS CHANGED – A successful LOGON
selection becomes available. The REPORTS/REQUESTS
has been achieved and the values on the LOGON/STATUS
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selection also becomes available once the CPDLC connection
page do not match those values used in the previous
is established, and allows the user to send requests for
LOGON and a new LOGON has not yet been attempted.
changing altitude, speed, direction ,deviation due to weather,
and facility monitoring, refer to Figure CPDLC MENU Page
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Once the LOGON is complete, any change to the pre-filled
– LOGGED ON. Once the CPDLC connection has been data by the controlling function (FMS or radio tuner) generates
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established, all other CPDLC pages in the application become a message stating values have changed, and an UPDATE
enabled and show on the DATALINK MENU page, refer to LOGON* selection shows. To update the LOGON information,
Figure DATALINK MENU Page. push the UPDATE LOGON* LSK to transmit the new
NOTE: If a facility other than the one showing is information to the ground station.
desired, push the LOGON TO> LSK. This G NOTE: FLT ID cannot be changed after a LOGON
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causes the LOGON TO page to show without first selecting *LOGOFF.
with available ground facilities. Push the
LSK next to the desired facility to select
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that facility. The display will change to the

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LOGON/STATUS page with the selected

facility showing in the LOGON TO field.
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The LOGON status line on the LOGON/STATUS page indicates

the current connection status or attempted connection with the
ground. The status line shows one of the following messages:
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• TIMER EXPIRED – A LOGON request has been

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downlinked and no response from the ground has been

received before the timer expired.
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CPDLC LOGON/STATUS Page CPDLC MENU Page – LOGGED ON
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• CPDLC CONNECTION HAS BEEN TERMINATED. –
Shows when ATC stops the CPDLC connection (should be
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when under local radar control). If not under radar control
attempt another LOGON.
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• CPDLC CONNECTION HAS BEEN TERMINATED.
CHECK ATC LOG. – Shows when ATC stops the CPDLC
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connection before aircraft is under local radar control. View
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the ATC LOG, correct any erroneous situation, and attempt
another LOGON.
• CPDLC CONNECTION HAS BEEN TERMINATED DUE
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TO LOSS OF ATN. – Shows when the CPDLC connection
is dropped due to equipment error. Attempt another
LOGON.
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DATALINK MENU Page
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The STATUS page is only available when the system prompts
the user, refer to Figure STATUS Page. This page will show
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after the ATC ALERT LSK is pushed. The following messages
may also show on the STATUS page:
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• ATN IS AVAILABLE. YOU MAY LOGON. – Continue with

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LOGON.
• CPDLC CONNECTION ESTABLISHED WITH XXXX. –
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Shows when the aircraft has been accepted by ATC.

• ATN IS NOT AVAILABLE. – If in the window for LOGON,
make sure the system has the proper settings and station
selected.
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• ATN IS AVAILABLE. – Shows after loss of ATN following a STATUS Page

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LOGON.
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Cockpit Controls – Sending/Receiving Messages of the message. Once the message is received by the system,
a timer starts. A response is required within a set time period.
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When the system receives a new message, the ATC MSG If no response is sent within the time period, an error message
advisory is triggered. The Message (MSG) advisory shows is displayed in the RESPONSE line of the message to indicate
to alert the crew that there is a new message that requires a the timer expired without a response.
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response, refer to Figure CPDLC MENU Page – MESSAGE
ALERT. NOTE: In most cases, the response time period will
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be two minutes.
The status line at the top of the page shows the status of the
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message. For new messages that require a response, the
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status will be OPEN or STANDBY. Once a response other
than STANDBY is sent, the status changes to ACCEPTED,
REJECTED, or CLOSED. If no response has been sent and the
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timer expires, the status changes to TIMEDOUT. A message
that required no response will only show the PRINT LSK.
The nature of the message determines the required response.
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Some messages require only a simple response, for example
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WILCO, AFFIRM, or ROGER. Other messages require the
user to select a response that has a corresponding response
report page. The user enters the appropriate data into the
fields on the response report page, then verifies the response.
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at the bottom of the message page once the response has
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CPDLC MENU Page – MESSAGE ALERT been sent and received by the ground. The following are
possible responses to a message:
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To view a new message, select the ATC MSG advisory by • WILCO

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pushing the LSK. This causes the MESSAGE page to show • AFFIRM
on the display with the new message, refer to Figure CPDLC
• ROGER
MESSAGE Page. Some messages may require more than one
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page to show the entire message. The number of pages in the • STANDBY – Selection of STANDBY generates a downlink
message shows at the top of the MESSAGE page. If there is response and restarts the ATC MSG alert timer. The alert
more than one page, use the CCP DSK to show all the pages timer will not expire and the message will not be closed
until an additional response is sent.
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• UNABLE page shows on the display with the response at the bottom of
• NEGATIVE the page and a CLOSED status. The figures that follow display
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• PRINT – The PRINT selection is available for each a typical response sequence to an ATC message.
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message. Selecting PRINT does not generate a downlink
message. Cockpit Controls – CPDLC MENU – ATC LOG
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The ATC LOG contains messages that have been sent and
received. The ATC LOG displays the type of message (uplink
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or downlink), the time the message was sent, the message
source, the message tracking number, the status, and the
first 22 characters of the message text, refer to Figure ATC
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LOG Page. The ATC LOG does not display the response
sent. However, the entire message with the corresponding
response can be viewed by pushing the LSK for the appropriate
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message. The available status annunciations for uplink
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messages stored in the ATC LOG are as follows:
• NEW – An uplink message has not yet been viewed.
• OPEN – An uplink message that has been viewed but no
response has been sent.
G • STANDBY – An uplink message has been responded to
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with STANDBY but still requires an additional response
other than STANDBY to close the message.
• ACCEPTED – An uplink message has been responded to
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CPDLC MESSAGE Page

with WILCO, ROGER or AFFIRM.
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Responses to certain messages, for example a change in • REJECTED – An uplink message has been responded to
altitude or request for Estimated Time of Arrival (ETA), generate with UNABLE or NEGATIVE.
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a response report to the original message. The response report • CLOSED – An uplink message has been responded to
requires the user to enter the appropriate data into the field(s), with a response report or the message was viewed, and
then make sure of the data by pushing the VERIFY LSK. This requires no response.
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causes the VERIFY page to show on the display with the • TIMEDOUT – An uplink message was not responded
response that will be downlinked to the ground station. Push to within the allotted time period. An error message is
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the SEND LSK to complete the response. After the ground automatically sent to the ground stating the user was
has received the reply and responded, the original MESSAGE
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unable to respond. The pilot cannot respond to an uplink

message with a TIME-OUT status.
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• FAILED – An uplink message was pending (for example,
a status of NEW, OPEN, or STANDBY) when the CPDLC
connection was terminated.
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The available status annunciations for downlink messages
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stored in the ATC LOG are as follows:
• PENDING – A downlink message has an acknowledgement
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response from the ground but no direct response has been
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received.
• OPEN – The ground facility has responded to a downlink
message or the message requires no response.
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• TIMEDOUT – A downlink message was not responded
to in time. This is due to the Logical Acknowledgement
(LACK) of the message not being received in time or the
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ATC controller’s response not being received in time. ATC LOG Page
• ERROR – A downlink message caused an error message
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to be generated from the ground.
Cockpit Controls – CPDLC MENU – ATN LINK STATUS
The ATN LINK STATUS page is used to notify the user of the
G current status of the Aeronautical Telecommunications Network
(ATN) and CPDLC connection with the ground. To show the
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ATN LINK STATUS page, push the ATN LINK STATUS LSK on
the CPDLC MENU page, refer to Figure ATN LINK STATUS
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Page.
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NOTE: CPDLC can be enabled/disabled from this

page (only for the current flight), if the
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aurals/advisories are not desired for this

flight.
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The following are possible annunciations for status of the ATN,
LOGON, and CPDLC connection:
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• ATN – NO COMM – No ATN network layer is available to
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send CPDLC downlinks.
• ATN – IN COMM – ATN network layer is available to send
CPDLC downlinks.
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• LOGON – DATA CHANGED – Data has changed since
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the last LOGON.
• LOGON – IN PROGRESS – A LOGON request has been
sent and is waiting for the ground to answer.
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• LOGON – LOGGED OFF – No LOGON has been
performed or a self-initiated LOGOFF has been performed.
• LOGON – FAILED – A LOGON was attempted and either
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timed out or was refused by the ground.
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• LOGON – SUCCESSFUL – A LOGON request has been
successfully granted by the ground. ATN LINK STATUS Page
• CPDLC – UNAVAILABLE – No CPDLC connection has
been established with the ground. Component Data
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• CPDLC – AVAILABLE – A CPDLC connection has been Refer to Table Communications Management Unit –
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established with the ground. Component Information for the component information of the
Communications Management Unit (CMU).
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Refer to Table Communications Management Unit – Physical

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Characteristics for the physical characteristics of the CMU.

All dimensions are given as inches (millimeters) and weight is
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Refer to Table Communications Management Unit –

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CMU.
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Refer to Figure Communications Management Unit – Component Location

Component Location for an illustration and the location of the
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CMU. Refer to Figure Communications Management Unit –
Component Location for the location of the CMU.
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Communications Management Unit – Component Information
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LRU Description Quantity the Original Equipment Manufacturer (OEM)
Optional – Third VHF/Datalink the actual component locations for aircraft
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CMU-4000 Communications 1 being serviced.
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Management Unit
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Communications Management Unit – Physical Characteristics
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CMU- 11.5 W 3.44 3.00 14.115 3.5
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4000 (87.37) (76.2) (358.52) (1.58)
Communications Management Unit – Certification Categories

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Environmental
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CMU- Parts Manu- DO‐178B DO‐160D

4000 facturer Au- Level C, D [(A2)(F2)Z]BBB[(TC-
AI
thority (PMA) C1R)(SLM)]EWXXX-

SZ[BZ]AZCEM[A3E-
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3]XAA
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Communications Management Unit – Component Location
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EXTERNAL COMPENSATION UNIT (ECU)
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Theory of Operation receive, EXU SERIAL DATA RX, data. If the ECU CHIP
SEL 1 or ECU CHIP SEL 2 is selected and the ECU WRITE
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Refer to Figure External Compensation Unit (Option) – PROTECT 1 or ECU WRITE PROTECT 2 input is high, the
Simplified Schematic. chip is enabled to receive data.
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Data direction is set by programming through the serial data
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inputs.
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The External Compensation Unit (ECU) is used to store
aircraft specific compensation and configuration data. The
ECU contains nonvolatile memory for data storage. The ECU
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does not contain executable software or have processing
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capabilities.
The Communications Management Unit (CMU) provides the

ECU POWER (P1-1) power input. The ECU PWR input
provides the ECU with +8 VDC operating power.
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The ECU CLOCK (P1-7) bus input is applied to each Electrical
Erasable Programmable Read Only Memory (EEPROM) and
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used to clock the serial input and output data streams. The
ECU SERIAL DATA RX (P1-8) bus is also applied to both
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EEPROMs.
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Only when the ECU CHIP SEL 1 (P1-2) analog is selected and
the ECU WRITE PROTECT 1 (P1-3) analog is disabled, or
the ECU CHIP SEL 2 (P1-5) analog is selected and the ECU
WRITE PROTECT 2 (P1-6) analog is disabled, will the data
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transfer to the selected EEPROM. The ECU CHIP SEL 1 and

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ECU CHIP SEL 2 analog inputs determine which EEPROM

is activated to transmit, ECU SERIAL DATA TX (P1-4), and
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External Compensation Unit (Option) – Simplified Schematic

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Component Data
External Compensation Unit – Certification Categories
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Refer to Table External Compensation Unit – Component
Information for the component information of the External Environmental
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Compensation Unit (ECU). LRU FAA TSO Software Category
ECU- C4c, C6d N/A DO‐160D
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Refer to Table External Compensation Unit – Physical
Characteristics for the physical characteristics of the ECU. All 3000 [(A2)(F2)]BBB[(SCL-
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dimensions are given as inches (millimeters) and weight is M)(TCC1R)(UFF1)]
given as pounds (kilograms). EWXXXSZ[BZ]AZZ[
YYX]H[Z3Z4]XAA
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Refer to Table External Compensation Unit – Certification
Categories for the certification categories of the ECU.
Component Location
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Refer to Figure External Compensation Unit – Component
Location for an illustration and the location of the ECU.
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Location for the location of the ECU.
External Compensation Unit – Component Information this figure and is for reference only. Refer to
LRU Description
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Quantity Aircraft Maintenance Manual (AMM) to find
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Optional – Third VHF/Datalink the actual component locations for aircraft
being serviced.
ECU-3000 External 1
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Compensation
Unit (-999)
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External Compensation Unit – Physical Characteristics

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ECU- 0.1 W 1.43 2.00 2.75 0.2

3000 (36.32) (50.8) (69.85) (0.09)
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External Compensation Unit – Component Location

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CHAPTER
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INDICATING/RECORDING
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SYSTEMS
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INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS)
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Introduction Each half of the ICC motherboard has a temperature
sensor. The IAPS Environmental Controller (IEC) monitors
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The Integrated Avionics Processor System (IAPS) is a physical the temperature sensors and operates a cooling fan to
collection of several functional modules that does part of the automatically regulate the IAPS environment.
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integration function required to interconnect and manage the
various avionics subsystems in the airplane. Each Input/Output Concentrator (IOC) provides a data
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management function by acting as a central data collection and
General Description distribution point. These concentrators receive data bus inputs
from each major Line Replaceable Unit (LRU) on the airplane,
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process (sort) the data words, then transmit (only) the words of
Integrated Avionics Processor System – Components interest to each receiving LRU.
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Unit Description Qty The Power (PWR) supply modules provide two separate
sources that independently power the No. 1 and No. 2 Flight
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ICC-3000 Integrated Card Cage 1
Guidance Computer (FGC). One PWR supply module powers
IEC-3001 IAPS Environmental Controller 1 the left side LRMs and associated portions of the ICC. The
IOC-3100 Input/Output Concentrator 2 other PWR powers the right side LRMs and associated portions
PWR-3000 Power Supply Module G 2
of the ICC.
NOTE: The Flight Guidance Computers (FGC) are
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CSU-3100 Configuration Strapping Unit 2 part of the IAPS but are covered in ATA
OCM-3100 Option Control Module 2 Chapter 22–10 (Flight Guidance System).
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The Configuration Strapping Unit (CSU) provides a matrix of

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The IAPS Integrated Card Cage (ICC) assembly may be configuration shunts that program the IAPS specifically for
considered as part of the airplane wiring that physically houses operation on the Pro Line Fusion® for King Air aircraft.
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the IAPS modules.

NOTE: The ICC-3000 is a LRU. Each module within The Option Control Module (OCM) provides the strap settings
the ICC is an individual Line Replaceable for CSU word 0. The OCM mounts on the CSU module.
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Module (LRM). If any of the modules fail,

The IAPS interfaces with the following subsystems, refer to
replace that module and not the entire IAPS
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Figure Integrated Avionics Processor System – Block Diagram.

assembly.
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• Air Traffic Control (ATC) Transponder System

• Attitude Heading Reference System (AHRS)
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• Data Concentration System (DCS)
• Distance Measuring Equipment (DME)
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• Flight Guidance System (FGS)
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• Global Navigation Satellite System (GNSS)
• HF Communication System
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• Inertial Reference System (IRS)
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• Lightning Detection System (LDS)
• Radio Altimeter (RALT) System
• VHF Communication System
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• VHF Data System
• VHF Navigation System
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• Weather Radar System (WXR).
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G
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Integrated Avionics Processor System – Block Diagram
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INTEGRATED CARD CAGE (ICC) - THEORY OF OPERATION
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Integrated Card Cage (No. 1 Side) IEC monitors the No. 1 and No. 2 side temperatures. The
IEC turns on the cooling fan if either temperature reaches +23
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Refer to Figure Integrated Card Cage (No. 1 Side) – Simplified ºC (-9.4 ºF). The IEC is self-monitoring and outputs the ENV
Schematic. MON discrete to the No. 1 and No. 2 IOC (for redundancy).
S
NOTE: For additional wiring information and If the temperature is below –35 ºC (–31 ºF), the heater turns
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connector data, refer to the Rockwell on. If the sensed temperature falls to –40 ºC (–40 ºF), a PWR
Collins Pro Line Fusion® for King Air Wiring INHIBIT discrete is output to the appropriate PWR module
The ICC back plane circuit card contains the external connector
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The No. 1 side Integrated Avionics Processor System (IAPS) plugs and provides the protection interface for the modules. All
interfaces with all external systems through its connectors data bus inputs from external systems are received through a
shown on Figure Integrated Card Cage (No. 1 Side) – transorb (an isolation resistor/zener diode) protection circuit
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Simplified Schematic. to the I/O concentrator. The IOC outputs all the data buses
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through a transorb circuit to the LRUs specified on the drawing.
The No. 1 side IAPS modules are the IAPS Environmental The power outputs are filtered and varistor protected.
Controller (IEC), No. 1 Configuration Strapping Unit (CSU),
No. 1 Input/Output Concentrator (IOC), No. 1 Option Control The No. 1 FGC receives the following IAPS inputs: L-AHC-1
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Module (OCM), and No. 1 Power (PWR) module. The resident
computer in this half of the Integrated Card Cage (ICC) is
data, configuration strapping, L-IOC-3 data, power, power
valid, and power shutdown warn. Configuration is set by the
IN
the No. 1 Flight Guidance Computer (FGC). The No. 1 side No. 1 CSU. The No. 1 PWR module provides the operating
ICC circuits receive power from the +28VDC TRIPLE FED power, a power valid, and power shutdown warn logic inputs
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BUS airplane-supply. The LEFT IAPS POWER (P4–H) is to the FGC. The L-AHC-1 HS 429 (P1–57 and 58) data bus
input through an Electromagnetic Interference (EMI) filter and is input to the FGC and IOC. The L-IOC-3 data bus provides
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isolation diode to the No. 1 PWR module. The PWR module concentrated data input to the FGS from the IOC. The L-FGC-1
independently generates the supply levels required by units data bus is output to the No. 1 IOC.
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in that half of the ICC.

The ICC contains one IEC. The IEC operates an internal IAPS
heater/cooling fan. This fan provides discrete outputs to both
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IOCs and both PWRs. Inputs to the IEC are the IEC POWER
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(P4–F) from the +28VDC RIGHT GEN BUS and temperature

analogs from sensors mounted in the each half of the ICC. The
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Integrated Card Cage (No. 1 Side) – Simplified Schematic (Sheet 1 of 2)

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Integrated Card Cage (No. 2 Side) provides concentrated data input to the FGS from the IOC. The
R-FGC-1 data bus is output to the No. 2 IOC.
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Refer to Figure Integrated Card Cage (No. 2 Side) – Simplified
Schematic.
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The No. 2 side IAPS data interfaces with all external systems
through the connectors shown on Figure Integrated Card Cage
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(No. 2 Side) – Simplified Schematic. External system data is
routed through the ICC backplane circuit card and input to or
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output from the appropriate IOC or PWR module. The No. 2
side IAPS moduels are the No. 2 CSU, No. 2 IOC, No. 2 OCM,
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and No. 2 PWR module. The resident computer in this half of
the ICC is the No. 2 FGC. The No. 2 side IAPS circuits receive
power from the +28VDC TRIPLE FED BUS airplane supply.
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The RIGHT IAPS POWER (P104–H) input is EMI filtered and
applied to the No. 2 PWR module.
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The PWR module independently generates the supply levels
required by units in that IAPS half. The ICC backplane circuit
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card contains the No. 2 side I/O connectors, and provides the
protection interface for the No. 2 side modules. All data bus
inputs from external systems are received through a transorb
(zener) protection circuit, then output to the No. 2 IOC. All
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data bus outputs from the IOC are output through the transorb
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protection circuit to the LRUs specified on the drawing. Power
outputs are filtered and varistor protected.
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The No. 2 FGC receives the following IAPS inputs: R-AHC-1

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data, configuration strapping, R-IOC-3 data, power, power

valid, and power shutdown warn. Configuration is set by the
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No. 2 CSU. The No. 2 PWR module provides the operating

power, a power valid, and power shutdown warn logic inputs
to the FGC. The R-AHC-1 HS 429 (P104–57 and 58) data
bus is input to the FGC and IOC. The R-IOC-3 data bus
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Component Data
Integrated Card Cage – Certification Categories
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Refer to Table Integrated Card Cage – Component Information
for the component information of the IAPS Integrated Card Environmental
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Cage (ICC). LRU FAA TSO Software Category
ICC- C9c, C52b, N/A DO-160D
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Refer to Table Integrated Card Cage – Physical Characteristics
for the physical characteristics of the ICC. All dimensions are 3000 C115b [(A2)(F2)Y]BBB[SCL-
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given as inches (millimeters) and weight is given as pounds M]EXXXXSZ[BZ]AZ-
(kilograms). Z[WWP]H[Z3Z4]XAA
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Refer to Table Integrated Card Cage – Certification Categories
Component Location
for the certification categories of the ICC.
Refer to Figure Integrated Card Cage – Component Location
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Refer to Figure Integrated Card Cage – Component Location
for the location of the ICC.
for an illustration and the location of the ICC.
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Integrated Card Cage – Component Information the Original Equipment Manufacturer (OEM)
LRU Description
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Quantity the actual component locations for aircraft
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ICC-3000 Integrated Card 1 being serviced.
Cage
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Integrated Card Cage – Physical Characteristics

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ICC- 0.0 W 10.22 18.22 7.96 8.7
3000 (259.58) (462.78) (202.18) (3.94)
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Integrated Card Cage – Component Location

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IAPS ENVIRONMENTAL CONTROLLER (IEC)
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Theory of Operation allow time for the air to warm as it passes through the heat
exchanger.
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Refer to Figure IAPS Environmental Controller – Simplified
Schematic.
S
SE
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The Integrated Card Cage (ICC) contains one IAPS
Environmental Controller (IEC). The IEC operates the internal
IAPS cooling fan. The IEC provides discrete outputs to both
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IOCs and both PWR modules. The IEC receives the IEC
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POWER (P4–F) input from the +28VDC AVIONICS RIGHT
GEN BUS. The IEC is self-monitoring and outputs an ENVMON
discrete to the No. 1 and No. 2 IOCs.
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The ICC has a temperature sensor in each half of the card
cage and monitors the No. 1 and No. 2 side temperatures.
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When the temperature is between –35 °C (–31 °F) and +23
°C (73 °F), the fan is off. This is to minimize condensation
N
of moisture on the internal units when the temperature may

be below the dew-point temperature. The IEC turns on the
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cooling fan if either temperature reaches +23 ºC (73 ºF). If the

temperature is greater than a +23 °C (73 ºF), the fan operates
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at high speed, providing maximum cooling.

When the sensed temperature falls below –40 ºC (–40 ºF),
a PWR INHIBIT discrete is output to the appropriate PWR
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module. With temperatures below –35 °C (–31 °F), the control

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card turns on the heater and runs the fan at low speed to
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IAPS Environmental Controller – Simplified Schematic

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IAPS ENVIRONMENTAL CONTROLLER (IEC) - CONTROLS AND DISPLAYS
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Cockpit Controls
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There are no pilot controls for the IAPS Environmental
Controller (IEC).
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Unit Controls
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The IEC monitors and controls the operating temperature
ranges of each Integrated Avionics Processor System (IAPS)
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Line Replaceable Module (LRM). The IEC contains three active
red fault LEDs that indicate if a fault is occurring. Refer to
Figure IAPS Environmental Controller – Controls and Displays
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for an illustration of the IEC, and Table IAPS Environmental
Controller – Controls and Displays for a description of its
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features.
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IAPS Environmental Controller – Controls and Displays
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Control
Or
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QA Quadrant A temperature transducer
TRANS- short-circuit or open-circuit fault indicator.
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DUCER
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QB Quadrant B temperature transducer
TRANS- short-circuit or open-circuit fault indicator.
DUCER
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FAN Fan over/under speed fault indicator.
SPEED
MON
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HTR OVER Heat exchanger over-temperature fault
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TEMP indicator.
HTR ARM HEATER ARM SWITCH fault indicator.
HTR CMD HEATER COMMAND SWITCH fault indicator.
G
IN
Component Data
Refer to Table IAPS Environmental Controller – Component

N
Information for the component information of the IAPS

AI
Environmental Controller (IEC).

TR
Refer to Table IAPS Environmental Controller – Physical

Characteristics for the physical characteristics of the IEC. All
IAPS Environmental Controller – Controls and Displays given as pounds (kilograms).
R
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Refer to Table IAPS Environmental Controller – Certification Component Location
Categories for the certification categories of the IEC.
N
Refer to Figure IAPS Environmental Controller – Component
Refer to Figure IAPS Environmental Controller – Component Location for the location of the IEC.
O
Location for an illustration and the location of the IEC.
S
IAPS Environmental Controller – Component Information the Original Equipment Manufacturer (OEM)
SE
LRU Description Quantity the actual component locations for aircraft
being serviced.
IEC-3001 IAPS 1
PO
Environmental
Controller
R
PU
IAPS Environmental Controller – Physical Characteristics

IEC- 19.3 W 5.81 1.73 9.56 2.8
3001 (147.57) (43.94) G
(242.82) (1.27)
IN
IAPS Environmental Controller – Certification Categories
N
AI
Environmental
TR
IEC- C9c, C52b, N/A DO-160D

3001 C115b [(A2)(F2)Y]BBB(SCL-
M)EXXXXSZ[BZ]AZ-
R
Z[XXX]H[XXXX]XAA
FO
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N
O
S
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PO
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G
IN
N
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IAPS Environmental Controller – Component Location

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INPUT/OUTPUT CONCENTRATOR (IOC) - THEORY OF OPERATION
N
Input/Output Concentrator No. 1 time for storing information into its non-volatile RAM before
power is lost.
O
Refer to Figure Input/Output Concentrator No. 1 – Simplified
Schematic. Configuration strap discretes, the ENV MON (Environmental
S
Monitor) discrete, a temperature monitor discrete (from the No.
2 PWR), IOC identification strap discretes, and an IOC arbiter
SE
discrete (not connected) are buffered onto the I/O data bus.
The No. 1 IOC reads configuration data from the No. 1 CSU.
The configuration straps provide the airplane configuration
PO
A 16-bit microprocessor controls the No. 1 Input/Output program data (e.g., equipment types and quantity) to the
Concentrator (IOC) operation. The central function of this microprocessor.
processor is to channel appropriate data from the total
R
The IOC sequentially applies a ground strobe to each row of
complement of input buses to a particular output bus as that
program Dual In-Line Package (DIP) switches in the No. 1
PU
data becomes available. The decode Programmable Logic
CSU. The IOC detects any programmed (open) DIP switches
Device (PLD) chip decodes the I/O device control. A data
as it reads the corresponding configuration word. The IOC
transceiver (XCVR) provides 2-way communication between
reads the CSU straps once during start up. The ENV MON
the processor and the I/O data bus. System memory consists
of the data map Programmable ROM (PROM) and Random
Access Memory (RAM) storage memory. G discrete indicates if the IAPS Environmental Controller (IEC)
has detected an internal fault. The ENV MON discrete is set to
IN
+5 VDC logic when a fault is detected.
The Decode PLD monitors the Power Valid and Power
The IOC identification strap discretes are the A/B quadrant
N
Shutdown Warn inputs from the No. 1 PWR module. If a

(not used) and L/R unit identification straps for each IOC. The
transient causes the power supply output to drop below preset
AI
IOC identification straps are hard-wired on the ICC backplane

limits, the PWR VALID discrete is asserted low. When the PWR
for each IOC.
VALID input is low, the Decode PLD pulls the microprocessor
TR
reset line low, causing the processor to execute its initialization The temperature monitor provides power supply overheat
routines. logic input to the microprocessor. Each power supply has
an overheat temperature sensor that is connected to the
The No. 1 IOC does not transmit erroneous data when the
R
cross-side IOC. The No. 2 PWR module outputs the TEMP

reset line is low or during the reinitialization sequence. The
MON NO. 2 discrete to the No. 1 IOC. The TEMP MON NO. 2
FO
Power Shutdown Warn discrete is used by the IOC to allow

discrete is grounded for an overheat condition.
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The No. 1 IOC receives seven ARINC 429 low-speed data

buses and seven ARINC 429 high-speed data buses. The
LY
TAWS-1 429, L-TDR-1 429, T-VHF-1 429, L-HF-1 429,
L-ADC-1 429, and L-RALT-1 429 low-speed data buses are
input through ARINC 429 receivers to the ATM–1 (Air Transport
N
Multiplexer/Transmitter (ATM)) chip. The L–DME–1 429 and
L–DCU–1 429 low-speed data buses are input through an
O
ARINC 429 receiver to the ATM-2 chip.
S
The L-GPS-1 HS 429, L-NAV-VIR-2 HS 429, and C-AFD-1
HS 429 data buses are input through ARINC 429 receivers to
SE
the ATM-1 chip. The L-NAV-ADF-1 HS 429, T-IRU-1 HS 429,
L-AHC-1 HS 429, and L-AFD-1 HS 429 data buses are input
through ARINC 429 receivers to the ATM-2 chip. The ATM-1
PO
and ATM-2 chips each contain 12 receivers, 4 transmitters,
and RAM memory. The ATMs perform label checking to
filter only the requested labels for further processing by the
R
microprocessor. The ATMs input data to the microprocessor
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on the I/O data bus. These 14 data buses are input to the No.
2 IOC.
The microprocessor generated data is output through the I/O
G
data bus interface to the ATMs. The ATM-1 chip outputs the
L-GP-5 HS 429 data bus through the ARINC 429 bus drivers.
IN
The L-GP-5 HS 429 bus is output through the I/O protection
circuits to various external systems.
N
The ATM-2 chip outputs the L-GP-1 429, L-GP-4 429, and
AI
L-IOC-1 HS 429 buses through ARINC 429 bus drivers. The

L-GP-1 429 data bus and L-GP-4 429 low speed data buses
TR
are output through the I/O protection circuits to various external

systems. The L-IOC-1 HS 429 high-speed data bus is output
through the I/O protection circuits to the Electronic Flight
Instrument System (EFIS).
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O
S
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PO
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G
IN
N
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TR
R
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Input/Output Concentrator No. 1 – Simplified Schematic
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Input/Output Concentrator No. 2
LY
Refer to Figure Input/Output Concentrator No. 2 – Simplified
Schematic.
N
O
S
The No. 2 IOC operates as described for the No. 1 IOC but
SE
contains different inputs and outputs.
PO
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PU
G
IN
N
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N
O
S
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PO
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G
IN
N
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TR
R
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Input/Output Concentrator No. 2 – Simplified Schematic
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N
IN
G
PU
R
PO
SE
S
O
N
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INPUT/OUTPUT CONCENTRATOR (IOC) - CONTROLS AND DISPLAYS
N
Cockpit Controls
O
There are no pilot controls for the Input/Output Concentrator
(IOC).
S
Unit Controls
SE
The IOC performs data concentration for the avionics system,
and concentrates essential and non-essential data. The
PO
IOC provides a tri-color LED. Refer to Figure Input/Output
Concentrator – Controls and Displays for an illustration of the
IOC, and Table Input/Output Concentrator – Controls and
R
Displays for a description of its features.
PU
G
IN
N
AI
TR
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Input/Output Concentrator – Controls and Displays
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Control
Or
N
O
OFF The LED is OFF if all internal monitors are ok,
or if the unit detects a failure that is not 100%
S
internal to the IOC.
SE
RED The LED is RED upon power up reset or if the
unit detects an internal failure.
AMBER The LED is AMBER when the IOC is being
PO
programmed.
Component Data
R
PU
Refer to Table Input/Output Concentrator – Component
Information for the component information of the Input/Output
Concentrator (IOC).
G Refer to Table Input/Output Concentrator – Physical

Characteristics for the physical characteristics of the IOC. All
IN
N
Refer to Table Input/Output Concentrator – Certification

AI
Categories for the certification categories of the IOC.

TR
Refer to Figure Input/Output Concentrator – Component

Location for an illustration and the location of the IOC.
Input/Output Concentrator – Controls and Displays
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Input/Output Concentrator – Component Information the actual component locations for aircraft
N
being serviced.
O
IOC-3100 Input/Output 2
Concentrator
S
SE
Input/Output Concentrator – Physical Characteristics
PO
IOC- 0.0 W 8.73 0.67 5.95 0.7
3100 (221.95) (17.15) (151) (0.33)
R
PU
Input/Output Concentrator – Certification Categories
Environmental
LRU
IOC-
FAA TSO
C9c, C52b,
Software
DO-178B
G
Category
DO-160D
IN
3100 C115b Level A, C [A2F2]YBBB[SLM]E-
N
WXXXSZ[BZ]AZZ[W-
WP]H[Z3Z4]XAA
AI
Component Location
TR
Refer to Figure Input/Output Concentrator – Component

Location for the location of the IOC.
R

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O
S
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N
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Input/Output Concentrator – Component Location

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POWER SUPPLY MODULE - THEORY OF OPERATION
N
Power Supply Module No. 1 outputs. The five green LEDs turn on when the output voltages
are present.
O
Refer to Figure Power Supply Module No. 1 – Simplified
Schematic. The +5 V, +12 V, –12 VDC outputs supply the No. 1 IOC and
S
the No. 1 FGC. The isolated +12 V and –12 VDC outputs are
not connected in this installation. The +5 VDC isolated output
SE
is connected to the FGP. A pulse-width modulator provides
variable duty cycle drive to the primary winding of the power
transformer. The input current is monitored by the I-sense input
PO
The No. 1 Power (PWR) Supply module provides of the modulator. The modulator also monitors the +5 VDC
current-limited voltage outputs to the No. 1 Flight Guidance output voltage level and increases or decreases the output duty
Computer (FGC) and the No. 1 Input/Output Concentrator cycle to compensate for any fluctuation on the +5 VDC line.
R
(IOC). A separate circuit supplies the independent, isolated
The PWR module outputs the PWR VALID and PWR
PU
voltage output to the external Flight Guidance Panel (FGP).
SHUTDOWN WARN signals to the other IAPS modules to
Internal monitors make sure that no single-point PWR module
effect initialization and shutdown. The PWR SHUTDOWN
failure can damage external units.
WARN indicates that the power supply can only maintain
The power input to the No. 1 PWR module is the
G
Electromagnetic Interference (EMI) filtered (+28 VDC) level
regulated output for another 300-μsec guaranteed. The PWR
SHUTDOWN WARN discrete is used by the No. 1 FGC and the
IN
from the +28VDC TRIPLE FED BUS airplane supply. This No. 1 IOC to allow time for storing information into non-volatile
power input is independent of the +28 VDC levels supplied to RAM. The POWER VALID signal is driven by a monitor that
N
the No. 2 PWR module. An internal series regulator develops compares the +5 VDC output to a reference level. If the +5
the supply levels required by the PWR module itself. The +28 VDC should drop below the allowed threshold, the POWER
AI
VDC input is supplied to one end of the primary winding of VALID is asserted low. The POWER VALID discrete resets the
a power transformer. The power transformer contains five microprocessors in the No. 1 FGC and the No. 1 IOC. After
TR
secondary windings that generate the PWR module output the power supply has achieved regulated operation, POWER
voltages. Each secondary winding feeds a diode rectifier and VALID is set high to allow proper initialization of the No. 1 FGC
capacitor circuit that charges to a precalculated voltage level. and the No. 1 IOC.
R
The voltage outputs from these circuits are applied through

When the +28 VDC input power is turned on, the PWR module
a regulator/filter network to provide the +5 V, +28 V, +12 V,
FO
outputs the regulated power within 75-msec. The PWR VALID

–12 VDC, and +5 V, +12 V, –12 VDC (isolated) PWR module
output remains low until 100-msec after the regulated power
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output reaches regulation and is set to a high state. The

power supply shuts down when the +28 VDC input is removed.
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The POWER SHUTDOWN WARN precedes the PWR VALID
by at least 300-μsec, indicating that regulated output is no
longer guaranteed, and the energy storage capacity of the
N
power supply will soon be exhausted. Whenever the shutdown
warning signal has been set low, it will not be set high again
O
for another 300-μsec, or until the power supply can withstand
another power interrupt.
S
The power supply protects itself and other modules from
SE
operation at excessive current levels, excessively high or low
voltages, and excessively high or low temperatures through
internal monitoring and shutdown circuitry. If a short circuit
PO
should occur to any of the four primary outputs of +5 V, +12
V, –12 V, and +28 VDC, the power supply shuts down, and
requires a power interrupt to reset. If a short circuit should
R
occur to the unmonitored outputs of +5 VDC isolated, +12 VDC
PU
isolated, and –12 VDC isolated, only the unmonitored output is
lost. If the short circuit is removed, the output will resume.
In the event of cooling air failure, a ground/open
G
over-temperature discrete output is opened, indicating that the
hottest point in the power supply has reached its maximum safe
IN
internal operating temperature +110 ºC (+230 ºF). If operation
continues in an over-temperature condition, the PWR module
N
automatically shuts itself down within four minutes. Operation

resumes only when the PWR module internal temperature falls
AI
below +90 ºC (+194 ºF) and the primary power source has
been interrupted and re-established. An external shutdown
TR
control input is available. When this PWR INHIBIT input

is grounded, power supply operation is inhibited. The IEC
grounds the PWR INHIBIT discrete when the temperature falls
below approximately -40 ºC (-40ºF).
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S
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G
IN
N
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Power Supply Module No. 1 – Simplified Schematic
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Power Supply Module No. 2
LY
Refer to Figure Power Supply Module No. 2 – Simplified
Schematic.
N
O
S
The No. 2 PWR supply module operates as described for the
SE
No. 1 PWR supply module.
PO
R
PU
G
IN
N
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S
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Power Supply Module No. 2 – Simplified Schematic
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N
IN
G
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PO
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S
O
N
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POWER SUPPLY MODULE - POWER SUPPLY MODULE – CONTROLS AND DISPLAYS
N
Cockpit Controls
O
There are no pilot controls for the Power Supply Module.
S
Unit Controls
SE
The Power Supply module provides the necessary power
requirements for all of the modules installed in the Integrated
Card Cage (ICC). The PWR Supply module contains five active
PO
green LEDs. Refer to Figure Power Supply Module – Controls
and Displays for an illustration of the PWR, and Table Power
Supply Module – Controls and Displays for a description of
R
its features.
PU
G
IN
N
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Power Supply Module – Controls and Displays
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Control
Or
N
O
CTRL ON: +28VDC aircraft power is valid, and PWR
INHIBIT IN is open.
S
OFF: +28VDC aircraft power is invalid, and/or
SE
PWR INHIBIT IN is at ground voltage.
+5 OUT ON: +5VDC output is valid.
OFF: +5VDC output is invalid.
PO
+5 ISO ON: +5VDC isolated output is valid.
OFF: +5VDC isolated output is invalid.
R
+12 ISO ON: +12VDC isolated output is valid.
PU
OFF: +12VDC isolated output is invalid.
-12 ISO ON: -12VDC isolated output is valid.
OFF: -12VDC isolated output is invalid.
G
IN
Component Data
N
Refer to Table Power Supply Module – Component Information

for the component information of the Power (PWR) Supply
AI
module.
TR
Refer to Table Power Supply Module – Physical Characteristics

for the physical characteristics of the PWR. All dimensions are
Power Supply Module – Controls and Displays (kilograms).
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Refer to Table Power Supply Module – Certification Categories Component Location
for the certification categories of the PWR.
N
Refer to Figure Power Supply Module – Component Location
Refer to Figure Power Supply Module – Component Location for the location of the PWR.
O
for an illustration and the location of the PWR.
S
Power Supply Module – Component Information the Original Equipment Manufacturer (OEM)
SE
being serviced.
PWR-3000 Power Supply 2
PO
Module
R
Power Supply Module – Physical Characteristics
PU
PWR- 40.0 W 5.61 1.37 9.18(23 1.2 (0.5)
3000 (142.70) (34.80) 3.45)
G
IN
Power Supply Module – Certification Categories
N
Environmental
AI

PWR- C9c, C52a, N/A DO-160C
TR
3000 C115 [A2F2]YBB[CLM]E-

1XXXXXZ[BZ]AZ-
ZWZ[Z3Z3]XA
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S
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Power Supply Module – Component Location

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CONFIGURATION STRAPPING UNIT (CSU) - THEORY OF OPERATION
N
Configuration Strapping Unit No. 1 reads this data word and then applies a ground strobe to the
next row of program switches. This continues until all 16 rows
O
Refer to Figure Configuration Strapping Unit No. 1 – Simplified are strobed and the program data is read. The IOC applies a
Schematic. +12VDC pull-up voltage to each data input line. When a switch
S
NOTE: For additional wiring information and is closed (ON), that data bit is logic 0 (ground). When the
SE
connector data, refer to the Rockwell switch is open (OFF), the bit is logic 1 (+5VDC).
The two 8-switch configuration banks return either an open or a
ground to an IAPS resident computer. No. 1 side configuration
PO
The No. 1 Configuration Strapping Unit (CSU) defines the data is read by the microprocessor in the No. 1 FGC. The
system configuration for the No. 1 side of the Integrated configuration data has the airplane type identification. The
Avionics Processor System (IAPS). This LRU contains Dual FGC makes sure it is installed in the correct type of airplane.
R
In-Line Package (DIP) switches that are set to program system
The No. 1 Option Control Module (OCM) is mounted on the No.
PU
operation for the Pro Line Fusion® for King Air aircraft. The
1 CSU module. The No. 1 OCM provides protected strapping
No. 1 configuration straps are read by the No. 1 Input/Output
that cannot be changed.
Concentrator (IOC) and the No. 1 Flight Guidance Computer
(FGC).
G
The No. 1 CSU consists of a 16 x 16 diode/DIP switch matrix
IN
and two banks of eight DIP switches. The No. 1 IOC uses
the matrix to read the programmed system configuration. The
N
No. 1 FGC reads configuration data from one of the 8-switch

banks. The second bank for an Automatic Trim Coupler (ATC)
AI
is reserved. The CSU is programmed by physically setting

each switch ON or OFF.
TR
The No. 1 IOC applies a ground strobe to a row of program

switches in the CSU. This ground appears on the cathode of
16 diodes. The anode of each of these diodes is connected
R
through a DIP switch to an output that is read through a buffer

FO
by the IOC processor. Each of the 16 diode/DIP switches

provide 1 bit of data (16-bit data word) to the IOC. The IOC
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N
O
S
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PO
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N
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Configuration Strapping Unit No. 1 – Simplified Schematic

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Configuration Strapping Unit No. 2
N
Refer to Figure Configuration Strapping Unit No. 2 – Simplified
Schematic.
O
S
SE
The No. 2 CSU operates as described for the No. 1 CSU.
PO
R
PU
G
IN
N
AI
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N
O
S
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AI
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Configuration Strapping Unit No. 2 – Simplified Schematic

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CONFIGURATION STRAPPING UNIT (CSU) - CONTROLS AND DISPLAYS
N
Cockpit Controls
Configuration Strapping Unit – Component Information
O
There are no pilot controls for the Configuration Strapping Unit
(CSU). LRU Description Quantity
S
CSU-3100 Configuration 2
Unit Controls
SE
Strapping Unit
The two CSUs provide aircraft type configuration for the
Input/Output Concentrator (IOC) and the Flight Guidance
PO
Computer (FGC). The configuration is set by positioning Configuration Strapping Unit – Physical Characteristics
internal Dual In-Line Package (DIP) switches within each CSU
to a specific setting. For further information on setting the LRU Power Height Width Length Weight
R
configuration of the CSUs, refer to TASK 31-40-09-820-802 CSU- 0.0 W 8.73 1.37 1.55 0.82
Configuration Strapping Unit (CSU) - Maintenance Practices - 3100 (221.94) (34.97) (39.37) (0.37)
PU
Configuration Setting.
Component Data Configuration Strapping Unit – Certification Categories
G
Refer to Table Configuration Strapping Unit – Component Environmental
IN
Information for the component information of the Configuration LRU FAA TSO Software Category
Strapping Unit (CSU).
CSU- Parts Manu- N/A DO-160D
N
Refer to Table Configuration Strapping Unit – Physical 3100 facturer Au- [A2F2]YBBB[SCLM-
AI
Characteristics for the physical characteristics of the CSU. All thority (PMA) ]EXXXXXZ[BZ]AZZ[
dimensions are given as inches (millimeters) and weight is WWX]H[Z3Z3]XAX
TR
Refer to Table Configuration Strapping Unit – Certification Component Location

Categories for the certification categories of the CSU.
Refer to Figure Configuration Strapping Unit – Component
R
Refer to Figure Configuration Strapping Unit – Component Location for the location of the CSU.
FO
Location for an illustration and the location of the CSU.
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N
being serviced.
O
S
SE
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G
IN
N
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N
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S
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IN
N
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Configuration Strapping Unit – Component Location
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N
IN
G
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PO
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S
O
N
LY
LY
OPTION CONTROL MODULE (OCM) - THEORY OF OPERATION
N
Option Control Module No. 1
O
Refer to Figure Option Control Module No. 1 – Simplified
Schematic.
S
SE
PO
The No. 1 Option Control Module (OCM) is mounted on the
No. 1 Configuration Strapping Unit (CSU) module. The No. 1
OCM provides protected strapping that cannot be changed.
R
PU
The OCM contains 16 diodes that set the configuration
strapping for WORD-0. The OCM part number status
determines which diodes are present or absent to set the bits
as 0 or 1. The -200 status OCM has CR1 absent and diodes
G
CR2 through CR16 present. The WORD-0 bit 1 is logic 1, and
indicates TERRAIN INSTALLED. The No. 1 IOC uses the 16
IN
x 16 diode/DIP switch matrix to read the Pro Line Fusion® for
King Air avionics system configuration.
N
AI
TR
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S
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N
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Option Control Module No. 1 – Simplified Schematic

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Option Control Module No. 2
N
Refer to Figure Option Control Module No. 2 – Simplified
Schematic.
O
S
SE
The No. 2 OCM operates as described for the No. 1 OCM.
PO
R
PU
G
IN
N
AI
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N
O
S
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N
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Option Control Module No. 2 – Simplified Schematic

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Component Data
Option Control Module – Certification Categories
N
Refer to Table Option Control Module – Component Information
for the component information of the Option Control Module Environmental
O
(OCM). LRU FAA TSO Software Category
OCM- C9c, C52b, N/A DO-160D
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Refer to Table Option Control Module – Physical Characteristics
for the physical characteristics of the OCM. All dimensions are 3100 C113, C115b [A2F2]YBBB[SCLM-
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given as inches (millimeters) and weight is given as pounds ]EXXXXXZ[BZ]AZZ[
(kilograms). WWX]H[Z3Z3]XAX
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Refer to Table Option Control Module – Certification Categories
Component Location
for the certification categories of the OCM.
Refer to Figure Option Control Module – Component Location
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Refer to Figure Option Control Module – Component Location
for the location of the OCM.
for an illustration and the location of the OCM.
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Option Control Module – Component Information the Original Equipment Manufacturer (OEM)
LRU Description
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OCM-3100 Option Control 2 being serviced.
Module
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Option Control Module – Physical Characteristics

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OCM- 0.0 W 0.46 1.37 1.55 0.82
3100 (11.72) (34.97) (39.37) (0.37)
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Option Control Module – Component Location

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DATA CONCENTRATION SYSTEM (DCS)
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Introduction The RDCs receive analog and discrete signals from aircraft
systems, perform analog-to-digital conversions, and transmit
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The Data Concentration System (DCS) provides a redundant the results to the DCUs. The primary use of the RDCs is to
engine data concentration function providing two independent provide additional system Input/Output (I/O) support to the
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data channels for each engine. Each Data Concentrator Unit Crew Alerting System (CAS).
(DCU) provides a full engine data set, while each Remote Data
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Concentrator (RDC) collects and transmits aircraft analog, The DCS interfaces with the following subsystems, refer to
discrete, and digital data for the system. Figure Data Concentration System – Block Diagram.
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General Description • Integrated Avionics Processor System (IAPS)
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Data Concentration System – Components
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DCU-3001 Data Concentrator Unit 4
RDC-4002 Remote Data Concentrator 2
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Each DCU is a single-channel data concentrator that provides
a cross-talk bus to the cross-side DCU. This allows each DCU
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to output both left and right data. The cross-talk bus does not
allow propagation of an electrical fault from one channel to
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the other.
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The DCU operates as either a DCU or an Engine Data

Concentrator (EDC) dependent upon its location in the aircraft.
Two DCUs are strapped as DCUs, and two are strapped
as EDCs. The DCU/EDC combination gives a redundant
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engine data concentration function with two independent data

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channels for each engine.
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Data Concentration System – Block Diagram

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Data Concentrator Unit No. 1 • NO. 5 CONFIGURATION (P2–79) – OPEN.
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Refer to Figure Data Concentrator Unit No. 1 – Simplified NOTE: If an invalid DCU configuration is detected,
Schematic. the DCU will stop all data transmission, and
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Label 351 on the L-DCU-1 429 bus will set
NOTE: For additional wiring information and the Invalid Configuration bit.
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Collins Pro Line Fusion® for King Air Wiring The No. 1 DCU receives data on the L-GP-5 HS 429 (P1–18
Diagram Manual (CPN 523–0821907). and 43) and R-GP-5 HS 429 (P1–16 and 41) data buses from
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the No. 1 and No. 2 IOCs. The IOCs provide the DCU with the
The No. 1 Data Concentrator Unit (DCU) receives the analog, airspeed, Date, Greenwich Mean Time (GMT), Universal Time
discrete, and bus information from the engines and airplane Coordinated (UTC), and FGC mode words.
systems. This data is processed, put onto ARINC buses, and
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sent to the No. 2 DCU, each Adaptive Flight Display (AFD), The No. 1 DCU receives crosstalk data from the No. 2 DCU
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and the No. 1 Input/Output Concentrator (IOC). over the R-DCU-5 HS 429 (P1–15 and 40) bus. This data is
processed and then output back to the No. 2 DCU over the
The +28VDC LEFT GEN BUS provides on-side operating L-DCU-5 HS 429 (P1–28 and 29) bus. The No. 1 DCU also
power to the No. 1 DCU over the NO. 1 28VDC PRIMARY outputs the A/P DISCONNECT (P1–45) discrete to the No. 2
POWER (P1–8) input. The +28VDC (BACKUP POWER) NO.
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1 FUEL PNL FEEDER provides battery backup power to the
DCU and the aircraft aural warning system.
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DCU over the NO. 1 28VDC BATTER POWER (P1–6) input. The No. 1 DCU receives engine data from the No. 1 EDC over
The +28VDC inputs are filtered and input to a power supply the L-EDC-1 429 (P1–13 and 39) bus, and the LEFT ENGINE
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that generates the required internal power supply levels. OIL TEMP EXC (P2–52) and LEFT FUEL FLOW TEMP EXC
(P2–71) analog signals. The No. 1 DCU processes the engine
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At power up the No. 1 DCU checks the status of the strap data provided by the No. 1 EDC and outputs it over the
inputs to determine its position, left or right, and whether it is L-DCU-1 429 (P1–12 and 38) to the No. 1 IOC.
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set as a DCU or Engine Data Concentrator (EDC). The No. 1

DCU is strapped as follows: The No. 1 DCU receives multiple analog and discrete signals
• NO. 1 CONFIGURATION (P2–26) – GND from the aircraft engines and aircraft systems. The analog and
discrete data is processed by the DCU and output on ARINC
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• NO. 2 CONFIGURATION (P2–66) – OPEN

429 buses to the No. 1 IOC, No. 2 DCU, and each Adaptive
• NO. 3 CONFIGURATION (P2–56) – GND
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Flight Display (AFD). AFD No. 1 and No. 2 receive data over
• NO. 4 CONFIGURATION (P2–23) – GND the L-DCU-2 HS 429 (P1–27 and 50) bus, AFD No. 3 receives
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data over the L-DCU-3 HS 429 (P1–2 and 30) bus. The data • LEFT ENGINE FIRE WARN (P2–45)
output to the AFDs shows on the Engine Indication and Crew • FLAPS LEVER POSITION UP (P2–65)
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Alert System (EICAS) window. • FLAPS LEVER POSITION APPR (P2–75)
The No. 1 DCU receives the following analog input signals: • FLAPS LEVER POSITION DOWN (P2–24)
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• LEFT ENGINE N1 RPM (P1–23 and 47) • ANNUNCIATOR TEST (P2–44)
• L MAIN GEAR WEIGHT ON WHEELS (P2–46)
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• LEFT ENGINE PROP RPM (P1–24 and 48)
• LEFT FUEL FLOW FREQ (P2–67 and 68) • R MAIN GEAR WEIGHT ON WHEELS (P2–47)
• LEFT ENG OIL TEMP PREC (P2–53) • ELE ENG (P2–61)
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• LEFT ENG OIL TEMP MEAS (P2–31) • FLAPS POSITION UP (P2–76)
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• LEFT ENG OIL PRESS (P2–17 and 42) • FLAPS POSITION APPR (P2–63)
• LEFT FUEL FLOW PREC (P2–70) • FLAPS POSITION DOWN (P2–20)
• AUTOFEATHER (P2–22).
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• LEFT FUEL FLOW MEAS (P2–78)
• LEFT FUEL FLOW TEMP REF (P2–55)
• LEFT ENGINE TORQUE (P2–59 and 72)
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• LEFT ENGINE ITT CHROMEL (P2–1)
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• LEFT ENGINE ITT ALUMEL (P2–28).
The No. 1 DCU receives the following discrete input signals:

• L IGNITION ON (P2–43)
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• L BLEED AIR FAIL (WARN) (P2–25) (applies to B200GT,
B200CGT, B300, B300C only)
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• L BLEED AIR OFF (CAUTION) (P2–18)
• L OIL PRESS LOW (WARN) (P2–21)
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• RVS NOT READY (CAUTION) (P2–74)

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• L FUEL PRESS (WARN) (P2–19)

• L ENGINE ICE FAIL (CAUTION) (P2–48)
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• L CHIP DETECT (CAUTION) (P2–64)

• AUTOFEATHER OFF (CAUTION) (P2–62) (applies to
B200GT, B200CGT, B300, B300C only)
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Data Concentrator Unit No. 1 – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 6)
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Data Concentrator Unit No. 1 – Simplified Schematic (applies to B200GT,

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B200CGT only) (Sheet 2 of 6)

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Data Concentrator Unit No. 1 – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 6)
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Data Concentrator Unit No. 2
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Refer to Figure Data Concentrator Unit No. 2 – Simplified
Schematic.
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The No. 2 DCU operates as described for the No. 1 DCU.
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AIRCRAFT
WARNING/ G
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CAUTION/
ADVISORY R IGNITION ON
SYSTEM R BLEED AIR OFF (CAUTION) 18
R FUEL PRESS (WARN) 19 12 12
R OIL PRESS LOW (WARN) 21
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R ENGINE ICE FAIL (CAUTION) 48
R CHIP DETECT (CAUTION) 64
RVS NOT READY (CAUTION) 74
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Engine Data Concentrator No. 1
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Refer to Figure Engine Data Concentrator No. 1 – Simplified
Schematic.
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The No. 1 Engine Data Concentrator (EDC) operates as
described for the No. 1 DCU, except for the following:
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• The No. 1 EDC does not receive battery power.
• The No. 1 EDC does not receive an ARINC 429 bus input
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from the DCU.
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• The No. 1 EDC does not output an A/P DISCONNECT
discrete.
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Engine Data Concentrator No. 1 – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 3)
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Engine Data Concentrator No. 1 – Simplified Schematic (applies to B200GT,

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Engine Data Concentrator No. 1 – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 3)
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Engine Data Concentrator No. 2
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Refer to Figure Engine Data Concentrator No. 2 – Simplified
Schematic.
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described for the No. 1 DCU, except for the following:
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• The No. 2 EDC does not receive battery power.
• The No. 2 EDC does not receive an ARINC 429 bus input
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from the DCU.
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• The No. 2 EDC does not output an A/P DISCONNECT
discrete.
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Engine Data Concentrator No. 2 – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 3)
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Engine Data Concentrator No. 2 – Simplified Schematic (applies to B200GT,

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Engine Data Concentrator No. 2 – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 3)
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Component Data
Data Concentrator Unit – Physical Characteristics
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Refer to Table Data Concentrator Unit – Component Information
for the component information of the Data Concentrator Unit LRU Power Height Width Length Weight
(DCU). DCU- 15.0 W 3.00 9.04 9.55 2.5
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Refer to Table Data Concentrator Unit – Physical 3001 (76.2) (229.6) (242.6) (1.13)
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Characteristics for the physical characteristics of the DCU. All
Data Concentrator Unit – Certification Categories
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Refer to Table Data Concentrator Unit – Certification Categories Environmental
for the certification categories of the DCU. LRU FAA TSO Software Category
DCU- Parts Manu- DO-178B DO-160C
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Refer to Figure Data Concentrator Unit – Component Location 3001 facturer Au- Level A
for an illustration and the location of the DCUs. [A2F2]BBB[CLM]E-
thority (PMA) 1XXXXXZ[BZ]AZ-
ZWZ[Z3Z3]XA
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Data Concentrator Unit – Component Information
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LRU Description Quantity Component Location
DCU-3001 Data Concentrator 4 Refer to Figure Data Concentrator Unit – Component Location
Unit for the location of the DCUs.
• Data G NOTE: The King Air B200 Series aircraft shows in
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Concentrator this figure and is for reference only. Refer to
Unit (x2) the Original Equipment Manufacturer (OEM)
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• Engine Data Aircraft Maintenance Manual (AMM) to find

Concentrator the actual component locations for aircraft
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(x2) being serviced.

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Data Concentrator Unit – Component Location
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REMOTE DATA CONCENTRATOR (RDC) - THEORY OF OPERATION
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Remote Data Concentrator No. 1 Playback Unit (ASPU), Cabin Altitude Sensor, Aircraft
Nose/Left/Right Landing Gear, Fuel Control Panel, and optional
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Refer to Figure Remote Data Concentrator No. 1 – Simplified HF subsystem inputs are applied through lightning protection
Schematic. and filtering circuits to the Multiplexer (MUX). The signals
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NOTE: For additional wiring information and are then combined, amplified, and sent to the Analog/Digital
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connector data, refer to the Rockwell (A/D) converter. The digital signals are processed by the
Collins Pro Line Fusion® for King Air Wiring Field Programmable Gate Array (FPGA) and sent to the
Diagram Manual (CPN 523–0821907). transmitter. The gate array is controlled by a built in controller.
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The transmitter sends the data to the AFDs on the L-RDC-1
The No. 1 Remote Data Concentrator (RDC) receives HS 429 (P1–28 and 37) bus.
analog and discrete data from the aircraft systems, performs
analog-to-digital conversions, and transmits the results to each (Applies to B200GT, B200CGT only) The Aircraft
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Adaptive Flight Display (AFD). Warning/Caution/Advisory System, Audio Storage Playback
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Unit (ASPU), Stall Warning Computer, Cabin Altitude Sensor,
The +28VDC LEFT GENERATOR BUS provides operating Aircraft Nose/Left/Right Landing Gear, and optional HF
power to the No. 1 RDC over the NO. 1 28VDC BATTERY subsystem inputs are applied through lightning protection
(P1–25) input. The +28VDC (BACKUP POWER) NO. 1 FUEL and filtering circuits to the Multiplexer (MUX). The signals
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PANEL FEEDER provides battery backup power to the RDC
over the NO. 1 28VDC BATTERY (P1–43) input. The +28VDC
are then combined, amplified, and sent to the Analog/Digital
(A/D) converter. The digital signals are processed by the
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inputs are filtered and input to a power supply that generates Field Programmable Gate Array (FPGA) and sent to the
the required internal power supply levels. transmitter. The gate array is controlled by a built in controller.
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The transmitter sends the data to the AFDs on the L-RDC-1

At power up the No. 1 RDC reads the Source Destination HS 429 (P1–28 and 37) bus.
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Identifier (SDI) strap bits, NO. 1 SDI STRAP 2 (P1–51) and

NO. 1 SDI STRAP PARITY (P1–52). The NO. 1 SDI STRAP (Applies to B300, B300C only) The Aircraft Warning/Cau-
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PARITY is read at power-up and is not read again. If an invalid tion/Advisory System, Audio Storage Playback Unit (ASPU),
parity is detected, the RDC stops all data transmission with Stall Warning Computer, Flight Data Recorder (FDR), Cabin
the exception of diagnostic labels and the SDI strap fault Altitude Sensor, Aircraft Nose/Left/Right Landing Gear, and
diagnostic bit is set. optional HF subsystem inputs are applied through lightning
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protection and filtering circuits to the Multiplexer (MUX).

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(Applies to C90GTi only) The Aircraft Warning/Caution/Advisory The signals are then combined, amplified, and sent to
System, Multifunction Keypad Panel (MKP), Audio Storage the Analog/Digital (A/D) converter. The digital signals are
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processed by the Field Programmable Gate Array (FPGA) and

sent to the transmitter. The gate array is controlled by a built in
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controller. The transmitter sends the data to the AFDs on the
L-RDC-1 HS 429 (P1–28 and 37) bus.
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The Rotary Voltage Differential Transducer (RVDT) inputs from
the Pilot Side Flap Sensors Input are processed through the
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MUX to the amplifier. The amplified signals are converted by
the A/D converter and sent through the FPGA to be transmitter
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on the L-RDC-1 HS 429 bus to the AFDs.
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Remote Data Concentrator No. 1 – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 3)
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Remote Data Concentrator No. 1 – Simplified Schematic (applies to B200GT,

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Remote Data Concentrator No. 1 – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 3)
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Remote Data Concentrator No. 2
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Refer to Figure Remote Data Concentrator No. 2 – Simplified
Schematic.
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Remote Data Concentrator No. 2 – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 3)
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Remote Data Concentrator No. 2 – Simplified Schematic (applies to B200GT,

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Remote Data Concentrator No. 2 – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 3)
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Component Data
Remote Data Concentrator – Certification Categories
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Refer to Table Remote Data Concentrator – Component
Information for the component information of the Remote Data Environmental
Concentrator (RDC). LRU FAA TSO Software Category
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Refer to Table Remote Data Concentrator – Physical RDC- Parts Manu- DO-178B DO-160D
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Characteristics for the physical characteristics of the RDC. All 4002 facturer Au- Level B [(A2)(F2)]XBAB[(CC1
dimensions are given as inches (millimeters) and weight is thority (PMA) ]EWXXXXZ[BZ]AZC[
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given as pounds (kilograms). RW]H[Z3Z4]XAA
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Refer to Table Remote Data Concentrator – Certification
Component Location
Categories for the certification categories of the RDC.
Refer to Figure Remote Data Concentrator – Component
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Refer to Figure Remote Data Concentrator – Component
Location for the location of the RDCs.
Location for an illustration and the location of the RDCs.
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Remote Data Concentrator – Component Information the Original Equipment Manufacturer (OEM)
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RDC-4002 Remote Data 2 being serviced.
Concentrator
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RDC- 12.0 W 2.0 7.5 9.56 2.6

4002 (50.82) (190.5) (242.82) (1.18)
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Remote Data Concentrator – Component Location
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ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
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Introduction General Description
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The Electronic Flight Instrument System (EFIS) provides
an advanced, highly integrated, and feature rich cockpit Electronic Flight Instrument System – Components
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environment. The Primary Flight Display (PFD) units are
situated in the outboard locations of the flight deck. The PFD Unit Description Qty
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provides display of primary attitude, heading, altitude, airspeed, Baseline
navigation, flight guidance, and pilot selectable formats. The
Multifunction Display (MFD) is located in the center of the AFD-3700 Adaptive Flight Display 3
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flight deck. The MFD provides display of engine indication, CCP-3500 Cursor Control Panel 2
crew alerting messages, and pilot selectable formats. Pilot
selectable formats include radio tuning, synoptics, flight MKP-3500 Multifunction Keypad Panel 1
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management, maps, charts, weather, navigation data, APM-5000 Aircraft Personality Module 1
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maintenance information and checklist. The primary displays
incorporate touchscreen technology to allow for interactive SKP-3500 Baro Single Knob Panel 2
control of display functions. AFDR-3700 Software: Adaptive Flight Display 1
NOTE: The PFDs are also identified as the No. Runtime
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1 (left) and No. 3 (right) Adaptive Flight FDSA-6500 Software: Flight Display System 1
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Display (AFD). The MFD is identified as the Application
No. 2 (center) AFD.
PMA-6000 Software: Protocol Manager 1
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In addition to touchscreen technology on the displays, the Application

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system also includes dedicated cockpit controls for cursor RTSA-6000 Software: Radio Tuning System 1
manipulation and alphanumeric entry. Control panels include Application
two pedestal mounted Cursor Control Panels (CCP) for the
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pilot and copilot, one Multifunction Keypad Panel (MKP), two APCT-3700 Software: Airframe Parameter 1
barometric Single Knob Panels (SKP). Configuration Table
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Electronic Flight Instrument System – Components
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Unit Description Qty control. Other functions include a dedicated pan/range control
for maps and charts, FMS action keys, and hard keys for Crew
IMAT-3700 Software: Integrated Modular 1 Alerting System (CAS) paging and numeric radio tuning.
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Avionics Table
ECDA-6000 Software: Emulated Control Display 1 Aircraft Personality Module
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Application
The Aircraft Personality Module (APM) is used to store aircraft
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specific configuration data into a non-volatile memory that is
Adaptive Flight Display mounted to the back of the instrument panel, and is intended to
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stay with the airframe throughout the life of the aircraft.
Each Adaptive Flight Display (AFD) is used to provide the flight
crew with touch-screen controls and menus for a variety of Barometric Single Knob Panel
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functions in conjunction with software controlled legends. The
AFDs have a high level of integration including primary Attitude Each barometric Single Knob Panel (SKP) is used by the
Director Indicator (ADI), Horizontal Situation Indicator (HSI), flight crew to manually change the barometric setting when in
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and Engine Indication and Crew Alert System (EICAS) display Manual baro mode and preset the barometric setting when in
functions as well as processing for the Flight Management Standard (STD) baro mode. The SKP is also used to toggle
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System (FMS), radio tuning, synthetic vision, Integrated Flight between Manual and STD baro mode.
Information System (IFIS), topographical maps, maintenance
and checklists. Adaptive Flight Display Runtime
Cursor Control Panel G The Adaptive Flight Display Runtime (AFDR) application
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supports the hosting of the functional software on the AFD
Each CCP is used by the flight crew to allocate a cursor to the Integrated Modular Avionics (IMA) computing platform. The
selected AFD, move the cursor under tabbing or free-floating AFDR is factory installed on the AFD hardware to enable
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control, and select and engage on-screen controls. field load of the functional application software. The factory
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loaded platform software is referred to as the Golden Software

Multifunction Keypad Panel which also contains the default Virtual Machine Configuration
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Table (VCT) and Network Configuration Table (NCT) files for

The MKP is used by the flight crew to enter alphanumeric data configuring processing resources for field load operation of
into the Flight Management System (FMS) or other on-screen the AFD. The factory loaded platform software can only be
entry fields. Additionally, the MKP provides multiple quick installed in a Rockwell Collins service center or factory.
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access keys that enable quick Multifunction Display (MFD)

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Additionally, AFDR is field loaded with the functional application Primary Flight Display Software
software and configuration tables. Upon power-up, the Boot
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Block software makes the decision to execute the factory The PFD software provides the functionality that is
loaded or field loaded platform software. The factory loaded traditionally known as the Basic T on a half-page window.
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platform software will only be executed when the field loaded This is divided into two components, the ADI and the
platform software is not valid, or when a failure condition is HSI. The ADI features include airspeed, attitude, altitude,
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detected such as application software not correctly field loaded vertical speed, flight control annunciations, flight director,
lateral and vertical deviation, marker beacon, radio altitude,
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or invalid strapping is detected.
ground speed, true airspeed, and navigation performance
NOTE: The factory loaded Golden Software is functionality. The HSI features include compass, heading,
not required to change if the field loaded course, time, navigation, overlay, and bearing information
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platform software is changed. Service functionality.
Bulletins for the platform runtime software
can be implemented via field load instead of The FDSA software is controlled using touchscreen
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returning the AFD to a service center. control, or using the CCP, SKP, and MKP in conjunction
with onscreen menus and Multifunction Window (MFW)
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Flight Display System Application touchscreen buttons. The PFD has touchscreen hotspots
that allow direct touch control of the most commonly used
The Flight Display System Application (FDSA) functional PFD functions. The hotspot areas are normally invisible
software is hosted on Processor 1 of each AFD and consists of
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several functions as described in the following paragraphs.
but are highlighted as a training aid when the display
is touched in an open area. The highlighting persists
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approximately one second after the touch is released.
Display Window Manager Software
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Engine Indication System Software

The Display Window Manager (DWM) software coordinates
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the display of different formats on the AFD screen. These The Engine Indication System (EIS) software provides
format configurations are selected based on pilot selection full-time display of critical engine data, secondary engine
and availability of applications. In the event of a failure,
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data, and non-engine data. The displayed data consists

DWM will automatically execute a display reversion of Torq, ITT, Prop, N1, FF, OP, OT, IGN, AFX, FIRE, SAT,
algorithm to maintain a safe flight deck for the pilots. The RAT, and ISA.
inboard and outboard displays can also be reconfigured
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manually by the pilots using reversion switches located

on the flight deck.
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Nav Master Software • Presences and Validity Monitor: Periodic parametric

inputs are monitored to make sure they are valid
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The Nav Master software keeps track of the pilot selectable and being updated at the expected rate. Momentary
layers of map information, provides the necessary changes in data presence or validity are suppushed in
selection menus for map overlays, controls the navigation order to provide stable behavior of the application and
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display formats, and controls navigation source selection. display. If data is not found (not present) or not valid,
The Nav Master provides selection and control of the PFD then source selection is used to select an alternate
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Task Menus. The Nav Master also provides range control. source.
• Functional Range Checking: If a parameter is present
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Built-In-Test Equipment/Maintenance Software and valid, then the FlexIO checks the data values. If
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a data value is outside its defined functional range, it
The Built-In-Test Equipment (BITE)/Maintenance software
will be flagged as invalid.
provides the power-up and runtime diagnostic functionality
for the AFD. This software will monitor and report through • Source Selection: Based on input rules, FlexIO will
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the AFDR Health Monitor function any detected hardware source select between multiple channels of redundant
or software faults. data.
• Receive/Transmit: The actual interaction with the
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ARINC 661 Graphics Server device driver interfaces to receive and transmit data
from the applications from/to the rest of the system.
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The ARINC 661 Graphics Sever (AGS) controls the
graphics rendering hardware, including the Graphics Protocol Manager Application
Engine, Cursor Channel, and Video Channel, and controls
the Merge function. The AGS communicates with multiple The Protocol Manager Application (PMA) software connects
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display applications, receives display data from the local AFD application to external ARINC 739 clients, such as the
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and remote display applications and then send the event optional Communications Management Unit (CMU) channels.
information back to them.
Radio Tuning System Application
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FlexIO Software
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The Radio Tuning System Application (RTSA) is hosted on

The FlexIO software will perform the following functions each AFD. Tuning and control data is provided by No. 1 and
No. 2 CCP, and the MKP. Keyboard tuning through the MKP
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during normal operation of the display in order to guarantee

safe operation of the input/output processing, ARINC supports Radio Multifunction Window (MFW) tuning and Radio
429 and Ethernet, and integrity of data passed to other Quick Tune Touchscreen Toolbar tuning. Each instance of the
functional application software in the AFD: RTSA will be able to independently control each of the following
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radio function types, and independently manage multiple radios Airframe Parameter Configuration Table
of a functional type in support of reversionary operation:
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• VHF Navigation The Airframe Parameter Configuration Table (APCT) configures
the airspeed parameters, limited PFD configuration items, and
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• Marker Beacon (MB)
Engine Indication System (EIS). Colors, ranges, timers, and
• Distance Measuring Equipment (DME) scaling are among the parameter types that are configured
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• Automatic Direction Finder (ADF) using the APCT.
• VHF Communication
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• HF Communication Integrated Modular Avionics Table
• Transponder
The Integrated Modular Avionics Table (IMAT) configuration
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• Traffic Alert and Collision Avoidance System (TCAS) tables control shared system processing and network
• Audio Management resources, and are configured per system-level aircraft
• Selective Calling (SELCAL). resource allocations. The IMAT contains two types of system
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configuration tables, Virtual Machine Configuration Table (VCT)
The No. 1 and No. 3 AFDs provide primary control of the left files for processing resources and Network Configuration
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and right side radios, respectively. The RTSA on the No. 1 Table (NCT) files for network resources. IMAT is field loaded
AFD provides Master tuning of the left side radios, with the to the AFD with an installation in a file system on each AFD
RTSA on the No. 3 AFD provides Master tuning of the right processor. The IMAT also contains a media set support file that
side radios. Radio tuning and control is accomplished through
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tuning pages provided by the RTSA. Primary Field of View
configures the ICIT Editor Tool to query the installer for the part
numbers of the software equipment required for the aircraft.
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tuning is also supported for VHF COM1 and COM2 tuning.
The VCT configuration tables configure the runtime scheduling,
The RTSA on the No. 3 AFD likewise provides tuning pages memory, and system components for each Virtual Machine
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for radio management. The center RTSA synchronizes with partition on an AFD processor. The VCT file allocates the
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the left and right side RTSA instances with those applications resources and defines the virtual machine partitions for the
serving as Master Tuners. The RTSA on the No. 3 AFD also AFD processor. The IMAT VCT file provides the Normal VCT
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provides reversionary functionality in the event of failure of the which is used to control processing during normal module
left and/or right RTSAs, No. 1 and No. 2 AFDs, and/or their operation. The Default VCT is used during field load operation
interfaces. and when the module is in invalid configuration mode, and is
supplied with the AFDR platform runtime software.
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IMAT contains a VCT file for each AFD (Left, Right, and
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Center) and processor (1 through 5) strapping location. Upon
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processor initialization, the AFDR platform runtime software • Attitude Heading Reference System (AHRS)
selects the appropriate VCT file to use based upon the • Data Concentration System (DCS)
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VCT filename to start virtual machine operation and initiate • Distance Measuring Equipment (DME)
application software operation.
• Engine Indication and Crew Alert System (EICAS)
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NCT configuration tables are used to configure the • Flight Guidance System (FGS)
AFDX-Avionics Systems Local Area Network (ASL) and • Flight Management System (FMS)
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Peripheral Component Interconnect Express (PCIe) device • Global Navigation Satellite System (GNSS)
driver software to define memory, bandwidth, and routing • High Frequency (HF) Communication System
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resources for network communication between the AFD
• Information Management System (IMS)
processors. The NCT provides configuration tables for the
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dynamic device drivers that implement the processor network • Integrated Flight Information System (IFIS)
interface. The AFDX-ASL device driver is a reused software • Inertial Reference System (IRS)
component from Pro Line Fusion, and the PCIe device driver • Lightning Detection System (LDS)
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is new AFDR software. The NCT is implemented as a single • Onboard Maintenance System (OMS)
configuration file for all processor strapping locations. The • Radio Altimeter (RALT) System
device drivers select a sub table within the file based upon the
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• Video Surveillance System
processor strapping location.
• Synthetic Vision System (SVS)
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Emulated Control Display Application • Traffic Alert and Collision Avoidance System (TCAS)
• Very High Frequency (VHF) Communication System
The Emulated Control Display Application (ECDA) is a virtual • VHF Data System
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function that controls the interface between each legacy Line
Replaceable Unit (LRU) and each Adaptive Flight Display
• VHF Navigation System
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(AFD). The ECDA formats (pages) will look like a traditional • XM Weather.
Control Display Unit (CDU) and provide Line Select Key (LSK)
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and scratchpad entries.

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EFIS Inteface
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The EFIS interfaces with the following subsystems, refer to

Figure Electronic Flight Instrument System – Block Diagram.
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EFFECTIVITY
FO LEFT
DIMMING
CONTROL
R PUSH AUTO DISCRETE 1 JOYSTICK INHIBIT

TILT
N0.1 TILT SELECT/PUSH ON SELECT 3 STATE ENCODER 1
ANALOG DIMMING CTL1
N0.1 BARO SELECT/ DISCRETE 2
PUSH STANDARD SELECT 3 STATE ENCODER 2
WXR
AFD L-AFD-1 HS 429 L-AFD-1 L-MFD-3
SKP-3500
DISCRETE 3
(TILT) NO.1
N0.1 CRS SEL/CRS DIR TO 3 STATE ENCODER 3 CCP-1 L-CCP-1 HS 429 L-CCP-1 L-PFD-3
PWM DIM
N0.1 SPD SEL/ DISCRETE 4 CCP-2 R-CCP R-PFD-3

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IAS/MACH SEL 3 STATE ENCODER 4
L-MKP
FDSA/IOC
DISCRETE 5
Processor1
N0.1 HDG SEL/

CCP N0.1
PUSH STD
Rockwell Collins
HOG SYNC 3 STATE ENCODER 5

BARO SET
DISCRETE 6
AFD N0.1
3 STATE ENCODER 6
ALL
STRAPPING
SKP-3500
PWM DIM 2 OUT
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POWER DIMMING
(BARO) NO.1
PWM DIM PWM DIM 1 OUT DISCRETE INPUT (x00)
CONTROL PWM 1
N PWM DIM 3 OUT DISCRETE OUTPUT (x10)
L-CCP-2 HS 429
PUSH DIRECT 1
L-MKP-1 HS 429
COURSE 1
DISCRETE (x00)
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IAS/MACH 1
SPEED 1 PWM DIM
INHIBIT
PUSH SYNC 1
ALT ALERT CANCEL
HEADING 1
PUSH CANCEL 1
G NO.1 PRESEL ALT SEL/
STRAPPING
NORM
ALTITUDE 1
INHIBIT
LEFT CURSOR JOYSTICK
MKP-1 L-MKP
FGS
FGC
NO. 1
MKP N0.1
FGP-1 L-FCC-2 422/ MKP-2 L-CCP
L-FCC-2
AFD N0.2
FGP-1 422
C-AFD-1
FGP
FGS
R-PFD-3
R-FCC-2 L-FCC-2 422/
FDSA/IOC
FGP-2 L-PFD-3
Processor1
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FGP-2 422
R-CCP L-MFD-3
FGS
FGC
NO. 2
ALTITUDE 2
PUSH CANCEL 2
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REVERSIONARY SELECT PANEL
NORM
HEADING 2
INHIBIT
PUSH SYNC 2
SPEED 2
L-MKP-2 HS 429
IAS/MACH 2
INHIBIT
COURSE 2
PUSH DIRECT 2
L-AFD-3 HS 429
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R-AFD-3 HS 429
C-AFD-3 HS 429
ALT ALERT CANCEL
RIGHT CURSOR JOYSTICK

NO.2 PRESEL ALT SEL/
PWM DIM 1 OUT

R-CCP-2 HS 429
DISCRETE OUTPUT (x10)

PWM DIM
POWER DIMMING PWM DIM 2 OUT
CONTROL PWM 1 DISCRETE INTPUT (x00)
PWM DIM 3 OUT
3 STATE ENCODER 6 STRAPPING

DISCRETE 6
L-MKP
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SKP-3500
BARO SET
3 STATE ENCODER 5
(BARO) NO.2
NO.2 HDG SEL/

PUSH STD DISCRETE 5
AFD N0.3
HDG SYNC
L-CCP
Electronic Flight Instrument System – Block Diagram
NO.2 SPD SEL/ 3 STATE ENCODER 4
IAS/MACH SEL DISCRETE 4 CCP-2
S R-PFD-3
CCP N0.1
PWM DIM 3 STATE ENCODER 3 CCP-1 R-CCP-1 HS 429 R-CCP L-PFD-3

FDSA/IOC
NO.2 CRS SEL/CRS DIR TO DISCRETE 3

Processor1
AFD R-AFD-1 HS 429 R-AFD-1 L-MF-3

NO.2 BARO SEL/ 3 STATE ENCODER 2
DISCRETE 2
PUSH STANDARD SELECT
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WXR
ANALOG DIMMING CTL

SKP-3500
TILT 3 STATE ENCODER 1

(TILT) NO.2
NO.2 TILT SELECT/

PUSH AUTO PUSH ON SELECT DISCRETE 1 JOYSTICK INHIBIT
31-60-00 N
RIGHT
DIMMING
CONTROL
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ADAPTIVE FLIGHT DISPLAY (AFD) - THEORY OF OPERATION
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Adaptive Flight Display No. 1 safely when one or two AFDs fail. The following basic rules will
apply when automatic reversion occurs:
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Refer to Figure Adaptive Flight Display No. 1 – Simplified • When the No. 1 AFD or No. 3 AFD has failed, the Attitude
Schematic. Director Indicator (ADI) and Horizontal Situation Indicator
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NOTE: For additional wiring information and (HSI) displays are moved to the No. 2 AFD.
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connector data, refer to the Rockwell • When the No. 2 AFD has failed, the Engine Indication and
Collins Pro Line Fusion® for King Air Wiring Crew Alert System (EICAS) is moved to the No. 1 and
Diagram Manual (CPN 523–0821907). No. 3 AFD.
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• Pilot and Copilot EICAS selections are synchronized when
The No. 1 Adaptive Flight Display (AFD) is an integrated possible. EICAS selection is not synchronized when only
smart display unit used to show Primary Flight Display (PFD) the No. 2 AFD has failed.
data to the flight crew. The No. 1 AFD (left) is strapped,
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• Full width PFDs are unavailable when two AFDs have
CONFIGURATION STRAP 1 (P1–20), to function as a PFD.
failed.
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The AFD uses a 14.1-inch Liquid Crystal Display (LCD)
touchscreen with Light Emitting Diode (LED) backlighting • Reverted PFD is not available until one AFD has failed.
mounted in a landscape alignment across the flight deck. The
The pilots may induce AFD reversion by turning off the
AFD has a 1280 x 800 resolution, 107 Dots Per Inch (DPI),
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and a 16:10 aspect ratio. The AFD provides up to 89 square
inches of viewable display area and have a wide viewing angle
AFDs on the Reversion Switch Panel (RSP). The POWER
DOWN/REVERSION (P4–5) discrete is used to manually turn
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the power supply on and off, and is connected to the DISPLAY
and high contrast allowing for clear interpretation when viewed
REVERSION switch on the instrument panel. When the No. 1
from either pilot’s position.
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AFD is turned off, the No. 2 AFD will revert appropriately.

The AFD receives sensor data from the aircraft avionics system
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For each of the AFDs, a Window Manager (WM) application

ARINC 429 serial communication ports and generates graphic
monitors the health of the other AFDs, and uses this data to
displays to present this information to the flight crew. The AFD
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configure the AFD itself. For example, if the No. 1 AFD fails,
also incorporates discrete data inputs for control purposes, and
this is detected by the No. 2 and No. 3 AFD over the L-AFD-3
can receive preprocessed data from external sources.
HS 429 (P2–28 and 48) bus. When the No. 1 AFD is inactive
The AFD reversion is automatic. When an AFD failure is the No. 2 AFD will show a PFD, ADI above and HSI below, on
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detected the system will turn off the AFD and reconfigure the the left side of the screen, EICAS in the center of the screen,
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remaining AFDs to show the required data. Automatic display and an MFW on the right side of the screen. The No. 3 AFD
reversion allows the crew to continue to operate the aircraft will not change.
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Similar reversion occurs if the No. 2 AFD fails. In this instance a +3.3VDC housekeeping voltage to power boundary scan
the No. 1 AFD is notified over the C-AFD-3 HS 429 (P1–39 and components, the two power monitors on the Graphics Module,
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59) bus, as is the No. 3 AFD. When the No. 2 AFD is inactive and the single power monitor on the I/O Module. The main
the No. 1 AFD will show a PFD (ADI above and HSI below) on power monitor on the Graphics Module will also take the
the left side of the screen, EICAS in the center of the screen, +28VDC PRIMARY POWER input and produce +12VDC that
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and an MFW on the right side of the screen. The configuration will then be regulated by the two module power monitors on the
of the No. 3 AFD will be a mirror image of the No. 1 AFD. I/O and graphics assemblies. The master power monitor will
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also control sequencing of the two major assemblies as well as
When AFD No. 3 fails, the No. 1 AFD is notified over the control of the cooling fans. To maintain safe operation in many
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R-AFD-3 HS 429 (P1–54 and 75) bus, as is the No. 2 AFD. different environments, the master power monitor senses the
When the No. 3 AFD is inactive the No. 1 AFDs will be
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internal AFD temperature and will activate one or both of the
unaffected. In this instance the No. 2 AFD will show a MFW on cooling fans mounted horizontally at the base of the AFD if the
the left side of the screen, EICAS in the center of the screen, temperature rises above a set threshold.
and a PFD (ADI above and HSI below) on the right side of
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the screen. The No. 1 AFD also receives the AVIONICS CLOCK +28VDC
BATT PWR (P1–40) input from the +28VDC BATTERY
If both the No. 2 AFD and No. 3 AFD fail, the No. 1 AFD will POWER BUS. This input supplies the internal capacitor backed
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be notified over the C-AFD-3 HS 429 bus and the R-AFD-3 HS Real Time Clock (RTC) with power, enabling the AFD to update
429 bus. In this instance, the No. 1 AFD will show a PFD (ADI
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the Master Time/Date (MTD) function without pilot entry when
above and HSI below) on the left side of the screen, EICAS Global Positioning System (GPS) signals are not available for a
in the center of the screen, and an MFW on the right side of minimum of 1 day without aircraft battery power under normal
the screen. environment conditions.
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Internally, the AFD is composed of two major modules, the Touchscreen controls are provided on the PFD and MFD
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Input/Output (I/O) Module and the Graphics Module. The I/O formats in areas not prohibited to cursor movement, designated
Module provides input and output path for all external signals PFD hotpost areas, and touchscreen only toolbars along the
entering and exiting the AFD. It also provides the processing
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bottom of the PFD and MFD display below the Multifunction

resources for performing System I/O Interface/Management, Window (MFW) format. The Flight Display System Application
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AFD Configuration Management, and general processing (FDSA) monitors the touchscreen inputs from the display head
of resources for application hosting. The Graphics Module to provide a Graphical User Interface (GUI) that responds to
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provides the processing resources for graphics generation, the user’s touch on the screen. The No. 1 AFD touchscreen
merge, and display. Additionally, the Graphics Module receives capability can be disabled if the TOUCH SCREEN INHIBIT
the +28VDC PRIMARY POWER (P4–A4) input from the (P1–74) discrete is grounded with the use of the LEFT AFD
+28VDC LEFT AVIONICS BUS and regulates it to produce CONTROL switch.
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In addition to touchscreen controls, the No. 1 AFD also IN (P3–43) discrete. The low side of the potentiometer is
receives Inputs from the Multifunction Keypad Panel (MKP) biased at +3VDC, and sends the LCD BRT CONTROL REF
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and the No. 1 and No. 2 Cursor Control Panel (CCP). Inputs (3VDC) (P3–44) discrete to the AFD, to prevent display
from the MKP are sent to the No. 1 AFD over the L-MKP-1 HS blanking if the reference voltage is lost or shorted.
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429 (P1–30 and 31) bus. As the user pushes an MKP key or
turns the Pan/Zoom knob on the front panel, the AFD receives The No. 1 AFD additionally provides the No. 1 CCP label 130
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this input, processes it, and then performs the requested on the AFD-1 discrete output word over the L-AFD-1 HS 429
bus. Label 130 transfers data to the CCP pertaining to aural
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function. Inputs from the No. 1 CCP are sent to the No. 1 AFD
over the L-CCP-1 HS 429 (P1–13 and 12) bus. When a user alerts. The CCP processes label 130, and depending on the
pushes a button, uses the TUNE knob or Multifunction knob, bit set on Label 130, will output the appropriate aural warning
discrete to the Audio Storage Playback Unit (ASPU).
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the control inputs are sent to the AFD. The AFD processes the
control commands and then performs the requested action.
Control inputs from the No. 2 CCP, over the R-CCP-2 HS 429 The No. 1 AFD also provides two separate discretes directly
(P2–56 and 75) bus, similarly processed by the AFD and then to the ASPU, the OVERSPEED WARNING (P1–21) and
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performed. the STALL WARNING (P2–44). The STALL WARNING
discrete directs the ASPU to provide the flight crew with an
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The No. 1 CCP also sends data from the Pilot Flight Instrument aural indication at the same time the AFD shows the stall
Panel Lights dimming knobs to the No. 1 AFD over the annunciation. The OVERSPEED WARNING discrete directs
L-CCP-1 HS 429 bus. The AFD applies this data to the control the ASPU to initiate the overspeed aural warning horn to sound.
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panel dimming software, and then sends the No. 1 CCP a
Pulse Width Modulated (PWM) control signal over the L-AFD-1 The No. 1 AFD incorporates the Application Field Load
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HS 429 (P1–17 and 37) bus to a PWM circuit within the CCP function as a way for maintenance personnel to transfer
that controls the brightness level for the No. 1 CCP, which in updated application functionality to the Pro Line Fusion®
Avionics System. Field loading is considered a ground support
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turn control the No. 1 Baro Single Knob Panel (SKP) and the
No. 1 Tilt SKP. Additionally, the AFD also sends a PWM control operation, and can only be accomplished when the aircraft
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signal to the MKP, that controls the MKP LED dimming function. is in a weight-on-wheels condition, the SAFE–TO–LOAD
If the PWM signal is not received from the AFD, then the CCP, control is ON, and the DATA LOAD ENABLE control is ON.
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SKPs, and MKP will all be reduced to 50% brightness. The AFD receives these indications from various discrete
inputs. The weight-on-wheels indication is output to the AFD
Panel dimming, and backlight brightness of the No. 1 AFD is over the WEIGHT ON WHEELS (P1–9) discrete from the
controlled through a potentiometer located on the instrument LEFT MAIN GEAR switch when the switch indicates aircraft on
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panel. The AFD outputs a +12VDC LCD BRT REF OUT ground. The SAFE–TO–LOAD control indication is output to
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(P3–70) discrete reference voltage to the potentiometer and the the AFD over the SAFE-TO-LOAD (P1–6) discrete, when the
potentiometer in turns sends the AFD the LCD BRT CONTROL SAFE–TO–LOAD switch is set to ON. The automated field load
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Dec 02/14
indication is output to the AFD over the AUTOMATED FIELD reversionary tuning will be performed by the No. 2 AFD for
LOAD (P1–55) discrete when the DATA LOAD ENABLE switch the left side radios. The RTSA additionally sends the Ident
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is set to ON. command to the active transponder when the AFD receives the
ATC IDENT (P3–25) discrete. The ATC IDENT discrete is sent
The AFDs utilize an Ethernet 100Base-T bus architecture to the AFD when the ATC IDENT pushbutton is pushed on the
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for interfacing with each AFD and transferring flight critical pilots or copilots control wheel.
functionality data. The Ethernet buses are also utilized for data
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loading during non-flight operations. When data loading occurs, Tuning control of the left side radios is provided continuously
the each AFD communicates over Ethernet connections over the L-RTSA-1 429 (P1–58 and 77) bus to the No. 1 NAV
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allowing a single data loader application to download data to receiver, No. 1 DME, No. 1 TDR, No. 1 VHF COM transceiver,
any and all of the AFDs. The No. 1 AFD transmits data to the and the optional HF-9031A transceiver. The L-RTSA-1 429
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No. 2 AFD over the L-AFD-5 664 TX (-)/(+) (P3–10 and 29) bus bus is output to the Port A control input on each of these
and the L-AFD-6 664 TX (-)/(+) (P3–52 and 32) bus. In return radios. However, tuning is not enabled on the radios until the
the No. 1 AFD receives data from the No. 2 AFD over the No. 1 AFD also outputs the open/ground TUNE ENABLE
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C-AFD-5 664 RX (-)/(+) (P3–12 and 11) bus and the C-AFD-2 (P1–33) discrete, PILOT ONSIDE TUNING ACTIVE (P3–40)
664 RX (-)/(+) (P3–73 and 72) bus. The No. 1 AFD transmits discrete, to the radios. The PILOT ONSIDE TUNING ACTIVE
data to the No. 3 AFD over the L-AFD-2 664 TX (-)/(+) (P3–75 discrete is also provided to the No. 2 and No. 3 AFD. When
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and 55) bus, and receives data over the R-AFD-2 664 RX the TUNE ENABLE discrete is grounded, it will command
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(-)/(+) (P3–77 and 76) bus. the radios to select Port A for tuning. The TUNE ENABLE
discrete will be in open state in the event the AFD is inhibited
To make sure data is coordinated between all three AFDs, or turned off, commanding control Port B selection by the
the No. 1 AFD receives and outputs cross-talk ARINC 429 radios, and handing off tuning control to the No. 2 AFD. This
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high-speed data buses to the remaining AFDs. The No. 1
AFD receives data from the No. 2 AFD over the C-AFD-3 HS
will also cause the No. 1 AFD to output the COPILOT ONSIDE
TUNING ACTIVE (P3–42) discrete to be output to the No. 2
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429 (P1–39 and 59) bus, and from the No. 3 AFD over the NAV-4500, optional No. 2 NAV-4000, optional No. 2 DME, No.
R-AFD-3 HS 429 (P2–54 and 74) bus. To make sure the AFDs 2 TDR, No. 2 VHF COM transceiver, and No. 2 and No. 3
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are in coordination with the No. 1 AFD, it outputs the L-AFD–3 AFD. When the left side radios receive the tuning commands
HS 429 (P2–28 and 48) bus to each AFD. from the No. 1 AFD, they echo the tuning words directly back
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to the AFD. If neither the No. 1 AFD or the No. 2 AFD provide
The No. 1 AFD enables radio tuning and control of the left side the No. 1 VHF COM transceiver with tuning control over an
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radios through the use of the Radio Tuning System Application RTSA bus, the No. 1 VHF COM transceiver may be reverted
(RTSA). Physical tuning of the radios is performed on tuning to Emergency Mode operation at 121.500 MHz by grounding
pages provided by the RTSA that show on the AFD, with the EMER FREQ switch on the Reversionary Switch Panel.
the assistance of the CCP and MKP. If the No. 1 AFD fails, When grounded, the EMER (P3–60) discrete is sent to the
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No. 1 AFD. When in Emergency Mode, controls provided over The No. 1 GPS communicates with the No. 1 AFD over the
the RTSA buses are inhibited. L-GPS-1 HS 429 (P1–16 and 35) bus, and provides Position,
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Velocity, Time (PVT) data and navigation position data to
The No. 1 NAV receiver communicates with the No.1 AFD over the AFD. The optional No. 2 GPS outputs similar data to
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the L-NAV-VIR-2 HS 429 (P1–19 and 18) bus, and provides the No. 1 AFD over the R-GPS-2 HS 429 (P2–57 and 58)
the AFD with the VIR frequency, LOC deviation, GS deviation, bus. The AFD internally routes this data to the Flight Display
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VOR bearing, and diagnostic data. The No. 2 NAV-4500, or System Application (FDSA) where the AFD Input/Output
optional No. 2 NAV-4000, also provide the VIR frequency, LOC
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(AIO) concentrates the data and sends it to the Input/Output
deviation, GS deviation, VOR bearing, and diagnostic data to Translator (IOT) within the Input/Output Concentrator (IOC).
the AFD over R-NAV-VIR-3 HS 429 (P2–70 and 71) bus, but The IOT transforms this data and then sends it onto the
do not echo back tuning words to the AFD, as the L-RTSA-1
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Flight Management System Application (FMSA). After the
429 bus does not communicate with these LRUs. FMSA has processed the GPS data, the Flight Management
System (FMS) communicates back to the GPS by sending
The No.1 VHF COM transceiver communicates with the No. 1 the data back to the IOT, and then back to the AIO. The AIO
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AFD over the L-VHF-1 429 (P1-28 and 48) bus, and provides transmits the data out of the No. 1 AFD to the No. 1 IOC over
the AFD with tuning reports and maintenance data.
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the L-AFD-1 HS 429 (P1–17 and 37) bus, and the IOC then
transfers the FMS data back to the GPS.
For non-voice communication, the No. 1 AFD interfaces
with the optional Communications Management Unit (CMU). The No. 1 AFD also receives redundant non-critical flight data
The CMU functions as a data communications management
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unit, providing air/ground data communications through the
from each IOC. The No. 1 IOC provides data over the L-IOC-1
HS 429 (P1–45 and 64) bus, and the No. 2 IOC provides data
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standard Aircraft Communications Addressing and Reporting over the R-IOC-1 HS 429 (P2–13 and 14) bus.
System (ACARS) over aviation VHF Link Control protocols.
The CMU communicates with the No. 1 AFD over the CMU-11
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The L-AFD-1 HS 429 bus also provides data directly to the

HS 429 (P2–33 and 52) bus, providing the AFD with FSU-1 No. 1 GPS pertaining to horizontal integrity threshold, GPS
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SAL, SAL, broadcast word, CDU-1 SAL, datalink status, and destination (longitude, latitude, ETA), GPS satellite deselect
datalink diagnostic words. The AFD processes this data and words, GPS alternate waypoint (longitude, latitude, ETA), GPS
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uses it to show the CMU datalink functions and controls on bite command word, altitude, true airspeed, date, and present
the virtual Emulated Control Display Unit (ECDU). The AFD position (latitude and longitude). Similar data is also provided
in return outputs the L-ECDU-2 HS 429 (P2–66 and 67) bus to the optional No. 2 GPS over the L-AFD-2 HS 429 (P2–41
to the CMU, providing the CMU with the CMU SAL, CMU and 61) bus.
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diagnostics word, and MCDU identifier.

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The No. 1 ADC provides the No. 1 AFD with altitude data
that is used to show the numerical and graphical display of
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altitude. This includes the Current Altitude Tape, Current acceleration parameters over the L-AHC-2 HS 429 (P1–42 and
Altitude Readout, Metric Altitude, Altitude Fail Flag, Barometric 41) bus. The No. 2 AHC provides similar data to the AFD over
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Setting, Flight Level Alerting, Altitude Trend Vector, Target the R-AHC-2 HS 429 (P2–42 and 43) bus. With the use of the
Altitude, Difference Flags, Altitude Alerts, Approach Minimums, AHC SOURCE switch, on the Reversion Switch Panel, the pilot
Decision Height, and Minimum Descent Altitude over the may choose the No. 1 AHC or No. 2 AHC as the single source
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L-ADC-2 429 (P1–8 and 7) bus. The No. 2 ADC provides of attitude heading data. If a failure is detected from either
similar data to the AFD over the R-ADC-3 429 (P2–2 and 3) source, reversion will automatically occur and the alternate
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bus. With the use of the Reversion Switch Panel the pilot can AHC source will be selected.
choose the ADC source that is being provided to the AFD.
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When the pilot places the AHC SOURCE switch up to PFD1
Additionally, if misleading data is detected from the No. 1 (PILOT AHC REV), the No. 1 AHC is selected as the single
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ADC, the pilot has the option to use the ADC SOURCE switch, source. When the switch is placed in the down position, PFD2
located on the Reversion Switch Panel, to manually control (COPILOT AHC REV), the No. 2 AHC is selected as the single
which side the ADC data is coming from. In NORM position the source. In each instance the PILOT AHC SOURCE SELECT
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data is being received from the No. 1 ADC. If that is no longer (P1–46) discrete is sent to the No. 1 AFD indicating which AHC
a viable source of data, the pilot may place the ADC SOURCE source has been manually selected.
switch up to the PFD1 (PILOT ADC 2) position, sending the
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NOTE: When the No. 3 AFD is already using an
PILOT ADC SOURCE SELECT (P1–54) discrete to the AFD
alternate AHS source and the crew attempts
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indicating the ADC is being manually reverted. In the PFD1
to manually revert the No. 1 AFD AHC
(PILOT ADC 2) position, the altitude data is received from
source to the alternate, a Selection Inactive
the No. 2 ADC over the R-ADC-3 429 bus. The pilot may
message will show on the No. 1 AFD and
also choose to place the ADC SOURCE switch in the down
the on-side AHC source will remain active
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position, PFD2 (COPILOT ADC 1), and manually revert the
No. 3 AFD from receiving altitude data from the No. 2 ADC
This message indicates to the pilot that a
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common source is not available.
to the No. 1 ADC.
NOTE: If failed data is detected from an ADC, and The optional Inertial Reference System (IRS) provides the No.
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the aircraft is not on ground, the ADC source 1 AFD with a third attitude heading source when installed.
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will automatically revert to the cross-side Attitude heading data from the Inertial Reference Unit (IRU)
ADC. Automatic reversion is disabled when is output over the T-IRU-1 HS 429 (P1–5 and 26) bus. The
option to have the IRU as the third heading source means
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on ground.
that in reversion cases, an IRU and AHC will both be used
The No. 1 AHC provides the No. 1 AFD with the processed as attitude/heading sources at the same time. The AFD
pitch and roll attitude, heading, body rate, and linear sourcing will be in magnetic heading since the AHC only has
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magnetic heading labels available to it, which also forces the graphical weather format, or on a NEXRAD weather overlay
AHC heading reference control to be Mag. The AFD outputs on the PLAN Map using the MAP menus.
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reversion control to the IRU over the ATTITUDE REVERSION
DISCRETE 1 (P1–65). The Terrain Awareness Warning System (TAWS) outputs the
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TERR-1 IN 453 (P3–62 and 64) bus to the No. 1 AFD, where
NOTE: To prevent single-source of attitude and it is processed and used to show the Terrain Overlay on the
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heading, the AFDs have logic which Horizontal Situation Indicator (HSI) format, and basic Ground
prevents the Left and Right PFDs from both Proximity Warning System (GPWS) functions (modes 1 through
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sourcing the IRU at the same time. 5), altitude callouts, minimums callouts, bank angle callouts,
decision height, reactive windshear, and terrain and obstacle
The Weather Radar System (WXR) Receiver/Transmitter
awareness. The No. 1 AFD additionally outputs the TAWS data
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Antenna (RTA) communicates with the No. 1 AFD over the
to the No. 2 AFD over the TERR-1 OUT 453 (P3–8 and 9) bus.
WXT-1 IN 453 (P3–3 and 22) bus. The RTA provides the AFD
with a video signal on the WXT-1 452 IN bus that shows a The TCAS 1 Skywatch subsystem, or if installed the optional
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stabilized three color (green, yellow, and red) display on the TCAS II system, provides situation awareness display data
No. 1 AFD MFW MAP format. The three colors indicate the to the flight crew. The TCAS 1, or optional TCAS II TCAS
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intensity of rainfall. This video signal is relayed by the No. 1 Transmitter/Receiver (TTR), outputs the TCAS-TA/RA-1
AFD to the No. 2 AFD over the WXT-1 453 OUT (P3–30 and HS 429 (P2–8 and 9) bus to the No. 1 AFD providing the
49) bus, and then transferred from the No. 2 AFD to the No. vertical and horizontal Resolution Advisory (RA) data, intruder
3 AFD, allowing the weather radar MAP format to show on
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each AFD. The No. 1 AFD additionally takes the pilot entered
range/bearing/altitude data, and formatted TCAS display data.
The optional TTR additionally provides the No. 1 AFD with the
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weather control data from the radar menus and transfers it RA DISPLAY STATUS IN NO. 1 (P1–10) discrete, providing the
to the No. 1 IOC over the L-AFD-1 HS 429 bus, where the RA monitor function to the AFD.
IOC maps the weather control data and then provides it back
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to the RTA. The optional TACAN subsystem provides the No. 1 AFD with
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the relative bearing, slant/range distance, range-rate (velocity),

If the optional XM Weather system is installed, the XM Weather and time-to-station to a selected ground or airborne TACAN or
Receiver (XMWR) will output the XM RS422 (P2–31 and 51)
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DME beacon. This data is output to the No. 1 AFD over the
bus to the No. 1 AFD. This bus carries validated XM Weather TCN-1 HS 429 (P2–5 and 25) bus.
data to the XM Graphical Weather Application (XMGWA) that
resides within the AFD. The XMGWA processes the data and The optional Lightning Detection System (LDS) maps electrical
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generates the graphical and textual data that will the show on discharge activity (lightning) 360 degrees around the aircraft
the AFD. The XM weather data can show on either a dedicated to a distance of 200 nautical miles. Three levels of electrical
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activity intensity are identified. Level one represents the lowest
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Dec 02/14
rate of electrical discharge and level three being the highest. The No. 1 AFD also receives two discrete inputs, MASTER
Lightning detection is generally limited to approximately WARNING ALERT (P1–27) and MASTER WARNING
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100 NM from the aircraft by the LDS. The LDS outputs this CAUTION ALERT (P1–25), directly from the Aircraft
data to the AFD over the LDS-1 429 (P1–68 and 67) bus, Warning/Caution/Advisory System, indicating that a Warning
which processes the data, and then generates corresponding or a Caution has occurred and that it requires attention.
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lightning bolt icons on the MFW weather radar display. Newly asserted Warning messages are accompanied by an
aural and continuous flashing of the MASTER WARNING
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The No. 1 AFD receives EICAS data, that shows on the EICAS Push Button Annunciation (PBA) until acknowledged. Newly
window, from the No. 1 DCU, No. 1 EDC, No. 2 DCU, and asserted Caution messages are accompanied by an aural
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No. 2 EDC. Each of these LRUs receives multiple analog and tone and continuous flashing of the MASTER CAUTION PBA
discrete signals from the aircraft engines and aircraft systems.
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until acknowledged. When the user pushes the MASTER
The analog and discrete data is processed by the DCUs and WARNING PBA, on either the pilot’s or copilot’s side, a
EDCs and output on individual ARINC 429 buses to the No. MASTER WARNING RESET (P2–12) discrete is sent to the
1 AFD, where the data is processes and then shows on the
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AFD acknowledging all previously unacknowledged Warning
EICAS window. The No. 1 DCU outputs data over the L-DCU-2 messages and extinguishing the MASTER WARNING PBA
HS 429 (P1–57 and 56) bus. The No. 1 EDC outputs data light and the associated tone. Similarly, when the user pushes
over the L-EDC-2 HS 429 (P2–62 and 63) bus. The No. 2 the MASTER CAUTION PBA, on either the pilot’s or copilot’s
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DCU outputs data over the R-DCU-3 HS 429 (P2–68 and 69) side, a MASTER CAUTION RESET (P2–15) discrete is sent
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bus. The No. 2 EDC outputs data over the R-EDC-3 HS 429 to the AFD acknowledging all previously unacknowledged
(P1–53 and 73) bus. Caution messages and extinguishing the MASTER CAUTION
PBA light and the associated tone.
The No. 1 RDC provides the No. 1 AFD with Aircraft
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Warning/Caution/Advisory System, Cabin Altitude Sensor,
Aircraft Nose/Left/Right Landing Gear, optional HF subsystem
The AFD additionally receives the SURFACE MANAGEMENT
SYS INHIBIT (P2–35) discrete from the SMS INHIBIT switch.
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inputs and Rotary Voltage Differential Transducer (RVDT) The SMS INHIBIT switch prevents all Surface Management
inputs from the Pilot Side Flap Sensors Input over the L-RDC-1 System (SMS) Alert Modes and tones from being asserted
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HS 429 (P1–70 and 50) bus. This data shows on the EICAS when the pilot physically turns the SMS alerts on or off with the
window as Crew Alerting System (CAS) data, and is used use of the SMS INHIBIT switch.
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to alert the pilot to aircraft subsystem status using warning,

caution, advisory, and status text messages. The No. 2 RDC The No. 1 AFD outputs the L-FDR-1 HS 429 (P2–4 and 23)
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provides similar data to the No. 1 AFD over the R-RDC-1 HS bus to the Flight Data Recorder (FDR) providing the FDR with
429 (P2–26 and 7) bus. EICAS related data.
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VHF NAV AFD-3700 NO. 1
P1
P A
NAV-4000 P1 19
P L-NAV-VIR-2 HS 429 B
NO.1 11 18
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12
P
P2
P2 P2VHF DATA
A A P P
P1 70 66 35 CMU
NAV-4500 P R-NAV-VIR-3 HS 429 B B L-ECDU-2 HS 429
71 67 36 (OPTION)
NO.2 29
P P1 P3
30 A A P
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16 30
L-GPS-1 HS 429 B B
NAV-4000 P1 P 35 49
NO.2 21 P2 P3 EFIS
P A P
(OPTION) 30 57 3
R-GPS-2 HS 429 B WXT-1 OUT 453 22
GNSS MP 58
P AFD
1A P1 NO.2
GPS NO.1 P A
8 P
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1B L-ADC-2 429 B 62
7 TERR-1 OUT 453
MP P2 64
P P 47
GPS NO. 2 6A A
2 TERR-1 453 70 OHMS TERM
(OPTIONAL) 6B R-ADC-3 429 B
3
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P A Hardware Monitoring
33
ADS P1 VHF CMU-11 HS 429 B
P P2 52
ADC 23 DATA 21 P P3
NO.1 24 CMU P A
3
P1 (OPTION) 22 WXT-1 IN 453 22
B
P
ADC 25 P1 VIDEO
NO.2 WXR P A
26 DATA
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P1 45
P L-IOC-1 HS 429 B
RTA 13 64
Graphics Processing/Merge
14 P2
IAPS P1 P A
P 13
IOC 15 R-IOC-1 HS 429 B
14
NO.1 16 P1
P A
P101 42
P L-AHC-2 HS 429 B
IOC 15 41
Graphic Display/Touchscreen
NO.2 16 P2
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P A
42
I/O Filtering and Processing

B
43
AHRS P1 R-AHC-3 HS 429
P P1
P A
104
Data Processing
AHC 57
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NO.1 114 L-DCU-2 HS 429 B
56
P1 P
P A
AHC 128 53
NO.2 R-EDC-3 HS 429 B
127 73
P A
70
DCS P1 L-RDC-1 HS 429 B
P 50
DCU 27 P2
50 P A
NO.1 26
R-RDC-1 HS 429 B
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P1 7
P
EDC 2 P
NO.2 A
30 62
L-EDC-2 HS 429 B
63
P1
P
IN
RDC 28 P A
NO.1 37 68
R-DCU-3 HS 429 B
69
P1 P1
P VHF COMP1 P TOUCHSCREEN
RDC 28 A DATA
P 28
NO.2 37 L-VHF-1 429 B
VHF-4000 5 48
P1 NO.1 6
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P P A
EDC 27 68
P LDS-1 429 B
NO.1 50 67
LDS
P1 LDS (OPION) P A
P 5 +28
DCU T-IRU-1 HS 429 B
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2 26
NO.2 P VDC
30 IRS
HG2100AB P
P2 Power Management
A
(OPTION) 5
TCN-1 HS 429 B
25
TCAS 1 P
P TACAN P P3 P
SKYWATCH TCU-500 A A
8 8
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(OPTION) TCAS-TA/RA-1 HS 429 B B

9 9
P A
TCAS II RMP 31 P2 P P
P XM RS422 IN B A
51 4 FLIGHT DATA
TTR 7C P3 B L-FDR-1 HS 429 RECORDER
XM P 23
(OPTION) 7D P1 A
P 62
WEATHER15 TERR-1 IN 453 B
XMWR 64
(OPTION) 33 P1
CONFIGURATION STRAP 1 20
P
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TAWS
MARK VIII CONFIGURATION STRAP PARITY 11
CONFIGURATION STRAP GROUND 23
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Adaptive Flight Display No. 1 – Simplified Schematic (Sheet 1 of 3)
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AIR
LEFT P1
AFD-3700 NO. 1
EFIS
MAIN P2 P P P2
WEIGHT ON WHEELS 9 A
GEAR 28 54
B L-AFD-3 HS 429
48 74
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GND
P3 P P P3
SAFE-TO-LOAD BLU
6 75 L-AFD-2 664 TX (-) 77
RED
SAFE-TO-LOAD 55 L-AFD-2 664 TX (+) 76 AFD
GRN NO.3
77 R-AFD-2 664 RX (-) 75
EFIS P2 P1 YEL
P P 76 R-AFD-2 664 RX (+) 55
A
AFD 28 39 P P P3
C-AFD-3 HS 429 B
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48 59 BLU
NO.2 52 L-AFD-6 664 TX (-) 77
RED
P2 P2 32 L-AFD-6 664 TX (+) 76 AFD
P P A GRN
AFD 28 54 73 R-AFD-2 664 RX (-) 75 NO.2
NO.3 R-AFD-3 HS 429 B YEL
48 74 72 R-AFD-2 664 RX (+) 55
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P1 P1 BLU P P
P P A 10 L-AFD-5 664 TX (-) 12
CCP 28 13 RED
L-CCP-1 HS 429 B 29 L-AFD-5 664 TX (+) 11
NO.1 8 12 GRN
P1 12 R-AFD-5 664 RX (-) 10
P P P2 YEL
A 11 R-AFD-5 664 RX (+) 29
CCP 78 56
R-CCP-2 HS 429 B
NO.2 59 75 P1
S
P
P1 P1 39
P P
31 30 A 59
MKP 32 L-MKP-1 HS 429 31 B Hardware Monitoring P1
P
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64 CCP
AIRCRAFT MASTER CAUTION ALERT 25 44 NO.1
CAUTION/WARNING/ VIDEO
MASTER WARNING ALERT 27 P P1
ADVISORY SYSTEM DATA
P3 8
MKP
+12VDC LCD BRT REF OUT 70 9
LCD BRT CONTROL IN 43
LCD BRT CONTROL REF (3VDC) 44
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P4 P1 IAPS
P
BRT
POWER DOWN/REVERSION 5 55 IOC

(CW)
56 NO.1
P1
LEFT PILOT ADC 2
DISPLAY DIMMING PILOT ADC SOURCE SELECT 54
Data Processing
ADC 46
REV NORM P MP GNSS
AFD NO.2
SWITCH AFD NO.3 12A GPS
L-AFD-2 HS 429
12B NO.2
R
COPILOT ADC 1 (OPTION)
P MP
LEFT 2A GPS
PILOT AHC L-AFD-1 HS 429
DISPLAY 2B NO.1
REVERSION PILOT AHC SOURCE SELECT
REVERSION
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AHC
REV NORM AFD NO.2
+28VDC SWITCH P P1 VHF NAV
ANNUNCIATOR AFD NO.3
3 NAV-4000
LIGHTING COPILOT AHC 4 NO.1
REVERSION P3
EMER 60
121.5 P1 DME
A P
3 DME
TOUCHSCREEN
PILOT AFD 4 NO.1
G
+28VDC P4 DATA
LEFT AVIONICS +28VDC PRIMARY POWER A4
BUS 15A
A3 ATC
P P2
+28VDC PRIMARY POWER GROUND
17 TDR
IN
18 NO.1
PILOT CLOCK P1
+28VDC +28
BATTERY POWER AVIONICS CLOCK +28VDC BATT PWR 40 VDC
VHF BUS 0.5A Power Management L-RTSA-1 429
P1 VHF COM
NO.1 P
3 VHF
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EMER FREQ 4 NO.1
P2 P
41
PILOTS ATC INDENT 61
P1 HF
P1 P
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P3 P S HF-9031A
COPILOTS ATC INDENT ATC IDENT 25 17
K (OPTION)
37
P1
P
TOUCH SCREEN INHIBIT 74 58
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77
TOUCH SCREEN INHIBIT
LEFT AFD
CONTROL

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IN
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Adaptive Flight Display No. 2 • When the No. 1 AFD or No. 3 AFD has failed, the ADI and
HSI displays are moved to the No. 2 AFD.
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Refer to Figure Adaptive Flight Display No. 2 – Simplified • When the No. 2 AFD has failed, the EICAS is moved to
Schematic. the No. 1 and No. 3 AFD.
NOTE: For additional wiring information and • Pilot and Copilot EICAS selections are synchronized when
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connector data, refer to the Rockwell possible. EICAS selection is not synchronized when only
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Collins Pro Line Fusion® for King Air Wiring the No. 2 AFD has failed.
Diagram Manual (CPN 523–0821907). • Full width PFDs are unavailable when two AFDs have
failed.
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The No. 2 AFD is an integrated smart display unit used to
• Reverted PFD is not available until one AFD has failed.
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show Multifunction Display (MFD) data to the flight crew.
The No. 2 AFD (center) is strapped, CONFIGURATION The pilots may induce AFD reversion by turning off the AFDs
STRAP 1 (P1–20), CONFIGURATION STRAP 2 (P1–15), and on the RSP. The POWER DOWN/REVERSION (P4–5) discrete
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CONFIGURATION STRAP PARITY (P1–11), to function as is used to manually turn the power supply on and off, and
an MFD. The AFD uses a 14.1-inch LCD touchscreen with is connected to the DISPLAY REVERSION switch on the
LED backlighting mounted in a landscape alignment across the instrument panel. When the No. 2 AFD is turned off, the No. 1
flight deck. The AFD has a 1280 x 800 resolution, 107 DPI,
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and No. 3 AFD will revert appropriately.
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inches of viewable display area and have a wide viewing angle For each of the AFDs, a WM application monitors the health of
and high contrast allowing for clear interpretation when viewed the other AFDs, and uses this data to configure the AFD itself.
from either pilot’s position. For example, if the No. 2 AFD fails, this is detected by the
No. 1 and No. 3 AFD over the C-AFD-3 HS 429 (P2–28 and
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The AFD receives sensor data from the aircraft avionics system
ARINC 429 serial communication ports and generates graphic
48) bus. When the No. 2 AFD is inactive the No. 1 AFD will
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show a PFD (ADI above and HSI below) on the left side of the
displays to present this information to the flight crew. The AFD screen, EICAS in the center of the screen, and an MFW on the
also incorporates discrete data inputs for control purposes, and right side of the screen. The configuration of the No. 3 AFD
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can receive preprocessed data from external sources. will be a mirror image of the No. 1 AFD.
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The AFD reversion is automatic. When an AFD failure is Similar reversion occurs if the No. 1 AFD fails. In this instance
detected the system will turn off the AFD and reconfigure the the No. 2 AFD is notified over the L-AFD-3 HS 429 (P1–39 and
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remaining AFDs to show the required data. Automatic display 59) bus, as is the No. 3 AFD. When the No. 1 AFD is inactive
reversion allows the crew to continue operating the aircraft the No. 2 AFD will show a PFD (ADI above and HSI below) on
safely when one or two AFDs fail. The following basic rules will the left side of the screen, EICAS in the center of the screen,
apply when automatic reversion occurs:
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and an MFW on the right side of the screen. The No. 3 AFD will then be regulated by the two module power monitors on the
will be unaffected. I/O and graphics assemblies. The master power monitor will
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also control sequencing of the two major assemblies as well as
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R-AFD-3 HS 429 (P1–54 and 74) bus, as is the No. 1 AFD. different environments, the master power monitor senses the
When the No. 3 AFD is inactive the No. 1 AFDs will be internal AFD temperature and will activate one or both of the
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unaffected. In this instance, the No. 2 AFD will show a MFW on cooling fans mounted horizontally at the base of the AFD if the
the left side of the screen, EICAS in the center of the screen,
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temperature rises above a set threshold.
and a PFD (ADI above and HSI below) on the right side of
the screen. Touchscreen controls are provided on the PFD and MFD
formats in areas not prohibited to cursor movement, designated
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If both the No. 2 AFD and No. 3 AFD fail, the No. 1 AFD will PFD hotspot areas, and touchscreen only toolbars along the
be notified over the C-AFD-3 HS 429 bus, and the R-AFD-3 bottom of the PFD and MFD display below the MFW format.
HS 429 bus. In this instance, the No. 1 AFD will show a PFD The FDSA monitors the touchscreen inputs from the display
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(ADI above and HSI below) on the left side of the screen, head to provide a GUI that responds to the user’s touch on the
EICAS in the center of the screen, and an MFW on the right
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screen. The No. 2 AFD touchscreen capability can be disabled
side of the screen. if the TOUCH SCREEN INHIBIT (P1–74) discrete is grounded
with the use of the CENTER AFD CONTROL switch.
Internally, the AFD is composed of two major modules, the I/O
Module and the Graphics Module. The I/O Module provides
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input and output path for all external signals entering and
In addition to touchscreen controls, the No. 2 AFD also
receives Inputs from the MKP and the No. 1 and No. 2 CCP.
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exiting the AFD. It also provides the processing resources Inputs from the MKP are sent to the No. 2 AFD over the
for performing System I/O Interface/Management, AFD L-MKP-1 HS 429 (P1–30 and 31) bus. As the user pushes
Configuration Management, and general processing of
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an MKP key or turns the Pan/Zoom knob on the front panel,

resources for application hosting. The Graphics Module the AFD receives this input, processes it, and then performs
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provides the processing resources for graphics generation, the requested function. Inputs from the No. 1 CCP are sent
merge, and display. Additionally, the Graphics Module receives to the No. 2 AFD over the L-CCP-1 HS 429 (P1–13 and 12)
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the +28VDC PRIMARY POWER (P4–A4) input from the bus. When a user pushes a button, uses the TUNE knob or
+28VDC LEFT AVIONICS BUS and regulates it to produce Multifunction knob, the control inputs are sent to the AFD. The
a +3.3VDC housekeeping voltage to power boundary scan AFD processes the control commands and then performs the
components, the two power monitors on the Graphics Module, requested action. Control inputs from the No. 2 CCP, over the
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and the single power monitor on the I/O Module. The main R-CCP-2 HS 429 (P2–56 and 75) bus, similarly processed by
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power monitor on the Graphics Module will also take the the AFD and then performed.
+28VDC PRIMARY POWER input and produce +12VDC that
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Panel dimming, and backlight brightness of the No. 2 AFD is LOAD (P1–55) discrete when the DATA LOAD ENABLE switch
controlled through a potentiometer located on the instrument is set to ON.
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panel. The AFD outputs a +12VDC LCD BRT REF OUT
(P3–70) discrete reference voltage to the potentiometer and the The AFDs utilize an Ethernet 100Base-T bus architecture
potentiometer in turns sends the AFD the LCD BRT CONTROL for interfacing with each AFD and transferring flight critical
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IN (P3–43) discrete. The low side of the potentiometer is functionality data. The Ethernet buses are also utilized
biased at +3VDC, and sends the LCD BRT CONTROL REF for data loading during non-flight operations. When data
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(3VDC) (P3–44) discrete to the AFD, to prevent display loading occurs, the each AFD communicates over Ethernet
blanking if the reference voltage is lost or shorted. connections allowing a single data loader application to
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download data to any and all of the AFDs. The No. 2 AFD
The No. 2 AFD provides two separate discretes directly to the transmits data to the No. 1 AFD over the C-AFD-5 664 TX
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ASPU, the OVERSPEED WARNING (P1–21) and the STALL (-)/(+) (P3–10 and 29) bus and the C-AFD-2 664 TX (-)/(+)
WARNING (P2–44). The STALL WARNING discrete directs (P3–75 and 55) bus. In return the No. 2 AFD receives data
the ASPU to provide the flight crew with an aural indication from the No. 1 AFD over the L-AFD-5 664 RX (-)/(+) (P3–12
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at the same time the AFD shows the stall annunciation. The and 11) bus and the L-AFD-6 664 RX (-)/(+) (P3–77 and 76)
OVERSPEED WARNING discrete directs the ASPU to initiate bus. The No. 2AFD transmits data to the No. 3 AFD over the
the overspeed aural warning horn to sound. C-AFD-6 664 TX (-)/(+) (P3–52 and 32) bus, and receives data
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over the R-AFD-6 664 RX (-)/(+) (P3–73 and 72) bus.
The No. 2 AFD incorporates the Application Field Load
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function as a way for maintenance personnel to transfer The No. 2 AFD additionally interacts with the optional
updated application functionality to the Pro Line Fusion® Information Management System (IMS) over multiple Ethernet
Avionics System. Field loading is considered a ground support connections. The No. 2 AFD transmits data to the optional
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operation that can only be accomplished when the aircraft is
in a weight-on-wheels condition, the SAFE–TO–LOAD control
IMS over the C-AFD-7 664 TX (-)/(+) (P3–51 and 33) bus
and the C-AFD-4 664 TX (-)/(+) (P3–14 and 34) buses, and
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is ON, and the DATA LOAD ENABLE control is ON. The receives data over the L-IMS-1 664 TX (-)/(+) (P3–26 and 5)
AFD receives these indications from various discrete inputs. and L-IMS-2 664 RX (-)/(+) (P3–16 and 15) bus. Through
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The weight-on-wheels indication is output to the AFD over these Ethernet connections, the IMS is able to transfer data to
the WEIGHT ON WHEELS (P1–9) discrete from the RIGHT the No. 2 AFD. Additionally, the IMS receives and transfers
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MAIN GEAR switch when the switch indicates aircraft on NDOs over these Ethernet connections.
ground. The SAFE–TO–LOAD control indication is output to
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the AFD over the SAFE-TO-LOAD (P1–6) discrete, when the To make sure data is coordinated between all three AFDs,
SAFE–TO–LOAD switch is set to ON. The automated field load the No. 2 AFD receives and outputs cross-talk ARINC 429
indication is output to the AFD over the AUTOMATED FIELD high-speed data buses to the remaining AFDs. The No. 2 AFD
receives data from the No. 1 AFD over the L-AFD-3 HS 429
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(P1–39 and 59) bus and from the No. 3 AFD over the R-AFD-3 ONSIDE TUNING ACTIVE or COPILOT ONSIDE TUNING
HS 429 (P2–54 and 74) bus. To make sure the AFDs are in ACTIVE discrete is grounded, it will command the radios to
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coordination with the No. 2 AFD, it outputs the C-AFD–3 HS select Port B for tuning. The PILOT ONSIDE TUNING ACTIVE
429 (P2–28 and 48) bus to each AFD. or COPILOT ONSIDE TUNING ACTIVE discrete will be in
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open state in the event the No. 2 AFD is inhibited or turned
The No. 2 AFD synchronizes radio tuning and control of the off, commanding control Port A selection by the radios, and
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left and right side radios with the RTSA residing on the No. 1 handing off tuning control to the No. 1 or No. 3 AFD. When the
and No. 2 AFDs. Physical tuning of the radios is performed
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left and right side radios receive the tuning commands from the
on tuning pages provided by the RTSA that show on the AFD No. 2 AFD, they echo the tuning words directly back to the
with the assistance of the CCP and MKP. If the No. 1 AFD AFD. While in reversionary tuning, if the No. 2 AFD does not
or the No. 3 AFD fails, reversionary tuning will be performed
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provide the No. 1 or No. 2 VHF COM transceivers with tuning
by the No. 2 AFD for the left or right side radios. The RTSA control over an RTSA bus, the No. 1 and No. 2 VHF COM
additionally sends the Ident command to the active transponder transceivers may be reverted to Emergency Mode operation
when the AFD receives the ATC IDENT (P3–25) discrete. The at 121.500 MHz by grounding the EMER FREQ switch on
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ATC IDENT discrete is sent to the AFD when the ATC IDENT the Reversionary Switch Panel. When grounded, the EMER
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pushbutton is pushed on the pilots or copilots control wheel. (P3–60) discrete is sent to the No. 2 AFD. When in Emergency
Mode, controls provided over the RTSA buses are inhibited.
When required by the failure of the No. 1 AFD, reversionary
tuning control of the left side radios is provided By the No. 2 The No. 1 NAV receiver communicates with the No. 2 AFD
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AFD continuously over the C-RTSA-1 429 (P1–58 and 77) bus
to the No. 1 NAV receiver, No. 1 DME, No. 1 TDR, No. 1
over the L-NAV-VIR-2 HS 429 (P1–19 and 18) bus, and
provides the AFD with the VOR/ILS (VIR) frequency, LOC
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VHF COM transceiver, and the optional HF-9031A transceiver. deviation, GS deviation, VOR bearing, and diagnostic data.
Additionally, when required by the failure of the No. 3 AFD, The No. 2 NAV-4500, or optional No. 2 NAV-4000, also
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reversionary tuning control of the right side radios is provided provides the VIR frequency, LOC deviation, GS deviation, VOR
by the No. 2 AFD continuously over the C-RTSA-2 429 (P2–59 bearing, and diagnostic data to the AFD over the R-NAV-VIR-3
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and 78) bus to the No. 2 NAV-4500, optional No. 2 NAV-4000, HS 429 (P2–70 and 71) bus, but do not echo back tuning
optional No. 2 DME, No. 2 TDR, and the No. 2 VHF COM words to the AFD, as the C-RTSA-1 429 and C-RTSA-2 429
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transceiver. The C-RTSA-1 429 and C-RTSA-2 429 buses bus does not communicate with these LRUs.
are output to the Port B control input on each of these radios.
However, tuning is not enabled on the radios until the No. 2 The No. 1 VHF COM transceiver communicates with the No. 2
AFD also outputs the open/ground PILOT ONSIDE TUNING AFD over the L-VHF-1 429 (P1-28 and 48) bus, and provides
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ACTIVE (P3–40) discrete or COPILOT ONSIDE TUNING the AFD with turning reports and maintenance data.
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ACTIVE (P2–42) discrete to the radios. These discretes are

also provided to the No. 1 and No. 3 AFD. When the PILOT
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For non-voice communication, the No. 2 AFD interfaces The No. 1 ADC provides the No. 2 AFD with altitude data
with the optional CMU. The CMU functions as a data that is used to show the numerical and graphical display of
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communications management unit, providing air/ground data altitude. This includes the Current Altitude Tape, Current
communications through the standard ACARS over aviation Altitude Readout, Metric Altitude, Altitude Fail Flag, Barometric
VHF Link Control protocols. The CMU communicates with the Setting, Flight Level Alerting, Altitude Trend Vector, Target
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No. 1 AFD over the CMU-11 HS 429 (P2–33 and 52) bus, Altitude, Difference Flags, Altitude Alerts, Approach Minimums,
providing the AFD with FSU-1 SAL, SAL, broadcast word, Decision Height, and Minimum Descent Altitude over the
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CDU-1 SAL, datalink status, and datalink diagnostic words. L-ADC-2 429 (P1–8 and 7) bus. The No. 2 ADC provides
The AFD processes this data and uses it to show the CMU similar data to the AFD over the R-ADC-3 429 (P2–2 and 3)
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datalink functions and controls on the virtual ECDU. The AFD bus. With the use of the Reversion Switch Panel, the pilot can
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in return outputs the L-ECDU-2 HS 429 (P2–66 and 67) bus choose the ADC source that is being provided to the AFD.
to the CMU, providing the CMU with the CMU SAL, CMU
diagnostics word, and MCDU identifier. Additionally, if misleading data is detected from the No. 1
ADC, the pilot has the option to use the ADC SOURCE switch,
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The No. 1 GPS communicates with the No. 2 AFD over the located on the Reversion Switch Panel, to manually control
L-GPS-1 HS 429 (P1–16 and 35) bus, and provides PVT data which side the ADC data is coming from. In NORM position, the
and navigation position data to the AFD. The optional No. 2 data is being received from the No. 1 ADC. If that is no longer
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GPS outputs similar data to the No. 2 AFD over the R-GPS-2 a viable source of data, the pilot may place the ADC SOURCE
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HS 429 (P2–57 and 58) bus. The AFD internally routes this switch up to the PFD1 (PILOT ADC 2) position, sending the
data to the FDSA where the AIO concentrates the data and PILOT ADC SOURCE SELECT (P1–54) discrete to the NO.
sends it to the IOT within the IOC. The IOT transforms this data 2 AFD indicating the ADC is being manually reverted. In the
and sends it onto the FMSA. After the FMSA has processed PFD1 (PILOT ADC 2) position the altitude data is received
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the GPS data, the FMS communicates back to the GPS by
sending the data back to the IOT and back to the AIO. The AIO
from the No. 2 ADC over the R-ADC-3 429 bus. The pilot may
also choose to place the ADC SOURCE switch in the down
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transmits the data out of the No. 2 AFD to the No. 1 IOC over position, PFD2 (COPILOT ADC 1), sending the COPILOT ADC
the C-AFD-1 HS 429 (P1–17 and 37) bus and to the No. 2 SOURCE SELECT (P1–47) discrete to the No. 2 AFD, and
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GPS over the C-AFD-2 HS 429 (P2–41 and 61) bus. The IOC manually reverting the No. 3 AFD from receiving altitude data
processes then transfers the FMS data back to the GPS. from the No. 2 ADC to the No. 1 ADC.
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The No. 2 AFD also receives redundant non-critical flight data NOTE: If failed data is detected from an ADC, while
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from each IOC. The No. 1 IOC provides data over the L-IOC-1 the aircraft is not on ground, the ADC source
HS 429 (P1–45 and 64) bus, and the No. 2 IOC provides data will automatically revert to the cross-side
over the R-IOC-1 HS 429 (P2–13 and 14) bus. ADC. Automatic reversion is disabled when
the aircraft is on ground.
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The No. 1 AHC provides the No. 2 AFD with the processed time. The AFD sourcing will be in magnetic heading since
pitch and roll attitude, heading, body rate, and linear the AHC only has magnetic heading labels available to it,
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acceleration parameters over the L-AHC-2 HS 429 (P1–42 and which also forces the AHC heading reference control to be
41) bus. The No. 2 AHC provides similar data to the AFD over Mag. The AFD outputs reversion control to the IRU over the
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the R-AHC-2 HS 429 (P2–42 and 43) bus. With the use of the ATTITUDE REVERSION DISCRETE 1 (P1–65) and ATTITUDE
AHC SOURCE switch on the Reversion Switch Panel, the pilot REVERSION DISCRETE 2 (P1–63) discretes.
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may choose the No. 1 AHC or No. 2 AHC as the single source
NOTE: To prevent single-source of attitude and
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of attitude heading data. If a failure is detected from either
heading, the AFDs have logic which
source, reversion will automatically occur and the alternate
prevents the Left and Right PFDs from both
AHC source will be selected.
sourcing the IRU at the same time
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When the pilot places the AHC SOURCE switch up to PFD1
(PILOT AHC REV), the No. 1 AHC is selected as the single
Antenna (RTA) does not communicate directly to the No. 2
source and the PILOT AHC SOURCE SELECT (P1–46)
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AFD, as it does for the No. 1 AFD. Instead, the RTA sends the
discrete is sent to the No. 2 AFD. When the switch is placed
WXT-1 IN 453 bus to the No. 1 AFD, where it is then output to
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in the down position, PFD2 (COPILOT AHC REV), the No. 2
the No. 2 AFD over the WXT-1 IN 453 (P3–3 and 22) bus. The
AHC is selected as the single source and the COPILOT AHC
signal is then processed by the AFD to allow display of weather
SOURCE SELECT (P1–43) discrete is sent to the No. 2 AFD.
radar MAP formats on the No. 2 AFD, and then output on to
NOTE: When the No. 3 AFD is already using an the No. 3 AFD on the WXT-1 OUT 453 (P3–30 and 49) bus.
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If the optional XM Weather system is installed, the XMWR will
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source to the alternate, a Selection Inactive output the XM RS422 (P2–31 and 51) bus to the No. 2 AFD.
message will show on the No. 1 AFD and This bus carries validated XM Weather data to the XMGWA
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the on-side AHC source will remain active. that resides within the AFD. The XMGWA processes the data
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This message indicates to the pilot that a and generates the graphical and textual data that will the
common source is not available. show on the AFD. The XM weather data can show on either a
dedicated graphical weather format, or on a NEXRAD weather
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The optional IRS provides the No. 2 AFD with a third attitude overlay on the PLAN Map using the MAP menus.
heading source when installed. Attitude heading data from
the IRU is output over the T-IRU-1 HS 429 (P1–5 and The TAWS does not communicate directly with the No. 2 AFD
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26) bus. The option to have the IRU as the third heading as it does for the No. 1 AFD. Instead, the TAWS sends the
source means that in reversion cases, an IRU and AHC TERR-1 IN 453 bus to the No. 1 AFD, where it is then output
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will both be used as attitude/heading sources at the same to the No. 2 AFD over the TERR-1 IN 453 (P3–62 and 64)
bus. The data is then processes and used to show the Terrain
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Overlay on the HSI format, and basic GPWS functions (modes No. 2 EDC. Each of these LRUs receives multiple analog and
1 through 5), altitude callouts, minimums callouts, bank angle discrete signals from the aircraft engines and aircraft systems.
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callouts, decision height, reactive windshear, and terrain and The analog and discrete data is processed by the DCUs and
obstacle awareness. EDCs and output on individual ARINC 429 buses to the No.
2 AFD, where the data is processes and then shows on the
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The TCAS 1 Skywatch subsystem, or if installed the optional EICAS window. The No. 1 DCU outputs data over the L-DCU-2
TCAS II system, provides situation awareness display data HS 429 (P1–57 and 56) bus. The No. 1 EDC outputs data
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to the flight crew. The optional TCAS II TTR, outputs the over the L-EDC-2 HS 429 (P2–62 and 63) bus. The No. 2
TCAS-TA/RA-1 HS 429 (P2–8 and 9) bus to the No. 2 DCU outputs data over the R-DCU-3 HS 429 (P2–68 and 69)
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AFD providing the vertical and horizontal RA data, intruder bus. The No. 2 EDC outputs data over the R-EDC-3 HS 429
range/bearing/altitude data, and formatted TCAS display data.
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(P1–53 and 73) bus.
RA DISPLAY STATUS IN NO. 1 (P1–10) discrete, providing the The No. 1 RDC provides the No. 2 AFD with Aircraft
RA monitor function to the AFD. Warning/Caution/Advisory System, Cabin Altitude Sensor,
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The optional TACAN subsystem provides the No. 2 AFD with inputs and RVDT inputs from the Pilot Side Flap Sensors
the relative bearing, slant/range distance, range-rate (velocity), Input over the L-RDC-1 HS 429 (P1–70 and 50) bus. This
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and time-to-station to a selected ground or airborne TACAN or data shows on the EICAS window as CAS data, and is used
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TCN-1 HS 429 (P2–5 and 25) bus. caution, advisory, and status text messages. The No. 2 RDC
provides similar data to the No. 2 AFD over the R-RDC-1 HS
The optional LDS maps electrical discharge activity (lightning) 429 (P2–26 and 7) bus.
360 degrees around the aircraft to a distance of 200 nautical
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miles. Three levels of electrical activity intensity are identified. The No. 2 AFD also receives two discrete inputs, MASTER
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Level one represents the lowest rate of electrical discharge WARNING ALERT (P1–27) and MASTER WARNING
and level three being the highest. Lightning detection is CAUTION ALERT (P1–25), directly from the Aircraft
generally limited to approximately 100 NM from the aircraft
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Warning/Caution/Advisory System, indicating that a Warning

by the LDS. The LDS outputs this data to the AFD over the or a Caution has occurred and that it requires attention.
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LDS-1 429 (P1–68 and 67) bus, which processes the data, Newly asserted Warning messages are accompanied by an
and then generates corresponding lightning bolt icons on the aural and continuous flashing of the MASTER WARNING
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MFW weather radar display. PBA until acknowledged. Newly asserted Caution messages
are accompanied by an aural tone and continuous flashing
The No. 2 AFD receives EICAS data, that shows on the EICAS of the MASTER CAUTION PBA until acknowledged. When
window, from the No. 1 DCU, No. 1 EDC, No. 2 DCU, and the user pushes the MASTER WARNING PBA, on either the
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pilot’s or copilot’s side, a MASTER WARNING RESET (P2–12) into the ADC when the SAFE-TO-LOAD switch is grounded.
discrete is sent to the AFD acknowledging all previously The No. 1 and No. 2 ADC in turn provide the ACT-3010
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unacknowledged Warning messages and extinguishing the software load status back to the No. 2 AFD over the SW LOAD
MASTER WARNING PBA light and the associated tone. RETURN 429 (P1–62 and 44) bus when dataloading.
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Similarly, when the user pushes the MASTER CAUTION PBA,
on either the pilot’s or copilot’s side, a MASTER CAUTION
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RESET (P2–15) discrete is sent to the AFD acknowledging
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all previously unacknowledged Caution messages and
extinguishing the MASTER CAUTION PBA light and the
associated tone.
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The No. 2 AFD receives data parameters from the Aircraft
Personality Module (APM), that the No. 2 AFD uses for
configuration, and in turn outputs operational power to the APM
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over the APM POWER 12 V (P3–48) bus. There is no software
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or processor resident in the APM. All software related to the
APM interface is contained within the No. 2 AFD, and it is the
responsibility of the No. 2 AFD to detect APM related failures.
The No. 2 AFD additionally outputs the APM CLOCK (P3–1)
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and APL CLOCK INVERT (P3–2) discretes to the APM, where
the data is converted into a single-ended signal for the flash
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memory. The bus transceivers, internal to the APM, convert
the bidirectional differential data buses, APM DATA (P3–23)
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and APM SER DATA INVERT (P3–24), into a single ended

data input and data output signal. The direction of the data is
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controlled by the APM DATA DIRECTION (P3–4) discrete from

the No. 2 AFD.
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The No. 2 AFD outputs the C-FDR-1 HS 429 (P2–4 and 23)
bus to the FDR providing the FDR with EICAS related data.
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(Applies to C90GTi only) The No. 2 AFD outputs the SW LOAD

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TRANSMIT 429 (P1–49 and 29) bus to the No. 1 ADC and No.
2 ADC, allowing the ACT-3010 software to be downloaded
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Adaptive Flight Display No. 2 – Simplified Schematic (applies to B200GT, B200CGT, B300, B300C only) (Sheet 1 of 6)
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Adaptive Flight Display No. 2 – Simplified Schematic (applies to B200GT,

B200CGT, B300, B300C only) (Sheet 2 of 6)
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Adaptive Flight Display No. 2 – Simplified Schematic (applies to C90GTi only) (Sheet 3 of 6)
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AIR
RIGHT P1
AFD-3700 NO. 2 EFIS
MAIN P2 P P P2
GEAR 28 21
B C-AFD-3 HS 429
48 40
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GND
P3 Q Q P3
SAFE-TO-LOAD BLU
6 52 C-AFD-6 664 TX (-) 73
RED
SAFE-TO-LOAD 32 C-AFD-6 664 TX (+) 72 AFD
GRN NO.3
73 R-AFD-6 664 RX (-) 52 P1
EFIS P2 P1 YEL P
P P 72 R-AFD-6 664 RX (+) 32 39
A
AFD 28 39 Q Q P3 59
L-AFD-3 HS 429 B
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48 59 GRN
NO.1 75 C-AFD-2 664 TX (-) 73
YEL
P2 P2 55 C-AFD-2 664 TX (+) 72
P P A BLU
AFD 28 54 77 L-AFD-6 664 RX (-) 52
NO.3 R-AFD-3 HS 429 B RED
48 74 76 L-AFD-6 664 RX (+) 32
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AFD
P1 P1 GRN Q Q NO.1
P P A 10 C-AFD-5 664 TX (-) 12
CCP 28 13 YEL
L-CCP-1 HS 429 B 29 C-AFD-5 664 TX (+) 11
NO.1 8 12 BLU
P1 12 L-AFD-5 664 RX (-) 10
P P P2 RED
A 11 L-AFD-5 664 RX (+) 29
CCP 78 56
R-CCP-2 HS 429 B
NO.2 59 75
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P1 P1 IMS
P P
31 30 A BLU Q Q
P1
MKP 32 L-MKP-1 HS 429 31 B RED
51 C-AFD-7 664 TX (-) 30
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33 C-AFD-7 664 TX (+) 29 P1 IAPS
GRN P
AIRCRAFT MASTER CAUTION ALERT 25 26 L-IMS-1 664 RX (-) 2 65
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CAUTION/WARNING/ 5 L-IMS-1 664 RX (+) 1 66 NO.1
ADVISORY SYSTEM MASTER WARNING ALERT 27
P1 IMS-3500
P3 BLU Q Q P P101
14 C-AFD-4 664 TX (-) 33 (OPTION) 65 IOC
+12VDC LCD BRT REF OUT 70 RED
34 C-AFD-4 664 TX (+) 32 66 NO.2
LCD BRT CONTROL IN 43 GRN
16 L-IMS-2 664 RX (-) 5
LCD BRT CONTROL REF (3VDC) 44 YEL
15 L-IMS-2 664 RX (+) 4
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P4
BRT
POWER DOWN/REVERSION 5
Hardware Monitoring

(CW)
P1
CENTER PILOT ADC 2
DISPLAY DIMMING PILOT ADC SOURCE SELECT 54
ADC C-AFD-2 HS 429
REV NORM P1 VHF NAV
COPILOT ADC SOURCE SELECT 47 P
SWITCH VIDEO DATA
21 NAV-4000
C-AFD-1 HS 429
22
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COPILOT ADC 1 NO.1
P P1
CENTER 21 NAV-4500
PILOT AHC
DISPLAY 22 NO.2
REVERSION PILOT AHC SOURCE SELECT
REVERSION 46
P1
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AHC P
NAV-4000
Data Processing
21
REV NORM NO.2
+28VDC SWITCH COPILOT AHC SOURCE SELECT 43 22
ANNUNCIATOR (OPTION)
LIGHTING COPILOT AHC
REVERSION P3 P1 DME
P
EMER 60 21 DME
121.5 22 NO.1
A P1
P
21 DME
CENTER
G
+28VDC P4 NO.2
22
LEFT AVIONICS +28VDC PRIMARY POWER A4 (OPTION)
BUS 15A
A3 TOUCHSCREEN
+28VDC PRIMARY POWER GROUND DATA
P2 ATC
IN
P
21 TDR
+28 22 NO.1
VDC P2
VHF P
21 TDR
NO.1
Power Management 22
NO.2
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EMER FREQ
P2 P C-RTSA-1 429
41
P P1 VHF COM
21 VHF
P1
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P3 P 22 NO.1
COPILOTS ATC INDENT ATC IDENT 25 17 P1
37 P
21 VHF
P1 NO.2
P 22
C-RTSA-2 429
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77
P1 HF
TOUCH SCREEN INHIBIT P2 P P
59 P HF-9031
CENTER AFD
78 R (OPTION)
CONTROL

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Dec 02/14
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Adaptive Flight Display No. 3 • When the No. 2 AFD has failed, the EICAS is moved to
the No. 1 and No. 3 AFD.
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Refer to Figure Adaptive Flight Display No. 3 – Simplified • Pilot and Copilot EICAS selections are synchronized when
Schematic. possible. EICAS selection is not synchronized when only
NOTE: For additional wiring information and the No. 2 AFD has failed.
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connector data, refer to the Rockwell • Full width PFDs are unavailable when two AFDs have
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Collins Pro Line Fusion® for King Air Wiring failed.
Diagram Manual (CPN 523–0821907). • Reverted PFD is not available until one AFD has failed.
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The No. 3 AFD is an integrated smart display unit used to The pilots may induce AFD reversion by turning off the AFDs
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show PFD data to the flight crew. The No. 3 AFD (right) is on the RSP. The POWER DOWN/REVERSION (P4–5) discrete
strapped, CONFIGURATION STRAP 2 (P1–15), to function is used to manually turn the power supply on and off, and
as a PFD. The AFD uses a 14.1-inch LCD touchscreen with is connected to the DISPLAY REVERSION switch on the
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LED backlighting mounted in a landscape alignment across the instrument panel. When the No. 3 AFD is turned off, the No. 1
flight deck. The AFD has a 1280 x 800 resolution, 107 DPI, and No. 2 AFD will revert appropriately.
inches of viewable display area and have a wide viewing angle For each of the AFDs, a WM application monitors the health of
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and high contrast allowing for clear interpretation when viewed the other AFDs, and uses this data to configure the AFD itself.
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from either pilot’s position. For example, if the No. 3 AFD fails, this is detected by the No.
1 and No. 2 AFD over the R-AFD-3 HS 429 (P2–28 and 48)
The AFD receives sensor data from the aircraft avionics system bus. When the No. 3 AFD is inactive the No. 1 AFD will be
ARINC 429 serial communication ports and generates graphic unaffected, and the No. 2 AFD show a show a PFD, ADI above
G
displays to present this information to the flight crew. The AFD
also incorporates discrete data inputs for control purposes, and
and HSI below, on the right side of the screen, EICAS in the
center of the screen, and an MFW on the left side of the screen.
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can receive preprocessed data from external sources.
Similar reversion occurs if the No. 1 AFD fails. In this instance
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The AFD reversion is automatic. When a AFD failure is the No. 3 AFD is notified over the L-AFD-3 HS 429 (P1–54 and
detected the system will turn off the AFD and reconfigure the 74) bus, as is the No. 2 AFD. When the No. 1 AFD is inactive,
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remaining AFDs to show the required data. Automatic display the No. 3 AFD will be unaffected and the No. 2 AFD show a
reversion allows the crew to continue to operate the aircraft PFD (ADI above and HSI below) on the left side of the screen,
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safely when one or two AFDs fail. The following basic rules will EICAS in the center of the screen, and an MFW on the right
apply when automatic reversion occurs: side of the screen.
• When the No. 1 AFD or No. 3 AFD has failed, the ADI and
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HSI displays are moved to the No. 2 AFD.

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ALL 31-60-00 Page 34
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C-AFD-3 HS 429 (P2–21 and 40) bus, as is the No. 1 AFD. different environments, the master power monitor senses the
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When the No. 2 AFD is inactive, the No. 3 AFD will show a internal AFD temperature and will activate one or both of the
PFD (ADI above and HSI below) on the right side of the screen, cooling fans mounted horizontally at the base of the AFD if the
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EICAS in the center of the screen, and an MFW on the left side temperature rises above a set threshold.
of the screen. The configuration of the No. 1 AFD will be a
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mirror image of the No. 3 AFD. Touchscreen controls are provided on the PFD and MFD
formats in areas not prohibited to cursor movement, designated
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If both the No. 1 AFD and No. 2 AFD fail, the No. 3 AFD will PFD hot spot areas, and touchscreen only toolbars along the
be notified over the L-AFD-3 HS 429 bus, and the C-AFD-3 bottom of the PFD and MFD display below the MFW format.
HS 429 bus. In this instance, the No. 3 AFD will show a PFD The FDSA monitors the touchscreen inputs from the display
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(ADI above and HSI below) on the right side of the screen, head to provide a GUI that responds to the user’s touch on the
EICAS in the center of the screen, and an MFW on the left screen. The No. 3 AFD touchscreen capability can be disabled
side of the screen. if the TOUCH SCREEN INHIBIT (P1–74) discrete is grounded
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with the use of the RIGHT AFD CONTROL switch.
Internally, the AFD is composed of two major modules, the I/O
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Module and the Graphics Module. The I/O Module provides In addition to touchscreen controls, the No. 3 AFD also
input and output path for all external signals entering and receives Inputs from the MKP and the No. 1 and No. 2 CCP.
exiting the AFD. It also provides the processing resources Inputs from the MKP are sent to the No. 3 AFD over the
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for performing System I/O Interface/Management, AFD
Configuration Management, and general processing of
L-MKP-2 HS 429 (P1–30 and 31) bus. As the user pushes
an MKP key or turns the Pan/Zoom knob on the front panel,
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resources for application hosting. The Graphics Module the AFD receives this input, processes it, and then performs
provides the processing resources for graphics generation, the requested function. Inputs from the No. 1 CCP are sent
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merge, and display. Additionally, the Graphics Module receives to the No. 3 AFD over the L-CCP-2 HS 429 (P1–13 and 12)
the +28VDC PRIMARY POWER (P4–A4) input from the bus. When a user pushes a button, uses the TUNE knob or
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+28VDC RIGHT AVIONICS BUS and regulates it to produce Multifunction knob, the control inputs are sent to the AFD. The
a +3.3VDC housekeeping voltage to power boundary scan AFD processes the control commands and then performs the
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components, the two power monitors on the Graphics Module, requested action. Control inputs from the No. 2 CCP, over the
and the single power monitor on the I/O Module. The main R-CCP-1 HS 429 (P2–56 and 75) bus, similarly processed by
power monitor on the Graphics Module will also take the the AFD and then performed.
+28VDC PRIMARY POWER input and produce +12VDC that
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will then be regulated by the two module power monitors on the The No. 2 CCP also sends data from the Pilot Flight Instrument
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I/O and graphics assemblies. The master power monitor will Panel Lights dimming knobs to the No. 3 AFD over the
also control sequencing of the two major assemblies as well as L-CCP-2 HS 429 bus. The AFD applies this data to the control
EFFECTIVITY
ALL 31-60-00 Page 35
Dec 02/14
panel dimming software, and then sends the No. 2 CCP a The No. 3 AFD incorporates the Application Field Load
PWM control signal over the R-AFD-1 HS 429 (P1–17 and function as a way for maintenance personnel to transfer
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37) bus to a PWM circuit within the CCP that controls the updated application functionality to the Pro Line Fusion®
brightness level for the No. 2 CCP, which in turn control the No. Avionics System. Field loading is considered a ground support
2 Baro SKP and the No. 2 Tilt SKP. If the PWM signal is not operation, and can only be accomplished when the aircraft is
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received from the AFD, then the No. 2 CCP and No. 2 SKPs in a weight-on-wheels condition, the SAFE–TO–LOAD control
will all be reduced to 50% brightness. is ON, and the DATA LOAD ENABLE control is ON. The
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AFD receives these indications from various discrete inputs.
Panel dimming, and backlight brightness of the No. 3 AFD is The weight-on-wheels indication is output to the AFD over
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controlled through a potentiometer located on the instrument the WEIGHT ON WHEELS (P1–9) discrete from the RIGHT
panel. The AFD outputs a +12VDC LCD BRT REF OUT MAIN GEAR switch when the switch indicates aircraft on
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(P3–70) discrete reference voltage to the potentiometer and the ground. The SAFE–TO–LOAD control indication is output to
potentiometer in turns sends the AFD the LCD BRT CONTROL the AFD over the SAFE-TO-LOAD (P1–6) discrete, when the
IN (P3–43) discrete. The low side of the potentiometer is
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SAFE–TO–LOAD switch is set to ON. The automated field load
biased at +3VDC, and sends the LCD BRT CONTROL REF indication is output to the AFD over the AUTOMATED FIELD
(3VDC) (P3–44) discrete to the AFD, to prevent display LOAD (P1–55) discrete when the DATA LOAD ENABLE switch
blanking if the reference voltage is lost or shorted. is set to ON.
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The No. 3 AFD additionally provides the No. 2 CCP label 130
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The AFDs utilize an Ethernet 100Base-T bus architecture
on the AFD-1 discrete output word over the R-AFD-1 HS 429 for interfacing with each AFD and transferring flight critical
bus. Label 130 transfers data to the CCP pertaining to aural functionality data. The Ethernet buses are also utilized for data
alerts. The CCP processes label 130, and depending on the loading during non-flight operations. When data loading occurs,
discrete to the ASPU. G

bit set on Label 130, will output the appropriate aural warning the each AFD communicates over Ethernet connections
allowing a single data loader application to download data to
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any and all of the AFDs. The No. 3 AFD transmits data to the
The No. 3 AFD also provides two separate discretes directly No. 1 AFD over the R-AFD-2 664 TX (-)/(+) (P3–75 and 55)
to the ASPU, the OVERSPEED WARNING (P1–21) and
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bus. In return the No. 3 AFD receives data from the No. 1
the STALL WARNING (P2–44). The STALL WARNING AFD over the L-AFD-2 664 RX (-)/(+) (P3–77 and 76). The
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discrete directs the ASPU to provide the flight crew with an No. 3 AFD transmits data to the No. 2 AFD over the R-AFD-6
aural indication at the same time the AFD shows the stall 664 TX (-)/(+) (P3–52 and 32) bus, and receives data over the
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annunciation. The OVERSPEED WARNING discrete directs C-AFD-6 664 RX (-)/(+) (P3–73 and 72) bus.
the ASPU to initiate the overspeed aural warning horn to sound.
To make sure data is coordinated between all three AFDs,
the No. 3 AFD receives and outputs cross-talk ARINC 429
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Dec 02/14
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high-speed data buses to the remaining AFDs. The No. 3 AFD ONSIDE TUNING ACTIVE (P3–42) discrete to be output to the
receives data from the No. 1 AFD over the L-AFD-3 HS 429 No. 1 NAV-4000, No. 1 DME, No. 1 TDR, No. 1 VHF COM
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(P2-54 and 74) bus, and from the No. 2 AFD over the C-AFD-3 transceiver, optional HF transceiver, and No. 1 and No. 2 AFD.
HS 429 (P2–21 and 40) bus. To make sure the AFDs are in When the right side radios receive the tuning commands from
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coordination with the No. 3 AFD, it outputs the R-AFD–3 HS the No. 3 AFD, they echo the tuning words directly back to
429 (P2–28 and 48) bus to each AFD. the AFD. If neither the No. 3 AFD or the No. 2 AFD provide
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the No. 2 VHF COM transceiver with turning control over an
The No. 3 AFD enables radio tuning and control of the left
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RTSA bus, the No. 2 VHF COM transceiver may be reverted
side radios through the use of the RTSA. Physical tuning of the to Emergency Mode operation at 121.500 MHz by grounding
radios is performed on tuning pages provided by the RTSA that the EMER FREQ switch on the Reversionary Switch Panel.
show on the AFD, with the assistance of the CCP and MKP. If
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When grounded, the EMER (P3–60) discrete is sent to the
the No. 3 AFD fails, reversionary tuning will be performed by No. 1 AFD. When in Emergency Mode, controls provided over
the No. 2 AFD for the right side radios. The RTSA additionally the RTSA buses are inhibited.
sends the Ident command to the active transponder when
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the AFD receives the ATC IDENT (P3–25) discrete. The ATC The No. 1 NAV receiver communicates with the No. 3 AFD over
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IDENT discrete is sent to the AFD when the ATC IDENT the L-NAV-VIR-3 HS 429 (P1–19 and 18) bus, and provides
pushbutton is pushed on the pilots or copilots control wheel. the AFD with the VIR frequency, LOC deviation, GS deviation,
VOR bearing, and diagnostic data. The No. 2 NAV-4500, or
Tuning control of the right side radios is provided continuously optional No. 2 NAV-4000, also provide the VIR frequency, LOC
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over the R-RTSA-2 429 (P2–59 and 78) bus to the No. 2
NAV-4000, optional No. 2 NAV-4500, optional No. 2 DME,
deviation, GS deviation, VOR bearing, and diagnostic data
to the AFD over the R-NAV-VIR-2 HS 429 (P2–70 and 71)
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No. 2 TDR, and No. 2 VHF COM transceiver. The R-RTSA-2 bus, but do not echo back tuning words to the AFD, as the
429 bus is output to the Port A control input on each of these R-RTSA-2 429 bus does not communicate with these LRUs.
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radios. However, tuning is not enabled on the radios until the

No. 3 AFD also outputs the open/ground TUNE ENABLE The No. 1 VHF COM transceiver communicates with the No. 3
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(P1–33) discrete, COPILOT ONSIDE TUNING ACTIVE AFD over the L-VHF-2 429 (P1-28 and 48) bus, and provides
(P3–40) discrete, to the radios. The COPILOT ONSIDE the AFD with tuning reports and maintenance data.
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TUNING ACTIVE discrete is also provided to the No. 1 and

No. 2 AFD. When the TUNE ENABLE discrete is grounded, it For non-voice communication, the No. 3 AFD interfaces
will command the radios to select Port A for tuning. The TUNE with the optional CMU. The CMU functions as a data
ENABLE discrete will be in the open state in the event the AFD communications management unit, providing air/ground data
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is inhibited or turned off, commanding control Port B selection communications through the standard ACARS over aviation
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by the radios, and handing off tuning control to the No. 2 VHF Link Control protocols. The CMU communicates with
AFD. This will also cause the No. 3 AFD to output the PILOT the No. 3 AFD over the CMU-12 HS 429 (P2–33 and 52)
EFFECTIVITY
ALL 31-60-00 Page 37
Dec 02/14
bus, providing the AFD with FSU-2 SAL, SAL, broadcast is also provided to the optional No. 2 GPS over the R-AFD-1
word, CDU-2 SAL, FMC-2 SAL, datalink status, and datalink HS 429 bus.
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diagnostic words. The AFD processes this data and uses it to
show the CMU datalink functions and controls on the virtual The No. 2 ADC provides the No. 3 AFD with altitude data
ECDU. The AFD in return outputs the R-ECDU-2 HS 429 that is used to show the numerical and graphical display of
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(P2–66 and 67) bus to the CMU, providing the CMU with the altitude. This includes the Current Altitude Tape, Current
CMU SAL, CMU diagnostics word, and MCDU identifier. Altitude Readout, Metric Altitude, Altitude Fail Flag, Barometric
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Setting, Flight Level Alerting, Altitude Trend Vector, Target
The No. 1 GPS communicates with the No. 3 AFD over the Altitude, Difference Flags, Altitude Alerts, Approach Minimums,
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L-GPS-2 HS 429 (P1–16 and 35) bus, and provides PVT data Decision Height, and Minimum Descent Altitude over the
and navigation position data to the AFD. The optional No. 2 R-ADC-2 429 (P2–2 and 3) bus. The No. 1 ADC provides
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GPS outputs similar data to the No. 3 AFD over the R-GPS-1 similar data to the AFD over the L-ADC-3 429 (P1–8 and 7)
HS 429 (P2–57 and 58) bus. The AFD internally routes this bus. With the use of the Reversion Switch Panel, the pilot can
data to the FDSA where the AIO concentrates the data and choose the ADC source that is being provided to the AFD.
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sends it to the IOT within the IOC. The IOT transforms this
data and then sends it onto the FMSA. After the FMSA has Additionally, if misleading data is detected from the No. 2 ADC,
processed the GPS data, the FMS communicates back to the the copilot has the option to use the ADC SOURCE switch,
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GPS by sending the data back to the IOT, and then back to the located on the Reversion Switch Panel, to manually control
which side the ADC data is coming from. In NORM position the
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AIO. The AIO transmits the data out of the No. 3 AFD to the
No. 2 IOC over the R-AFD-1 HS 429 (P1–17 and 37) bus, and data is being received from the No. 2 ADC. If that is no longer a
the IOC then transfers the FMS data back to the GPS. viable source of data, the copilot may place the ADC SOURCE
switch down to the PFD2 (COPILOT ADC 1) position, sending
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The No. 3 AFD also receives redundant non-critical flight data
from each IOC. The No. 1 IOC provides data over the L-IOC-1
the COPILOT ADC SOURCE SELECT (P1–47) discrete to
the AFD indicating the ADC is being manually reverted. In the
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HS 429 (P1–45 and 64) bus, and the No. 2 IOC provides data PFD2 (COPILOT ADC 1) position, the altitude data is received
over the R-IOC-1 HS 429 (P2–13 and 14) bus. from the No. 1 ADC over the L-ADC-3 429 bus. The copilot
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may also choose to place the ADC SOURCE switch in the up

The R-AFD-2 HS 429 (P2–41 and 61) bus provides data position, PFD1 (PILOT ADC 2), and manually revert the No.
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directly to the No. 1 GPS pertaining to horizontal integrity 1 AFD from receiving altitude data from the No. 1 ADC to the
threshold, GPS destination (longitude, latitude, ETA), GPS No. 2 ADC.
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satellite deselect words, GPS alternate waypoint (longitude,

latitude, ETA), GPS bite command word, altitude, true airspeed,
date, and present position (latitude and longitude). Similar data
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The optional IRS provides the No. 1 AFD with a third attitude
NOTE: If failed data is detected from an ADC, and
heading source when installed. Attitude heading data from
the aircraft is not on ground, the ADC source
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the IRU is output over the T-IRU-2 HS 429 (P1–5 and 26)
will automatically revert to the cross-side
bus. The option to have the IRU as the third heading source
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ADC. Automatic reversion is disabled when
means that in reversion cases, an IRU and AHC will both be
on ground.
used as attitude/heading sources at the same time. The AFD
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The No. 2 AHC provides the No. 3 AFD with the processed sourcing will be in magnetic heading since the AHC only has
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pitch and roll attitude, heading, body rate, and linear magnetic heading labels available to it, which also forces the
acceleration parameters over the R-AHC-2 HS 429 (P2–42 AHC heading reference control to be Mag. The AFD outputs
and 43) bus. The No. 1 AHC provides similar data to the AFD reversion control to the IRU over the ATTITUDE REVERSION
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over the L-AHC-3 HS 429 (P1–42 and 41) bus. With the use DISCRETE 2 (P1–63).
of the AHC SOURCE switch, on the Reversion Switch Panel, NOTE: To prevent single-source of attitude and
the copilot may choose the No. 2 AHC or No. 1 AHC as the heading, the AFDs have logic which
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single source of attitude heading data. If a failure is detected prevents the Left and Right PFDs from both
from either source, reversion will automatically occur and the sourcing the IRU at the same time.
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alternate AHC source will be selected.
When the copilot places the AHC SOURCE switch down to Antenna (RTA) does not communicate directly to the No. 3
PFD2 (COPILOT AHC REV), the No. 1 AHC is selected as the AFD, as it does for the No. 1 AFD. Instead, the RTA sends the
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single source. When the switch is placed in the up position,
PFD1 (PILOT AHC REV), the No. 2 AHC is selected as the
WXT-1 IN 453 bus to the No. 1 AFD, where it is then output
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to the No. 2 AFD, and then to the No. 3 AFD over the WXT-1
single source. In each instance the COPILOT AHC SOURCE IN 453 (P3–3 and 22) bus. The signal is then processed by
SELECT (P1–43) discrete is sent to the No. 3 AFD indicating the AFD to allow display of weather radar MAP formats on the
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which AHC source has been manually selected. No. 3 AFD.

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NOTE: When the No. 3 AFD is already using an

If the optional XM Weather system is installed, the XMWR will
output the XM RS422 (P2–31 and 51) bus to the No. 3 AFD.
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This bus carries validated XM Weather data to the XMGWA
source to the alternate, a Selection Inactive
that resides within the AFD. The XMGWA processes the data
message will show on the No. 1 AFD and
and generates the graphical and textual data that will the
the on-side AHC source will remain active
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show on the AFD. The XM weather data can show on either a

This message indicates to the pilot that a
dedicated graphical weather format, or on a NEXRAD weather
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common source is not available.

overlay on the PLAN Map using the MAP menus.
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Dec 02/14
The TAWS does not communicate directly with the No. 3 AFD and then generates corresponding lightning bolt icons on the
as it does for the No. 1 AFD. Instead, the TAWS sends the MFW weather radar display.
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TERR-1 IN 453 bus to the No. 1 AFD, where it is then output to
the No. 2 AFD, and then to the No. 3 AFD over the TERR-2 The No. 3 AFD receives EICAS data, that shows on the EICAS
IN 453 (P3–62 and 64) bus. The data is then processes and window, from the No. 2 DCU, No. 2 EDC, No. 1 DCU, and
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used to show the Terrain Overlay on the HSI format, and No. 1 EDC. Each of these LRUs receives multiple analog
basic GPWS functions (modes 1 through 5), altitude callouts, and discrete signals from the aircraft engines and aircraft
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minimums callouts, bank angle callouts, decision height, systems. The analog and discrete data is processed by the
reactive windshear, and terrain and obstacle awareness. DCUs and EDCs and output on individual ARINC 429 buses to
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the No. 3 AFD, where the data is processes and then shows
The TCAS 1 Skywatch subsystem, or if installed the optional on the EICAS window. The No. 2 DCU outputs data over the
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TCAS II system, provides situation awareness display data to R-DCU-2 HS 429 (P1–57 and 56) bus. The No. 2 EDC outputs
the flight crew. The TCAS 1, or optional TCAS II TTR, outputs data over the R-EDC-2 HS 429 (P2–62 and 63) bus. The No.
the TCAS-TA/RA-2 HS 429 (P2–8 and 9) bus to the No. 3 1 DCU outputs data over the L-DCU-3 HS 429 (P2–68 and
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AFD providing the vertical and horizontal RA data, intruder 69) bus. The No. 1 EDC outputs data over the L-EDC-3 HS
range/bearing/altitude data, and formatted TCAS display data. 429 (P1–53 and 73) bus.
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RA DISPLAY STATUS IN NO. 2 (P1–10) discrete, providing the The No. 2 RDC provides the No. 3 AFD with Aircraft
Warning/Caution/Advisory System, Cabin Altitude Sensor,
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RA monitor function to the AFD.
The optional TACAN subsystem provides the No. 3 AFD with inputs and RVDT inputs from the Copilot Side Flap Sensors
the relative bearing, slant/range distance, range-rate (velocity), Input over the R-RDC-1 HS 429 (P2–26 and 27) bus. This
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and time-to-station to a selected ground or airborne TACAN or
data shows on the EICAS window as CAS data, and is used
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TCN-1 HS 429 (P2–5 and 25) bus. caution, advisory, and status text messages. The No. 1 RDC
provides similar data to the No. 13 AFD over the L-RDC-1 HS
The optional LDS maps electrical discharge activity (lightning)
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429 (P1–70 and 50) bus.

360 degrees around the aircraft to a distance of 200 nautical
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miles. Three levels of electrical activity intensity are identified. The No. 3 AFD also receives two discrete inputs, MASTER
Level one represents the lowest rate of electrical discharge WARNING ALERT (P1–27) and MASTER WARNING
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and level three being the highest. Lightning detection is CAUTION ALERT (P1–25), directly from the Aircraft
generally limited to approximately 100 NM from the aircraft Warning/Caution/Advisory System, indicating that a Warning
by the LDS. The LDS outputs this data to the AFD over the or a Caution has occurred and that it requires attention.
LDS-1 429 (P1–68 and 67) bus, which processes the data, Newly asserted Warning messages are accompanied by an
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aural and continuous flashing of the MASTER WARNING
PBA until acknowledged. Newly asserted Caution messages
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are accompanied by an aural tone and continuous flashing
of the MASTER CAUTION PBA until acknowledged. When
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the user pushes the MASTER WARNING PBA, on either the
pilot’s or copilot’s side, a MASTER WARNING RESET (P2–12)
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discrete is sent to the AFD acknowledging all previously
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unacknowledged Warning messages and extinguishing the
MASTER WARNING PBA light and the associated tone.
Similarly, when the user pushes the MASTER CAUTION PBA,
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on either the pilot’s or copilot’s side, a MASTER CAUTION
RESET (P2–15) discrete is sent to the AFD acknowledging
all previously unacknowledged Caution messages and
extinguishing the MASTER CAUTION PBA light and the
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associated tone.
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The No. 3 AFD outputs the R-FDR-1 HS 429 (P2–4 and 23)
bus to the FDR providing the FDR with EICAS related data.
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VHF NAV AFD-3700 NO. 3

P1
P A
NAV-4000 P1 19
P L-NAV-VIR-3 HS 429 B
NO.1 29 18
30 P2 VHF
P2
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P A P2 P P
P1 70 A 66 41
DATA
NAV-4500 P R-NAV-VIR-2 HS 429 B B R-ECDU-2 HS 429 CMU
71 67 42 (OPTION)
NO.2 11
P P1
12 A
16
L-GPS-2 HS 429 B
NAV-4000 P1 P 35
NO.2 11 P2
P A
(OPTION) 12 57
R-GPS-1 HS 429 B
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GNSS MP 58
P P1
GPS NO.1 6A P A
6B 8
L-ADC-3 HS 429 B
7
MP P2
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P P
GPS NO. 2 1A A
2
(OPTIONAL) 1B R-ADC-2 HS 429 B
3
P A Hardware Monitoring
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ADS P1 VHF CMU-11 HS 429 B
P P2 52
ADC 25 DATA P P3
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NO.1 26 CMU 27 P A
28 3
P1 (OPTION) WXT-1 IN 453 22 B
P 41
ADC 23 WXT-1 453 TO OHMS TERM VIDEO
NO.2 EFIS P P1 A
24 DATA
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P3 45
P L-IOC-1 HS 429 B
AFD 30 64
NO.2 49 P2
IAPS P1 P A
P 13
IOC 15 R-IOC-1 HS 429 B
14
NO.1 16 P1
P A
P101
P 42
L-AHC-3 HS 429 B
IOC 15 41
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NO.2 16 P2
P A
42

B
43
AHRS P1 R-AHC-2 HS 429
P P1
P A
128
Data Processing
AHC 57
NO.1 127 R-DCU-2 HS 429 B
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P1 P
P A
AHC 104 53
L-EDC-3 HS 429 B
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NO.2 114 73
P A
70
DCS P1 L-RDC-1 HS 429 B
P 50
27
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DCU P2
50 P A
NO.2 26
R-RDC-1 HS 429 B
P1 7
P
EDC 2 P
NO.1 A
30 62
R-EDC-2 HS 429 B
63
P1
P
RDC 28 P A
NO.1 37 68
L-DCU-3 HS 429 B
69
P1 P1
P VHF P TOUCHSCREEN
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RDC 28 P1 A DATA
COM P 28
NO.2 37 11 L-VHF-2 429 B
VHF-4000 12 48
P1 NO.1 P
P A
EDC 27 68
P LDS-1 429 B
NO.2 50 67
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LDS
P1 LDS (OPION) P A
P 5 +28
DCU 2 T-IRU-2 HS 429 B
P 26 VDC
NO.1 30 IRS
HG2100AB P
P2 Power Management
A
(OPTION) 5
TCN-1 HS 429 B
25
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TCAS 1 P
P TACAN P
SKYWATCH TCU-500 A
8
(OPTION) TCAS-TA/RA-2 HS 429 B
9
P
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A
TCAS II RMP 31 P2 P P
P XM RS422 IN B A
51 4 FLIGHT DATA
TTR 76 P3 B R-FDR-1 HS 429 RECORDER
XM P 23
(OPTION) 74 J1 A
P 62
WEATHER15 TERR-2 IN 453 64
B
XMWR
(OPTION) 33 TERR-2 453 TO OHMS TERM 47
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CONFIGURATION STRAP 1 P1
20
P CONFIGURATION STRAP 2
TAWS 15
MARK VIII CONFIGURATION STRAP PARITY 11
CONFIGURATION STRAP GROUND 23

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AIR AFD-3700 NO. 3
RIGHT MAIN P1 EFIS
GEAR P2 P P P2
28 54
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B R-AFD-3 HS 429
GND 48 74
P3 P P P3
SAFE-TO-LOAD GRN
6 75 R-AFD-2 664 TX (-) 77
YEL
55 R-AFD-2 664 TX (+) 76
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SAFE-TO-LOAD AFD
BLU NO.1
77 L-AFD-2 664 RX (-) 75
EFIS P2 P2 RED
P P 76 L-AFD-2 664 RX (+) 55
A
AFD 28 21 P P P3
C-AFD-3 HS 429 B GRN
NO.2 48 40 52 R-AFD-6 664 TX (-) 73
YEL
P2 P2 32 R-AFD-6 664 TX (+) 72 AFD
P P A BLU NO.2
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AFD 28 54 73 L-AFD-6 664 RX (-) 52
NO.1 L-AFD-3 HS 429 B RED
48 74 72 L-AFD-6 664 RX (+) 32
P1 P1
P P A
CCP 78 13
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L-CCP-2 HS 429 B
NO.1 59 12
P1 P2
P P A
CCP 28 56
R-CCP-1 HS 429 B
NO.2 8 75 Hardware Monitoring P P2
P1 P1 54
P P
14 30 A 74
MKP 15 L-MKP-2 HS 429 31 B P1
P
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64 CCP
AIRCRAFT MASTER CAUTION ALERT 25 44 NO.2
CAUTION/WARNING/ VIDEO
MASTER WARNING ALERT 27 P1
ADVISORY SYSTEM DATA
P3
+12VDC LCD BRT REF OUT 70
LCD BRT CONTROL IN 43
LCD BRT CONTROL REF (3VDC) 44
IAPS
P P101
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P4
BRT
POWER DOWN/REVERSION 5 55 IOC

(CW)
P1 56 NO. 2
RIGHT PILOT ADC 2
DISPLAY DIMMING COPILOT ADC SOURCE SELECT 47
Data Processing
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ADC 43
REV NORM P MP GNSS
AFD NO.1
SWITCH AFD NO.2 12A GPS
R-AFD-2 HS 429
12B NO.1
COPILOT ADC 1
P MP GPS
RIGHT 2A NO.2
PILOT AHC R-AFD-1 HS 429
DISPLAY 2B (OPTION)
REVERSION COPILOT AHC SOURCE SELECT
REVERSION
AHC
REV NORM AFD NO.1 P1 VHF NAV
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+28VDC SWITCH P
ANNUNCIATOR AFD NO.2
3 NAV-4500
LIGHTING COPILOT AHC 4 NO.2
REVERSION P3
EMER 60 P1
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121.5 3 NAV-4000
A 4 NO.2
TOUCHSCREEN (OPTION)
COPILOT AFD P4 DATA
+28VDC
RIGHT AVIONICS +28VDC PRIMARY POWER A4
BUS 15A
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A3 P1 DME
P
+28VDC PRIMARY POWER GROUND 3 DME
4 NO.2
(OPTION)
+28
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VDC
VHF Power Management R-RTSA-2 429
NO.1 ATC
P P2
EMER FREQ 17 TDR
P2 P 18 NO.2
41
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P3 P1 P P P1VHF COM
COPILOTS ATC INDENT ATC IDENT 25 17 3 VHF
37 4 NO.2
P1
P2 P
78
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RIGHT AFD
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ADAPTIVE FLIGHT DISPLAY (AFD) - CONTROLS AND DISPLAYS
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Cockpit Controls – Functional Description • Synthetic Vision System (SVS)
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• Topographical Maps (TOPO)
Three 14.1–inch Adaptive Flight Displays (AFD) are located
in a landscape arrangement across the flight deck. The The applications hosted by the MFD are as follows:
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active display area of each AFD measures 11.96–inch wide • Application License Manager (ALM)
by 7.47–inch high, with 1280 by 800 lines resolution. Each
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• ADI
AFD includes internal processing for display functions and
interfaces to the avionics system primarily over ARINC 429 • CAS
buses. Each AFD also includes an RS-170 / NTSC port which • ECL
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can be used to interface to an external video device or infrared • EIS
camera. The AFDs include touch-screen controls and menus • HSI
to provide a variety of functions in conjunction with software • IFIS
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controlled legends.
• Onboard Maintenance System (OMS)
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NOTE: Each outboard AFD is also referred to as • RTS
a Primary Flight Display (PFD). The center • Surface Management System (SMS)
AFD is also referred to as a Multifunction
• SYN
Display (MFD).
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The applications hosted by the PFD are as follows:
• TOPO
• Vertical Situation Display (VSD)
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• Attitude Director Indicator (ADI)
The AFDs are fully interactive and provide a user interface that
• Crew Alerting System (CAS)
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is controlled using a free floating cursor, tab cursor device,

• ECDU for Datalink and Controller-Pilot Data Link or touchscreen input. On screen interactive controls, menus,
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Communications (CPDLC) and dialog boxes are presented on the displays in response
• Electronic Checklists (ECL) to pilot selections. Each Cursor Control Panel (CCP) and
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• Engine Indication System (EIS) a Multifunction Keypad Panel (MKP) also allow data entry.
• Flight Management System (FMS) Window layout and content is also selectable with the use
• Horizontal Situation Indicator (HSI) of memory keys on the MKP panel and touch screen. Each
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memory button can be programmed to adjust the layout and

• Integrated Flight Information System (IFIS)
content of all AFDs.
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• Radio Tuning System (RTS)

• Synoptics (SYN)
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The PFD and MFD are normally configured with ADI and HSI
on the outboard displays and Engine Indication and Crew
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Alert System (EICAS) on the center AFD. The displays can
accommodate a variety of window configurations as shown
in Figure Normal Display Window Configuration. Up to eight
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multifunction windows are possible. Initial power up default
formats of the display units and sizing of the PFD are the choice
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of the individual Original Equipment Manufacturer (OEM). The
contents of each of the display areas are discussed in the
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paragraphs that follow.
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Normal Display Window Configuration

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Display reversion allows the flight crew to continue operating
the aircraft safely when one or two display failures occur.
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Changing of display formats is always under the ultimate control
of the flight crew. The flight crew may choose to manually
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control reversion of basic flight information and the primary
Engine Information by turning off a DISPLAY REVERSION
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switch located on the Reversion Switch Panel (RSP) to force
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display reversion, refer to Figure Display Reversion Switches.
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Display Reversion Switches

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Window configurations with a failed display are shown in Figure
Window Configuration with a Failed Display. During automatic
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display reversion, some basic rules have been applied:
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• When either outboard display has failed, the ADI and HSI
displays are moved to the center display. When the center
display has failed, the EICAS is moved to both outboard
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displays.
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• Pilot and Copilot EICAS selections are synchronized when
possible. EICAS selection is not synchronized when only
the center display has failed.
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• Pilot and Copilot PFD size selections are independent.
• Full width PFDs are unavailable when two displays have
failed, this encourages better use of remaining display and
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simplifies controls.
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• Reverted PFD is not available until one display has failed.
In the event of loss of either the Air Data System (ADS) or

Attitude Heading Reference System (AHRS) source, the
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system automatically reverts to the cross-side ADC or AHRS.
When on the ground automatic reversion is disabled and the
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flight crew uses manual reversion only.
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Window Configuration with a Failed Display

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The avionics system automatically compares values on Comparator Comparator Trigger
both sides of the cockpit and provides warnings of data
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discrepancies between the two sides. For the list of values that Attitude The Pitch Miscompare Flag, Roll Miscompare
are compared refer to Table Comparators. Some values listed Flag, and Attitude Miscompare Flag all
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are full time and others such as ILS/GS DEV are mode select share the same space on the display. When
specific. In the event that a difference is detected, the flight both the pitch comparator limit and roll
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crew should use the standby indicator to validate the correct comparator limit are exceeded, only the
Attitude Miscompare Flag shows.
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indicator and then disregard the incorrect indication, and/or
revert the indicator to a correct source. The pitch comparator limit is 3 degrees while
glideslope is captured, otherwise, the pitch
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comparator limit is 4 degrees.
Comparators
The roll comparator limit is 3 degrees while
Comparator Comparator Trigger glideslope is captured, otherwise, the roll
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comparator limit is 4 degrees.
Airspeed The IAS comparator limit is 10 knots.
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(IAS) Engine The Engine Miscompare Flag shows on the
The IAS comparator is inhibited when
PFD when any N1, ITT, PROP or TORQ
airspeed is < 90 knots.
comparator limit is exceeded.
Altitude The altitude comparator limit is performed
Flight Director The Flight Director (FD) comparator limit
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on the pressure altitude difference before
the barometric correction is applied to the
(pitch or roll) is 2 degrees when radio altitude
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is > 90 ft and < 200 ft.
displayed altitude.
The FD comparator limit increases linearly
The altitude comparator limit is 60 + (ALT1 +
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from 2 degrees to 4.46 degrees as the radio

ALT2) / 460 ft when the current altitude is <
altitude increases from > 200 ft to < 600 ft.
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29,000 ft. or > 41,000 ft.

The altitude comparator limit is 200 ft when
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the current altitude is between 29,000 ft. and

41,000 ft. The altitude comparator limit is 75
ft during RNP AR Approach mode.
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Comparators
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Comparator Comparator Trigger Comparator Comparator Trigger
Flight Path The Flight Path Vector (FPV) comparator FMS LPV The FMS LPV vertical deviation comparator
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Vector limit is 2.00 degrees when radio altitude is Vertical limit, while the monitor has been enabled
<= 200 ft. Deviation for less than or equal to 1 second or the
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The FPV comparator limit (horizontal or miscompare is true, is defined as:
vertical) is 4.46 degrees when radio altitude – ABS [FMS_Vert_Dev - Onside_Vert_Dev]
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is >= 600 ft or radio altitude data is NCD, >= (50% of VAL)
Fail or missing.
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The comparator limit while the monitor has
The FPV comparator limit increases linearly been enabled for greater than 1 second is
from 2 degrees to 4.46 degrees as the radio defined as:
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altitude increases from > 200 ft to < 600 ft. – ABS [FMS_Vert_Dev - Onside_Vert_Dev]
FMS LPV The FMS LPV lateral deviation comparator >= (VAL)
Lateral limit, while the monitor has been enabled Upon initialization of the monitor, the
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Deviation for less than or equal to 1 second OR the tolerance is 50% of Vertical Alert Limit (VAL).
miscompare is true, is defined as:
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After 1 second, the tolerance will remain at
– ABS [FMS_Lat_Dev - Onside_Lat_Dev] >= 50% VAL until the difference in deviation is
(50% of HAL) < 50% VAL.
The comparator limit while the monitor has Glideslope The glideslope comparator is enabled during
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been enabled for greater than 1 second is monitored approach conditions.
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defined as: The glideslope comparator limit is 40 μA
– ABS [FMS_Lat_Dev - Onside_Lat_Dev] + 0.125 * ABS(DOTS1 + DOTS2), where
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>= (HAL) DOTS = DDM/0.0875.

Upon initialization of the monitor, the
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tolerance is 50% of Horizontal Alert Limit

(HAL). After 1 second, the tolerance will
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remain at 50% HAL until the difference in

deviation is < 50% HAL.
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Comparators
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Comparator Comparator Trigger Comparator Comparator Trigger
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Glideslope The glideslope excessive deviation is Localizer The localizer excessive deviation occurs
Excessive indicated by changing the Glideslope Excessive when onside localizer is greater than 75 μA
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Deviation Deviation Pointer yellow. Deviation and signs match between the onside and
The glideslope excessive deviation occurs cross-side localizer.
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when onside glideslope is greater than 25 The localizer excessive deviation is indicated
μA and signs match between the onside and by changing the Lateral Deviation Pointer
cross-side glideslope. yellow.
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Heading The heading comparator limit is 6 degrees. N1 The left N1 and right N1 comparator limit is
The heading comparator is inhibited when 5%.
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roll angle is > 20 degrees and the Heading PROP The left PROP and right PROP comparator
Miscompare Flag was not already shown.
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limit is 50 RPM.
The heading comparator is also inhibited Radio Altitude The radio altitude comparator limit is 30 ft +
when one heading source is TRUE and the 0.028 * (RA1 + RA2).
other heading source is MAG.
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The left ITT and right ITT comparator limit is
For a single radio altimeter system, RA1 and
RA2 are the independent data paths from
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40 °C (104 °F). the radio altimeter to the displays.
Localizer The localizer comparator is enabled during TORQ The left TORQ and right TORQ comparator
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monitored approach conditions. limit is dependent upon the TORQ display

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The localizer comparator limit is 30 μA + scaling as follows:

0.125 * ABS(DOTS1 + DOTS2), where – B200 = 5%
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DOTS = DDM/0.0775.
– B200GT = 50 ft-lb
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Comparators
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Comparator Comparator Trigger • Obstacles.
*V-Speeds The V Speed Miscompare Flag shows only Horizontal Situation Indicator
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when FMS generated V Speeds are posted.
The V Speed Miscompare Flag shows when The HSI area displays the following information:
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any of the posted FMS V Speeds differ by • Heading with associated parameters, references, and
>= 2 knots or FMS V Speeds cannot be displayable warnings in a pilot-selectable HSI or MAP
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compared for > 5 seconds. format
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* Requires FMS performance database. • Lateral navigation with associated annunciation,
references and warnings
• Overlays for flight plan, full-time TCAS, terrain, and
Attitude Director Indicator
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Weather Radar.
The ADI area displays the following information:
Engine Indicating and Crew Alerting System
• Attitude, altitude, airspeed and vertical speed
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with associated parameters, references, warnings, For information on the Engine Indication and Crew Alert
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comparators, and flags System (EICAS) controls, refer to Introduction.
• Lateral and vertical deviation with associated alerts
and flags Electronic Checklists
• Radio altitude with associated references, alerts, and
flags
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crew to systematically perform both normal and abnormal
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• Marker beacon annunciation
checklist tasks, see Figure Electronic Checklist. Each
• AFCS mode annunciation, flight director cues, abnormal or emergency checklist can link with a CAS
references and flags
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message so that if the CAS message becomes active,

• Flight path vector. the checklist associated with an active CAS message is
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added automatically to the checklist queue. When the CAS

Synthetic vision including the following: associated checklist is complete an optional checkbox can
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• 3D terrain be placed next to the CAS message.

• Bodies of water
• Airports and Runways Checklists can be displayed, indexed and selected by
using the menu system controlled with the CCP or by
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touching the screen. Only one type of checklist can be The checklists are generated off-line on a personal
displayed and synchronized across the flight deck to show computer capable of interfacing with a USB memory stick.
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copies for the pilot and copilot. If a checklist has not been A Rockwell Collins editing tool allows a user to create
previously started, the cursor prepositions on the first item checklist files capable of being loaded into the aircraft. It is
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within the list. Checklists are organized into five top level not possible to edit the checklist directly on the aircraft.
categories:
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• Normal Checklists: Normal airplane flight manual Each of the five electronic checklist categories has a soft
(graphical) index button and shows the following status of
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procedures
the checklist within the index:
• Abnormal Checklists: Abnormal airplane flight manual
procedures • Not Started: The title of the normal checklist is
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displayed in white (abnormal in associated color)
• Emergency Checklists: Emergency airplane flight
without a modifier.
manual procedures
• Started: The title of the normal checklist is displayed in
• User Defined: Important to user but not part of the
white (abnormal in associated color) with the modifier
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airplane flight manual procedures
Started.
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• Procedures: Stores supplemental airplane flight
• Asserted: The title of the checklist associated with a
manual procedures.
CAS message shown in associated color without a
modifier.
• Complete: The title of the normal checklist is
G displayed in green (abnormal in associated color) after
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completed with the modifier Complete.
• Overridden: If the checklist has been overridden by
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the crew, the title of the checklist has the modifier

Overridden.
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By using the ENTER button on the CCP or MKP the

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items on the checklists are checked off with the line items
turning from white to green with a checked box at the end
of each line. The cursor and focus box jumps to the next
item on the list as ENTER is pushed. The cursor may be
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moved back and the item deselected once again turning

Electronic Checklist
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from green to white. Moving back or up a level may be

accomplished by the up arrow on the checklist menu bar.
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Certain points in checklists may call for a timer, for example

pulling a second fire handle on the same engine. In this
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instance the checklist would start a visible timer once the
fire handle had been pulled (this may be a sensed function)
and only after the timer had expired would the cursor and
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focus box move to the next item.
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Multifunction Windows
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The Multifunction Windows (MFW) on the MFD provide
a set of flight crew selectable formats in quarter-size,
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half-size and full-size windows. The available formats are
listed below and shown in Figure Multifunction Windows.
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Multifunction Windows
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Full-size formats are only selectable on the MFD. An

example of a full size format shows in Figure Full Size
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Terrain Map. The following formats are available in a
full-size MFW:
• Charts
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• Document Reader (growth MFD only)
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• Map with background weather, traffic and terrain
overlays, and elective vertical situation display
subwindows.
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The following formats are available in a half-size MFW:
• Charts
• Dataload
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• Document Reader (growth MFD only)
• FMS
• Maintenance (MFD only)
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overlays, and an elective route or vertical situation
display subwindow.
The following formats are available in a quarter-size MFW:

• Checklist G
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• CPDLC (MFD only, except when reverted)
• Data Link (MFD only, except when reverted)
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• Graphical Weather
• Radios
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• SATCOM (Growth)
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• Synoptic
overlays
• Video.
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Full Size Terrain Map

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Cockpit Controls – Operational Description entry in a text box have occurred within a set time, the
cursor may become invisible and is considered inactive.
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The displays are controlled using touchscreen control, or using Any motion of the cursor controls causes the cursor to
the Cursor Control Panel (CCP) and Multifunction Keypad reappear at its last location. Pushing any display cursor
Panel (MKP) in conjunction with on screen menus and MFW assignment button or direct access button moves the
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Touchscreen Buttons. The following sections describe each of cursor to the designated home position associated with
the buttons and controls of the Single Knob Panel (SKP), CCP that button. Cursor shape may also be customized at the
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and MKP, the PFD and MFD display menus and touchscreen choice of the OEM but once chosen the cursor shape is
controls. fixed and is not a pilot selectable feature. The cursor is
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positioned on items automatically when certain actions
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are taken by the crew. Basic rules for the cursors are as
follows:
The CCP shows in Figure Cursor Control Panel. The CCP
• Either cursor can be selected on the onside or center
has been designed to optimize the interaction of the user
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display at any time. Selection is via the display select
with the display system.
buttons on the CCP.
The TAB/DATA knob is a double-stacked knob with integral • Last pilot to select their cursor on the center display
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pushbutton and joystick which provides a means to control bumps the other pilot’s cursor off that display.
the movement and position of a cursor on the PFD or MFD • ADI portion of PFD is a cursor exclusion zone, as well
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and for interaction with graphical controls and menus on as EIS portion of the EICAS window, the Touchscreen
both the PFD and MFD. The Tab knob (outer) is used Toolbar, Scratchpad Display, and the Format Selection
to enable non-continuous, tabbed cursor movement in Icon Area on the Format Selection dialog box.
menus as well as formats that do not require continuous
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pointer movement, such as with checklist navigation. The
• The cursor is permitted on HSI and CAS windows.
• Cursor movement between displays is not permitted.
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Data knob (inner) is used for changing a data entry field, Select the dedicated display button on the CCP to
such as inserting a destination airport within a flight plan. move the cursor between PFD and MFD.
The TAB/DATA knob joystick is also used for flight deck
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applications that require a continuous, smooth cursor, such Refer to 31-60-00 Cursor Control Panel (CCP) - Controls
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as interaction with a map format. Pushing the knob selects and Displays - Controls and Displays for additional data on
menu items or toggles graphical controls in conjunction the controls and displays of the CCP.
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with the cursor position. The pilot cursor is different in

appearance than the copilot cursor to lessen confusion as
to who is selecting what options. When a cursor hasn’t
been moved and no cursor based operations such as text
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Primary Flight Display Menus

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The following graphic, refer to Figure Typical Primary Flight

Display Format, shows a typical PFD format.
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Typical Primary Flight Display Format

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The PFD is controlled via touchscreen control or by using
the CCP in conjunction with PFD menus. Touchscreen
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control is via hotspots on the PFD that allow overlays and
other display selections to be controlled. Pushing the
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MENU button on the CCP when the cursor is located on the
PFD format brings the PFD Task Menu, shown in Figure
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Primary Flight Display Task Menu. The ellipses following
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a menu item indicate the availability of a dialog box with
controls specific to that item. PFD touchscreen control is
described in Primary Flight Display Touchscreen Control.
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Attitude Director Indicator Config Dialog Box
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The HSI Config menu item displays the HSI Config dialog
box which is used to select PPOS Map, HSI Compass
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format, terrain display selection, weather and lightning,
traffic display on/off toggle, X/Y or Vector Wind display, and
Magnetic/True heading reference display when equipped.
G Some of these selections require the appropriate option to

be installed. The HSI Config dialog box shows in Figure
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Horizontal Situation Indicator Config Dialog Box.
Primary Flight Display Task Menu
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The ADI Config menu item displays the ADI Config dialog
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box which is used to toggle the flight director between VBar

and Crosspointer, toggle the display of the Flight Path
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Vector, toggle the display of the Flight Path Vector between

cage or uncage, and to select Metric Altitude. It also is
used to configure Synthetic Vision, when equipped. The
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ADI Config dialog box shows in Figure Attitude Director

Indicator Config Dialog Box.
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Vspeeds/Mins Dialog Box with Takeoff Tab Selected
Horizontal Situation Indicator Config Dialog Box The BARO menu item displays the Baro dialog box which
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is used to set the barometric pressure or select standard
atmosphere setting. The Vspeeds/Mins dialog box shows
The Vspeeds/Mins menu item displays the Vspeeds/Mins in Figure Baro Dialog Box.
dialog box which is used to select and set departure
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Vspeed references as well as select and set approach
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speed references and RA or Baro minimums. The
Vspeeds/Mins dialog box shows in Figure Vspeeds/Mins
Dialog Box with Approach Tab Selected and Figure
Vspeeds/Mins Dialog Box with Takeoff Tab Selected.
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Baro Dialog Box

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The Tilt/Gain menu item displays the Tilt/Gain dialog box

which is used to select Auto Tilt or manually adjust the tilt
Vspeeds/Mins Dialog Box with Approach Tab Selected
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and gain of the weather radar. The Tilt/Gain dialog box The NAV Source menu item displays the NAV Source
shows in Figure Tilt/Gain Dialog Box. dialog box which is used to select the active navigation
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source. Selected Course and Direct-To the station can be
set in this dialog box when a VOR LOC source is selected.
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The NAV Source dialog box shows in Figure NAV Source
Dialog Box.
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Tilt/Gain Dialog Box
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The Radar Mode menu item displays the Radar Mode
dialog box which is used to toggle the weather radar
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between On or Standby, enable the Test mode, as well
as toggle between Weather or Map displays. The Radar
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Mode dialog box shows in Figure Radar Mode Dialog Box.
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NAV Source Dialog Box

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Selected Course can also be set using the CRS item on

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the PFD Format Menu. An immediate response action

icon allows the synchronization of the selected course to
the present course.
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The BRG Source menu item displays the BRG Source

dialog box which is used to select the bearing source for
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Radar Mode Dialog Box
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bearing pointer 1 and bearing pointer 2 as shown in Figure • Touching the altitude tape background allows the user
Brg Source Dialog Box. to adjust the preselect altitude
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• Touching the vertical speed background allows the
user to adjust the selected vertical speed
• Touching the barometric setting readout allows the
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user to adjust the barometric setting
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• Touching the current heading readout allows the user
to adjust the selected heading value
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• Touching the wind display area displays the HSI
Config dialog box with the cursor positioned over the
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XY or Vector wind display selection
• Touching the HSI compass area displays the HSI
Config dialog box with the cursor positioned over the
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HSI compass or map display selection
• Touching the NAV Source data block area allows the
user to select the active NAV Source
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• Touching the HSI Overlay status area displays the
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HSI Config dialog box with the cursor positioned over
the HSI overlays selection controls
Brg Source Dialog Box • Touching the Bearing Source annunciation area
allows the user to select the bearing 1 and bearing 2
Primary Flight Display Touchscreen Control G source selection
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• Touching the Weather Radar System (WXR) mode
The PFD has touchscreen hotspots allowing direct touch indication displays the WXR Mode dialog box
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control of the most commonly used PFD functions. The • Touching the WXR tilt readout or WXR gain readout
hotspot areas are highlighted when the display is touched displays the WXR Tilt/Gain dialog box
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in an open area of the sky/ground background and • Touching the UTC or Elapsed Time readout allows the
removed when touch is released. The hotspots are defined user to display either the UTC time or Elapsed Time
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as: and to control the timer for Elapsed Time

• Touching the airspeed tape background allows the • Touching the PFD Task Menu icon displays the PFD
user to adjust the selected airspeed Task Menu.
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The touchscreen capability can by manually turned off
with the use of the DISPLAY CONTROL INHIBIT switches
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located on the RSP, refer to Figure Display Control Inhibit
Switches. When the PFD1, MFD, or PFD2 switch is in the
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NORM position, control of the PFD or MFD is allowed
using the touchscreen or CCP controls. Positioning the
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PFD1 or PFD2 switch down to the CCP position will inhibit
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the CCP from controlling the cursor on the PFD, and only
touchscreen controls will be active. Positioning the PFD1,
MFD, or PFD2 switch up to the TOUCH position will inhibit
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touchscreen from functioning, and only allow cursor control
to be manipulated from the CCPs.
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Display Control Inhibit Switches

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Multifunction Keypad Panel
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The MKP shows in Figure Multifunction Keypad Panel.
The MKP has buttons and a joystick that are used primarily
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with the Multifunction Windows (MFW) on the MFD. The
MKP replaces the familiar FMS Control Display Unit
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(CDU). There is a scratchpad area located on the bottom
left and right corners of the MFD. Data now moves by
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a button push from the MKP directly to the display into
whichever data entry window the flight crew designates.
These windows can be designated through a graphical
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on-screen menu using the CCP MENU button by touching
the on-screen menu option, or through the quick access
keys on the MKP.
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Refer to 31-60-00 Multifunction Keypad Panel (MKP)
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- Controls and Displays - Controls and Displays for
additional data on the controls and displays of the MKP.
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Multifunction Keypad Panel

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Single Knob Panel BARO
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The Single Knob Panel (SKP) BARO knob shows in Figure
Single Knob Panel BARO and is used to set the reference
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barometric pressure on the altimeter.
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Single Knob Panel TILT
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Figure Typical MFD shows a typical MFD. Format selection
Single Knob Panel BARO for the MFD can be accomplished via touchscreen control,
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or the CCP in conjunction with the MFW Format Selection

Single Knob Panel TILT dialog box. A typical MFW Format Selection dialog
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box shows in Figure MFW Format Selection. Window

The SKP TILT knob shows in Figure Single Knob Panel configuration is selected via the small icons representing
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TILT and is used to adjust the weather radar tilt. all possible MFD window configurations. A larger
representation of the selected window configuration shows,
which is used to select the format for each multifunction
window. When a specific multifunction window is selected,
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the available formats for that window size and location

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are highlighted. The desired format is then selected for

that window.
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Typical MFD
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MFW Format Selection

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MFW Touchscreen Toolbar in a MAP format multifunction window, the buttons have
the functionality to support the MAP format. See Figure
Multifunction Windows includes touchscreen buttons which Typical MFD Touchscreen Buttons for an example of the
work in conjunction with collocated software controlled bezel button legends and readouts associated with a MAP
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legends and readouts along the lower edge of the display. format.
The legends and readouts are applicable to the task
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being performed. For example, if the cursor is located
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Adaptive Flight Display – Component Information
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Typical MFD Touchscreen Buttons
AFD-3700 Adaptive Flight 3
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Scratchpad
Display
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Scratchpad areas are located to the left and right of the
MFW touchscreen buttons. The scratchpad is used in
conjunction with data entry via the alphanumeric keyboard Adaptive Flight Display – Physical Characteristics
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on the Multifunction Keypad Panel (MKP). With a single
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MKP, both scratchpads will show identical information. LRU Power Height Width Length Weight
AFD- 90.0 W 9.89 13.54 3.50 12.0
Component Data 3700 (251.20) (343.91) (88.9) (5.44)
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Refer to Table Adaptive Flight Display – Component Information
for the component information of the Adaptive Flight Display
Adaptive Flight Display – Certification Categories
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(AFD).
Environmental
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Refer to Table Adaptive Flight Display – Physical Characteristics
for the physical characteristics of the AFD. All dimensions are LRU FAA TSO Software Category
given as inches (millimeters) and weight is given as pounds AFD- C113a, C153 DO-178B DO-160G
(kilograms). 3700 Level A, D DO-160G [(A1)X]B-
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Refer to Table Adaptive Flight Display – Certification Categories AB[SBM]EXXXXXZ-
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for the certification categories of the AFD. [(BZ)XX]AZ[ZCX][YF]
L[(B3)(K4)(L4)]XXAC
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Refer to Table Software – Certification Categories for the

certification categories of the AFD software.
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Refer to Figure Adaptive Flight Display – Component Location

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for an illustration and the location of the AFDs.

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Software Environmental
Software – Certification Categories Software FAA TSO Level Category
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Software Environmental C36e,
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Software FAA TSO Level Category C40c,
C41d Class
AFDR-3700 C113a DO-178B N/A
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A, C43c,
Level A, D
C44c,
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APCT-3700 C113a DO-178C N/A C46a,
(primary), Level A C47a,
C2d, C10b, C49b,
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C44c, C52b, C63c
C46a, Class 7,
C47a,
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C66c, C87,
C49b, C95a
C95a,
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ECDA-6000 C113a DO-178B N/A C101,
(primary), Level B C105,
C115b, C110a,
C146c C112c,
Class Delta
4, C165
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C115b,
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C117a,
FDSA-6500 C2d, C3e, DO-178B N/A
C118,
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C4c, C6e, Level A

C119b,
C8e, C9c,
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C146c
C10b,
Class Delta
C34e, C35d
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4,
Class A,
C151b
Class A,
C153
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Software – Certification Categories
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Software Environmental Software Environmental
Software FAA TSO Level Category Software FAA TSO Level Category
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IMAT-3700 C113a DO-178B N/A C115b,
(primary), Level A C117a,
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C2d, C3e, C118,
C4c, C6e, C119c,
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C8e, C10b, C146c
C34e, Class Delta
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C35d Class 4, C151b
A, C36e, Class A,
C40c, C41d C165,
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Class A, C169a
Receiver
C43c,
Class C
C44c,
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and E,
C46a,
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C47a, Transmitter
C49b, Class 3 and
C59a, 5, C170,
C63d Class C198 Class
C, C66c,
C87, C95a, G A1, B, and
C
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C101,
PMA-6000 C40c, C41d DO-178B N/A
C105,
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Class A, Level B
C110a,
C59a,
C112d
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C66c,
Level
C112d
2adens
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Level
Class 1,
2adens
Class 1,
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Software – Certification Categories
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Software Environmental Software Environmental
Software FAA TSO Level Category Software FAA TSO Level Category
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C115b, RTSA-6000 C34e, DO-178B N/A
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C119c, C35d Class Level B
C146c A, C36e,
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Class Delta C40c, C41d
4, Class A,
C66c,
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C169a
C112c,
Receiver
Class C C115b,
and E, C119b,
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Transmitter C169a
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Class 3 and Receiver
5, C170 Class C
and E,
Transmitter
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5, C170
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Component Location
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Refer to Figure Adaptive Flight Display – Component Location

for the location of the AFDs.
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Adaptive Flight Display – Component Location

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CURSOR CONTROL PANEL (CCP) - THEORY OF OPERATION
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Cursor Control Panel No. 1 rotary 3-state logic generator that sends data to the No. 1 CCP
over the NO. 1 COURSE SELECT (P1–20 and 19) discrete
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Refer to Figure Cursor Control Panel No. 1 – Simplified to determine the direction and speed of the CRS1 knob. The
Schematic. CCP transfers this data through the XLA FPGA where it is
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NOTE: For additional wiring information and converted from a 3–state encoder signal to a 4–state encoder
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connector data, refer to the Rockwell signal, so that it may be processed by the ACMID, and then
Collins Pro Line Fusion® for King Air Wiring outputs it to the AFDs over the CCP output ARINC 429 buses.
Diagram Manual (CPN 523–0821907). If the user pushes the DIRECT TO switch on the CRS1 knob, a
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ground is applied to the No. 1 CCP over the NO. 1 COURSE
The No. 1 Cursor Control Panel (CCP) communicates with DIRECT TO (P1–18) discrete, causing the course arrow to turn
each Adaptive Flight Display (AFD) over ARINC 429 data until station deviation is zero.
buses, providing each AFD with the user commands based off
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the CCP controls. When a user pushes a button or uses the The No. 1 CCP receives a logic generator output from the
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TUNE knob on the CCP, discrete inputs are sent to the ARINC HDG knob on the FGP. The HDG knob is used to change the
Controlled Multifunction Interface Device (ACMID) where selected heading shown on each Primary Flight Display (PFD).
the data is packed and then transmitted to the AFDs. Inputs It is connected to dual 3–state logic generators that send data
from the CCP Multifunction Knob (Joystick) are first sent to to the No. 1 CCP over the NO. 1 HEADING SELECT (P1–72
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the Translator (XLA) Field Programmable Gate Array (FPGA)
where the data is converted from parallel data to serial data
and 53) discrete to determine the direction and speed of the
HDG knob. The CCP transfers this data through the XLA
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before being sent on to the ACMID. When the AFD receives FPGA where it is converted from a 3–state encoder signal to
these commands it then performs the requested action, for a 4–state encoder signal, so that it may be processed by the
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instance when the user pushes the MFD button on the CCP ACMID, and then outputs it to the AFDs over the CCP output
ARINC 429 buses. If the user pushes the SYNC switch on the
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the cursor will show on the MFD screen. The CCP sends this
command data to the No. 1 and No. 2 AFD over the L-CCP-1 HDG knob, a ground is applied to the No. 1 CCP over the NO.
HS 429 (P-128 and 8) bus, and to the No. 3 AFD over the 1 HEADING SYNC (P1–34) discrete, causing the heading bug
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L-CCP-2 HS 429 (P1–78 and 59) bus. If the CCP receives the to position under the lubber line on the PFD.
CURSOR CONTROL INHIBIT (P1–6) discrete, the CCP will
The No. 1 CCP receives a logic generator output from the
disable the cursor output to the AFDs.
SPEED knob on the FGP. The SPEED knob is used to change
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The No. 1 CCP receives a logic generator output from the the Indicated Airspeed (IAS) and Mach reference values. It
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CRS1 knob on the Flight Guidance Panel (FGP). The CRS1 is connected to dual 3–state logic generators that send data
knob is used to select the pilot course and is connected to a to the No. 1 CCP over the NO. 1 SPEED SELECT (P1–70
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and 51) discrete to determine the direction and speed of the Width Modulated (PWM) control signal over the L-AFD-1 HS
SPEED knob. The CCP transfers this data through the XLA 429 (P1–64 and 44) bus to a PWM circuit within the CCP that
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FPGA where it is converted from a 3–state encoder signal to controls the brightness level. Two additional PWM circuits
a 4–state encoder signal, so that it may be processed by the reside within the CCP allow the brightness control over the No.
ACMID, and then outputs it to the AFDs over the CCP output 1 Baro Single Knob Panel (SKP) and No. 1 Tilt SKP. If the CCP
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ARINC 429 buses. If the user pushes the IAS/MACH switch does not receive the PWM control signal from the No. 1 AFD,
on the SPEED knob, a ground is applied to the No. 1 CCP the CCP and SKP panels will go to 50% brightness. The No. 1
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over the NO. 1 IAS/MACH SELECT (P1–32) discrete, selecting CCP controls the brightness level of the No. 1 Baro SKP and
the IAS mode or MACH mode and placing an IAS or MACH No. 1 Tilt SKP over the PANEL DIMMING CONTROL PWM
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annunciation on the PFD. (P1–23) discrete.
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The No. 1 CCP receives a logic generator output from the The No. 1 CCP is directly wired to the No. 1 Baro SKP and
ALT knob on the FGP. The ALT knob is used to adjust the provides power to the Baro SKP over the PANEL LIGHTING
preselected altitude on the PFD, and is connected to dual 5VDC (P1–9) input. The No. 1 Baro SKP provides the encoder
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3–state logic generators that send data to the No. 1 CCP knob rotation data to the No. 1 CCP over the NO. 1 BARO
over the NO. 1 TARGET ALTITUDE SELECT (P1–68 and 49) SELECT (P1–76 and 57) and the PUSH AUTO TILT button
discrete to determine the direction and speed of the ALT knob. data over the NO. 1 PUSH STANDARD SELECT (P1–38)
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The CCP transfers this data through the XLA FPGA where it is discrete.
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converted from a 3–state encoder signal to a 4–state encoder
signal, so that it may be processed by the ACMID, and then The No. 1 CCP is directly wired to the No. 1 Tilt SKP and
outputs it to the AFDs over the CCP output ARINC 429 buses. provides power to the Tilt SKP over the PANEL LIGHTING
If the user pushes the PUSH CANCEL switch on the ALT 5VDC (P1–9) input. The No. 1 Tilt SKP provides the encoder
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knob, a ground is applied to the No. 1 CCP over the NO. 1
ALTITUDE ALERT CANCEL (P1–30) discrete, cancelling any
knob rotation data to the No. 1 CCP over the NO. 1 TILT
SELECT (P1–74 and 55) and the PUSH AUTO TILT button
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aural and visual altitude alerts. data over the NO. 1 PUSH ON SELECT (P1–36) discrete.
The No. 1 CCP receives the NO. 1 CHECKLIST ENABLE
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The No. 1 CCP provides the interface to the Pilot Flight

Instrument Panel Lights dimming knob. As the knob is SELECT (P1–1) and NO. 2 CHECKLIST ENABLE SELECT
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turned, its position is encoded and sent to the CCP over the (P1–26) discrete inputs when a Checklist is opened on an
PANEL DIMMING CONTROL H (5VDC) (P1–66) and PANEL AFD. When a Checklist is open, the user has three options to
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DIMMING CONTROL GROUND (P1–65) discretes, where it select items and advance through the checklist, by using the
is then sent on to the No. 1 AFD over the L-CCP-1 HS 429 Yoke Checklist Line Advance Control, the CCP, or with the use
(P1–28 and 8) bus as an input to the control panel dimming of the AFD touchscreen capabilities. If the Yoke Checklist Line
software application. The No. 1 AFD then sends a Pulse Advance Control is used, the Yoke Checklist Line Advance
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Control sends the NO. 1 CHECKLIST LINE ADVANCE (P1–2) • SMS MODE 3 ALERT (P1–75)
(pilot’s) or the NO. 2 CHECKLIST LINE ADVANCE (P1–27) • CABIN ALTITUDE WARNING (P1–77).
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(copilot’s) discrete to the CCP. The CCP processes the
discrete through the ACMID and then outputs the signal to the Operational power is provided to the No. 1 CCP over the
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appropriate AFD over the CCP ARINC 429 output buses. +28VDC PRIMARY POWER (P1–61) bus.
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The No. 1 CCP receives the OVERSPEED WARNING
TEST (P1–31) discrete when the Overspeed Warning Test
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pushbutton is pushed. The CCP processes the discrete
through the ACMID and then outputs the signal to the onside
AFDs over the CCP ARINC 429 output buses, where it is then
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transferred on to the Audio Storage Playback Unit (ASPU). The
AFD’s Overspeed aural alert discrete causes the aural warning
horn to sound. Due to the independence of the signals sent
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to the onside displays indicating an Overspeed Warning has
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occurred, the aural alert horn will still sound even if one of the
onside AFDs is not powered on.
The No. 1 CCP receives label 130 on the AFD-1 discrete output
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word over the L-AFD-1 HS 429 (P1–64 and 44) bus. Label 130
transfers data to the CCP pertaining to aural alerts. The CCP
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processes label 130, and depending on the bit set on the label,
will output the appropriate aural warning discrete to the ASPU.
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The No. 1 CCP outputs the following discretes to the ASPU:

• DH/MDA ALERT WARNING (P1–37)
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• PFD ALERT (P1–17)

• ALTITUDE ALERT WARNING (P1–35)
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• SELCAL ALERT (P1–39)

• SMS MODE 1/4 ALERT (P1–54)
• LEFT ENGINE ALERT (P1–56)
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• RIGHT ENGINE ALERT (P1–58)

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• ATC ALERT (P1–73)
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Cursor Control Panel No. 1 – Simplified Schematic

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Cursor Control Panel No. 2
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Refer to Figure Cursor Control Panel No. 2 – Simplified
Schematic.
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The No. 2 CCP works as described for the No. 1 CCP.
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Cursor Control Panel No. 2 – Simplified Schematic

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CURSOR CONTROL PANEL (CCP) - CONTROLS AND DISPLAYS
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Unit Controls
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The Cursor Control Panel (CCP) provides the user with the
means to control and position a cursor on the displays and for
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interaction with graphical controls and menus. Refer to Figure
Cursor Control Panel – Controls and Displays for an illustration
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of the CCP, and Table Cursor Control Panel – Controls and
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Cursor Control Panel – Controls and Displays
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Control
Or
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TUNE The TUNE knob is used to tune radio
Knob frequency. The TUNE knob has three parts
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that have separate functions:
• The outer knob tunes to megahertz
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• The inner knob tunes to kilohertz
• The PUSH/SWAP button is used to swap
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between active and standby frequencies.
PFD Key The Primary Flight Display (PFD) key moves
the cursor position to the on-side PFD.
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MFD Key The Multifunction Display (MFD) key moves
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the cursor position to the center display.
ESC Key The Escape (ESC) key lets you cancel an
in-process edit or close a pop-up dialogue box.
G The ESC key works with the active Display Unit

(DU) cursor.
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Control Control
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Or Or
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Multifunc- The multifunction knob is a double-stacked TFC Key The Traffic (TFC) key is used to enable or
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tion Knob control device that is used for DU Graphical disable Traffic Alert and Collision Avoidance
User Interface (GUI) applications. System (TCAS) traffic data on the on-side
The entire knob assembly can be tilted in eight display.
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directions to move the on-screen cursor. COM 1/2 The COM 1/2 key is used to move radio tuning
The outer knob is called the TAB knob. Key control from on-side to cross-side and back
The TAB knob moves the cursor forward or again.
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backwards in tab increments.
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The inner knob is the DATA knob. The Component Data
DATA knob can be rotated to allow
character-by-character or numeric data entry. Refer to Table Cursor Control Panel – Component Information
for the component information of the Cursor Control Panel
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The PUSH ENTER button, located inside the
knob, is used to choose options for the DU GUI
(CCP).
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applications. Refer to Table Cursor Control Panel – Physical Characteristics
MENU Key Push the MENU key to show the top-level for the physical characteristics of the CCP. All dimensions are
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drop down menu when the cursor is in the given as inches (millimeters) and weight is given as pounds
Multifunction Window (MFW). (kilograms).
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NOTE: A Selection Inactive Refer to Table Cursor Control Panel – Certification Categories
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message will appear in for the certification categories of the CCP.

the on-side Horizontal
Situation Indicator (HSI) for Refer to Figure Cursor Control Panel – Component Location
2 seconds if the MENU key for an illustration and the location of the CCPs.
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is pushed when the cursor

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is not in the MFW.
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CCP-3500 Cursor Control 2
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Panel
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Cursor Control Panel – Physical Characteristics
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CCP- 6.0 W 4.12 2.80 2.50 1.5
3500 (104.64) (71.12) (63.5) (0.68)
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Cursor Control Panel – Certification Categories
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Environmental
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CCP- C113a N/A DO-160G
3500
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[(A1)X]BAB[(SBM)]E-
XXXXXZ[BZXX]AZ-
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[ZCX][YF]L[(B3)(K4)(
L4)][XXXX]XAC
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Component Location
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Refer to Figure Cursor Control Panel – Component Location

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for the location of the CCPs.

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Cursor Control Panel – Component Location
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MULTIFUNCTION KEYPAD PANEL (MKP)
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Theory of Operation (Applies to C90GTi only) To allow for the fuel crossfeed check
during ground operations, the FUEL CROSSFEED (CAUTION)
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Refer to Figure Multifunction Keypad Panel – Simplified (P1–22) discrete is wired to the MKP, in addition to the No. 1
Schematic. Remote Data Concentrator (RDC) and No. 2 RDC.
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Operational power is provided to the MKP over the +28VDC
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PRIMARY POWER (P1–1) bus.
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The Multifunction Keypad Panel (MKP) communicates with
each Adaptive Flight Display (AFD) over high speed ARINC
429 databuses. As the user pushes an MKP key, or turns the
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pan/zoom knob on the front panel, the status of each input is
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sent through a discrete to the ARINC Controlled Multifunction
Interface Device (ACMID), where the data is compacted and
then sent on to each AFD. The MKP transmits this data to
the No. 1 and No. 2 AFD over the L-MKP-1 HS 429 (P1–31
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and 32) bus, and to the No. 3 AFD over the L-MKP-2 HS 429
(P1–14 and 15) bus. When the AFDs receive this data from the
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MKP, it then performs the requested function.
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The No. 1 AFD provides the MKP with a Pulse Width

Modulated (PWM) control signal over the L-AFD-1 HS 429
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(P1–8 and 9) bus to control the MKP LED lighting dimming

function. If the MKP does not receive the PWM control signal,
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the MKP panel dimming will go to 50% brightness.

The NO. 1 MKP CONFIG (P1–18) and NO. 1 MKP CONFIG
PARITY (P1–3) inputs identify the MKP strapping as the No. 1
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MKP. There is no No. 2 MKP for this platform.

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Multifunction Keypad Panel – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 2)

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Multifunction Keypad Panel – Simplified Schematic (applies to B200GT, B200CGT,

B300, B300C only) (Sheet 2 of 2)
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MULTIFUNCTION KEYPAD PANEL (MKP) - CONTROLS AND DISPLAYS
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Unit Controls
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The Multifunction Keypad Panel (MKP) provides the user with
the means to enter alphanumeric data into on-screen data entry
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fields, and allows quick access keys to enable Multifunction
Display (MFD) control. Refer to Figure Multifunction Keypad
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Panel – Controls and Displays for an illustration of the MKP,
and Table Multifunction Keypad Panel – Controls and Displays
for a description of its features.
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Multifunction Keypad Panel – Controls and Displays
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Control
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MAP Key The MFW Map format will be shown on the
Quick Access Target window when the MAP
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key is pushed.
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CHART The CHART key shows the Chart format and
Key cycles the Chart format from a half window to
a full window format.
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CAS Key The Crew Alerting System (CAS) key is used
to page through the CAS list. Each push of
the CAS key will select the next CAS page.
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When at the end of the list, pushing the CAS
key will hide all CAS messages except the red
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WARNING messages. A subsequent push of
the CAS key will recall the entire CAS list.
FMS Key The FMS key provides quick access to the
G FMS format during phases of flight.
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DIRECT- The Direct-To key opens a dialog box on the
TO Key FMS format that is used to edit the flight plan,
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allowing the pilot to enter a direct waypoint.

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Control Control
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Or Or
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DEP/ARR The Departure/Arrival (DEP/ARR) key shows PAN/ The PAN/ZOOM knob is a single rotary knob
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Key the Departure or Arrival dialog box in the Quick ZOOM with an integrated joystick. The knob is
Access Target window when the aircraft is on normally rotated to select the range when a
the ground. The format shown previous to Knob map shows or the zoom level when a chart
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pushing the DEP/ARR key will be retained or document shows. The joystick is used
when a compatible format is already shown in to pan a map, chart or document. Pushing
the Quick Access Target window. the PAN/ZOOM knob will tab between items
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on the flight deck that may be manipulated
NOTE: FMS formats and MFW
with this control and will be identified by an
Map formats are compatible
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enabled/disabled PAN/ZOOM icon.
formats for the Departure
and Arrival dialog boxes. MEM Key The Memory (MEM) key provides the ability
to memorize the formats selected for each
CHKL Key The Checklist (CHKL) key shows the Checklist
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format in the upper quarter of the Quick Access
Target window.
display in the flight deck. A total of eight
configurations can be memorized, six OEM
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defined configurations and two user defined
SYS Key The Synoptic (SYS) key will show the Engine configurations. Each is recalled by selecting
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Start synoptic page in the lower quarter of the the MEM key followed by one of the MFD
Quick Access Target window, when a synoptic touchscreen icons. User defined flight deck
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format is not already shown. display configurations are memorized by

pushing and holding the MEM key for 3
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TUNE/DL- The TUNE/DLINK key will show the

seconds, followed by selection of the desired
INK Key Controller-Pilot Data Link Communications
MFD icon.
(CPDLC) format or the Tune format in the lower
quarter of the Quick Access Target window.
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Control Control
Or Or
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QIK TUNE The QIK TUNE key is used for the Quickfill Alphanu- The MKP contains a keypad for data entry.
Key function. This feature provides an easy to use meric Keys The keypad includes dedicated keys for each
data entry point for radio frequencies. After a letter of the alphabet and each numerical digit.
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scratchpad entry of a radio frequency, the QIK It also includes a Space (SP) key, a Slash (/)
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TUNE key can be used to allow the system key, a decimal point key, a +/- toggle key, and
to show the applicable radio for this entry. an ENTER key.
Quickfill applies a context sensitive search to
CLR/DEL The Clear/Delete (CLR/DEL) key performs two
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only show the valid data entries to streamline
Key functions, dependent upon data being in the
the user interface.
scratchpad.
CNCL Key The Cancel (CNCL) key is used to cancel an When there is data in the scratchpad, pushing
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in-process flight plan edit. and releasing the CLR/DEL key backspaces
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MSG Key The Message (MSG) key will show page 1 of one character at a time (right to left). Pushing
the FMS MESSAGES dialog box in the Quick and momentarily holding the CLR/DEL key will
Access Target window. clear the entire scratchpad.
Where there is no data in the scratchpad,
EXEC Key
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The Execute (EXEC) key enables a modified
flight plan making it the active flight plan. pushing the CLR/DEL key enters the word
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DELETE into the scratchpad. This can then be
transferred to various functions or data fields
on the FMS window to delete the data currently
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entered/showing for that function or field.

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Component Data
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Refer to Table Multifunction Keypad Panel – Component

Information for the component information of the Multifunction
Keypad Panel (MKP).
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Refer to Table Multifunction Keypad Panel – Physical
Characteristics for the physical characteristics of the MKP. All Multifunction Keypad Panel – Certification Categories
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given as pounds (kilograms). Environmental
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Refer to Table Multifunction Keypad Panel – Certification MKP- C113a N/A DO-160G
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Categories for the certification categories of the MKP. 3500 [(A1)X]BAB[(SBM)]E-
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Refer to Figure Multifunction Keypad Panel – Component XXXXXZ[BZXX]AZ-
Location for an illustration and the location of the MKP. [ZCX][YF]L[(B3)(K4)(
L4)][XXXX]XAC
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Multifunction Keypad Panel – Component Information
Component Location
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Refer to Figure Multifunction Keypad Panel – Component
MKP-3500 Multifunction 1
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Location for the location of the MKP.
Keypad Panel
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Multifunction Keypad Panel – Physical Characteristics
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MKP- 8.0 W 4.14 5.77 3.20 1.2 (0.6)
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3500 (105.28) (146.56) (81.38)

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Multifunction Keypad Panel – Component Location

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AIRCRAFT PERSONALITY MODULE (APM)
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Theory of Operation converts the 12 VDC power to 3.3 VDC. Converting the
power to 3.3 VDC allows the APM to power its internal clock
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Refer to Figure Aircraft Personality Module – Simplified transceiver, bus transceivers, and flash memory.
Schematic.
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The clock transceiver receives data over the APM CLOCK
(P1–5) and APM CLOCK INVERT (P1–6) discretes. Upon
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receiving the clock signal from the No. 2 AFD, the APM
converts the signal into a single-ended signal for the flash
memory.
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The function of the Aircraft Personality Module (APM) is
The flash memory device provides the Non-Volatile Memory
to provide a means of permanently storing aircraft unique
(NVM) function of the APM. The APM CHIP SELECT (P1–7)
parameters necessary for the initialization and operations of
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discrete selects the chip for the APM. The APM WRITE
the No. 2 Adaptive Flight Display (AFD). The APM is intended
PROTECT (P1–8) discrete, when active, enables hardware
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to stay with the airframe throughout the life of the aircraft. This
write protection for the last 64 Kibi-byte (KiB) of memory.
allows the configuration data to be maintained when equipment
is removed and re-installed into the aircraft. The bus transceivers convert the bidirectional differential data
buses, APM SER DATA (P1–2) and APM SER DATA INVERT
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The APM only provides data parameters to the No. 2 AFD,
the data that is used for No. 2 AFD configuration. There is
(P1–3), into a single ended data input and data output signal.
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The direction of the data is controlled by the APM DATA
no software or processor resident in the APM. All software
DIRECTION (P1–4) discrete from the No. 2 AFD.
related to the APM interface is contained within the No. 2
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AFD. Additionally, it is the responsibility of the No. 2 AFD to

detect APM related failures, as the APM has no interfaces for
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reporting on its health.

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The APM is connected to the No. 2 AFD by a serial peripheral

interface bus, APM SER DATA (P1–2) and APM SER DATA
INVERT (P1–3).
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Operational power is provided to the APM from the No. 2

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AFD over the APM POWER 12V (P1–10) bus. When the
APM receives the 12VDC power, its internal voltage regulator
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Aircraft Personality Module – Simplified Schematic

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Component Data
Aircraft Personality Module – Certification Categories
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Refer to Table Aircraft Personality Module – Component
Information for the component information of the Aircraft Environmental
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Personality Module (APM). LRU FAA TSO Software Category
APM- C153 N/A DO-160E
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Refer to Table Aircraft Personality Module – Physical
Characteristics for the physical characteristics of the APM. All 5000 [(A2)(F2)P]BBB[(HR)
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dimensions are given as inches (millimeters) and weight is (SCLM)]EXXXXXAX[
given as pounds (kilograms). AZ]XXMXXXAX
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Refer to Table Aircraft Personality Module – Certification
Component Location
Categories for the certification categories of the APM.
Refer to Figure Aircraft Personality Module – Component
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Refer to Figure Aircraft Personality Module – Component
Location for the location of the APM.
Location for an illustration and the location of the APM.
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Aircraft Personality Module – Component Information the Original Equipment Manufacturer (OEM)
LRU Description
G
IN
APM-5000 Aircraft Personality 1 being serviced.
Module
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Aircraft Personality Module – Physical Characteristics

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APM- 0.1 W 1.43 2.00 2.75 0.18
5000 (36.32) (50.8) (59.8) (.08)
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Aircraft Personality Module – Component Location

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BARO SINGLE KNOB PANEL - THEORY OF OPERATION
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Baro Single Knob No. 1
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Refer to Figure Baro Single Knob No. 1 – Simplified Schematic.
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The No. 1 Baro Single Knob panel is directly wired to the
on-side Cursor Control Panel (CCP). The No. 1 CCP provides
the Baro knob power source, PANEL LIGHTING 5VDC (P1–1),
and the PANEL DIMMING CONTROL PWM 1 (P1–8) input to
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control the backlight brightness of the Baro knob.
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The Baro knob provides the encoder knob rotation data to
the No. 1 CCP over the NO. 1 BARO SELECT (P1–6 and 5)
and the PUSH AUTO TILT button data over the NO. 1 PUSH
STANDARD SELECT (P1–3) discrete.
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Baro Single Knob No. 1 – Simplified Schematic

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Baro Single Knob No. 2
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Refer to Figure Baro Single Knob No. 2 – Simplified Schematic.
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The No. 2 Baro Single Knob panel works as described for the
No. 1 Baro Single Knob panel.
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Baro Single Knob No. 2 – Simplified Schematic

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BARO SINGLE KNOB PANEL - CONTROLS AND DISPLAYS
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Unit Controls
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The Barometric Single Knob Panel (SKP) provides the user
with ability to set the reference barometric pressure on the
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altimeter. Refer to Figure Baro Single Knob Panel – Controls
and Displays for an illustration of the Baro SKP and Table Baro
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Single Knob Panel – Controls and Displays for a description
of its features.
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Control
Or
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BARO When in Manual Baro mode, rotating the BARO
Knob knob will manually control the barometric
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setting.
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When in Standard (STD) mode, rotating the
BARO knob will allow the user to preset the
barometric setting.
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SET STD Pushing the SET STD pushbutton will toggle
Pushbutton the Baro mode between Manual and STD.
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Component Data
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Refer to Table Baro Single Knob Panel – Component
Information for the component information of the Baro knob.
G Refer to Table Baro Single Knob Panel – Physical

Characteristics for the physical characteristics of the Baro
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knob. All dimensions are given as inches (millimeters) and
weight is given as pounds (kilograms).
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Refer to Table Baro Single Knob Panel – Certification

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Categories for the certification categories of the Baro knob.

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Refer to Figure Baro Single Knob Panel – Component Location

for an illustration and the location of the Baro knobs.
Baro Single Knob Panel – Controls and Displays

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Baro Single Knob Panel – Component Information
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SKP-3500 Baro Single Knob 2
Panel (-010)
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Baro Single Knob Panel – Physical Characteristics
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SKP- 2.0 W 1.98 2.19 1.54 0.2 (0.1)
3500 (50.29) (55.63) (39.14)
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Baro Single Knob Panel – Certification Categories
Environmental
LRU
SKP-
FAA TSO
C113a
Software
N/A
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Category
DO-160G
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3500 XBAB[SBM]EXXXX-
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XZ[BXZZ]AZ[ZCE][Y-
F]L[(B3)(K4)(L4)][XX-
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XX]XAC
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Component Location
Refer to Figure Baro Single Knob Panel – Component Location

for the location of the Baro Single Knob panels.
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EMULATED CONTROL DISPLAY UNIT (ECDU)
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Theory of Operation
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The Emulated Control Display Unit (ECDU) is a virtual
function that controls the interface between each legacy Line
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Replaceable Unit (LRU) that use an ARINC 739 type display
and each Adaptive Flight Display (AFD). The ECDU translates
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the ARINC 739 client's text placement commands into ARINC
661 formats for display on the selected AFD. The formats
(pages) will look like a traditional Control Display Unit (CDU).
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The Line Select Key (LSK) and scratchpad entries on the
ECDU will be translated back into ARINC 739 format and sent
back to the legacy LRUs.
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EMULATED CONTROL DISPLAY UNIT (ECDU) - CONTROLS AND DISPLAYS
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Cockpit Controls pushing the TUNE/DLNK QAK key will first show the CPDLC
message page and then toggle between CPDLC, Datalink,
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The Emulated Control Display Unit (ECDU) provides the user and Tune formats on subsequent pushes. If there are current
with controls over the Datalink and Controller-Pilot Data Link ACARS messages and no CPDLC messages, then pushing
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Communications (CPDLC) functions. The ECDU formats the TUNE/DLNK QAK key will first show the Datalink message
(pages) look like a traditional Control Display Unit (CDU) and
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page and then toggle between Datalink, Tune, and CPDLC on
provide Line Select Key (LSK), and scratchpad entries. subsequent pushes. If there are no current ACARS messages
or messages from the Air Traffic Control (ATC), then the first
It is possible to show two ECDU formats at the same time on
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push of the TUNE/DLNK QAK key will show the Tune window.
the No. 2 Adaptive Flight Display (AFD) when all AFDs are
operational, but only a single format of each may be viewed The Data Link functions are available through the ECDU
at a time. When one of the outboard AFDs is reverted, only window, which shows on the No. 2 AFD when all three AFDs
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one ECDU format is available to show on the No. 2 AFD, are available. Refer to Figure Datalink Main Menu.
either CPDLC or Datalink. When the No. 2 AFD is down,
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each outboard AFD will be able to show a single ECDU
format. When either CPDLC or Datalink are selected, the
displayed page is the last displayed page or the Message
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page if a CPDLC message requires pilot action or an Aircraft
Communications Addressing and Reporting System (ACARS)
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message is pending.
There are two ways to activate the ECDU formats:

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• From the Format Selection dialog box

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• From the Multifunction Keypad Panel (MKP) TUNE/DLNK

Quick Access Key (QAK).
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Datalink and CPDLC functions are available through the ECDU

window by selecting the Data Link icon or the CPDLC icon on
the Format Selection dialog box. The CPDLC format, Datalink
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format or Tune format shows in the lower quarter of the Quick

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Access Target Window upon selection on the CNS QAK on

the MKP. If there are current messages from the ATC, then
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Datalink Main Menu
CPDLC Main Menu
When an ACARS message is available, the Crew Alerting
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System (CAS) advisory ACARS message will show in the CAS
list. When the Datalink format is selected, content will be
The ECDU is controlled from the following soft controls:
• 6 Left / 6 Right LSKs
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initialized and show the last format at power up while airborne. • Previous/Next page
When Datalink format is selected for the first time no ACARS
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message is pending, the Data Link Main Menu shows. The ECDU can also be controlled from the Dual Stack Knob
(DSK). The DSK is composed of an outer knob, an inner knob,
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The CPDLC functions are available through the ECDU window. and a momentary button. The momentary button is actuated by
Refer to Figure CPDLC Main Menu. pushing the inner knob and used as a push enter button. The
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DSK is part of the Cursor Control Panel (CCP).

• DSK Outer knob pages between A739 device/system
pages.
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• DSK Inner knob Tabs between line select keys. into character mode). Both No. 2 AFD scratchpads will align.
Characters can then be selected on the MKP which will appear
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When the cursor is tabbing in the top tab group (Menu Bar) and on the active ECDU scratch pad. If the active window goes
the cursor stops (via tabbing) on the ECDU, the cursor will park inactive for a certain amount of time, cyan dashes will turn
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on the upper left corner of the ECDU emulated display and the yellow indicating stale mode. This will alert the user to finish the
border of the emulated display will turn cyan. Selection at this intended action. Typing into the MKP will turn yellow dashes
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point adjusts the cursor to the level two (format) tab group and back to cyan. To exit active or stale mode, ESC can be used
positions the upper left LSK.
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on the CCP or the cursor can be moved to a different format.
While in stale mode, initiating a cross-side cursor edit will
If the cursor is in the level two tab group, then rotation of an remove yellow dashes from the stale ECDU format making the
inner knob will cycle focus from the top of ECDU column one
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on-side virtual display inactive. This prevents the ECDU from
button to the bottom then wrap from column one to column two. having priority over other MKP edits while inactive. When the
It will also wrap from the bottom of column two to the paging No. 2 AFD is down, each outboard AFD is capable of hosting
control, then back to the top most column one button. one ECDU format each. The first ECDU format into edit mode
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will always have priority. The second ECDU format will receive
Rotation of the outer DSK will page the ECDU when the cursor
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an error if it tries to go into edit mode.
has focus above the page control. The pilot can access the
ACARS services and navigate through the CMU pages for the
different AOC/ATC/Tech App functions using the LSKs and
Previous/Next keys.
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Actions that require use of the MKP for data entry into the
ECDU format will require the virtual display first be brought
into focus. The virtual display will take focus when the cursor
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hovers over the ECDU format. The visible indication that this
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happens is a solid cyan line around the display’s perimeter

activated by Flight Display System Application (FDSA). Once
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the cursor selects inside the virtual display, if a cross-side edit

is in progress, an error shows just above the ECDU scratchpad
(FDSA stays in string mode). This action will be blocked
preventing a cross-side cursor from stealing the active window
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when an on-side edit is in progress. If no cross-side edit is

in progress, the cyan solid line around the virtual display’s
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perimeter will turn dashed indicating active mode (FDSA goes
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CHAPTER
NAVIGATION SE
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AIR DATA SYSTEM (ADS)
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Introduction the primary cockpit displays and for other aircraft systems. The
parameters output by the ADC are as follows:
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The Air Data System (ADS) is a dual system that senses and • Pressure altitude
processes data derived from the air mass around the airplane.
• Total pressure
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Each Air Data Computer (ADC) connects to the pitot/static air
input ports and to a temperature sensor. The ADCs processes • Static pressure
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the air data inputs and provides the air data parameters to • Vertical Speed (V/S)
each Adaptive Flight Display (AFD) and the IAPS input/output • Indicated Airspeed (IAS)
concentrators.
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• Mach number
• Velocity, Maximum Operating/Mach, Maximum Operation
General Description (VMO/MMO)
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• True Airspeed (TAS)
Air Data System – Components • Total Air Temperature (TAT)
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• Static Air Temperature (SAT)
Unit Description Qty • International Standard Atmosphere (ISA) delta
ADC-3010 Air Data Computer 2 temperature.
(C90GTi
only) G The ADC incorporates pressure sensors that use solid-state
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measurement mechanisms based on piezoresistive technology.
ACT-3010 Software: Aircraft Configuration 1 The sensors are constructed to have a pressure diaphragm
(C90GTi Table
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that is deflected by the pressure difference across it. One

only) side of the diaphragm faces a sealed vacuum and the other
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ADC-3000 Air Data Computer 2 side faces the pressure to be measured. The diaphragm
(B200GT, and its supporting structures are made entirely of silicon,
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B200CGT, with piezoresistive elements diffused into it by a standard

B300, micro-electric manufacturing process. These resistive elements
B300C only) change value when subjected to stress in the diaphragm
caused by pressure differences across the diaphragm.
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Electronic circuits measure the value of the resistive elements,

Each ADC provides an independent source of altitude,
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and these measurements are used to compute pressure.

airspeed, temperature and vertical speed data for display on
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The ADC computes the air data parameters by measuring (FAA) Advisory Circular (AC) 91–85, Authorization of Aircraft
the pressures and temperatures around the aircraft in flight. and Operators for Flight in Reduced Vertical Separation
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Each ADC interfaces to the aircraft pitot and static probes Minimum Airspace.
which sense total pressure and static pressure respectively.
Static pressure is measured with an absolute pressure sensor The ADS interfaces with the following subsystems, refer to
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located inside the ADC, which is used for the computation of Figure Air Data System – Block Diagram.
altitude-related parameters. Total pressure is also measured • Attitude Heading Reference System (AHRS)
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with an absolute pressure sensor located inside the ADC. The • Electronic Flight Instrument System (EFIS)
difference between the total pressure and the static pressure • Integrated Avionics Processor System (IAPS).
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is the differential pressure. Differential pressure is used to
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compute the speed related air data quantities, for example
IAS. The aircraft Mach number is a function of both the static
and differential pressures. Input from a 500-ohm temperature
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sensor is used to compute temperature related parameters.
The ADC applies Static Source Error Correction (SSEC)

data provided by the aircraft manufacturer to account for the
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characteristics of the aircraft static system. The SSEC data
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is used to compensate for airframe errors that can affect the
accuracy of the computed air data parameters. SSEC data is
loaded into the ADC as a series of up to 20 SSEC profiles.
Each SSEC profile defines a pressure correction curve (ΔCps)
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in terms of indicated mach, indicated airspeed, or Angle of
Attack (AOA).
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The ADC outputs the aircraft maximum operating speed
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(VMO/MMO). The maximum operating speed is loaded into the

ADC as a series of up to 20 VMO/MMO profiles. Each profile
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defines the maximum speed as a function of either pressure

altitude or barometric corrected altitude.
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The ADC will comply with Reduced Vertical Separation

Minimums (RVSM) requirements assuming normal aircraft
contribution, as defined in the Federal Aviation Administration
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Air Data System – Block Diagram
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AIR DATA COMPUTER (ADC) - THEORY OF OPERATION
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Air Data Computer No. 1 (Applies to B200GT, B200CGT only) The Pro Line Fusion® for
King Air B200GT/B200CGT strap code is the letters BCDH.
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Refer to Figure Air Data Computer No. 1 – Simplified This corresponds to the following:
Schematic. • AIRCRAFT STRAP CODE B (P1–2) (applies to B200GT,
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NOTE: For additional wiring information and B200CGT only)
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connector data, refer to the Rockwell • AIRCRAFT STRAP CODE C (P1–3) (applies to B200GT,
Collins Pro Line Fusion® for King Air Wiring B200CGT only)
Diagram Manual (CPN 523–0821907). • AIRCRAFT STRAP CODE D (P1–4) (applies to B200GT,
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B200CGT only)
The +28VDC POWER-1 (P1-62) from the aircraft +28VDC
• AIRCRAFT STRAP CODE H (P1–8) (applies to B200GT,
AVIONICS TRIPLE FED bus provides the primary power to
B200CGT only)
the No. 1 ADC.
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• STRAPPING GROUND (P1–17). (applies to B200GT,
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Rear connector straps provide the airplane strap code B200CGT only)
and Source Destination Identifier (SDI) discrete data. The
microprocessor reads the airplane strap code and compares it (Applies to B300, B300C only) The Pro Line Fusion® for
to the strap code in the computer software. The microprocessor King Air B300/B300C strap code is the letters BCEF. This
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makes sure the unit is installed in the correct airplane type. corresponds to the following:
• AIRCRAFT STRAP CODE B (P1–2) (applies to B300,
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(Applies to C90GTi only) The Pro Line Fusion® for King Air B300C only)
C90GTi strap code is the letters ADE. This corresponds to the • AIRCRAFT STRAP CODE C (P1–3) (applies to B300,
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following: B300C only)

• AIRCRAFT STRAP CODE A (P1–1) (applies to C90GTi
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• AIRCRAFT STRAP CODE E (P1–5) (applies to B300,

only) B300C only)
• AIRCRAFT STRAP CODE D (P1–4) (applies to C90GTi
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• AIRCRAFT STRAP CODE F (P1–6) (applies to B300,

only) B300C only)
• AIRCRAFT STRAP CODE E (P1–5) (applies to C90GTi • STRAPPING GROUND (P1–17). (applies to B300, B300C
only) only)
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• STRAPPING GROUND (P1–17). (applies to C90GTi only)

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The SDI shows the computer installed on the No. 1 or No. is dependent on the position of the Flap Position Sensor
2 side. The source destination identifier SDI-L (P1-18) is Switches, to account for the characteristics of the aircraft static
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connected to the STRAPPING GROUND for the No. 1 ADC. system.
(Applies to C90GTi only) The ADC receives the STIM MODE Air temperature changes are converted into impedance levels
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ENABLE (P1–14) discrete when the AUTOMATED FIELD by the aircraft temperature probe. The external temperature
LOAD switch is grounded, placing the ADC into Stimulation sensor, a ROSEMOUNT PROBE, provides a variable 500-Ω
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(STIM) Mode when the aircraft is on ground only. STIM Mode impedance level input to the ADC over the TEMP PROBE A
bypasses the pressure sensor hardware and software that (P1-58) and TEMP PROBE B (P1–59) inputs. The specific
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computes raw pressure signals. In addition to the pressure sensor impedance varies with temperature. The ROSEMOUNT
signals, in STM Mode the ADC simulates the temperature PROBE impedance is converted to a frequency, which
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probe input. All of the remaining computations and functions is digitally processed and used in the computation of air
of the ADC are performed in the same manner as when the temperature and air data parameters.
sensors are operational.
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The front assembly of the ADC contains the absolute and
(Applies to C90GTi only) The SAFE-TO-LOAD (P1–16) the differential air data sensors and supporting circuitry that
discrete, which is activated when the AUTOMATED FIELD measure the analog temperature and pressure signals. Two
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LOAD switch is grounded and the aircraft is on ground, allows absolute sensors form an altitude sensor. Each of these
application software to be downloaded into the ADC through absolute sensors receives air from the onside static port. A
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the SW DATALOAD IN 429 (P1–29 and 50) bus. The software single differential sensor contains two independent sensors
is input into the No. 2 AFD with the use of a USB device, and that together form an airspeed sensor. One-half of the
then transferred to the ADC. differential sensor receives air from the onside static port,
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(Applies to C90GTi only) The ADC determines aircraft
and the other half receives air from the onside pitot port. The
supporting circuitry for both the absolute and the differential
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on-ground status, i.e. not in flight, from the WEIGHT ON sensors is identical.
WHEELS (P1–10) discrete.
The IAPS No. 1 Input/Output Concentrator (IOC) sends
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The VMO/MMO SELECT 0 (P1–12) and VMO/MMO SELECT selected air-data reference-values on the L-GP-1 429 (P1-39
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1 (P1–13) discretes provide the ADC with the maximum and 40) data bus. The L-GP-1 429 data is processed by the
operating speeds. ADC and transmitted to three ARINC 429 drivers:
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• The L-ADC-1 429 (P1-20 and 21) low speed data bus is
The Static Source Error Correction (SSEC) discretes, SSEC
output to the No. 1 IOC, No. 1 Attitude Heading Computer
SEL 0 (P1–51), SSEC SEL 1 (P1–52), and SSEC SEL 2
(AHC), and the TCAS 1 Skywatch. This bus provides air
(P1–53), provide the ADC with programmed SSEC data, which
data parameters for use by other systems.
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output to the No. 1 and No. 2 AFD. This bus provides
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the primary air data to the pilot side Electronic Flight
Instrument System (EFIS) displays.
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output to the No. 2 AFD and the optional Inertial Reference
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Unit (IRU). This bus provides the primary air data to the
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copilot side EFIS displays.
• The L-ADC S/W LOAD OUT 429 (P1–27 and 28) bus
provides the load status of the ACT-3010 software to the
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No. 2 AFD when dataloading. (applies to C90GTi only)
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Air Data Computer No. 1 – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 6)
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Air Data Computer No. 1 – Simplified Schematic (applies to B200GT, B200CGT only) (Sheet 2 of 6)
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Air Data Computer No. 1 – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 6)
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Air Data Computer No. 2
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Refer to Figure Air Data Computer No. 2 – Simplified
Schematic.
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The +28VDC POWER-1 (P1-62) from the aircraft +28VDC
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AVIONICS RIGHT GEN bus provides the primary power to
the No. 2 ADC.
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The No. 2 ADC operates as described for the No. 1 ADC,
except for the following:
• The SDI shows the computer installed on the No. 1 or No.
2 side. The source destination identifier SDI-R (P1-19) is
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connected to the STRAPPING GROUND for the No. 2
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ADC.
• The ADC does not provide an output to the TCAS 1
Skywatch.
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AIR DATA COMPUTER (ADC) - CONTROLS AND DISPLAYS
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Cockpit Controls Manually positioning the ADC SOURCE switch down to PFD 2
allows air data to be provided to both sides of the cockpit from
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The ADC SOURCE switch is located in the cockpit, refer to the No. 2 ADC, and shows the annunciation ADC2 on each
Figure Air Data Computer – Cockpit Controls. PFD. The ADC2 annunciation indicates that the No. 2 ADC is
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now the sole source of air data for both PFDs.
The AHS SOURCE switch allows the flight crew to select a
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single attitude heading sensor source, left (AHS1) or right NOTE: Cross-side swapping of ADC source is not
(AHS2), as the single source of attitude data for each Primary allowed either using the installed reversion
Flight Display (PFD). In normal mode, AHS SOURCE switch switch or during automatic reversion.
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in NORM position, PFD 1 receives attitude data from the left Cross-side swapping is described as both
sensor (AHS1), and PFD 2 from the right sensor (AHS2). PFDs using their off-side Air Data source,
Manually positioning the AHS SOURCE switch up to PFD 1 ADC2 on PFD 1 and ADC1 on PFD2.
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allows attitude data to be provided to both sides of the cockpit Manual selection of the ADC SOURCE
from AHS1, and shows the annunciation AHS1 on each PFD. reversion switch, which would result in
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The AHS1 annunciation indicates that the left sensor (AHS1) is cross-side swapping is inhibited and will
now the sole source of attitude data for both PFDs. Manually show an inactive message.
positioning the AHS SOURCE switch down to PFD 2 allows
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attitude data to be provided to both sides of the cockpit from
AHS2 and show the annunciation AHS2 on each PFD. The
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AHS2 annunciation indicates that the right sensor (AHS2) is
now the sole source of attitude data for both PFDs.
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The ADC SOURCE switch allows the flight crew to select a

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single air data computer source, left (ADC1) or right (ADC2),

as the single source of air data for each Primary Flight Display
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(PFD). In normal mode, ADC SOURCE switch in NORM

position, PFD 1 receives air data from the No. 1 ADC, and PFD
2 from the No. 2 ADC. Manually positioning the ADC SOURCE
switch up to PFD 1 allows air data to be provided to both sides
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of the cockpit from the No. 1 ADC, and shows the annunciation
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ADC1 on each PFD. The ADC1 annunciation indicates that the

No. 1 ADC is now the sole source of air data for both PFDs.
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Air Data Computer – Cockpit Controls

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Unit Controls
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Refer to Figure Air Data Computer – Controls and Displays.
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The ADC has a single multicolor LED on the front panel to
indicate when maintenance and service are necessary. The
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LED indicates the operation of the fault monitoring system in
the ADC and indicates when a fault has been present long
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enough or often enough to affect the ADC's operation, refer to
Table Air Data Computer – Controls and Displays.
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Air Data Computer – Controls and Displays
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Refer to Table Air Data Computer – Physical Characteristics

Air Data Computer – Controls and Displays for the physical characteristics of the ADC. All dimensions are
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Control
(kilograms).
Or
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Display Function/Description Refer to Table Air Data Computer – Certification Categories for
the certification categories of the ADC.
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LED (OFF) During usual operation in all modes (i.e.,
normal, test, and STIM mode) the LED stays Refer toFigure Air Data Computer – Component Location for
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off. If the ADC identifies a Type 1 or 2 failure an illustration and the location of the ADCs.
the LED will remain off.
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Type 1: A failure that the ADC cannot Air Data Computer – Component Information
necessarily isolate within itself.
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Type 2: A failure in the ADC that will not affect LRU Description Quantity
the operation of the unit in the aircraft. ADC-3010 Air Data Computer 2
LED The LED is amber during the data load (C90GTi only)
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(AMBER) procedure. When the data load procedure is ADC-3000 Air Data Computer 2
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complete the LED will turn off or change to red. (B200GT,
LED (RED) The LED will turn red if a Type 3 failure is B200CGT, B300,
detected, or if there were any Type 3 failures B300C only)
from the last four power-up cycles.
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Type 3: A failure in the ADC that will affect
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the operation of the unit in the aircraft. During
power up and initialization, the LED is red until
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all initialization tests are completed. If a Type 3

failure is found during power up, the LED stays
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red after the initialization tests are completed.

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Component Data
Refer to Table Air Data Computer – Component Information for
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the component information of the Air Data Computer (ADC).

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Air Data Computer – Physical Characteristics Air Data Computer – Certification Categories
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LRU Power Height Width Length Weight Environmental
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ADC- 8.0 W 3.50 3.50 8.40 2.4
3010 ( (88.9) (88.9) (213.36) (1.09) ADC- C106 DO-178A DO-160D
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C90GTi 3010 ( Level A [A2F2]XBBB[(TCC1
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only) C90GTi R)(SLM)]EWXXXXZ[
only) BZ][AZC][WYX]H[A3
ADC- 8.0 W 3.50 3.50 8.13 2.3
3000 (88.9) (88.9) (206.50) (1.04) E3]XAA
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(B200 ADC- C106 DO-178A DO-160D
GT, B2 3000 Level A
00CGT, [A2F2]XBBB[(TCC1
(B200
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B300, R)(SLM)]EWXXXXZ[
GT, B2 BZ][AZC][WYX]H[A3
B300C
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00CGT, E3]XAA
only) B300,
B300C
only)
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Component Location
Refer to Figure Air Data Computer – Component Location for

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the location of the ADCs.

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being serviced.
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Air Data Computer – Component Location

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ATTITUDE HEADING REFERENCE SYSTEM (AHRS)
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Introduction The ECU stores the compensation data in Non-Volatile Memory
(NVM). The compensation data corrects magnetic heading
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The Attitude Heading Reference System (AHRS) is a dual errors caused by the airplane structure interfering with the
strap-down system that senses the airplane attitude, heading, Earth’s magnetic field and FDU misalignment.
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and 3-axis body rate and linear accelerations. The pilot-side
and copilot-side each contains an Attitude Heading Computer The AHRS subsystem interfaces with the following subsystems,
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(AHC), External Compensation Unit (ECU), and Flux Detector refer to Figure Attitude Heading Reference System – Block
Unit (FDU). Diagram.
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General Description • Electronic Flight Instrument System (EFIS)
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Attitude Heading Reference System – Components
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AHC-3000 Attitude Heading Computer 2
FDU-3000 Flux Detector Unit 2
ECU-3000 External Compensation Unit G 2
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The AHC provides pitch, roll, and stabilized magnetic heading
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data to the Electronic Flight Instrument System (EFIS) displays

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and the Flight Guidance System (FGS). The AHC also

generates 3-axis body rate and linear acceleration outputs for
use by the Flight Guidance Computer (FGC). A battery provides
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backup power to sustain the AHC through short power outages.
The FDU is a gimballed 2–axis magnetic sensor that detects

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the horizontal component of the Earth’s magnetic field and

provides the magnetic flux measurements to the AHC. The
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AHC computes the airplane heading from the magnetic flux

measurements.
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Attitude Heading Reference System – Block Diagram

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ATTITUDE HEADING COMPUTER (AHC) - THEORY OF OPERATION
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Attitude Heading Reference Computer No. 1 discrete. In the DG FREE mode, the AHC does not use the
inputs from the Flux Detector Unit (FDU).
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Refer to Figure Attitude Heading Computer No. 1 – Simplified
Schematic. In the slave mode, heading data is obtained from the FDU to
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slave the computed heading angle. The No. 1 AHC provides a
3000 Hz triangle excitation signal to the primary windings of the
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Sine (SIN) and Cosine (COS) coils in the FDU over the FDU
SIN EXC (P1–3) and FDU COS EXC (P1–5) output signals.
This excitation signal alternately drives the SIN and COS coil
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The No. 1 Attitude Heading Computer (AHC) provides two core material into saturation in opposite directions. Secondary
modes of attitude function operation, normal and basic. In windings of each coil sense the transition into saturation and
the normal mode, valid air data is provided and is used in conjunction with external magnetic fields develop a different
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to aid the measured inertial accelerations to establish a waveform in the secondary winding. The No. 1 AHC then
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long-term attitude reference. The attitude leveling function is processes the signals received from the FDU, over the FDU
uninterrupted during maneuvers when in the normal mode. SIN SIGNAL (P1–10) and FDU COS SIGNAL (P1–12) inputs,
When air data is not available, due to failure or non-availablity to estimate the magnetic field sensed by the windings. The
of an Air Data Computer (ADC), the attitude leveling loops are AHC will monitor the magnitude of the sensed magnetic fields
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disabled during maneuvers. In this basic mode, the measured
inertial accelerations alone are used to establish the long-term
when the roll angle is between ±5°. When the slave mode is
selected from the DG mode, the slaved heading is immediately
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attitude reference. The slaving to the long-term attitude stepped into agreement with the FDU heading.
reference is cut out adequately to avoid the error caused by
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A remote SLEW switch applies +28 VDC to slew the heading

the aircraft maneuvering. In this basic mode, increased errors
computations and the heading that shows on the compass rose
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are expected due to erroneous leveling when operating just

toward the selected direction. When the SLEW switch is set
under cutout points or due to gyro drift rates when operating
to (+) it sends the SLEW RIGHT CONTROL (P1–115) discrete
above cutout points.
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to the No. 1 AHC causing the AHC to increase the heading.

The No. 1 AHC provides two modes of heading function When the SLEW switch is set to (-) it sends the SLEW LEFT
operation, slaved (NORM) and Directional Gyro (DG) FREE. A CONTROL (P1–82) discrete to the No. 1 AHC to decrease
the heading.
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remote DG FREE/NORM switch applies +28 VDC to select DG

FREE gyro mode when selected to the DG FREE position or is
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The AHRS No. 1 ECU is a remote mounted compensation

open to select slave mode on the DG MODE SELECT (P1–94)
unit that stores compensation data for hard-iron errors and flux
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detector misalignment. The compensation data is obtained and 114) data bus. The No. 3 AFD receives this data over the
through an automatic compass swing procedure. Sine L-AHC-3 HS 429 (P1–128 and 127) data bus.
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compensation cancels north and south hard iron errors. Cosine
compensation cancels east and west hard iron errors. Index The No. 1 AHC receives primary power from the +28VDC
compensation cancels FDU misalignment (heading) error. The AVIONICS TRIPLE FED BUS over the +28VDC PRIMARY
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No. 1 AHC supplies the ECU +8 VDC power over the ECU POWER (P1–14) input and backup battery power from the
VDC POWER (P1–34) output that powers the ECU. +28VDC (BACKUP POWER) AVIONICS TRIPLE FED BUS
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over the +28VDC BATTER POWER (P1–23) input.
The SOURCE IDENT (LSB) (P1–106) is jumpered to SOURCE
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IDENT STRAP COMMON (P1–95) and SOURCE IDENT
(MSB) is open for the No. 1 AHC. The L MAIN GEAR WEIGHT
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ON WHEELS (P1–122) discrete input from the LEFT MAIN
GEAR switch is grounded when the airplane is on the ground
and open (Air) when the airplane is airborne. The AUTO LEVEL
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SELECT (P1–72) discrete function is grounded during an
automated leveling procedure to enable leveling compensation
data to be stored in the ECU. The COMPENSATION MODE
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SELECT (P1–117) discrete is grounded during an airplane
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compass swing to enable the compensation data to be stored
in the ECU.
The No. 1 AHC receives the L-ADC-1 429 (P1–69 and 80) bus
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input from the No. 1 ADC. The L-ADC-1 bus provides the No.
1 AHC with the True Airspeed (TAS) and vertical speed data
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that is used to compensate for false alignment errors that can
occur during maneuvers.
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The No. 1 AHC outputs processed pitch and roll attitude,

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heading, body rate, and linear acceleration parameters to the

No. 1 Flight Guidance Computer (FGC), each Adaptive Flight
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Display (AFD), and the optional Inertial Reference Unit (IRU).

The No. 1 FGC and optional IRU receive this data over the
L-AHC-1 HS 429 (P1–70 and 81) data bus. The No. 1 and No.
2 AFDs receive this data over the L-AHC-2 HS 429 (P1–104
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Attitude Heading Computer No. 1 – Simplified Schematic (Sheet 1 of 2)
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Attitude Heading Reference Computer No. 2
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Refer to Figure Attitude Heading Computer No. 2 – Simplified
Schematic.
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The No. 2 AHC operates as described for the No. 1 AHC.
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ATTITUDE HEADING COMPUTER (AHC) - CONTROLS AND DISPLAYS
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Cockpit Controls allows attitude data to be provided to both sides of the cockpit
from AHS1, and shows the annunciation AHS1 on each PFD.
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The DG FREE/NORM switch, SLEW switch, and AHS The AHS1 annunciation indicates that the left sensor (AHS1) is
SOURCE switch are located in the cockpit, refer to Figure now the sole source of attitude data for both PFDs. Manually
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Attitude Heading Computer – Cockpit Controls. positioning the AHS SOURCE switch down to PFD 2 allows
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attitude data to be provided to both sides of the cockpit from
The DG FREE/NORM switch applies +28 VDC to select DG AHS2 and show the annunciation AHS2 on each PFD. The
mode, when in the DG FREE position or slave mode when in AHS2 annunciation indicates that the right sensor (AHS2) is
the NORM position. In the DG FREE mode, the AHC does
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now the sole source of attitude data for both PFDs.
not use the inputs from the Flux Detector Unit (FDU). In the
slave mode, heading data is obtained from the FDU to slave
the computed heading angle. When the NORM position is
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selected from the DG FREE/NORM switch, the slaved heading
is immediately stepped into agreement with the FDU heading.
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The SLEW switch applies +28 VDC to slew the heading
computations and the heading displayed on the compass rose
toward the selected direction. When the SLEW switch is set
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to (+) it causes the AHC to increase the heading. When the
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SLEW switch is set to (-) it causes the AHC to decrease the
heading. The SLEW switch will change the heading at 1°/sec ±
0.5°/sec for the first two seconds. If the SLEW switch remains
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engaged for longer than two seconds, the heading change rate
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will increase to 5°/sec ± 1°/sec.

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The AHS SOURCE switch allows the flight crew to select a

single attitude heading sensor source, left (AHS1) or right
(AHS2), as the single source of attitude data for each Primary
Flight Display (PFD). In normal mode, AHS SOURCE switch
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in NORM position, PFD 1 receives attitude data from the left

sensor (AHS1), and PFD 2 from the right sensor (AHS2).
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Manually positioning the AHS SOURCE switch up to PFD 1
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Attitude Heading Computer – Cockpit Controls

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Unit Controls
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Refer to Figure Attitude Heading Computer – Unit Displays.
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The AHC has a continuous self-test function that provides an
indication of the health of the AHC. During initialization of the
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AHC, the LRU STATUS Light Emitting Diode (LED) flashes in
color sequence red, amber, and green. Refer to Figure Attitude
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Heading Computer – Unit Displays for an illustration of the
AHC, and Table Attitude Heading Computer – Controls and
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Attitude Heading Computer – Unit Displays
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Attitude Heading Computer – Controls and Displays Attitude Heading Computer – Component Information
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Control LRU Description Quantity
Or AHC-3000 Attitude Heading 2
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Display Function/Description Computer
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LED (RED) The AHC has a critical fault.
LED The FDU-3000 or ECU-3000 has a critical fault. Attitude Heading Computer – Physical Characteristics
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(AMBER)
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LED (OFF) No critical faults.
AHC- 15.0 W 5.00 2.50 13.32 4.3
3000 (127) (63.5) (338.33) (1.95)
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Component Data
Refer to Table Attitude Heading Computer – Component
Information for the component information of the Attitude Attitude Heading Computer – Certification Categories
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Heading Computer (AHC).
Environmental
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Refer to Table Attitude Heading Computer – Physical LRU FAA TSO Software Category
Characteristics for the physical characteristics of the AHC. All AHC- C4c, C6d DO-178A DO-160D
dimensions are given as inches (millimeters) and weight is 3000 Level A
G and D
[(A2)(F2)X]BBB[(ST-
U)]EXXXXXZ[BZ]A-
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Refer to Table Attitude Heading Computer – Certification ZZ[YYX]H[(Z3)(Z4)]
Categories for the certification categories of the AHC. XAA
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Refer to Figure Attitude Heading Computer – Component

Component Location
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Location for an illustration and the location of the AHCs.

Refer to Figure Attitude Heading Computer – Component
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Location for the location of the AHCs.

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being serviced.
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Attitude Heading Computer – Component Location

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FLUX DETECTOR UNIT (FDU) - THEORY OF OPERATION
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Flux Detector Unit No. 1
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Refer to Figure Flux Detector Unit No. 1 – Simplified
Schematic.
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The No. 1 Flux Detector Unit (FDU) provides the heading data
to the No. 1 Attitude Heading Computer (AHC), when the No. 1
AHC is in slave mode. The No. 1 AHC provides the No. 1 FDU
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a 3000 Hz triangle excitation signal to the primary windings of
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the Sine (SIN) and Cosine (COS) coils in the FDU over the
FDU SIN EXC (P1–5) and FDU COS EXC (P1–1) input signals.
This excitation signal alternately drives the SIN and COS coil
core material into saturation in opposite directions. Secondary
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windings of each coil sense the transition into saturation and
in conjunction with external magnetic fields develop a different
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waveform in the secondary winding.
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In return the FDU provides the No. 1 AHC with the FDU SIN
SIGNAL (P1–7) and FDU COS SIGNAL (P1–3) output signals,
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that are processed by the No. 1 AHC to estimate the magnetic

field sensed by the windings. The No. 1 AHC will monitor the
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magnitude of the sensed magnetic fields when the roll angle

is between ±5°. When the slave mode is selected from the
DG mode, the slaved heading is immediately stepped into
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agreement with the FDU heading.

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Flux Detector Unit No. 2
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Refer to Figure Flux Detector Unit No. 2 – Simplified
Schematic.
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Flux Detector Unit No. 1 – Simplified Schematic

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Component Data
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Refer to Table Flux Detector Unit – Component Information for
the component information of the Flux Detector Unit (FDU).
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Refer to Table Flux Detector Unit – Physical Characteristics
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for the physical characteristics of the FDU. All dimensions are
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(kilograms).
Refer to Table Flux Detector Unit – Certification Categories for
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the certification categories of the FDU.
Refer to Figure Flux Detector Unit – Component Location for
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an illustration and the location of the FDUs.
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Flux Detector Unit – Component Information
G FDU-3000 Flux Detector Unit 2

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Flux Detector Unit – Physical Characteristics
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FDU- 0.0 W 2.69 4.76 4.76 0.9
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3000 (68.33) (120.90) (120.90) (0.41)

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Flux Detector Unit No. 2 – Simplified Schematic
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Flux Detector Unit – Certification Categories
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Environmental
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FDU- C6d N/A DO-160D
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3000 [(A2)(F2)]BBB[(SET)(
TCCR1)(UFF1)]EXX-
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XXXZ[BZ]AZZ[YYX]
H[(Z3)(Z4)]XAA
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Component Location
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Refer to Figure Flux Detector Unit – Component Location for
the location of the FDUs.
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being serviced.
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Flux Detector Unit – Component Location
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EXTERNAL COMPENSATION UNIT (ECU) - THEORY OF OPERATION
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External Compensation Unit No. 1 2 is selected and the ECU WRITE PROT 1 or ECU WRITE
PROT 2 input is high, the chip is enabled to receive data.
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Refer to Figure External Compensation Unit No. 1 – Simplified
Schematic. Data direction is set by programming through the serial data
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inputs.
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The External Compensation Unit (ECU) is used to store aircraft
specific compensation and configuration data. The ECU
contains nonvolatile memory for data storage. The ECU does
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not contain executable software or have processing capability.
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The No. 1 Attitude Heading Computer (AHC) provides the
ECU VDC POWER (P1-1) power input. The ECU PWR input
provides the ECU with +8 VDC operating power.
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The ECU CLOCK (P1-7) bus input is applied to each Electrical
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Erasable Programmable Read Only Memory (EEPROM)
and used to clock the serial input and output data streams.
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The ECU SER DATA RX (P1-4) bus is also applied to both

EEPROMs.
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Only when the ECU CHIP SEL 1 (P1-2) analog is selected and
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the ECU WRITE PROT 1 (P1-3) analog is disabled, or the ECU

CHIP SEL 2 (P1-5) analog is selected and the ECU WRITE
PROT 2 (P1-6) analog is disabled, will the data transfer to the
selected EEPROM. The ECU CHIP SEL 1 and ECU CHIP
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SEL 2 analog inputs determine which EEPROM is activated to

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transmit data, ECU SER DATA TX (P1–8), and receive data,

ECU SER DATA RX. If the ECU CHIP SEL 1 or ECU CHIP SEL
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External Compensation Unit No. 1 – Simplified Schematic

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External Compensation Unit No. 2
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Refer to Figure External Compensation Unit No. 2 – Simplified
Schematic.
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The No. 2 ECU operates as described for the No. 1 ECU.
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External Compensation Unit No. 2 – Simplified Schematic

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Component Data
External Compensation Unit – Certification Categories
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Refer to Table External Compensation Unit – Component
Information for the component information of the External Environmental
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Compensation Unit (ECU). LRU FAA TSO Software Category
ECU- C4c, C6d N/A DO‐160D
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Refer to Table External Compensation Unit – Physical
Characteristics for the physical characteristics of the ECU. All 3000 [(A2)(F2)]BBB[(SCL-
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dimensions are given as inches (millimeters) and weight is M)(TCC1R)(UFF1)]
given as pounds (kilograms). EWXXXSZ[BZ]AZZ[
YYX]H[Z3Z4]XAA
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Refer to Table External Compensation Unit – Certification
Categories for the certification categories of the ECU.
Component Location
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Location for an illustration and the location of the ECU.
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Location for the location of the ECU.
External Compensation Unit – Component Information this figure and is for reference only. Refer to
LRU Description
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Quantity Aircraft Maintenance Manual (AMM) to find
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ECU-3000 External 1 the actual component locations for aircraft
Compensation being serviced.
Unit (-002)
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External Compensation Unit – Physical Characteristics

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ECU- 0.1 W 1.43 2.00 2.75 0.2
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3000 (36.32) (50.8) (69.85) (0.09)

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External Compensation Unit – Component Location

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SYNTHETIC VISION SYSTEM (SVS)
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Introduction Terrain shows as a solid object with lighting and pattern
applied. Obstacles consist of drawing towers and buildings
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The Synthetic Vision System (SVS) uses a terrain database that are requested and received from an obstacle database.
and current position information to generate a virtual landscape Towers and buildings are depicted as unique identifiers. The
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image for the Primary Flight Display (PFD) background. obstacles are drawn in conformant to their actual width, height,
The image replaces the normal sky/ground depiction that
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latitude, longitude, and altitude. The obstacles appear attached
is a part of the Attitude Director Indicator (ADI). The SVS to the terrain surface.
image dynamically changes, giving the pilot better situational
awareness of the surrounding terrain. The SVS application shows both a destination runway and
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take-off runway. Runways will be drawn conformant to width,
General Description usable length, latitude, longitude, bearing, and altitude.
Several runway markings, including the runway identifier, will
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be depicted on each runway. The runways will appear to lie
Synthetic Vision System– Components
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directly on the terrain surface. Runway and airport data is
requested and received from an airport/runway database. The
Unit Description Qty destination, origin, and alternate runways will be highlighted.
ATF-3500 Software: Advanced Terrain 1
Functions
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accentuate elements of the scene that are of greater
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ATFT-3500 Software: Advanced Terrain 1 significance to the user while de-emphasizing elements that
Functions Table are not. Also, the generated image quality is not dependent
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upon atmospheric or sensor health, and can be maintained at a

The SVS image depicts terrain, obstacles and runways. The more consistent level. The pilot can turn the synthetic scene on
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terrain image uses data from the ATF-3500 terrain database and off using the ADI format menu. When SVS is not selected
with 9 arc second terrain resolution. to show, the attitude indicator returns to the familiar blue/brown
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indication of sky over ground.

NOTE: SVS is only used for terrain awareness
and cannot be used for terrain alerts. The Flight Path Vector (FPV) is used on the SVS image to
Terrain alerting functions will continue to be show the current flight path relative to the image, similar to how
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provided by the Terrain Awareness Warning FPV has been used on Head Up Displays (HUD) for decades.
System (TAWS).
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For instance, placing the FPV on the touchdown zone of the
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landing runway on an SVS display is equivalent to placing a

head up display FPV on the touchdown zone.
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SYNTHETIC VISION SYSTEM (SVS) - CONTROLS AND DISPLAYS
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Cockpit Controls
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Synthetic Vision uses a terrain database and current position
data to generate a virtual landscape image for the Primary
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Flight Display (PFD) background. The image replaces the
normal sky/ground depiction that is a part of the Attitude
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Director Indicator (ADI). The synthetic vision image dynamically
changes, giving the pilot better situational awareness of the
surrounding terrain. Refer to Figure PFD with Synthetic Vision
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for a typical display that shows synthetic vision.
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PFD with Synthetic Vision

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Synthetic Vision shows as a sky-ground background image
with terrain on the PFD by selecting the SVS item on the ADI
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Config dialog box, refer to Figure ADI Config Dialog Box.
Selecting SVS on the dialog box turns on the Combined Vision
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System (CVS). The SVS and the EVS are part of the CVS and
selecting SVS will turn on both.
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PFD Task Menu
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Component Data
Refer to Table Synthetic Vision System - Certification
Categories for the certification categories of the SVS.
ADI Config Dialog Box G
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Synthetic Vision System - Certification Categories
The ADI Config Dialog box is selected from the PFD Task
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Menu, refer to Figure PFD Task Menu. Pushing the MENU Soft- Software Environmental
button on the CCP when the cursor is located on the PFD ware FAA TSO Level Category
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format will open the PFD Task Menu. ATF- Parts DO-178B N/A
3500 Manufacturer Level B
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Authority
(PMA)
ATFT- Parts DO-178B N/A
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3500 Manufacturer Level C

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Authority
(PMA)
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WEATHER RADAR SYSTEM
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Introduction Unit Description Qty
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The Weather Radar System (WXR) provides conventional RTA-800 Weather Radar Receiver/Transmit- –1
weather detection and optional turbulence detection to allow (C90GTi ter Antenna
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the flight crew to avoid these hazardous weather phenomena. only)
The system detects and locates weather targets that exhibit
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RTA-852 Weather Radar Receiver/Transmit- 1
some form of precipitation or turbulence and provides this (C90GTi ter Antenna
information to the flight deck in a usable interface. only)
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General Description
The WXR subsystem consists of an X-band weather radar
Receiver/Transmitter Antenna (RTA) located in the radome
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Weather Radar System – Components that detects wet precipitation, moisture-based turbulence (with
the optional RTA-852 installed), and ground feature returns in
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Unit Description Qty front of the airplane. The weather radar provides a stabilized
three color (green, yellow and red) display on the HSI or MFW
SKP-3500 Tilt Single Knob Panel 2 Map format. The three colors indicate increasing intensities
RTA-852 Weather Radar Receiver/Transmit- 1 of rainfall. The optional Doppler-based turbulence detection
(B200GT, ter Antenna G capability shows in magenta. Path Attenuation Compensation
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B200CGT, (PAC) Alert indicates areas of unknown rainfall rates caused by
B300, intervening areas of precipitation.
B300C only)
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(Applies to B200GT, B200CGT, B300, B300C only) The

RTA-800 Weather Radar Receiver/Transmit- 1
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WXR subsystem consists of an X-band weather radar

(C90GTi ter Antenna Receiver/Transmitter Antenna (RTA) located in the radome
only) that detects wet precipitation, moisture-based turbulence,
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Optional – Turbulence Weather Radar Sys- and ground feature returns in front of the airplane. The
tem (C90GTi only) weather radar provides a stabilized three color (green,
yellow and red) display on the Horizontal Situation Indicator
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(HSI) or Multifunction Window (MFW) Map format. The

three colors indicate increasing intensities of rainfall. The
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optional Doppler-based turbulence detection capability shows
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in magenta. Path Attenuation Compensation (PAC) Alert

indicates areas of unknown rainfall rates caused by intervening
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areas of precipitation.
The WXR provides data to each side of the flight deck display
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system. Each output reflects the condition of the on side
controls for display range, mode, tilt, and gain.
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The tilt single knob panel allows the user to adjust the fixed
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altitude of the RTA by ±15 degrees.
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The WXR subsystem interfaces with the following subsystems,
refer to Figure Weather Radar System – Block Diagram.
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Weather Radar System – Block Diagram
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Weather Radar Modes of Operation ground returns when purposely mapping the terrain.
MAP mode enables display of all radar echoes including
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The WXR subsystem consists of the following modes of terrain and weather information. The receiver sensitivity is
operation: decreased to accommodate terrain characteristics instead
• Weather Only (WX): WX is the normal mode of the weather of weather. This mode enables identification of terrain
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radar that provides returns that vary in intensity based features such as mountains, coastlines and bodies of
upon the level of precipitation in the weather cell. water.
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• Weather plus Turbulence (WX+TURB): The optional NOTE: The WXR mode indication shows on the
WX+TURB mode combines the functions of the WX HSI or MFW Map as WX, WX+T, Turb, or
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mode and turbulence detection mode, so that returns Gnd Map.
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can be obtained for precipitation and precipitation related
turbulence. (applies to C90GTi only)
• Weather plus Turbulence (WX+TURB): The WX+TURB
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mode combines the functions of the WX mode and
turbulence detection mode, so that returns can be obtained
for precipitation and precipitation related turbulence.
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(applies to B200GT, B200CGT, B300, B300C only)
• Turbulence Only (TURB): The optional TURB mode allows
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only the precipitation-related turbulence returns to show,
and is useful for analyzing areas of concern that have
been identified using the WX+TURB mode. The WX
Mode reverts from TURB to WX+TURB approximately 30
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seconds after the TURB mode is selected. (applies to
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C90GTi only)
• Turbulence Only (TURB): The TURB mode allows only
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the precipitation-related turbulence returns to be shown,

and is useful for analyzing areas of concern that have
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been identified using the WX+TURB mode. The WX

Mode reverts from TURB to WX+TURB approximately 30
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seconds after the TURB mode is selected. (applies to

B200GT, B200CGT, B300, B300C only)
• Map (MAP): MAP mode optimizes the operation of the
weather radar receiver/transmitter antenna to receive
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TILT SINGLE KNOB PANEL - THEORY OF OPERATION
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Tilt Single Knob No. 1
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Refer to Figure Tilt Single Knob No. 1 – Simplified Schematic.
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The No. 1 Tilt Single Knob panel is directly wired to the on-side
Cursor Control Panel (CCP). The No. 1 CCP provides Tilt
knob power, PANEL LIGHTING 5VDC (P1–1), and control of
the back light brightness of the Tilt knob, PANEL DIMMING
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CONTROL PWM 1 (P1–8).
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The Tilt knob provides the encoder knob rotation data to the
No. 1 CCP over the NO. 1 TILT SELECT (P1–6 and 5) and
the PUSH AUTO TILT button data over the NO. 1 PUSH ON
SELECT (P1–3) discrete.
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Tilt Single Knob No. 1 – Simplified Schematic

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Tilt Single Knob No. 2
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Refer to Figure Tilt Single Knob No. 2 – Simplified Schematic.
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The No. 2 Tilt Single Knob panel works as described for the
No. 1 Tilt Single Knob panel.
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Tilt Single Knob No. 2 – Simplified Schematic

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TILT SINGLE KNOB PANEL - CONTROLS AND DISPLAYS
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Unit Controls
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The Tilt Single Knob Panel (SKP) provides the user with ability
to adjust the Weather Radar tilt. Refer to Figure Tilt Single
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Knob Panel – Controls and Displays for an illustration of the Tilt
SKP, and Table Tilt Single Knob Panel – Controls and Displays
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for a description of its features.
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Tilt Single Knob Panel – Controls and Displays
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Control
Or
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TILT Knob Rotating the TILT knob will manually adjust the
radar tilt up or down.
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PUSH Pushing the PUSH AUTO TILT pushbutton
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AUTO TILT will toggle the between Manual and Auto tilt
Pushbutton operation.
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Refer to Table Tilt Single Knob Panel – Component Information
for the component information of the Tilt knob.
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Refer to Table Tilt Single Knob Panel – Physical Characteristics
for the physical characteristics of the Tilt knob. All dimensions
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are given as inches (millimeters) and weight is given as pounds
(kilograms).
Refer to Table Tilt Single Knob Panel - Certification Categories
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Refer toFigure Tilt Single Knob Panel – Component Location
for an illustration and the location of the Tilt knob.
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Tilt Single Knob Panel – Component Information

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SKP-3500 Tilt Single Knob 2
Tilt Single Knob Panel – Controls and Displays Panel (-020)
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Tilt Single Knob Panel – Physical Characteristics
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SKP- 2.0 W 1.98 2.19 1.54 0.2 (0.1)
3500 (50.29) (55.63) (39.12)
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Tilt Single Knob Panel - Certification Categories
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Software Environmental
LRU FAA TSO Level Category
SKP- C113a N/A [(A1)X]BAB[(SBM)]
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3500 EXXXXXZ[BZXX]A-
Z[ZCX][YF]L[(B3)(K4
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)(L4)][XXXX]XAC
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Tilt Single Knob Panel – Component Location

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WEATHER RADAR RECEIVER/TRANSMITTER ANTENNA (RTA)
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Theory of Operation (P1–13 and 14) bus video signal to the No. 1 AFD. The No. 1
AFD supplies the video signal to the No. 2 AFD, and the No. 2
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Refer to Figure Weather Radar Receiver/Transmitter Antenna AFD to the No. 3 AFD. This allows the weather radar to show
– Simplified Schematic. on the AFDs.
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The Weather Radar (WXR) Receiver/Transmitter Antenna
(RTA) receives operating power from the +28VDC AVIONICS
LEFT GEN bus over the +28VDC POWER (P1–17, 18, and
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36) input. The internal power supply component converts this
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voltage into the required supply levels within the RTA.
The 12 INCH ANT (P1–28) discrete identifies the antenna size

to the RTA.
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The pilot and copilot enter weather control data on the Primary
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Flight Display (PFD) radar menus located on each Adaptive
Flight Display (AFD). This data is then transferred from the
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AFDs to the No. 1 and No. 2 Input/Output Concentrator (IOC).

The No. 1 and No. 2 AFDs transfer the manually entered
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weather control data to the No. 1 IOC and the No. 3 AFD
sends the weather control data to the No. 2 IOC. The IOCs
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map the weather control data and provide it to the RTA. The
No. 1 IOC provides data to the RTA over the L-GP-4 429
(P1–26 and 27) bus. The No. 2 IOC provides data to the RTA
over the R-GP-4 429 (P1–8 and 9) bus.
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Upon receiving the control data from the No. 1 and No. 2 IOCs,
the RTA processes the information and supplies a WXT-1 453
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Weather Radar Receiver/Transmitter Antenna – Simplified Schematic (Sheet 1 of 2)

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Weather Radar Receiver/Transmitter Antenna – Simplified Schematic (Sheet 2 of 2)
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Component Data LRU Description Quantity

RTA-800 (C90GTi Weather Radar –1
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Refer to Table Weather Radar Receiver/Transmitter Antenna –
Component Information for the component information of the only) Receiver/Trans-
Weather Radar (WXR) Receiver/Transmitter Antenna (RTA). mitter Antenna
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Refer to Table Weather Radar Receiver/Transmitter Antenna RTA-852 (C90GTi Weather Radar 1
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– Physical Characteristics for the physical characteristics of only) Receiver/Trans-
the RTA. All dimensions are given as inches (millimeters) and mitter Antenna
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Refer to Table Weather Radar Receiver/Transmitter Antenna – Weather Radar Receiver/Transmitter Antenna –
Certification Categories for the certification categories of the Physical Characteristics
RTA.
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Refer to Figure Weather Radar Receiver/Transmitter Antenna RTA- 70.0 W 11.71 15.04 14.72 (3 19.8
– Component Location for an illustration and the location of 800 ( (297.43) (382.02) 73.898) (8.98)
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the RTA. C90GTi
only)
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Weather Radar Receiver/Transmitter Antenna – RTA- 70.0 W 14.84 13.60 12.78 18.7
Component Information 852 (376.94) (345.44) (324.61) (8.48)
LRU Description
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Quantity
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RTA-800 (C90GTi Weather Radar 1
only) Receiver/Trans-
mitter Antenna
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RTA-852 (B200GT, Weather Radar 1

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B200CGT, B300, Receiver/Trans-

B300C only) mitter Antenna
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Optional – Turbulence Weather Radar Sys-

tem (C90GTi only)
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Weather Radar Receiver/Transmitter Antenna –
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Certification Categories
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Environmental
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RTA- C63b DO-178A DO-160B
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800 ( Level 2 /F2/BB-/JN/E1/XXX-
C90GTi XXA/BZ/AZAZA
only)
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RTA- C63b DO-178A DO-160B
852 Level 2 /F2/BB-/JN/E1/XXX-
XXA/BZ/AZAZA
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Component Location
Refer to Figure Weather Radar Receiver/Transmitter Antenna
– Component Location for the location of the RTA.
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being serviced.
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Weather Radar Receiver/Transmitter Antenna – Component Location

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RADIO ALTIMETER SYSTEM
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Introduction received and converts the time interval to an equivalent aircraft
altitude. The aircraft altitude is routed to the related radio
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The Radio Altimeter subsystem provides the aircraft with altitude indicator. The indicator provides the pilot with a visual
altitude information during the approach phase of flight by display of the aircraft height above the terrain and annunciates
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measuring the height of the wheels above the ground when the when the aircraft descends below the selected decision height.
aircraft is within 2500 feet of the ground. The Radio Altimeter
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is used as the sensor source for the Radio Altitude Minimum The Radio Altimeter subsystem interfaces with the following
(RA MIN) indication. This information is used by the autopilot subsystems, refer to Figure Radio Altimeter System – Block
function during approach to notify the pilot and copilot that the Diagram.
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aircraft has descended to the selected RA Decision Height. • Integrated Avionics Processor System (IAPS)
• TCAS 1 Skywatch
General Description
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• TCAS II.
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Radio Altimeter – Components

ALT-4000 Radio Altimeter Transceiver
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The Radio Altimeter (RALT) transceiver is a swept Frequency
Modulated Continuous Wave (FMCW) transceiver that
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measures direct radio height for use by each Flight Guidance

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Computer (FGC), Traffic Alert and Collision Avoidance System

(TCAS) 1 Skywatch, or the Rockwell Collins TCAS II, and
shows on the Primary Flight Display (PFD).
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The RALT transmits a Radio Frequency (RF) signal from the

transmit antenna toward the terrain or water below the aircraft.
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The transmitted signal is reflected back toward the aircraft

and routed through the receive antenna to the RALT. The
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RALT processes the signal and measures the elapsed time

from when the RF signal was transmitted until its reflection is
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Radio Altimeter System – Block Diagram

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RADIO ALTIMETER TRANSCEIVER
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Theory of Operation ANT (AFT) to show that the RADALT ANTENNA is connected
to the receiver.
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Refer to Figure Radio Altimeter Transceiver – Simplified
Schematic. The A/C ANNUNCIATOR TEST grounds the SELF TEST
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(P1–25) discrete, entering the RALT into a self-test.
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The Radio Altimeter (RALT) transceiver receives operating
power from the aircraft +28VDC AVIONICS RIGHT GEN bus
over the +28VDC POWER (P1–9) input.
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Processed radio altitude data is outputted over two ARINC
429 low-speed transmitters. The RALT outputs the L-RALT-1
429 TX (P1-2 and 10) data bus to the No. 1 IOC, the optional
TTR-4100, and TCAS 1. The RALT outputs the L-RALT-2 429
TX (P1-55 and 52) bus to the No. 2 IOC.
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The Aircraft Installation Delay (AID) value in feet is determined
during certification, and is set by strapping rear connector
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pin AID 40FT (P1-24) as required. This strapping provides

a customized aircraft offset to make sure accurate altitude
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indications when the aircraft is in a touchdown attitude.

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The RALT has an antenna continuity test circuit that tests for
the presence of properly connected radio altimeter antennas.
The ANT MON SEL (P1-21) pin must be grounded to enable
this function. The antenna continuity test circuit provides Direct
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Current (DC) voltages that will pass current through the RF

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XMT SIGNAL (P1-P(X)) to the RAD ALT XMT ANT (FWD) and
through the RF RCV SIGNAL (P1-P(R)) to the RAD ALT RCV
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Radio Altimeter Transceiver – Simplified Schematic (applies to C90GTi only) (Sheet 1 of 3)

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Radio Altimeter Transceiver – Simplified Schematic (applies to B200GT, B200CGT only) (Sheet 2 of 3)
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Radio Altimeter Transceiver – Simplified Schematic (applies to B300, B300C only) (Sheet 3 of 3)
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Component Data
Radio Altimeter Transceiver – Certification Categories
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Refer to Table Radio Altimeter Transceiver – Component
Information for the component information of the Radio Environmental
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Altimeter (RALT) transceiver. LRU FAA TSO Software Category
ALT- C87 DO-178A DO-160C
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Refer to Table Radio Altimeter Transceiver – Physical
Characteristics for the physical characteristics of the RALT 4000 Level 2 [A2F2]‐BB[CLMNY]
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transceiver. All dimensions are given as inches (millimeters) E1XXXXSZ[BZ]AZ[A-
and weight is given as pounds (kilograms). Z]Y[AZ][Z3Z3]XA
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Refer to Table Radio Altimeter Transceiver – Certification
Component Location
Categories for the certification categories of the RALT
transceiver. Refer to Figure Radio Altimeter Transceiver – Component
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Location for the location of the RALT transceiver.
Refer to Figure Radio Altimeter Transceiver – Component
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Location for an illustration and the location of the RALT NOTE: The King Air B200 Series aircraft shows in
transceiver. this figure and is for reference only. Refer to
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Radio Altimeter Transceiver – Component Information the actual component locations for aircraft
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being serviced.
ALT-4000 Radio Altimeter 1
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Transceiver
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Radio Altimeter Transceiver – Physical Characteristics

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ALT- 15.0 W 3.31 3.56 13.93 4.5

4000 (84.07) (90.42) (353.82) (2.04)
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Radio Altimeter Transceiver – Component Location

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TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM II
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Introduction (TA), and Resolution Advisory (RA) indicators, and with
weather radar displays or electronic flight instruments.
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The optional Traffic Alert and Collision Avoidance System
(TCAS) II, provides airborne separation assurance and collision TCAS II is ARINC 735A compatible and has an extended range
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avoidance protection by maintaining a surveillance area about beyond 100 NM. TCAS II provides bearing, range, and altitude
the aircraft through the use of replies received from other Mode information of any aircraft with an operating Mode A, Mode
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A, Mode C, and/or Mode S transponder equipped aircraft in C, and/or Mode S transponder within the surveillance area.
the area. Within the surveillance area, the system tracks and displays
aircraft responding to the TCAS interrogations. The system
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General Description will provide two different RAs, corrective and preventive. The
corrective advisory is an RA advising the flight crew to alter the
current flight path in the vertical plane. A preventive advisory
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Traffic Alert and Collision Avoidance System II – Components is an RA that advises the flight crew to avoid making certain
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maneuvers in the vertical plane to prevent a conflict from
Unit Description Qty occurring. A traffic display informs the flight crew of all aircraft
TTR-4100 TCAS Transmitter/Receiver 1 present within the surveillance area.
TRE-920 TCAS Directional Antenna 2
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the unit transmits transponder interrogation (Mode C and Mode
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The TCAS II maintains surveillance within a sphere determined S) signals at 1030 MHz. Transponders receiving the signal will
by the transmit power and receiver sensitivity of the TCAS reply on 1090 MHz. The receive portion of the TTR receives
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Transmitter/Receiver (TTR). The area in which a threat is these signals and applies them to the computer portion of
imminent depends on the speed and paths of the aircraft the unit. The computer processes the signals to determine
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involved. There is a second area defined as tau within the the range, bearing, and altitude of the replying aircraft. If the
surveillance area, which represents the minimum time the flight replying aircraft is TCAS equipped, the computer coordinates
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crew needs to discern a collision threat and take evasive action. avoidance maneuvers between the two aircraft. The TTR
TCAS II determines the possibility of collision using algorithms develops and outputs Mode S data to the associated system
that define the speed and possible path of the intruding aircraft Mode S transponder for transmission back to the other aircraft.
and issues visual and aural advisories as required to prevent The computer also generates the RA and TA signals for output
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midair collisions. This TCAS II can be configured to operate to the associated indicators for display to the flight crew.
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with dedicated Vertical Speed Indicator (VSI), Traffic Advisory
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The TRE–920s are the directional antennas associated with

TCAS II.
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TCAS II interfaces with the following subsystems, refer to
Figure Traffic Alert and Collision Avoidance System II – Block
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Diagram.
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S
• Inertial Reference Unit (IRU)
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• Radio Altimeter (RALT) System.
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TCAS II
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TCAS II
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Traffic Alert and Collision Avoidance System II – Block Diagram
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TCAS TRANSMITTER/RECEIVER
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Theory of Operation (CCA), the RF Module transmitter/receiver and power amplifier
CCA, the Traffic/PS CCA, and the Rear Interconnect module.
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Refer to Figure TCAS Transmitter/Receiver – Simplified • The SYSIO is the primary interface between the LRU and
Schematic. external aircraft interfaces and is capable of processing
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NOTE: For additional wiring information and synchro inputs, ARINC 429 inputs/outputs, and discrete
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connector data, refer to the Rockwell inputs/outputs.
Collins Pro Line Fusion® for King Air Wiring • The RF module performs signal processing functionality for
Diagram Manual (CPN 523–0821907). both receive and transmit functions and is the functional
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interface to the antennas.
The optional TCAS Transmitter/Receiver (TTR) transmits Mode • The Traffic/PS provides for a +28 VDC power input from
A, Mode C, and Mode S transponder interrogations signals the aircraft and conditions the power for the rest of the unit.
and monitors all replies as internal processing determines the
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The Traffic/PS also hosts the processor, which performs all
range, bearing, and altitude of each replying (nearby) aircraft. of the traffic and CAS logic processing.
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This allows the TTR to locate all transponder equipped aircraft
• The Rear Interconnect module provides High Intensity
within range. If an aircraft is on a conflicting path, the TTR
Radiated Field (HIRF) and lightning protection for the unit,
generates Traffic Advisory (TA) (intruder alert), Resolution
is the mating point for the aircraft ARINC 600 connector,
Advisory (RA) (recommended vertical escape maneuver),
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and/or synthesized-voice audio outputs. If the intruder aircraft
also has a Mode S transponder, the TTR uses the TDR-94D
and routes signals from the aircraft connector to the other
subassemblies and modules as well as signals between
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the internal modules and subassemblies.
to transmit collision avoidance data to that aircraft. This Mode
S link allows the two TCAS systems to coordinate conflict The TTR receives two ARINC 429 data bus inputs from the Air
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resolution maneuvers between aircraft. Traffic Control (ATC) Transponder system. The No. 1 TDR
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sends the L-TDR-XT HS 429 (RMP-14F and 14G) to the TTR,

The TTR receives operating power from the +28VDC
providing pressure altitude data and the XT words. The No. 2
AVIONICS LEFT GEN bus over the +28VDC PRI IN (LBP-10)
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TDR provides similar data to the TTR over the R-TDR-XT HS

input. The Traffic Power Supply (Traffic/PS) CCA receives the
429 (RMP-14H and 14J).
power and distributes a +12 VDC regulated power to the TTR
sub-assemblies. The TTR receives radio altitude data from the ALT-4000
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altimeter over the L-RALT-1 (RMP-13H and 13J) bus. If

The TTR is composed of four major sub-assemblies. The
installed, the optional Inertial Reference Unit (IRU) provides
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System Input Output (SYSIO) Processor Circuit Card Assembly
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the TTR with magnetic heading data over the L-AHC-1 HS 429 The TTR receives Air Traffic Control Radar Beacon System
(RMP-7A and 7B) bus. (ATCRBS) and Mode S transponder replies from the TCAS
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Upper Directional Antenna and/or the TCAS Lower Directional
The TTR provides two ARINC 429 data bus outputs to the ATC Antenna. The TCAS Lower Directional Antenna is installed to
Transponder system. The TTR sends the TTR-TX-1 HS 429 detect aircraft that may be shadowed from the top antenna by
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(RMP-15J and 15K) bus to the No. 1 TDR. This bus provides the airframe. The TTR receives and transmits data to the top
the No. 1 TDR with collision avoidance maneuver data. Similar antenna over the TOP ANT (LTP-1, 2, 3, 4) analog signals.
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data is provided to the No. 2 TDR over the TTR-TX-2 HS 429 The TTR receives and transmits data to the bottom antenna
(RMP-14A and 14B) data bus. The selected TDR transmits this over the BOT ANT (LMP-1, 2, 3, 4) analog signals.
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data on a Mode S link to the cooperating aircraft.
NOTE: The antennas radiate and receive in vertical
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The TTR operates in conjunction with the audio systems on the polarization.
aircraft to provide prioritized aural alerts based on detected
hazard conditions to the warning function for alert consolidation The TTR reads strap discrete inputs that program aircraft
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and forwarding to the Aircraft Audio System. Aural alerts are performance capabilities and customize the TCAS II operation
provided to the Aircraft Audio System over the SYNTH VOICE for each aircraft installation. The aircraft data interface
OUT (RMP-3F) and 600 OHM (RMP-3G) analog signals. discretes are the AIR/GND DISCR IN L MAIN GEAR WOW
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(RMP-5K) and LANDING GEAR DISCRETE (RMP-13F). These
The TTR also operates in conjunction with the Electronic Flight discretes define the AFD display status capability, advisory
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Instrument System (EFIS) to provide situation awareness inhibit selections, aircraft altitude climb limits, climb inhibit
display information to the flight crew. The TTR outputs the selection, audio gain, symbol display limits, and mode options.
TCAS DISPLAY 1 HS 429 (RMP-7C and 7D) to the No. 1
Adaptive Flight Display (AFD) and the No. 2 AFD. The TCAS The TTR discretes are as follows:
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DISPLAY 1 HS 429 bus provides the vertical and horizontal RA • The INCR CLIMB INHIBIT 1 (RBP-5E) and INCR CLIMB
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data, intruder range, bearing, and altitude data, and formatted INHIBIT 2 (RBP-5F) discretes dynamically control the
TCAS display data. The TTR provides similar data to the No. 2500 FPM climb limit. A simultaneous ground between
3 AFD over the TCAS DISPLAY 2 HS 429 (RMP-7G and 7H) these these discretes indicates the aircraft cannot achieve
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data bus. a climb rate of 2500 fpm.

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• The A/C ALT LIMIT PROG PINS 2K (RMP-6E), A/C ALT

The TTR also outputs the RA DISPLAY STATUS IN NO. 1 LIMIT PROG PINS 8K (RMP-6G), A/C ALT LIMIT PROG
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(RMP-14C) discrete to the No. 1 and No. 2 AFD, and the RA PINS 16K (RMP-6H), and A/C ALT LIMIT PROG PINS
DISPLAY STATUS IN NO. 2 (RMP-13E) discrete to the No. 3 COMM (RMP-6K) discretes set the altitude in feet above
AFD. These discretes provide the RA monitor function to the which the airplane cannot climb at a rate of 1500 fpm.
AFDs.
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• The FUNCTIONAL TEST INHIBIT (RBP-8E) discrete
programs the TTR to allow airborne self-test when the
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AIR/GND DISC IN L MAIN GEAR WOW discrete is
indicating in air. Self-test is always allowed when the
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aircraft is on ground.
• The CABLE LOSS PROG PINS (RMP-10B) and CABLE
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LOSS PROG PINS (RMP-10D) discretes program the
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TTR to compensate for signal loss in the top and bottom
antenna cables, which is related to cable type, length, and
connector installation integrity.
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• The AIRBORNE AUDIO LEVEL (RBP-7B) and AIRBORNE
AUDIO LEVEL (RBP-7C) discretes program the TTR
maximum and minimum audio output levels for compatibility
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with the aircraft audio system input requirements.
• The GROUND AUDIO LEVEL (RBP-8B) and GROUND
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AUDIO LEVEL (RBP-8C) discretes program the TTR
maximum and minimum audio output levels for compatibility
with the aircraft audio system input requirements.
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The TTR generates a blanking pulse, RF SUPPRESSION
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PULSE (INPUT) (LBP-12), to the No. 1 and No. 2 DME, No.
1 and No. 2 TDR, and the optional TACAN system when the
TTR selects transmit mode. The RF SUPPRESSION PULSE
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(INPUT) signal momentarily inhibits receivers in the DME and

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TDR units to protect the from possible damage by high-energy

transmission. In turn, these LRUs also generate a blanking
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pulse when transmitting that temporarily inhibits the TTR.

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TCAS Transmitter/Receiver – Simplified Schematic

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TCAS TRANSMITTER/RECEIVER - CONTROLS AND DISPLAYS
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Cockpit Controls
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The optional Traffic Alert and Collision Avoidance System
(TCAS) II provides the user with Traffic Advisory (TA),
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Resolution Advisory (RA), Proximate Traffic, and Non-Threat
Traffic symbols on the Primary Flight Display (PFD), giving
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the flight crew a graphical representation of the relative
position of the traffic aircraft. The data for the traffic symbols
is calculated within the TCAS Transmitter Receiver (TTR) and
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then forwarded on to the PFD. This data provides the capability
to electronically coordinate maneuver guidance between two
airplanes in close proximity to prevent mid-air collisions.
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The TCAS II controls are found on the Traffic (TFC) Tuning
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Multifunction Window (MFW) page. To open the TFC Tuning TFC Tuning MFW Page
MFW page, the user must select the TFC icon found on the
Radio Tuning MFW Menu bar located on the PFD, refer to
Cockpit Controls – Traffic Modes
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Figure Radio Tuning MFW Menu Bar. After selecting the TFC
icon the TFC Tuning MFW page will show, refer to Figure TFC The Traffic Mode control shows to the user as the Mode
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Tuning MFW Page. radio buttons and the Auto checkbox on the TFC Tuning
MFW Page, refer to Figure TFC Tuning MFW Page. It is a
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combined control for both the selected transponder and the

TCAS Transmitter/Receiver (TTR). With the use of the Cursor
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Control Panel (CCP) the user can select the desired Traffic
Radio Tuning MFW Menu Bar Mode. If the Auto checkbox is selected, the user will no longer
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be able to select the controls listed under the Alt Limit. When
the desired Mode radio button is selected (Stby, TA/RA, TA
Only, Alt On, or Alt Off) the selection will show in cyan and will
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be synchronized across the flight deck. If Stby is selected, the

displays will echo the previous transponder selection.
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When the user selects the Traffic Mode Stby, the previous • RA Reversal to Climb RA – Climb, Climb NOW, Climb,
Traffic Mode control settings and Traffic Auto Mode control Climb NOW
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settings are saved. When the Traffic Mode control leaves the • RA Reversal to Descend RA – Descend, Descend NOW,
Stby position due to the Active Transponder control being set Descend, Descend NOW
to either XPDR1 or XPDR2, the previous Mode control settings • Increase Climb RA – Increase Climb, Increase Climb
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and Traffic Auto Mode control setting are restored. Additionally,
• Increase Descent RA – Increase Descent, Increase
when the Traffic Mode Stby is selected, the following occurs:
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Descent
• The transponders will stop transmitting and receiving
• Maintain Rate RA – Maintain Vertical Speed, Maintain
• The Auto checkbox is deselected, if it was previously
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• Altitude Crossing, Maintain Rate RA (Climb and Descend)
selected.
– Maintain Vertical Speed, Crossing Maintain
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• All other Mode selections become inactive.
• Weakening of RA – Level Off, Level Off
When the user selects Traffic Mode TA/RA, traffic will show • Preventive RA (no change in vertical speed required) –
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on the display and an RA will be given if required. A traffic Monitor Vertical Speed
alert is also conveyed to the pilot aurally and visually, when • RA Removed – Clear of Conflict.
the traffic overlay is enabled. The visual alert consists of a
Additionally, when the Traffic Mode is TA/RA, traffic avoidance
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red TRAFFIC annunciation to the upper right of the Horizontal
Situation Indicator (HSI) flight map and the traffic symbol ( solid cues will show during an RA with corrective data present. The
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yellow circle) and resolution symbol (solid red square) on the traffic avoidance cues indicate that threat traffic is present,
HSI map. The same alert shows on the MFW map with the and show as red on the Attitude Director Indicator (ADI).
TRAFFIC annunciation showing toward the top of the map. The fly-to-zone shows on the ADI as a green rectangle, and
The aural alert depends on the position of the intruder traffic indicates the angle of climb or descent needed to avoid the
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and the RA determined by the TCAS. Possible RA aural alerts traffic, refer to Figure Traffic Avoidance Cue and Fly-To-Zone.
The aircraft symbol on the ADI is red during the RA and
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are as follows:
• Climb RA – Climb, Climb changes to green when the aircraft pitch enters the fly-to-zone.
The fly-to-zone shows at a fixed height of 3 degrees. The
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• Descend RA – Descend, Descend

traffic avoidance cues and the fly-to-zone that show on the ADI
• Altitude Crossing Climb RA – Climb, Crossing Climb,
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are dependent on the aircraft’s actual vertical speed, pitch,

Climb, Crossing Climb and roll in addition to the desired vertical speed generated by
• Altitude Crossing Descend RA – Descend, Crossing TCAS II during the RA. Actual vertical speed is generated by
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Descend, Descend, Crossing Descend the Air Data Computer and pitch and roll are generated by the
• Reduce Climb RA – Level Off, Level Off Attitude Heading Computer.
• Reduce Descent RA – Level Off, Level, Off
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NOTE: During an unusual attitude, the traffic When the user selects the Traffic Mode Alt On, the relative
avoidance cues and fly-to-zone are altitude of the intruding aircraft shows in hundreds of feet above
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removed. the TA (solid yellow circle), RA (solid red square), Proximate
Traffic (solid cyan diamond), and Non-Threat Traffic (hollow
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cyan diamond) symbols, if it is above the aircraft, and below
the symbols if the intruder is below the aircraft. When the
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intruder is above the aircraft, the relative altitude starts with a
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(+) symbol, and with a (-) symbol if the intruder is below.
When the user selects the Traffic Mode Alt Off, the relative
altitude does not show next to the TA, RA, Proximate Traffic,
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and Non-Threat Traffic symbols.
Cockpit Controls – Altitude Limit
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The Traffic Altitude Limit is the range above and below the
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aircraft that a Proximate or Non-Threat aircraft must enter in
order to show. The RA and TA symbols always show. The
Traffic Altitude Limit control is part of Radio Tuning System
G Application (RTSA). The Flight Display System Application

(FDSA) then uses it to know which Proximate or Non-Threat
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Traffic to filter out from the TCAS intruder data block and not
display. The normal setting is 2700 feet above and below,
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and can be expanded out to 9900 feet above and below.

The Traffic Altitude Limit control shows on the TFC Tuning
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MFW page under the legend ALT Limit, refer to Figure TFC
Tuning MFW Page. The control is a set of radio buttons and
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Traffic Avoidance Cue and Fly-To-Zone includes the settings Normal, Above, Below, and Above/Below.
When an ALT Limit is selected, the selection shows in cyan,
automatically synchronizes across the flight deck, and shows
When the user selects the Traffic Mode TA Only, TCAS II will
the Traffic Altitude Limit annunciation on the PFD or the MFW
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operate normally and issue the appropriate interrogations

map.
while performing all tracking functions, however, TCAS II will
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not issue RAs.
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NOTE: If the Auto checkbox is selected, the Traffic

Altitude Limit is no longer selectable by the
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user.
Cockpit Controls – Traffic Overlay
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The Traffic Overlay is enabled or disabled by the Traffic Overlay
control. When enabled, the Traffic Overlay is placed on top
of the maps and shows the annunciation TFC (cyan) to the
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right of the map or HSI. There are two separate ways to enable
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and disable the Traffic Overlay, using the CCP TFC button, or
selecting the Overlay Traffic checkbox on the HSI Config dialog
box, refer to Figure Horizontal Situation Indicator Config Dialog
Horizontal Situation Indicator Config Dialog Box
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Box. When the Traffic Overlay is enabled on the HSI, all the
features, text, and symbology of the TCAS show on the HSI
and in the traffic information section to the upper right of the Cockpit Controls – Traffic Symbols
HSI. When Traffic Overlay is enabled on the MFW map, traffic
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icons show on the map, but the Traffic textual information does The traffic symbols provide the flight crew with a graphical
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not show except for the traffic alert annunciation (TRAFFIC) representation of the relative position of the traffic (intruder)
and the Traffic With No Bearing table. aircraft. The data for the traffic symbols is calculated within the
TTR and then forwarded onto the PFD. Refer to Table Traffic
NOTE: When the bearing to traffic aircraft cannot Symbols for the possible traffic symbols.
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be determined, the TCAS is unable to show
an icon on the Traffic Overlay. Instead, the NOTE: RA and TA traffic symbols that are outside
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available data shows on the upper right of the current viewing range of the HSI or
the HSI map and the MFW map as text. MFW map area will be parked at the edge,
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partially out of view.

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Traffic Symbols Traffic
Symbol Shape Color Meaning Notes
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Traffic Proximate Solid Cyan Traffic None.
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Symbol Shape Color Meaning Notes Traffic Diamond (intruder)
Resolu- Solid Red Aural and Not aircraft
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tion Ad- Square visual available is within
±1200 feet
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visory data to on TCAS
avoid a I. vertical
collision. and
6NM and
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Traffic Solid Yellow Data that None. causes
Advisory Circle the traffic neither TA
(intruder) or RA.
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aircraft
is in the Non- Hollow Cyan Traffic Also
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vicinity. Threat Diamond (intruder) called
Traffic aircraft is Other
more than Traffic.
±1200 feet
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and
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6NM and
causes
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neither TA
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or RA.
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Unit Controls
The front panel of the TCAS Transmitter/Receiver (TTR)
contains eight Light Emitting Diode (LED) indicators and a
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TEST button. The LEDs show the result of the most recent
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power-up self-test, or the results of a manual test when the

front panel TEST button is pushed and held down for more
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than three seconds. Additionally three Ethernet ports (SYS I/O,

TRFC, and TXRX) are accessible from the front panel when
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a small access cover is removed. The Ethernet interface is
used for testing and de-bugging activities only. Refer to Figure
TCAS Transmitter/Receiver – Controls and Displays for an
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illustration of the TTR, and Table TCAS Transmitter/Receiver –
Controls and Displays for a description of its features.
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TCAS Transmitter/Receiver – Controls and Displays

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Refer to Table TCAS Transmitter/Receiver – Physical
TCAS Transmitter/Receiver – Controls and Displays Characteristics for the physical characteristics of the TTR. All
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Control
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Display Function/Description Refer to Table TCAS Transmitter/Receiver – Certification
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Categories for the certification categories of the TTR.
TTR GREEN: Indicates TTR self-test was
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PASS/FAIL successful. Refer to Figure TCAS Transmitter/Receiver – Component
RED: Indicates TTR self-test failed. Location for an illustration and the location of the TTR.
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XPNDR RED: Indicates transponder or data link
interface failure. TCAS Transmitter/Receiver – Component Information
UPPER RED: Indicates upper TCAS antenna failure.
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ANT
TTR-4000 TCAS Transmit- 1
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LOWER RED: Indicates lower TCAS antenna failure. ter/Receiver
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RAD ALT RED: Indicates absence of radio altimeter data.
HDNG G
RED: Indicates absence of heading data.
TCAS Transmitter/Receiver – Physical Characteristics
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R/A RED: Indicates failure of RA indicator. LRU Power Height Width Length Weight
TTR- 80.7 W 7.62 4.90 14.18 13.0
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T/A RED: Indicates failure of TA indicator.

4000 (193.55) (124.46) (360.17) (5.90)
TEST Starts self-test when pushed and held for more
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button than three seconds.

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Component Data
Refer to Table TCAS Transmitter/Receiver – Component

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Information for the component information of the TCAS

Transmitter/Receiver (TTR).
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TCAS Transmitter/Receiver – Certification Categories
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Environmental
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TTR- C119b DO‐178B DO-160D
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4000 Level B [(A2)(D2)X]BAB[S-
and D CYLM]EXXXXXZ[B-
S
Z]AZC[WX]M[Z3Z3]
XXA
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Component Location
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Refer to Figure TCAS Transmitter/Receiver – Component
Location for the location of the TTR.
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being serviced.
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TCAS Transmitter/Receiver – Component Location
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TCAS DIRECTIONAL ANTENNA
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Component Data
TCAS Directional Antenna – Physical Characteristics
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Refer to Table TCAS Directional Antenna – Component
Information for the component information of the TCAS LRU Power Height Width Length Weight
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Directional Antenna. TRE- 0.0 W 1.30 6.30 11.20 2.1
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Refer to Table TCAS Directional Antenna – Physical 920 (33.02) (160.02) (284.48) (0.95)
Characteristics for the physical characteristics of the TCAS
Directional Antenna. All dimensions are given as inches
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(millimeters) and weight is given as pounds (kilograms). TCAS Directional Antenna – Certification Categories
Refer to Table TCAS Directional Antenna – Certification Environmental

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Categories for the certification categories of the TCAS
Directional Antenna. TRE- C119a N/A DO-160B
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920 D2/AB/JY/SFDFS/X-
Refer to Figure TCAS Directional Antenna – Component
Location for an illustration and the location of the TCAS XXXXXXX
Directional Antenna.
G Component Location
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TCAS Directional Antenna – Component Information Refer to Figure TCAS Directional Antenna – Component
Location for the location of the TCAS Directional Antenna.
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TRE-920 TCAS Directional 2 this figure and is for reference only. Refer to
Antenna the Original Equipment Manufacturer (OEM)
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being serviced.
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TCAS Directional Antenna – Component Location

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GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS)
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Introduction The GPS receiver is a 12-channel receiver, which requires
a minimum of four satellites for a 3D position solution.
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The Global Navigation Satellite System (GNSS) subsystem With sufficient satellites, the system provides Receiver
provides precise Position, Velocity, Time (PVT) measurements Autonomous Integrity Monitoring (RAIM) suitable for
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for oceanic and domestic en route, terminal, approach (Lateral non-precision approaches. The GPS is capable of receiving
Navigation (LNAV), LNAV/Vertical Navigation (VNAV)) and
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Wide Area Augmentation System (WAAS) signals. WAAS
departure operations. When in view the Global Positioning enhances and makes sure the integrity of GPS signals
System (GPS) receiver uses Space Based Augmentation to support the International Civil Aviation Organization
System (SBAS) satellite signals to improve performance. The
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(ICAO)/Federal Aviation Administration (FAA) Required
SBAS system is an augmentation to the GPS, which calculates Navigation Performance (RNP) criteria. RNP improves signal
GPS integrity and correction data on the ground, broadcasts accuracy, availability, and vertical accuracy. A network of
this information using geostationary satellites to the GPS ground reference stations receives GPS satellite data, which
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receiver, and provides additional ranging signals for use in is processed to determine integrity and differential correction.
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determining PVT. This information is then uplinked to International Maritime
Satellite Organization (INMARSAT) satellites and rebroadcast
General Description on the GPS frequency. The initial system will increase satellite
availability in the United States. Similar methods are being
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Global Navigation Satellite System – Components
used in other countries.
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The optional No. 2 GPS receiver is used in conjunction with
Unit Description Qty the optional Dual Flight Management System (FMS) key to
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Baseline provide a second FMS subsystem.

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GPS- Global Positioning System, SBAS 1 The GNSS subsystem interfaces with the following subsystems,
4000S, No. Capable refer to Figure Global Navigation Satellite System – Block
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1 Diagram.
Option — Second FMS And GPS • Air Traffic Control (ATC) Transponder System
GPS- Global Positioning System, SBAS 1 • Electronic Flight Instrument System (EFIS)
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4000S, No. Capable • Integrated Avionics Processor System (IAPS)

2 • Terrain Awareness Warning System (TAWS).
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Global Navigation Satellite System – Block Diagram

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GLOBAL POSITIONING SYSTEM (GPS) RECEIVER - THEORY OF OPERATION
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Global Positioning System Receiver No. 1 inputs. If the discrete is GND, the buses accept ARINC 429
High Speed buses.
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Refer to Figure Global Positioning System Receiver No. 1 –
Simplified Schematic. The ARINC 429 I/O interface consists of two receive ports and
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three GPS transmitter ports. The No. 1 Adaptive Flight Display
(AFD) outputs the L-AFD-1 HS 429 (MP-2A and 2B) high speed
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data bus to No. 1 GPS recevier. The No. 3 AFD outputs the
R–AFD–2 HS 429 (P1B-12A and 12B) high speed data bus to
the No. 1 GPS receiver. These buses provide the No. 1 GPS
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The aircraft +28VDC AVIONICS LEFT GEN bus provides information pertaining to horizontal integrity threshold, GPS
power to the No. 1 Global Positioning System (GPS) receiver destination (longitude, latitude, ETA), GPS satellite deselect
over the +28VDC 1 (MP-15A) and +28VDC 2 (MP-15B) inputs. words, GPS alternate waypoint (longitude, latitude, ETA), GPS
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The active 1 GPS ANT is powered by +12 VDC on the antenna bite command word, altitude, true airspeed, date, and present
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coax cable, RF INPUT (BP-5). position (latitude and longitude).
At power up, the No. 1 GPS receiver uses the last stored state The active GPS antenna filters and amplifies the received
of the input discretes NO. 1 SDI (MP-5B) and the INPUT DISC GPS satellite signals that provide three-dimensional PVT
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RETURN (MP-4D) for initial system configuration. The NO. 1
SDI is grounded and the NO. 2 SDI is open for the No. 1 GPS.
measurements for oceanic and domestic en route, terminal,
approach (Lateral Navigation (LNAV), LNAV/Vertical Navigation
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After 3 seconds, the Air/Ground status is determined over (VNAV)), and departure operations. The antenna applies the
the L MAIN GEAR WEIGHT ON WHEELS (MP-7D) discrete. received GPS signals to the GPS receiver. The GPS receiver
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If on the ground, the GPS receiver reads the input discrete uses the signal to calculate the PVT data and outputs the
state continuously, and re-configures the system operation if calculated PVT data through the three output ARINC 429
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changes occur without changing the stored logic. If in the air, high-speed data buses.
the GPS receiver uses the stored states and does not change
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The GPS receiver outputs the PVT information as ARINC

the system configuration.
429 data words and provides navigation position data on the
The GPS DATA OUT 1HZ/5HZ SEL 1 (TP-4A) and GPS DATA L-GPS-1 HS 429 (MP-1A and 1B), L-GPS-2 HS 429 (MP-6A
OUT 1HZ/5HZ SEL 2 (TP-9C) discretes give the Position, and 6B) and L-GPS-3 HS 429 (MP-11A and 11B) buses.
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Velocity, Time (PVT) solution at a 1Hz/5Hz rate to the GPS The L-GPS-1 HS 429 bus is output to the No. 1 and No. 2
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receiver. The output is OPEN if at 1Hz, and GND if at 5Hz. If AFDs, No. 1 Input/Output Concentrator (IOC), and the No. 1
the discrete is OPEN the buses accept ARINC 429 Low Speed Transponder (TDR). The L-GPS-2 HS 429 bus is output to the
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No. 3 AFD and the No. 2 TDR. The L-GPS-3 HS 429 bus is
ouput to the TAWS MARK III, TAWS+ ACSS, and the optional
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IRU.
The GPS receiver provides two separate buffered time mark
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output pairs, GPS TIME MARK PRI (MP-1C and 1D) and GPS
TIME MARK TER (MP-11C and 11D). The time marks are used
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to synchronize various external systems with the GPS receiver
and starts the instant a valid navigation solution is determined.
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GPS TIME MARK PRI synchronizes the No. 1 TDR and GPS
TIME MARK TER synchronizes the optional IRU. Time marks
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are pulses at 1 second intervals.
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Global Positioning System Receiver No. 1 – Simplified Schematic
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Global Positioning System Receiver No. 2
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Refer to Figure Global Positioning System Receiver No. 2
(Option) – Simplified Schematic.
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The optional No. 2 GPS receiver is powered by the +28VDC
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AVIONICS RIGHT GEN bus over the +28VDC 1 (MP-15A) and
+28VDC 2 (MP-15B) inputs.
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The No. 2 GPS receiver operates as described for the No. 1
GPS, except for the following:
• The No. 2 GPS receiver does not provide an output to the
TAWS MARK III.
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• The No. 2 GPS receiver does not provide an output to the
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TAWS+ ACSS.
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Global Positioning System Receiver No. 2 (Option) – Simplified Schematic
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GLOBAL POSITIONING SYSTEM (GPS) RECEIVER - CONTROLS AND DISPLAYS
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Cockpit Controls
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There are no pilot controls for normal operation of the GPS.
Position is automatically computed when the satellite signals
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are received.
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Unit Controls
The GPS receiver may be self-tested by momentarily pushing
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the TEST button on the front panel when the aircraft is on
the ground and power is applied to the system. The GPS
receiver front panel Light Emitting Diode (LED) indicators,
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LRU STATUS, and ANTENNA FAIL, are energized for self-test
mode operation only and disabled for all other power-up and
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continuous test operations. Refer to Figure Global Positioning
System Receiver – Controls and Displays for an illustration
of the GPS receiver and Table Global Positioning System
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Receiver – Controls and Displays for a description of its
features.
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Global Positioning System Receiver – Controls and Displays

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Component Data
Global Positioning System Receiver – Controls and Displays
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Refer to Table Global Positioning System Receiver –
CONTROL Component Information for the component information of the
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OR Global Positioning System (GPS) receiver.
DISPLAY FUNCTION/DESCRIPTION
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Refer to Table Global Positioning System Receiver – Physical
TEST The TEST button initiates the GPS receiver Characteristics for the physical characteristics of the GPS
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button self-test when pushed momentarily. receiver. All dimensions are given as inches (millimeters) and
LRU LAMP TEST: Both of the front panel LEDs
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STATUS are activated and indicate RED for the first Refer to Table Global Positioning System Receiver –
LED two seconds followed by the LRU STATUS Certification Categories for the certification categories of the
ANTENNA LED turning GREEN while the ANTENNA FAIL GPS receiver.
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FAIL LED LED continues to be red for an additional two
seconds. Refer to Figure Global Positioning System Receiver –
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SELF-TEST IN PROGRESS: Both LEDs are Component Location for an illustration and the location of the
extinguished for the next two-plus seconds GPS receivers.
while the self-test operation is in progress.
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TEST RESULTS: The Self-Test-In-Progress
sequence is followed by the display of the
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appropriate results of the self-test. The
GPS receiver passes the self-test if the LRU
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STATUS LED is GREEN and the ANTENNA

FAIL LED is OFF. If the LRU STATUS stays
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RED, remove the power and replace the GPS

receiver. If the ANTENNA FAIL LED stays
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RED, look for the problem in the antenna or the

associated coaxial cable. The LEDs continue
to show the results for 30 seconds or until
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the manually requested self-test operation is

restarted by a subsequent push of the TEST
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button.
END OF TEST: At the end of the test period, all
LEDs are returned to an all-off condition.
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Component Location
Global Positioning System Receiver – Component Information
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Refer to Figure Global Positioning System Receiver –
LRU Description Quantity Component Location for the location of the GPS receivers.
Baseline NOTE: The King Air B200 Series aircraft shows in
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GPS-4000S No. 1 Global Positioning 1 this figure and is for reference only. Refer to
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System, SBAS the Original Equipment Manufacturer (OEM)
Capable (-010) Aircraft Maintenance Manual (AMM) to find
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Optional – Second GNSS being serviced.
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GPS-4000S No. Global Positioning 1
2 (Optional) System, SBAS
Capable (-010)
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Global Positioning System Receiver – Physical Characteristics
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GPS- N/A 7.62 2.43 14.52 6.0
4000S (193.55) (61.72) (368.81) (2.72)
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FAA Soft-
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LRU TSO ware Environmental Category

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GPS- C145A DO‐178 DO‐160E

4000S (Class B Level [(A2)(F1)X]ABB[(RCC1)(HR)
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3) B and D (SLM)UG]EWXXXSZ[BZ]AZ[
CC][GF]H[(A3)(J4)4]XAAX
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Global Positioning System Receiver – Component Location
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VHF NAVIGATION SYSTEM
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Introduction Instrument Landing System (ILS) Localizer (LOC) and
Glideslope (GS) receiver, and Marker Beacon (MB) receiver.
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The Very High Frequency (VHF) Navigation subsystem utilizes In addition, the NAV-4000 receiver also contains an Automatic
ground based VHF transmitters for determining the relative Direction Finder (ADF) receiver.
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bearing for enroute navigation, approach guidance to the • The VOR receiver operates in the frequency range of
runway, and on-course approach position.
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108.00MHz to 117.95 MHz with 50 kHz spacing. The VOR
receiver outputs bearing to the VOR station for display on
General Description the primary displays.
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• The LOC receiver has 40 channels and operates in the
VHF Navigation – Components frequency band from 108.10MHz to 111.95MHz with 50
kHz spacing. The LOC receiver outputs a deviation signal
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Unit Description Qty when the receiver is tuned to a valid LOC frequency.
• The GS receiver operates in the frequency range of
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Baseline
329.15 MHz to 335.00 MHz with 150 kHz channel spacing.
NAV-4000 VOR/ILS/MB/ADF Receiver 1 The GS receiver is automatically tuned when a localizer
NAV-4500 VOR/ILS/MB Receiver 1 frequency is tuned. The GS receiver outputs a deviation
signal when the receiver is tuned to a valid GS frequency.
ANT-462A ADF Antenna G 1 • The MB receiver is automatically enabled. Tones and
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(B200GT, indications are generated when the aircraft passes over
B200CGT, the outer, middle, and inner marker transmitters. The MB
B300,
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receiver provides Radio Frequency (RF) signal processing

B300C only) at 75 MHz.
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Optional— Second ADF • The ADF receiver is an airborne system used to determine
the relative bearing from the aircraft to a selected
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NAV-4500 VOR/ILS/MB Receiver -1 ground-based transmitter or ground station that shows on

NAV-4000 VOR/ILS/MB/ADF Receiver 1 the primary display. The ADF receiver operates in 500 Hz
increments in the normal frequency range of 190.0 kHz to
ANT-462A ADF Antenna 1 1799 kHz and the extended frequency range of 2179 kHz
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to 2185 kHz. The concept of ADF is based on the ability

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The VHF NAV-4000 and NAV-4500 receivers each contain an of the airborne system to provide a bearing direction with
internal VHF Omnidirectional Radio Range (VOR) receiver, respect to the aircraft centerline and upon the direction
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of arrival of a radio wave from a selected station. ADF is

used for navigation, position fixing, and position holding. A
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typical ground facility used for ADF would be an AM radio
station or a Non-Directional Beacon (NDB). The ADF also
provides support for receiving distress frequencies up to
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2185 kHz.
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The ADF antenna receives and processes radio signals from
the NAV-4000 receivers internal ADF receiver.
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The VHF Navigation subsystem interfaces with the following
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subsystems, refer to Figure VHF Navigation System – Block
Diagram.
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• Electrical Standby Instrument System (ESIS)
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VHF Navigation System – Block Diagram
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VHF NAVIGATION RECEIVER - THEORY OF OPERATION
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VHF Navigation Receiver No. 1 VOR/LOC ANTENNA (P1-A4) analog signal. The signal is
then processed by the No. 1 NAV receiver and provides the
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Refer to Figure VHF Navigation Receiver No. 1 – Simplified left and right deviation from the localizer beam, and outputs the
Schematic. VOR/LOC AUDIO (P1–53 and 54) analog signal to the aircraft
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NOTE: For additional wiring information and audio system.
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The Glideslope Antenna receives GS signals from the
glideslope transmitter that is located on the ground. The GS
antenna is horizontally polarized and provides an analog signal
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The +28VDC AVIONICS TRIPLE FED bus provides power to the No. 1 NAV receiver over the GLIDESLOPE ANTENNA
to the No. 1 Navigation (NAV) receiver over the LEFT NAV (P1-A3) input to the glideslope receiver. This input provides the
POWER (P1-64) input. The power supply develops all of the up or down deviation from the glideslope beam.
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required internal supply levels from the +28 VDC aircraft power.
The No. 1 NAV receiver receives the MARKER BEACON
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The No. 1 NAV receiver combines the functions of a VHF ANTENNA (P1–A2) analog input from the Marker Beacon
Omnidirectional Radio Range/Localizer (VOR/LOC), Glideslope Antenna. The MB Antenna receives signals from the outer,
(GS), Marker Beacon (MB) and Automatic Direction Finder middle, and inner MB fan transmitters on the ground. When the
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(ADF) receiver. The VOR function provides the omnibearing
radial to/from tuned VOR ground stations for en route tracking,
signals are received the MB Antenna is horizontally polarized
and provides the analog signal to the No. 1 NAV receiver.
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holding, and approach guidance. The Instrument Landing This signal is used to output the MB audio to the aircraft audio
System (ILS) function provides aircraft approach guidance system over the MKR BCN AUDIO OUT (P1–25 and 26) analog
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to a runway by providing lateral and vertical deviation from signal. This analog signal indicates a MB is being flown over.
the desired path to the runway. The MB provides distance to
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The No. 2 Adaptive Flight Display (AFD) usually tunes the No.
runway data.
1 NAV. The NAV can also be tuned by the No. 1 AFD. The NAV
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The VOR/LOC antennas receive signals from the VOR or LOC receives one ARINC 429 high-speed data bus from each AFD.
transmitters on the ground. When the signals are received The L-RTSA-1 429 (P1-3 and 4) bus is connected to PORT A.
the antennas are omnidirectional and horizontally polarized The C–RTSA–1 429 (P1-21 and 22) bus is connected to PORT
and provide data to the VOR/LOC Coupler. The VOR/LOC B. The L–RTSA–1 429 and C–RTSA–1 429 buses contain the
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receiver is a single conversion receiver that demodulates the ADF frequency, VOR/ILS frequency, and DME frequency.
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VOR or LOC signal from the 108.00 to 117.95 MHz band and
outputs the detected signal to the No.1 NAV receiver over the
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Normally the No. 1 NAV receiver receives the tune data clock and enable outputs as tune frequency program inputs to
through the PORT B input. The No. 2 AFD outputs the tune the ADF receiver frequency synthesizers.
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data, using the tuning page, to PORT B. The No. 1 AFD
outputs the tune data using the tuning page to PORT A. The No. 1 NAV receiver receives the ADF RF INPUT (P1-A1)
analog signal from the No. 1 ANT-462A ADF antenna. The
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The discrete input PORT B/A TUNE SELECT (P1–55) is output ADF receiver circuits demodulate the ADF RF INPUT analog
by the No. 1 AFD to the No. 1 NAV. This discrete selects the signal in 500 Hz increments from the 190.0 kHz to 1799
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active tune port. A ground on the PORT B/A TUNE SELECT kHz frequency and 2179 kHZ to 2185 kHz band. The audio
discrete will cause the No. 1 NAV to select PORT A tune data. information from the ADF is processed and output by the NAV
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receiver over the L-ADF AUDIO (P1–19 and 20) analog signal
The No. 1 NAV receiver outputs the L-NAV-VIR-2 HS 429 to the aircraft audio system.
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(P1-11 and 12) data bus to the No. 1 AFD, No. 2 AFD, and the
No. 1 Input/Output Concentrator (IOC). This bus contains the The No. 1 NAV receiver provides ADF frequency, bearing,
VIR frequency, LOC deviation, GS deviation, VOR bearing, and diagnostics to the No. 1 IOC over the L-NAV-ADF-1 429
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and diagnostics. The No. 1 NAV provides similar data to the (P1–1 and 2) bus.
No. 3 AFD over the L-NAV-VIR-3 HS 429 (P1–29 and 30) bus.
The No. 1 NAV receiver outputs the ANTENNA B (+) (P1-45)
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The No. 1 NAV receiver outputs one low speed ARINC 429 and ANTENNA B (-) (P1-44) power to the ANT-462A antenna.
data bus to the Electrical Standby Instrument System (ESIS). The ANTENNA B (+) output is a filtered +15 VDC level that is
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The L-NAV-VIR-1 429 (P1-5 and 6) bus contains the VIR always supplied to the antenna, regardless of selected mode.
frequency, LOC deviation, G/S deviation, VOR bearing, and The ANTENNA B (-) output is a filtered -12 VDC level that is
diagnostics. switched to the antenna only in ADF mode. When the ANT
mode is set, the ANTENNA B (-) output is switched off to
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The No. 1 NAV receiver reads the PORT B/A TUNE SELECT disable the loop antenna circuits, this results in a clearer audio
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(P1–55) and Quadrantal Error Correction (QEC) straps, QEC A signal when bearing information is not required.
(P1-40) and QEC D (P1-46) discretes, and selects the active
tune port. The No. 1 NAV receiver generates the data, clock, The No. 1 NAV receiver outputs the L-ADF COS MOD
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and enable outputs as tune frequency program inputs to the (P1-38) and L-ADF SIN MOD (P1-37) signals to the ANT-462A
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ADF receiver frequency synthesizers. antenna. The L-ADF COS MOD and L-ADF SIN MOD signals
are used in the antenna to detect the bearing angle.
The ASIC reads the PORT B/A TUNE SELECT (P1–55) and
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QEC straps, QEC A (P1-40) and QEC D (P1-46), discretes and The No. 1 NAV receiver receives the HF-COM KEY LINE SEL
selects the active tune port. The ASIC generates the data, (P1-48) discrete from the optional HF Receiver/Transmitter.
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When the HF is keyed, the HF-COM KEY LINE SEL discrete
is grounded.
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VHF Navigation Receiver No. 1 – Simplified Schematic (Sheet 1 of 2)

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VHF Navigation Receiver No. 1 – Simplified Schematic (Sheet 2 of 2)
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VHF Navigation Receiver No. 2 (NAV-4500)
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Refer to Figure VHF Navigation Receiver No. 2 (NAV-4500) –
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The +28VDC AVIONICS RIGHT GEN bus provides power to
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the No. 2 NAV receiver over the +28VDC (P1-64) input. The
power supply develops all of the required internal supply levels
from the +28 VDC aircraft power.
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The No. 2 NAV-4500 receiver operates as described for the
No. 1 NAV-4000, except for the following:
• The No. 2 NAV receiver does not provide an output to the
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ESIS.
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• The No. 2 NAV receiver does not contain an ADF Receiver
and does not communicate with an ANT-462A antenna.
• The No. 2 NAV receiver does not provide an ADF audio
output to the aircraft audio system.
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• The No. 2 NAV receiver does not provide an ADF output
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to an IOC.
• The No. 2 NAV receiver does not receive QEC discretes.
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• The No. 2 NAV receiver SIDE STRAP A (P1–56) discrete

indicates which NAV receiver, No. 1 or No. 2, is currently
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selected. If SIDE STRAP A is grounded, the No. 2 NAV

receiver is selected for use.
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VHF Navigation Receiver No. 2 (NAV-4500) – Simplified Schematic (Sheet 1 of 2)
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VHF Navigation Receiver No. 2 (NAV-4500) – Simplified Schematic (Sheet 2 of 2)

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VHF Navigation Receiver No. 2 (NAV-4000 - Option)
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Refer to Figure VHF Navigation Receiver (NAV-4000 – Option)
No. 2 – Simplified Schematic.
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The +28VDC AVIONICS RIGHT GEN bus provides power to
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the No. 2 NAV receiver over the +28VDC (P1-64) input. The
power supply develops all of the required internal supply levels
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from the +28 VDC aircraft power.
The optional No. 2 NAV-4000 receiver replaces the No. 2
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NAV-4500 receiver when the Second ADF option is installed.
The No. 2 NAV-4000 receiver operates the same as described
for the No. 1 NAV-4000, except for the following:
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• The No. 2 NAV-4000 receiver does not provide an output
to the ESIS.
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• The No. 2 NAV-4000 receiver contains the SIDE STRAP A
(P1–56) input. This discrete indicates which NAV receiver,
No. 1 or No. 2, is currently selected. If SIDE STRAP A is
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grounded, the No. 2 NAV–4000 receiver is selected for
use.
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VHF Navigation Receiver (NAV-4000 – Option) No. 2 – Simplified Schematic (Sheet 1 of 2)

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VHF Navigation Receiver (NAV-4000 – Option) No. 2 – Simplified Schematic (Sheet 2 of 2)
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VHF NAVIGATION RECEIVER - CONTROLS AND DISPLAYS
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Cockpit Controls
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Operation of the VHF Radio system includes radio tuning,
navigation source control, and display. The NAV radio can be
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tuned in three different ways.
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• Using the MKP QIK Tune button on the Multifunction
Keypad Panel (MKP). Refer 31-60-00 Multifunction Keypad
Panel (MKP) - Controls and Displays - Controls and
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Displays for details.
• Using the ½ buttons and tune knob on the Cursor Control
Panel (CCP). Refer to 31-60-00 Cursor Control Panel
(CCP) - Controls and Displays - Controls and Displays for
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details.
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• Using the interactive dialog boxes on the Primary Flight Radio Tuning – NAV Tuning MFW Page
Display (PFD).
The NAVx Control dialog box provides Frequency Swap
The radio tuning menu can be opened from the PFD by Control, Standby Frequency Control, DME Hold Control, DME
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selecting the NAV icon on the Radio Tuning – NAV Tuning MFW
Menu. Refer to Figure Radio Tuning – NAV Tuning MFW Menu.
Active Frequency Control, Marker Beacon Sensitivity control
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Manual or Auto Tuning selection, and Test, refer to Figure
NAVx Control Dialog Box.
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VHF Navigation encompasses Marker Beacon functionality for

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an on-course approach position. Marker Beacon sensitivity is

Radio Tuning – NAV Tuning MFW Menu adjustable through the VHF NAV Receiver Radio Tuning: NAVx
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Control Dialog Box. Sensitivity can be set to either High or

Low. When set to High, a Marker Beacon Sensitivity display
The Radio Tuning – NAV Tuning MFW Page provides will indicate the sensitivity setting.
Frequency Swap Control, Standby Frequency Control, DME
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Hold Control, DME Active Frequency Control and access to Located in the lower right corner of the NAVx Control dialog
the NAVx Control dialog box. Refer to Figure Radio Tuning – box is the NAV Test Control. Once selected, the Test control
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NAV Tuning MFW Page. will activate a NAV and DME test routine. The DME Test Mode
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will initiate when NAV Test Mode Control is selected and FMS Refer to Table VHF Navigation Receiver – Certification
NAV Test Inhibit Input is not active. An Indication will appear Categories for the certification categories of the VHF NAV
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when the DME Test Mode is active. receivers.
Refer to Figure VHF Navigation Receiver – Component
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Location for an illustration and the location of the VHF NAV
receivers.
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VHF Navigation Receiver – Component Information
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Baseline
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NAV-4000 VOR/ILS/MB/ADF 1
Receiver (-001)
NAV-4500 VOR/ILS/MB 1
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Receiver (-001)
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Optional – Second ADF
NAV-4500 VOR/ILS/MB -1
NAVx Control Dialog Box Receiver (-001)
Component Data G NAV-4000 VOR/ILS/MB/ADF 1
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Receiver (-001)
Refer to Table VHF Navigation Receiver – Component
Information for the component information of the VHF
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Navigation (NAV) receivers.

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Refer to Table VHF Navigation Receiver – Physical

Characteristics for the physical characteristics of the VHF NAV
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receviers. All dimensions are given as inches (millimeters) and

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VHF Navigation Receiver – Physical Characteristics the actual component locations for aircraft
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being serviced.
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NAV- 17.6 W 3.44 2.50 14.11 3.4
4000 (87.38) (63.50) (358.39) (1.54)
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NAV- 9.8 W 3.44 2.50 14.11 3.0
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4500 (87.38) (63.50) (358.39) (1.36)
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VHF Navigation Receiver – Certification Categories
FAA Soft-
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NAV- C34e, DO‐178 DO-160D
4000 C35d, B Level [(A2)(F2)Z]BBB[(SLM)(TCC1
C36e, A, C, D R)]EWXXXSZ[BZ]AZC[K(KG-
C40c,
C41d
E)]H[A3E3]XAA
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NAV- C34e, DO‐178 DO-160D
4500 C35d, B Level [(A2)(F2)Z]BBB[(SLM)(TCC1
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C36e, A, C, D R)]EWXXXSZ[BZ]AZC[K(KG-
C40c E)]H[A3E3]XAA
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Component Location
Refer to Figure VHF Navigation Receiver – Component

Location for the location of the NAV receivers.
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VHF Navigation Receiver – Component Location

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AUTOMATIC DIRECTION FINDER (ADF) ANTENNA - THEORY OF OPERATION
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Automatic Direction Finder (ADF) Antenna No. 1 applied through a low-noise amplifier to a balanced modulator.
The balanced modulators mix the loop antenna signals with the
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Refer to Figure Automatic Direction Finder Antenna No. 1 – sine and cosine modulation signals from the receiver. These
Simplified Schematic. L-ADF SIN MOD (P1–D) and L-ADF COS MOD (P1–F) input
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NOTE: For additional wiring information and signals are synchronized representations of a bearing selected
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connector data, refer to the Rockwell by the instrumentation processor in the No. 1 NAV receiver’s
Collins Pro Line Fusion® for King Air Wiring ADF receiver. The two modulator outputs are then summed
Diagram Manual (CPN 523–0821907). together, if the selected bearing is the actual bearing to the
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station, the sum of the modulator outputs is zero (null). The
The Automatic Direction Finder (ADF) antenna senses the RF amplified loop output is applied to the output transformer.
signals in the 190- to 1799-kHz band and outputs a processed
50-ohm RF signal to the No. 1 NAV receiver over the ADF The output transformer combines the sense output from the RF
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RF INPUT (P1–A) analog signal. The ADF antenna consists amplifier and the combined loop output from the loop amplifier
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of two sense antennas, two loop antennas, and two output into a 50-Ω RF output applied to the No. 1 NAV receivers
transformers. Each antenna contains processing circuits that ADF receiver. The ADF receiver supplies the ANTENNA B
resolve induced voltages into the RF signal output used to (+) (P1–G) and ANTENNA B (-) (P1–C) power inputs to the
measure the arrival direction of the received signal. antenna. The ANTENNA B (+) input is a filtered +15 VDC
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Processing circuits in the ADF receiver convert these induced
level. The ANTENNA B (-) input is a filtered –12 VDC level
that is switched to the antenna only in ADF mode. In ANT
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voltages into bearing information. Each sense antenna is an mode, the ANTENNA B (-) output is switched off to disable the
omnidirectional antenna that provides signal reference in ADF loop-antenna circuits.
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mode and Amplitude Modulation (AM) band radio reception in

ANT mode. The sense antenna consists of two independent
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sections. Each section is individually filtered and amplified.

This technique provides double signal handling capability
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without inter-modulation. The two amplified sense signals are

then combined in a summing transformer, amplified, and then
applied to the output transformer. The two loop antennas
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induce a directional signal.

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The loop antennas are offset 90 degrees from each other

to provide a sine/cosine phase relationship. Each output is
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Automatic Direction Finder Antenna No. 1 – Simplified Schematic

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Automatic Direction Finder (ADF) Antenna No. 2
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Refer to Figure Automatic Direction Finder Antenna No. 2 –
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The optional No. 2 ADF antenna works as descried for the
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No. 1 ADF antenna.
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Automatic Direction Finder Antenna No. 2 – Simplified Schematic

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Component Data
ADF Antenna – Physical Characteristics
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Refer to Table ADF Antenna – Component Information for
the component information of the Automatic Direction Finder LRU Power Height Width Length Weight
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(ADF) antennas. ANT- 0.0 W 1.65 8.62 17.00 3.4
462A (41.91) (218.95) (431.80) (1.54)
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Refer to Table ADF Antenna – Physical Characteristics for the
physical characteristics of the ADF antennas. All dimensions (B200
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are given as inches (millimeters) and weight is given as pounds GT, B2
(kilograms). 00CGT,
B300,
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Refer to Table ADF Antenna – Certification Categories for the B300C
certification categories of the ADF antennas. only)
ANT- 0.0 W 1.65 8.62 17.00 3.4
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Refer to Figure ADF Antenna – Component Location for an 462A (41.91) (218.94) (431.80) (1.54)
illustration and the location of the ADF antennas. (Option)
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ADF Antenna – Component Information
ADF Antenna – Certification Categories
LRU Description
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Quantity
FAA Soft-
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Baseline LRU TSO ware Environmental Category
ANT-462A ADF Antenna 1 ANT- C41d N/A DO-160B
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(B200GT, 462A Class A

B200CGT, B300, /A2E1/BB/JY/E2SXXXXX/BZ-
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(B20 /AZAXA
B300C only) 0GT,
B200
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Optional – Second ADF

CGT,
ANT-462A ADF Antenna 1 B300,
B300C
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only)
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ADF Antenna – Certification Categories
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FAA Soft-
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ANT- C41d N/A DO-160B
462A Class A /A2E1/BB/JY/E2SXXXXX/BZ-
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(Op- /AZAXA
tion)
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Component Location
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Refer to Figure ADF Antenna – Component Location for the
location of the ADF antennas.
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being serviced.
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ADF Antenna – Component Location
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DISTANCE MEASURING EQUIPMENT (DME)
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Introduction The DME-4000 can simultaneously track and provide complete
information from any three of the 252 DME channels available.
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The Distance Measuring Equipment (DME) subsystem DME channel 1 is normally allocated to the on-side VHF
calculates the Line-of-Sight (LOS) distance between the aircraft Omnidirectional Radio Range (VOR)/Instrument Landing
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and selected DME ground stations, decodes the Morse code System (ILS) receiver, except when in DME HOLD mode.
modulated signal to provide the station identifier, and calculates
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The DME HOLD function allows the pilot to tune a new VOR
the rate of closure and time to reach the selected station. This frequency separately from DME channel 1. Tuning of DME
information is shown to the pilot on the Adaptive Flight Display channel 1 is automatically performed when tuning a co-located
(AFD), and is used by the Flight Management System (FMS).
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VOR/LOC station. DME channel 2 is allocated and tuned by
the cross-side VOR/ILS receiver in a single DME installation,
General Description or by the FMS when the optional No. 2 DME is installed. DME
channel 3 is always allocated and tuned by the FMS. When
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auto tuning is selected for the NAV radio, the FMS will tune
Distance Measuring Equipment – Components
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all channels.
Unit Description Qty The DME subsystem interfaces with the following subsystems,
Baseline refer to Figure Distance Measuring Equipment – Block
DME-4000 DME Transceiver G 1
Diagram.
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No. 1
Optional – Second DME • Integrated Avionics Processor System (IAPS)
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DME-4000 DME Transceiver 1 • Traffic Alert and Collision Avoidance System (TCAS) II
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No. 2 (Optional)
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The DME transceiver is a three channel unit that provides

navigation data and operates on 252 separate 1 MHz wide
channel assignments in the range of 962 to 1213 MHz. Each
channel has an air-to-ground frequency assignment in the
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range from 1025 to 1150 MHz and a ground-to-air frequency,

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which is either in the range of 962 to 1024 MHz or 1151 to

1213 MHz.
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Distance Measuring Equipment – Block Diagram

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DISTANCE MEASURING EQUIPMENT (DME) TRANSCEIVER - THEORY OF OPERATION
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DME Transceiver No. 1 The No. 1 DME outputs an ARINC 429 high-speed data bus to
the No. 1 IOC and the Electrical Standby Instrument System
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Refer to Figure Distance Measuring Equipment Transceiver (ESIS). The L-DME-1 429 (P1–1 and 2) and L-DME-2 429
No. 1 – Simplified Schematic. (P1–23 and 24) buses contain the DME frequency, ground
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NOTE: For additional wiring information and speed, distance to station, time-to-go, diagnostics, DME audio
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connector data, refer to the Rockwell ident, and DME words.
A suppression circuit prevents possible damage to other
L-band receivers on the aircraft when the DME is transmitting.
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The No. 1 DME is powered by the aircraft +28VDC AVIONICS This circuit generates a blanking DME SUPPRESSION (P1-48)
LEFT GEN bus over the +28VDC POWER (P1–58) input. pulse output when the DME transmits. The blanking pulse
momentarily inhibits the receivers in the No. 2 DME, the Air
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The DME receives an ARINC 429 high-speed data bus from Traffic Control (ATC) Transponder System transponders, and
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the No. 1 AFD and the No. 2 AFD. The L-RTSA-1 429 (P1–3 the Traffic Alert and Collision Avoidance System (TCAS) II
and 4) bus is connected to DME port A. The C-RTSA-1 429 transponder. These units also generate a blanking pulse output
(P1–21 and 22) bus is connected to DME port B. These when transmitting, which temporarily inhibits the DME.
buses contain the DME, ADF, and VOR/ILS Receiver (VIR)
frequencies and dataloading information.
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aircraft audio system over DME AUDIO CH 1 (P1–25 and 26)
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The PORT B/A TUNE SELECT (P1–55) discrete input selects and DME AUDIO CH 2 (P1–43 and 44) analog output signals.
the active tune port for the DME. When PORT B/A TUNE
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SELECT is grounded, DME port A is the active tune port.

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The BURST TUNE ENABLE (P1–49) discrete input is grounded

for the baseline single DME installation, implementing burst
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mode and one-way communication between the DME and

Audio System. If the optional No. 2 DME is installed, the
BURST TUNE ENABLE discrete is open, implementing
continuous two-way communication between the DME and
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Audio System.
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Distance Measuring Equipment Transceiver No. 1 – Simplified Schematic

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DME Transceiver No. 2 (Option)
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Refer to Figure Distance Measuring Equipment Transceiver
No. 2 (Option) – Simplified Schematic.
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The No. 2 DME is powered by the aircraft +28VDC AVIONICS
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RIGHT GEN bus over the +28VDC POWER (P1–58) input.
The No. 2 DME operates as described for the No. 1 DME,

except for the following:
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• The No. 2 DME does not provide an output to the ESIS.
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• The No. 2 DME does not receive a BURST TUNE ENABLE
discrete.
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Distance Measuring Equipment Transceiver No. 2 (Option) – Simplified Schematic

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DISTANCE MEASURING EQUIPMENT (DME) TRANSCEIVER - CONTROLS AND DISPLAYS
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Cockpit Controls
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Operation of the Distance Measuring Equipment (DME)
subsystem includes radio tuning and audio control. Radio
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tuning is done using the NAV Control tuning box located on
Adaptive Flight Display (AFD) No. 1 or AFD No. 3, refer to
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Figure Radio Tuning - NAV Tuning MFW Page
The Radio Tuning Multifunction Window (MFW) Menu bar
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located on AFD No. 1 or AFD No. 3 shows the NAV dialog
icon. When selected the NAV dialog icon will show the NAV
Tuning MFW page, refer to Figure Radio Tuning - NAV Tuning
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MFW Page. The NAV Tuning MFW page will allow the user to
control the frequency of the DME transceivers and the DME
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Radio Tuning - NAV Tuning MFW Page
HOLD function.
Component Data
Refer to Table Distance Measuring Equipment Transceiver –

G Component Information for the component information of the
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Radio Tuning - NAV Tuning MFW Menu Distance Measuring Equipment (DME) transceivers.
Refer to Table Distance Measuring Equipment Transceiver

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– Physical Characteristics for the physical characteristics of

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the DME transceiver. All dimensions are given as inches

(millimeters) and weight is given as pounds (kilograms).
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Refer to Table Distance Measuring Equipment Transceiver –

DME transceiver.
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Refer to Figure Distance Measuring Equipment Transceiver –

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Component Location for an illustration and the location of the

DME transceivers.
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Distance Measuring Equipment Transceiver – Distance Measuring Equipment Transceiver –
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Component Information Certification Categories
LRU Description Quantity FAA Soft-
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Baseline
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DME- C66c DO‐178 DO‐160D
DME-4000 No. 1 DME Transceiver 1
4000 B Level [A2F2]ZBBB[(SLM)(TCCIR)]
Optional — Second DME B and D
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[E]WXXXSZ[BZ]AZC[K(KGE)
DME-4000 No. 2 DME Transceiver 1 ]H[A3E3]XAA
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Component Location
Distance Measuring Equipment Transceiver –
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Physical Characteristics Refer to Figure Distance Measuring Equipment Transceiver
– Component Location and for the location of the DME
LRU Power Height Width Length Weight transceivers.
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DME- 10.0 W 3.44 2.50 14.11 3.4 NOTE: The King Air B200 Series aircraft shows in
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4000 (Nomi- (87.38) (63.50) (358.39) (1.54) this figure and is for reference only. Refer to
nal) the Original Equipment Manufacturer (OEM)
11.5 W Aircraft Maintenance Manual (AMM) to find
(Max) the actual component locations for aircraft
G being serviced.
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Distance Measuring Equipment Transceiver – Component Location
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AIR TRAFFIC CONTROL (ATC) TRANSPONDER SYSTEM
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Introduction reply also contains this unique address to identify the sending
airplane. The transponders are also capable of sending
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The Air Traffic Control (ATC) Transponder subsystem replies to Automatic Dependent Surveillance-Broadcast (ADS-B) data
ATC ground stations with the pilot selectable squawk code and from the aircraft to ground stations and other ADS-B equipped
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other information via radio transmission. Other information that aircraft.
can be sent depends on the transponder mode selected and
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includes aircraft altitude and flight identification information. Each diversity transponder is capable of operating in Mode A,
Traffic information is provided by a third party Traffic Alert Mode C, or Mode S and provides the following functions:
and Collision Avoidance System (TCAS) 1 system or by the
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• Transmits on 1090 MHz
optional Rockwell Collins TCAS II system. • Receives on 1030 MHz
• Provides antenna diversity operation, allowing automatic
General Description
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use of the upper or lower airplane antenna based on
received signal strength.
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Air Traffic Control (ATC) Transponder System – Components
The diversity transponder will reply in the correct mode
Unit Description Qty dependent on the ground interrogation request. When
interrogated in Mode S, the response code is the International
TDR-94D Diversity Transponder
G 2 Civil Aviation Organization (ICAO) code assigned to the
particular aircraft by configuration strapping, as well as the
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The diversity transponders are the airborne transponders for Air Mode A IDENT and Flight ID code settings and aircraft altitude.
Traffic Control Radar Beacon System (ATCRBS) and provide
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the data link processing function for ATC. The transponders The ATC Transponder subsystem interfaces with the
following subsystems, refer to Figure Air Traffic Control (ATC)
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provide Mode A, Mode C, and special identification replies to

ATCRBS interrogations for tracking, identification, and altitude Transponder System – Block Diagram.
reporting purposes. The transponders are also capable of • Distance Measuring Equipment (DME)
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receiving and sending Mode S message formats that will be • Electronic Flight Instrument System (EFIS)
required for ATC automation. The added data link capability • Global Navigation Satellite System (GNSS)
allows the transponders to perform additional ATC and Airplane
• Integrated Avionics Processor System (IAPS)
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Separation Assurance (ASA) functions. In Mode S operation

each airplane is assigned a unique address code. This code • Tactical Air Navigation (TACAN) System
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can be used to direct interrogations to a specific airplane. The • Traffic Alert and Collision Avoidance System (TCAS) 1
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• Traffic Alert and Collision Avoidance System (TCAS) II

(Optional).
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TCAS II
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Air Traffic Control (ATC) Transponder System – Block Diagram
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DIVERSITY TRANSPONDER - THEORY OF OPERATION
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Diversity Transponder No. 1 is provided by the No. 1 AFD and is connected to RX PORT
A. The C-RTSA-1 429 (P2–13 and 14) bus is provided by
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Refer to Figure Diversity Transponder No. 1 – Simplified the No. 2 AFD and is connected to the RX PORT B. These
Schematic. buses contain the Mode-S address words, TCAS control word
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NOTE: For additional wiring information and and altitude select limit, Mode S ATC control, pressure and
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connector data, refer to the Rockwell baro-corrected altitude, and flight identification words. Normally
Collins Pro Line Fusion® for King Air Wiring the TDR receives the tune data through the port B input.
The No. 1 TDR receives the PORT B/A TUNE SELECT
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The No. 1 TDR-94D is a 2-antenna diversity Mode A, Mode (P2-57) discrete from the No. 1, 2, and 3 AFDs. When the
C, and Mode S transponder. When active, the Transponder PORT B/A TUNE SELECT discrete is grounded, it causes the
(TDR) responds to valid Air Traffic Control Radar Beacon TDR to select port A tune data.
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System (ATCRBS) radar interrogations with a Mode A coded
The No. 1 TDR receives two ARINC 429 low-speed data buses
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identification or a Mode C altitude reporting reply. The TDR
from the No. 1 IOC and No. 2 IOC. The L-GP-4 429 (P2–27
also responds to selective Mode S interrogations. This select
and 28) from the No. 1 IOC, and the R-GP-4 429 (P2–39
mode reply is unique for each aircraft, and is set by strapping
and 40) from the No. 2 IOC. These input buses provide the
in the aircraft interconnect. This mode allows the air traffic
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controller to identify each aircraft by tail number. It is also used
by the third party TCAS 1 system or the Rockwell Collins Traffic
TDR with information pertaining to the AFD displays, Global
Navigation Satellite System (GNSS), and Flight Management
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System (FMS) in addition to mach, airspeed, true airspeed,
Alert and Collision Avoidance System (TCAS) II for air-to-air
vertical speed, pitch and roll angle, magnetic heading, and
communication with a cooperating aircraft. Digital bus outputs
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altitude and pressure data.

are applied to the Electronic Flight Instrument System (EFIS).
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The No.1 TDR receives two ARINC 429 high-speed data buses
TDR operating power is derived from the +28VDC POWER
from the No. 1 and optional No. 2 GPS. The L-GPS-1 HS 429
(P1–58) power bus, supplied by the aircraft +28VDC AVIONICS
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(P2–49 and 50) and R-GPS-2 HS 429 (P2–29 and 30) buses
TRIPLED FED bus. This input is filtered and applied through
provide the TDR with enhanced surveillance Global Positioning
an internal breaker to the low-voltage power supply. The power
System (GPS) related data. Additionally the No. 1 GPS sends
supply generates internally required low-level voltages and
the TDR the L GPS TIME MARK PRI (P2–37 and 38) analog
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feeds the high-voltage power supply.

input signal, providing the TDR the capability to synchronize
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The No. 1 TDR receives two ARINC 429 low-speed data timed ADS-B operations.
buses from the EFIS. The L-RTSA-1 429 (P2–17 and 18) bus
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The TDR-TX HS 429 (P2–9 and 10) data bus is input from • LENGTH/WIDTH BIT 14 (LSB) (P1–1)
the optional TTR-4100. This bus provides the TGD protocol • NAVIGATIONAL ACCURACY CATEGORY-VELOCITY
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word and TX data words from the TTR-4100. Some words (P1–7)
are destined for the IAPS and some words contain collision • SDA (P1–8)
avoidance data for Mode S transmission. The TDR also
• ADS-B RX/FAIL DISABLE (P1–9)
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outputs and receives the L TDR XSD OUT (P1–30) and R
TDR XSD IN (P1–15) discretes to and from the No. 2 TDR to • ADS-B RX/FAIL DISABLE (P1–10)
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identify the active TDR. • AIRCRAFT TYPE BIT 23 (LSB) (P1–20)
• ADS-B STRAP COMMON (P1–12).
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The No.1 TDR reads discrete inputs through two internal buffer
circuits. The first buffer provides the input port A/B select logic, The second internal buffer provides the Mode S aircraft
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source identification logic, maximum airspeed logic, altitude identification code. This code is set by rear connector
input logic, and TCAS installed logic. The No. 1 TDR contains strapping, MODE S ADDRESS B1 (P1–33) through MODE S
the following discretes that are strapped to STRAP COMMON ADDRESS B24 (P1–56), and is unique for each aircraft.
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(P2–52):
• CONFIGURATION 1 (P1–17) The microprocessor outputs the parallel TDR/TCAS data to the
output Universal Asynchronous Receiver-Transmitters (UART).
• GPS NO. 1 BUS SPEED (P1–18)
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One UART is enabled by the processor to decode and transmit
• GPS NO. 2 BUS SPEED (P1–26) serial data to the No. 1 IOC. The L-TDR-1 429 TX (P2-15 and
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• IOC GPS DISABLE (P2–41) 16) bus echoes the transponder control/altitude data through
• 2/3 AHRS SELECT (P2–42) the No. 1 IOC to the AFDs and supplies the TCAS (also TDR)
• MAXIMUM AIRSPEED BIT 11 (LSB) (P2–43) words through the IOC to the FMS. The second UART is
• MAXIMUM AIRSPEED BIT 12 (P2–44)
• SDI INPUT B (P2–47) G enabled by the processor to decode and transmit serial data
to the TCAS II. The TDR outputs an ARINC 429 high speed
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data bus to the TCAS II. The L-TDR-XT 429 HS TX (P2-11
• TCAS INSTALLED (P2–13) and 12) bus supplies the TGD protocol word and TX words
• CONTROL ALTITUDE (P2–14).
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to the TTR-4100.
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The No. 1 TDR additionally receives the following input The TDR is interrogated by the 3-pulse Side Lobe Suppression
discretes that provide the Gillham code to the TDR. The (SLS) method. The TDR-94D operates with one antenna.
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Gillham code is used to transmit height data from an altitude The 1030 MHz interrogation input is received on the L-band
encoder to the TDR. antenna, low-pass filtered, and input through the diversity and
• GPS OFFSET BIT 18 (LSB) (P1–4) transmit/receive switches to the front end receiver. The TDR
• ADS-B STROBE PIN (P1–30) communicates with the bottom antenna over the BOT XPDR
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ANTENNA RF (P1–J1) analog signal. The diversity switch
is not used in receive mode. The transmit/receive switch
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connects the antenna to the receiver in receive mode.
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A suppression amplifier generates a blanking pulse
SUPPRESSION (P1-29) output when the interrogation
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processor selects transmit mode. This suppression pulse
momentarily inhibits receivers in the DME, TDR, TCAS 1,
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and TACAN units to protect them from possible damage by
high-energy transmissions. These L-band units also generate
a blanking pulse output when preparing to transmit. This pulse
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input temporarily inhibits the TDR receiver, and the other
L-band receiver units.
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The TDR determines the aircraft on-ground status (not in
flight) from the L MAIN GEAR WEIGHT ON WHEELS (P1-27)
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discrete input. The TDR is strapped in a manner that the
transponder function will not respond to Mode A, Mode C, and
Mode S all-call interrogations while on ground.
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EFIS P1
40 P2 TDR-94D NO. 1 ARINC ARINC
P A A P2
AFD P1 17 RCVRS RX PORT A RCV XMTRS
L-RTSA-1 429 B (CODE) DATA BUS XMT 15
NO. 1 33 P 18 UART B
RTU
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58 UART 16
P A MUX
77 13 RX PORT B
C-RTSA-1 429 B
P1 P 14
AFD 58 P A
77 39
NO. 1 R-GP-4 429 B
P3 40 MUX
A
40 P
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P3 27 A
AFD L-GP-4 429 B
NO. 3 40 28 XMT 11
P UART B
A 12
37 ARINC
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L GPS TIME MARK PRI B RCVR A
IAPS P101 38
P RCV 9
IOC 73 P A UART UART B
NO. 2 74 49 10
L-GPS-1 HS 429 B
50 P1
P1 P P 30
73 29 A
IOC LATCH
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R-GPS-2 HS 429 B
NO. 1 74 30
P1 +5 V DC +28 V DC
CONFIGURATION 1 17
GPS NO.1 BUS SPEED 18 15
GNSS
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MP P GPS NO.2 BUS SPEED 26
1C P2 BUFFER BUFFER
GPS IOC GPS DISABLE 41 2 2
1D 20 20
NO. 1 2/3 AHRS SELECT 42 27
MAXIMUM AIRSPEED BIT 11 (LSB) 43
P 44
1A MAXIMUM AIRSPEED BIT 12
SDI INPUT B 47
1B TCAS INSTALLEED 13
CONTROL ALTITUDE 14 B1 33 SHEET 2
GPS MP P
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STRAP COMMON 52 B2 34
NO. 2 6A P1 B3 35
(OPTION) 6B GPS OFFSET BIT 18 (LSB) 4
ADS-B STROBE PIN 30 B4 36
LENGTH/WIDTH BIT 14 (LSB) 1 +28 V DC B5 37
NAVIGATIONAL ACCURCY CATEGORY-VELOCITY 7 B6 38
SDA 8
ADS-B RX/FAIL DISABLE 9 B7 39
AIRCRAFT TYPE BIT 23 (LSB) 20 VOLTAGE
ADS-B STRAP COMMON 12 3 3 B9 41
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P2 MONITOR +5 V DC B10 42
2 SINGLE ANTENNA SELECT
51 V B11 43
PORT B/A TUNE SELECT 57 LOW
AIR/GROUND DISCRETE NO.1 53 5A VOLTAGE B12 44
1 ATC 1 POWER BUFFER B13 45
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+28VDC P1 FILTER 24 B14 46
SUPPLY MODE S
AVIONICS +28VDC POWER 58 DIVERSITY B15 47
3A AIRCRAFT
TRIPLE FED POWER GROUND 60 XMT SWITCH INTERNAL SUPPLY B16 48
TOP AND BOTTOM RCV SIGNALS IDENT CODE
TRANSPONDER LEVELS IF AMPL
B17 49
LP
NO.1 ANTENNA (BOTTOM) FILTER RCV FRONT END 1030 MHz 60 MHz TOP AND BOTTOM DPSK B18 50
2 RECEIVER RF IF 2 DETECTOR B19 51
TCAS 1
XMT B20 52
LP LO 53
SKYWATCH P1 FILTER PWR RCV INTERROGATION B21
AMPL 1090 MHz INJ DATA/CLK/ENABLE B22 54
BOT XPDR ANTENNA RF J1 1090
TDR
ATC
NO. 2
P1
29
25
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FORWARD POWER
MONITOR
T/B ANT
XMT/RCV
CW
MHz
SYNTHESIZER
DRIVER
LATCH
VIDEO
PROCESSOR
XMT ENBL
EXT SUPRN
PULSE
AMPLITUDE
MODULATION
(PAM)
STRAP COM
B23
B24
55
56
32
IN
LO PWR DECODER
P1 BUFFER
DME HI PWR RESPONSE
P1 SUPPRESSION 29 SUPPRESSION
+ INT SUPRN TO
DME 48 SHIELD RETURN 25 HV POWER XMT ANT SEL ON/OFF BIAS AMPL
NO. 1 54 DECODED
MONITOR
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TEMP MONITOR INTERROGATION
MODULATOR AD0-
DME P1
NO. 2 48 +28 V DC HIGH VOLTAGE +35 V OFF MAIN AD15 ADDR ADDR
ADDR DUAL PORT
POWER µP LATCH VIDEO
(OPTION) 54 +70 V CURRENT DB0-
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SUPPLY DATA RAM DATA µP MUX

+12 V DC MONITOR DB15
XCVR (SHARE)
RELAY DATA/ANTENNA SEL
OFF
TACAN LATCH
TCN-500
(OPTION) 1 A -004 OR ABOVE STATUS TDR-94/D HAS TWO AIR/GND DISCRETES. ONLY ONE OF WHICH SHOULD BE TIED TO WEIGHT-ON-WHEELS: GND J2-51 = SINGLE ANTENNA (BOTTOM ONLY) TDR-94 4 THIS WIRING ONLY FOR USE WITH
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FUNCTON PIN CHARACTERISTIC OPEN J2-51 = DUAL ANTENNA (TOP AND BOTTOM) TDR-94. TCAS II OPTION.
AIR/GROUND DISCRETE NO.1 P2-53 CONTINUE REPLYING TO ALL INTERROGATIONS WHILE ON GROUND MODE S STRAPPING OF THE APPROPRIATE ADDRESS PINS,
3
INHIBIT REPLIES TO ATCRBS, ATCRBS/MODE-S ALL-CALL, TO ADDRESS COMMON, IS DETERMINED BT THE AIRCRAFT REGISTRATION.
AIR/GROUND DISCRETE NO.2 P1-27 DETAILS OF STRAPPING MUST BE OBTAINED FROM THE CERTIFICATION OFFICE.
AND MODE-S ONLY ALL CALL INTERROGRATIONS
IF NO PINS ARE CONNECTED, THE TRANSPONDER IS FAILED.
Diversity Transponder No. 1 – Simplified Schematic (Sheet 1 of 2)

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P2 TDR-94D NO. 1 ARINC ARINC P2 P P P1 IAPS
A RCVRS RCV A
17 RX PORT A DATA BUS XMT XMTRS 15 71 IOC
B (CODE)
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18 RTU UART B L-TDR-1 429 TX NO. 1
A UART 16 72
13 RX PORT B MUX
B
14
A
39
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B
40
A MUX P P RMP TCAS II
27 A
B
28 XMT 11 14F
A UART B L-TDR-XT HS 429 TX
37
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B ARINC 12 14G
38 RCVR TTR-4100
A 4
49 P P (OPTION)
B A
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50 RCV 9 15J
A UART UART B TDR-TX-1 HS 429
29
B 10 15K
30
P1 P1
17 30 L TDR XSD OUT
LATCH
18
26 +5 V DC +28 V DC
ATC
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P2 P1
41 15 R TDR XSD IN 15 TDR
42 NO. 2
43 BUFFER BUFFER
44 2 2
20 20
SHEET 1 47 27 30
13
14 B1 33 MODE S ADDRESS B1
52
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B2 34 MODE S ADDRESS B2
P1 B3 35 MODE S ADDRESS B3 1 AIR
4 LEFT
1 +28 V DC B5 37 L-MAIN GEAR WEIGHT MAIN
MODE S ADDRESS B5
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7 ON WHEELS GEAR
8 B6 38 MODE S ADDRESS B6 GND
10
12 3 3 VOLTAGE B9 41 MODE S ADDRESS B9
P2 MONITOR +5 V DC B10 42 MODE S ADDRESS B10
57 V B11 43
51 LOW MODE S ADDRESS B11
53 5A VOLTAGE B12 44 MODE S ADDRESS B12
POWER BUFFER B13 45 MODE S ADDRESS B13 3
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P1 FILTER SUPPLY 24 B14 46 MODE S ADDRESS B14
MODE S
58 DIVERSITY B15 47 MODE S ADDRESS B15
AIRCRAFT
60 XMT SWITCH INTERNAL SUPPLY IDENT CODE B16 48 MODE S ADDRESS B16
TOP AND BOTTOM RCV SIGNALS IF AMPL
LEVELS B17 49 MODE S ADDRESS B17
LP
IN
FILTER RCV FRONT END 1030 MHz 60 MHz TOP AND BOTTOM DPSK B18 50 MODE S ADDRESS B18
2 RECEIVER RF IF 2 DETECTOR B19 51 MODE S ADDRESS B19
XMT B20 52 MODE S ADDRESS B20
LP LO
P1 PWR RCV INTERROGATION B21 53 MODE S ADDRESS B21
FILTER 1090 MHz INJ DATA/CLK/ENABLE
AMPL 1090 B22 54 MODE S ADDRESS B22
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J1
MHz VIDEO B23 55 MODE S ADDRESS B23
T/B ANT SYNTHESIZER LATCH PROCESSOR PULSE B24 56 MODE S ADDRESS B24
CW AMPLITUDE
FORWARD POWER
XMT ENBL MODULATION STRAP COM
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MONITOR XMT/RCV 32 MODE S ADDRESS COMMON

DRIVER EXT SUPRN (PAM)
LO PWR DECODER
P1 BUFFER
HI PWR RESPONSE
29 SUPPRESSION
+ INT SUPRN TO
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25 HV POWER XMT ANT SEL ON/OFF BIAS AMPL

DECODED
MONITOR TEMP MONITOR INTERROGATION
MODULATOR AD0-
+28 V DC HIGH VOLTAGE +35 V OFF AD15 ADDR ADDR
MAIN ADDR DUAL PORT
POWER µP VIDEO
+70 V CURRENT LATCH DB0- RAM µP MUX
+12 V DC SUPPLY DB15 DATA DATA
MONITOR XCVR (SHARE)
OFF
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LATCH
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ALL 34-55-00 Page 9
Dec 02/14
Diversity Transponder No. 2
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Refer to Figure Diversity Transponder No. 2 – Simplified
Schematic.
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O
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The No. 2 TDR operates as described for the No. 1 TDR.
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EFIS P1
40 P2 TDR-94D NO. 2 ARINC ARINC
P A A P2
P1 17 RCVRS RX PORT A RCV XMTRS
AFD R-RTSA-1 429 B (CODE) DATA BUS XMT 15
33
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NO. 3 P 18 RTU UART B
58 UART 16
P A MUX
77 13 RX PORT B
C-RTSA-1 429 B
AFD P1 P 14
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NO. 2 58 P A
77 39
L-GP-4 429 B
P3 40 MUX
A
40 P
AFD P3 27 A
R-GP-4 429 B
NO. 1 28 XMT 11
40
S
P UART B
A 12
37 ARINC
R GPS TIME MARK PRI B RCVR A
IAPS P101 38
P RCV 9
IOC 73 P A UART UART
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49 B
NO. 1 74 R-GPS-1 HS 429 B 10
50 P1
P1 P P 30
IOC 73 29 A
L-GPS-2 HS 429 LATCH
NO. 2 30 B
74 +28 V DC
P1 +5 V DC
CONFIGURATION 1 17
GPS NO.1 BUS SPEED 18 15
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GNSS MP P GPS NO.2 BUS SPEED 26
1C P2 BUFFER BUFFER
GPS IOC GPS DISABLE 41 2 2
1D 20 20
NO. 2 2/3 AHRS SELECT 42 27
(OPTION) MAXIMUM AIRSPEED BIT 11 (LSB) 43
P 44
1A MAXIMUM AIRSPEED BIT 12
SDI INPUT B 47
1B TCAS INSTALLEED 13
CONTROL ALTITUDE 14 B1 33 SHEET 2
MP P
GPS STRAP COMMON 52 B2 34
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6A P1
NO. 1 B3 35
6B GPS OFFSET BIT 18 (LSB) 4
ADS-B STROBE PIN 30 B4 36
LENGTH/WIDTH BIT 14 (LSB) 1 +28 V DC B5 37
NAVIGATIONAL ACCURCY CATEGORY-VELOCITY 7
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8 B6 38
SDA
AIRCRAFT TYPE BIT 23 (LSB) 20 VOLTAGE
ADS-B STRAP COMMON 12 3 3 B9 41
P2 MONITOR +5 V DC B10 42
2 SINGLE ANTENNA SELECT
51 V B11 43
PORT B/A TUNE SELECT 57 LOW
AIR/GROUND DISCRETE NO.1 53 5A VOLTAGE B12 44
2 ATC 1 POWER BUFFER B13 45
+28VDC P1 FILTER 24 B14 46
SUPPLY MODE S
AVIONICS +28VDC POWER 58 DIVERSITY B15 47
3A AIRCRAFT
G
TRIPLE FED POWER GROUND 60 XMT SWITCH INTERNAL SUPPLY B16 48
TOP AND BOTTOM RCV SIGNALS IDENT CODE
TRANSPONDER LEVELS IF AMPL
B17 49
LP
NO.2 ANTENNA (BOTTOM) FILTER RCV FRONT END 1030 MHz 60 MHz TOP AND BOTTOM DPSK B18 50
2 RECEIVER RF IF 2 DETECTOR B19 51
TCAS 1
IN
XMT B20 52
LP LO 53
SKYWATCH P1 FILTER PWR RCV INTERROGATION B21
AMPL 1090 MHz INJ DATA/CLK/ENABLE B22 54
BOT XPDR ANTENNA RF J1 1090
MHz VIDEO B23 55
ATC T/B ANT SYNTHESIZER LATCH PROCESSOR PULSE B24 56
P1 CW AMPLITUDE
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TDR 29 FORWARD POWER
MONITOR XMT/RCV XMT ENBL MODULATION STRAP COM
NO. 2 25 (PAM) 32
DRIVER EXT SUPRN
LO PWR DECODER
BUFFER
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P1
DME HI PWR RESPONSE
P1 SUPPRESSION 29 SUPPRESSION
+ INT SUPRN TO
DME 48 SHIELD RETURN 25 HV POWER XMT ANT SEL ON/OFF BIAS AMPL
NO. 1 54 DECODED
MODULATOR AD0-
P1
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DME
NO. 2 48 +28 V DC HIGH VOLTAGE +35 V OFF MAIN AD15 ADDR ADDR
ADDR DUAL PORT
POWER µP LATCH VIDEO
(OPTION) 54 +70 V CURRENT DB0- RAM µP MUX
MONITOR XCVR (SHARE)
OFF
TACAN LATCH
TCN-500
(OPTION) 1 A -004 OR ABOVE STATUS TDR-94/D HAS TWO AIR/GND DISCRETES. ONLY ONE OF WHICH SHOULD BE TIED TO WEIGHT-ON-WHEELS: GND J2-51 = SINGLE ANTENNA (BOTTOM ONLY) TDR-94
2 4 THIS WIRING ONLY FOR USE WITH
FUNCTON PIN CHARACTERISTIC OPEN J2-51 = DUAL ANTENNA (TOP AND BOTTOM) TDR-94. TCAS II OPTION.
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AIR/GROUND DISCRETE NO.1 P2-53 CONTINUE REPLYING TO ALL INTERROGATIONS WHILE ON GROUND MODE S STRAPPING OF THE APPROPRIATE ADDRESS PINS,
3
INHIBIT REPLIES TO ATCRBS, ATCRBS/MODE-S ALL-CALL, TO ADDRESS COMMON, IS DETERMINED BT THE AIRCRAFT REGISTRATION.
AIR/GROUND DISCRETE NO.2 P1-27 DETAILS OF STRAPPING MUST BE OBTAINED FROM THE CERTIFICATION OFFICE.
AND MODE-S ONLY ALL CALL INTERROGRATIONS
IF NO PINS ARE CONNECTED, THE TRANSPONDER IS FAILED.
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Dec 02/14
P2 TDR-94D NO. 2 ARINC ARINC P2 P P P1 IAPS

A RCVRS RCV A
17 RX PORT A DATA BUS XMT XMTRS 15 71 IOC
B (CODE)
18 RTU UART B R-TDR-1 429 TX NO. 1
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A UART 16 72
13 RX PORT B MUX
B
14
A
39
B
40
A MUX P P RMP TCAS II
27 A
N
B
28 XMT 11 14F
A UART B R-TDR-XT HS 429 TX
37 ARINC 12 14J
B
38 RCVR TTR-4100
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A 4
49 P P (OPTION)
B A
50 RCV 9 15J
A UART UART B TDR-TX-2 429
29
B 10 15K
30
P1
S
P1
17 30 R TDR XSD OUT
LATCH
18
26 +5 V DC +28 V DC
ATC
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P2 P1
41 15 L TDR XSD IN 15 TDR
42 NO. 1
43 BUFFER BUFFER
44 2 2
20 20
SHEET 1 47 27 30
13
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P1 B3 35 MODE S ADDRESS B3 1 AIR
4 LEFT
1 +28 V DC B5 37 R-MAIN GEAR WEIGHT MAIN
MODE S ADDRESS B5
7 ON WHEELS GEAR
8 B6 38 MODE S ADDRESS B6 GND
10
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12 3 3 VOLTAGE B9 41 MODE S ADDRESS B9
P2 MONITOR +5 V DC B10 42 MODE S ADDRESS B10
57 V B11 43
51 LOW MODE S ADDRESS B11
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53 5A VOLTAGE B12 44 MODE S ADDRESS B12
POWER BUFFER B13 45 MODE S ADDRESS B13 3
P1 FILTER SUPPLY 24 B14 46 MODE S ADDRESS B14
MODE S
58 DIVERSITY B15 47 MODE S ADDRESS B15
AIRCRAFT
60 XMT SWITCH INTERNAL SUPPLY IDENT CODE B16 48 MODE S ADDRESS B16
TOP AND BOTTOM RCV SIGNALS IF AMPL
LEVELS B17 49 MODE S ADDRESS B17
LP
FILTER RCV FRONT END 1030 MHz 60 MHz TOP AND BOTTOM DPSK B18 50 MODE S ADDRESS B18
2 RECEIVER RF IF 2 DETECTOR B19 51 MODE S ADDRESS B19
XMT B20 52 MODE S ADDRESS B20
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LP LO
P1 PWR RCV INTERROGATION B21 53 MODE S ADDRESS B21
FILTER 1090 MHz INJ DATA/CLK/ENABLE
AMPL 1090 B22 54 MODE S ADDRESS B22
J1
MHz VIDEO B23 55 MODE S ADDRESS B23
SYNTHESIZER LATCH PULSE B24 56
IN
T/B ANT PROCESSOR MODE S ADDRESS B24
CW AMPLITUDE
FORWARD POWER
MONITOR XMT ENBL MODULATION STRAP COM
XMT/RCV 32 MODE S ADDRESS COMMON
DRIVER EXT SUPRN (PAM)
LO PWR DECODER
P1 BUFFER
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HI PWR RESPONSE
29 SUPPRESSION
+ INT SUPRN TO
25 HV POWER XMT ANT SEL ON/OFF BIAS AMPL
DECODED
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MODULATOR AD0-
+28 V DC HIGH VOLTAGE +35 V OFF AD15 ADDR ADDR
MAIN ADDR DUAL PORT
POWER µP VIDEO
+70 V CURRENT LATCH DB0- RAM µP MUX
MONITOR (SHARE)
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XCVR
OFF
LATCH

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ALL 34-55-00 Page 12
Dec 02/14
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DIVERSITY TRANSPONDER - CONTROLS AND DISPLAYS
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Cockpit Controls
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The diversity transponders reply to Air Traffic Control (ATC)
ground stations with the pilot selectable squawk code and
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other data through radio transmission. Other data that can be
sent depends on the transponder mode selected and includes
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aircraft altitude and flight identification data.
The transponder controls are found on the Traffic (TFC) Tuning
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Multifunction Window (MFW) page. To open the TFC Tuning
MFW page the user must select the TFC icon found on the
Radio Tuning MFW Menu bar located on the Primary Flight
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Display (PFD), refer to Figure Radio Tuning MFW Menu Bar.
After selecting the TFC icon the TFC Tuning MFW page will
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show, refer to Figure TFC Tuning MFW Page. TFC Tuning MFW Page
Selecting the Active Transponder

G The user chooses the selected transponder on the XPDR
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Radio Tuning MFW Menu Bar Sel menu on the TFC Tuning MFW page, refer to Figure
TFC Tuning MFW Page. Its settings are XPDR1 or XPDR2.
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The Stby mode is set through the Traffic Mode Control and
applies to whichever transponder is selected (the non selected
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transponder is already in the Stby mode). When the required

transponder is selected, the selection will show in cyan and the
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active transponder control is synchronized across the flight

deck. Only data from the selected transponder will be used.
This means that the selected transponder is the only one to
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show on the TFC Tuning MFW Page. It also means that it is

the only one that transmits. The non-selected transponder is
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in the commanded standby mode, it still processes and sends
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ALL 34-55-00 Page 13
Dec 02/14
data on the ARINC 429 bus, which enable hot-swap mode and Setting the Flight ID
diagnostics, but does not broadcast data on the transponder
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antenna. The transponder flight ID is set to the right of the label ID
on the TFC Tuning MFW page, refer to Figure TFC Tuning
The active transponder PFD Legend shows on the PFD as MFW Page. The transponder flight ID is eight alpha-numeric
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XPDR1 or XPDR2 in gray. It is located to the upper right characters, including spaces. Each digit wraps around
of the Horizontal Situation Indicator (HSI) and it shares the individually when it reaches the end of the letters of the
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same space with the Traffic With No Bearing. Traffic With No alphabet and numbers. To set the transponder flight ID the
Bearing has higher priority and is overlayed on top. When the user must select the ID box with the use of the CCP and then
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active transponder is set to STBY, the active transponder PFD rotate the CCP lower DSK to the desired flight ID. When the
Legend remains XPDR1 or XPDR2 based upon the previous flight ID has been set the characters will show in green and be
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active transponder setting. synchronized across the flight deck.
Setting the Squawk Code IDENT Button
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The transponder squawk code is set to the right of the label The transponder IDENT is activated either by the yoke button,
Code on the TFC Tuning MFW page, refer to Figure TFC or by selecting the IDENT button on the TFC Tuning MFW
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Tuning MFW Page. Transponder Codes are 4 numeric digits Page, refer to Figure TFC Tuning MFW Page. When the
with the leading zeros displayed. The allowed range is 0000 to Transponder IDENT Control is activated, the activation causes
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7777, stored in octal. The Code Control wraps around when the selected (active) transponder to transmit a Special Position
it reaches the end of the allowed range. To set the squawk Identifier (SPI) pulse in Air Traffic Control Radar Beacon
code the user must use the Cursor Control Panel (CCP) to System (ATCRBS) mode-A replies for 18 seconds. The
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select the Code box and then rotate the CCP lower Dual Stack
Knob (DSK) to the desired squawk code. The new squawk
Transponder IDENT Control is synchronized across the flight
deck. When the transponder IDENT is active, the transponder
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code will show in green and will be synchronized across the reporting annunciation shows as IDENT in cyan on the TFC
flight deck, which means a change echoes to all the displays Tuning MFW Page to the left of the IDENT button. The
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and the transponders. Additionally the squawk code will show transponder reporting annunciation also appears as a flashing
on the upper right of the HSI. I located near the 4096 transponder code display on the PFD.
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NOTE: Commonly used emergency squawk codes When the transponder replies to an interrogation, either from
are as follows:
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the ground or another aircraft, the transponder reporting

• 7500 – Hijack Code annunciation shows as REPLY in green on the TFC Tuning
• 7600 – Loss of Radio Communications MFW Page. If they overlap, the IDENT takes precedence and
• 7700 – Emergency Code. the REPLY will not show.
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ALL 34-55-00 Page 14
Dec 02/14
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Component Data
Diversity Transponder – Certification Categories
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Refer to Table Diversity Transponder – Component Information
for the component information of the Diversity Transponder FAA Soft-
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(TDR). LRU TSO ware Environmental Category
TDR- C112 DO‐178 DO-160E
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Refer to Table Diversity Transponder – Physical Characteristics
for the physical characteristics of the TDR. All dimensions are 94D (Class B Level [(A2)(E1)X]BBA[SCLM]EXX-
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given as inches (millimeters) and weight is given as pounds 3A2 121 B XFXZZAZ[ZC][RR]M[(A3)(Z3)
(kilograms). 011) X]XXAX
TSO-
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Refer to Table Diversity Transponder – Certification Categories ‐166a
for the certification categories of the TDR. (Class
A3‐T-
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Refer to Figure Diversity Transponder – Component Location rans-
for an illustration and the location of the TDRs. mitting
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Only)
Diversity Transponder – Component Information
Component Location
LRU Description
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Quantity
Refer to Figure Diversity Transponder – Component Location
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TDR-94D Diversity 2 and for the location of the TDRs.
Transponder
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Diversity Transponder – Physical Characteristics the Original Equipment Manufacturer (OEM)

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LRU Power Height Width Length Weight the actual component locations for aircraft
being serviced.
TDR- 28.0 W 3.33 4.90 13.90 8.5
94D (84.58) (124.46) (353.06) (3.86)
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Diversity Transponder – Component Location

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FLIGHT MANAGEMENT SYSTEM (FMS)
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Introduction The baseline FMS application software, embedded in the
No. 1 Adaptive Flight Display (AFD), provides the following
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The Flight Management System (FMS) provides the user with capabilities:
multi-waypoint lateral and vertical flight plan management • Lateral and vertical capabilities for en route, terminal, and
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functions, including flight plan creation, flight plan editing, non-precision approach guidance
storing a flight plan to a database, and retrieval of a flight plan
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• Space Based Augmentation System (SBAS) based
from a database. Flight plans may include navaids, published
LNAV/VNAV approach and Localizer Performance with
waypoints, user-defined waypoints, airports and airport
Vertical Guidance (LPV)
reference points, runways, departures, arrivals, approaches,
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NDBs, and airways. • Coupled lateral and coupled/non-coupled vertical
navigation capability with automatic transition to precision
The FMS also provides point-to-point navigation capability and approach.
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performs position estimation using multiple pilots manageable
sensor inputs. The FMS also provides Graphical Flight Planning (GFP) on
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any MAP format. GFP allows the operator to create or modify
General Description any flight plan without the use of the FMS format by means
of task menus and dialog boxes. In addition GFP provides
features such as graphic display of FMS data, in both text and
Flight Management System – Components G symbolic format. Data available includes flight planning data,
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such as waypoints and legs, background map data, such as
Unit Description Qty navaids, and airports and runways.
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Baseline The optional FMS Search and Rescue Key enables the Search
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FMSA-6010 Software: Flight Management 1 and Rescue Dialog box. With this option enabled the FMS is
System Application capable of supporting up to four different Search and Rescue
(SAR) patterns within the flight plan.
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Optional – Fms Search And Rescue

SARK-3500 Software: FMS Search and Rescue 1 The FMS directly interfaces with the following subsystems,
Key refer to Figure Flight Management System – Block Diagram.
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ALL 34-60-00 Page 1
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• Global Navigation Satellite System (GNSS)

• Integrated Avionics Processor System (IAPS)
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• Radio Altimeter System
• VHF Data System
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• VHF Navigation System.
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L-AFD-2 664/R-AFD-2 664
L-AFD-5/6 664/C-AFD-6/5 664 R-AFD-6 664/C-AFD-6 664
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Ethernet Ethernet
Switch Ethernet
AFD NO.1 AFD NO.2 MFD-3 Switch
Switch AFD N0.3
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IOT RTSA
FMSA FDSA/IOC FDSA/IOC RTSA FDSA/IOC RTSA
Processor5 PMA Processor3 Processor2 Processor1 Processor1 Processor2 Processor3 Processor1 Processor2 Processor3 Processor5
R-NAV-VIR
L-NAV-VIR
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R-NAV-VIR
L-NAV-VIR
R-GPS-2
L-GPS-1
ECDU-2
RTSA-1
ECDU-2
RTSA-1
RTSA-2
R-CCP
L-MKP
L-CCP
RTSA-2
R-CCP
AFD-1
AFD-2
L-MKP
R-IOC
L-CCP
L-IOC
R-GPS
L-MKP
L-CCP
L-GPS
AFD-1
AFD-2
R-IOC
R-CCP
L-IOC
CMU
CMU
PCIeSwitch PCIeSwitch PCIeSwitch
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L-CCP-1
R-CCP-1 HS 429
HS 429
R-NAV-VIR-2 HS 429
Ethernet L-MKP-1 HS 429 L-MKP-2 HS 429
L-NAV-VIR-2 HS 429
R-GPS-1 HS 429
Second FMS R-CCP-2 HS 429
L-GPS-1 HS 429
R-RTSA-2 429
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L-RTSA-1 429
L-CCP-2 HS 429
EFIS EFIS EFIS

CCP NO.1 MKP NO.1 CCP NO.2
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GNSS GNSS
L-IOC-1 HS 429
GPS R-AFD-2 HS 429 GPS
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NO. 1 L-AFD-2 HS 429 NO.2
R-IOC-1 HS 429 (OPTIONAL)
L-AFD-1 HS 429
R-AFD-1 HS 429
L-GPS-2 HS 429
R-GPS-2 HS 429
VHF NAV
NAV G R-NAV-VIR-3 HS 429

L-NAV-VIR-3 HS 429
VHF NAV
NAV
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NO. 1 IAPS NO.2
L-RTSA-1 429 IAPS FGS FGS IAPS C-RTSA-2 429

L-NAV-ADF-1 429 R-NAV-ADF-1 429
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FGC FGC
L-DME-1 429 NO. 1 NO. 2 R-DME-1 429
IOC IOC
NO. 1 NO. 2
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DME
DME
DME L-IOC-3 R-IOC-3 DME

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NO. 1 L-FGC-1 R-FGC-1 NO.2

(OPTIONAL)
L-RALT-1 429 TX L-RALT-2 429 TX
VHF DATA RALT

ALT-4000
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CMU-11 HS 429 CMU-4000

COPTION CMU-12 HS 429
L-ECDU-2 HS 429 R-ECDU-2 HS 429
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Flight Management System – Block Diagram
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Theory of Operation FMS Position Determination
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Refer to Figure Flight Management System – Block Diagram. The FMS position determination function is used by the FMS
as part of computing a navigation solution, and by other
The Flight Management System (FMS) software resides on subsystems in reporting and showing the current position of
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Processor 5 of the No. 1 Adaptive Flight Display (AFD), for the aircraft. The FMSA computed position is sent to the FDSA
the baseline FMS, and on Processor 5 of the No. 3 AFD, for where the FMS position shows on the PFD’s HSI and Maps.
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the optional second FMS. Each FMS is composed of two Position determination is accomplished through the use of
applications, a Flight Management System Application (FMSA) aircraft sensors. The Aircraft Personality Module (APM) straps,
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and an Input/Output Translator (IOT). The FMSA hosts the indicating the installed set of sensors, are sent to the FMSA
processing functions of the FMS, while the IOT performs the where they are used to configure the FMSA to use the installed
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Input/Output (I/O) translations for platform and aircraft specific aircraft sensors as part of its position determination. When the
communications between the FMS and the subsystems it FMSA receives the sensor information it applies a prioritization
interfaces with. logic based on the installed and Pilot/Copilot selected sensors
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to compute the position:
The FMS receives and transmits all of its data using
• GPS – Position is based on GPS sensor data only
its Peripheral Component Interconnect Express (PCIe)
• DME/DME – Position is based on two DME stations with
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connection, with the exception of its runtime environment and
the locally hosted Protocol Manager (PM) application. Through reasonable geometry
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the PCIe connection, the FMS is able to interact with the • VOR/DME – Position is based on data from a VOR/DME
Engine Indication and Crew Alert System (EICAS) and Radio station
Tuning System Application (RTSA) located on Processor 3, • IRS/AHRS – Position is based on Inertial Reference Unit
the display bridge located on Processor 2, and the Flight (IRU)/Attitude Heading Reference System (AHRS) data
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Display System Application (FDSA) located on Processor 1. only
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The display bridge on Processor 2 forwards FMS data to the • Dead Reckoning – No sensor data available.
other AFDs providing the FMS with the ability to interface
with remotely located applications. The FDSA located on The FMSA will monitor all available and selected sensors, even
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Processor 1 provides I/O communication with all federated if they are used in determining the position, and will report any
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aircraft systems and Line Replaceable Units (LRU), such as the threshold exceedances to the Pilot/Copilot.
GPS-4000S or NAV-4000, in addition to display functionality on
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the Primary Flight Display (PFD). FMS Navigation and Steering
The FMS navigation is used when the Pilot/Copilot selects

FMS as the navigation source. The FMS steering is used
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as the steering source for the aircraft when selected on the transfer occurs once the ILS Localizer (LOC) is captured.
Flight Guidance Panel (FGP). The FMS can be shown as the Once the LOC has been captured the FMSA will stop providing
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navigation source on the PFD, while FMS is not the active navigation and steering, and the FGC begins steering the
steering source. aircraft. The FMS will only reengage and resume navigation
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and steering when a Go-Around (GA) is initiated by the
The Flight Guidance System (FGS) sends the NAV ARM and Pilot/Copilot or a new flight is initiated. Additionally, following a
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APPROACH STEERING ARM signals to the FMSA, which roll-out the FMSA will also stop providing navigation and the
uses the signal to determine which of four states it is in:
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Pilot/Copilot will assume steering of the aircraft.
• Deselected – FMSA is not a navigation or steering source
• NAV Source – FMSA is only a navigation source When selection of a different steering source is selected on the
FGP, the FMSA stops providing steering and the FGC takes
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• Armed – FMSA is armed for steering and is a navigation
over steering the aircraft. The FMS will only reengage and
source
resume steering when it is re-selected on the FGP.
• Captured – FMSA is the steering and navigation source.
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FMS-GPS Wrap Test
The FMSA computes the lateral and vertical deviations
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between the FMSA navigation database for the Active Flight The FPS-GPS wrap test is critical to performing Localizer
Plan and the computed position. The lateral and vertical Performance with Vertical Guidance (LPV) approaches. LPV
deviations are then sent to the FDSA. The FDSA computes approaches are only performed when an LPV approach
and shows the appropriate lateral and vertical deviation
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indications on the PFD Attitude Director Indicator (ADI) based
is included in the FMS active flight plan. During an LPV
approach the FMS will only use GPS data to perform position
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on the FMSA lateral and vertical deviations. The FMSA lateral estimation (whether the GPS navigation mode is Space Based
and vertical deviations are then sent to the Flight Guidance Augmentation System (SBAS), SBAS Precision Approach
Computer (FGC). The FGC receives the FMSA lateral and
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(PA), or GPS navigation including the distinct GPS Altitude

vertical deviations, computes the appropriate Flight Director Aiding mode) and the FMS will provide navigation during the
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cues, and then sends this data to the FDSA to be shown as entire LPV approach. For this reason the FMS-GPS wrap
Flight Director cues on the PFD ADI. test is used to provide integrity checking for the position data
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being received from the GPS by routing through the entire

FMS NAV-to-NAV Transfer communication path to and from the GPS and being processed
directly by the GPS.
The NAV-to-NAV transfer between the FMS and FGC occurs
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during Instrument Landing System (ILS) approaches when The FMSA constructs the FMS-GPS wrap test request
an aircraft roll-out occurs, or a different steering source is
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message and sends the message to the GPS where it is

selected on the FGP. During an ILS approach, NAV-to-NAV passed through the GPS LRU and processed generating
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a FMS-GPS wrap test response message. The FMS-GPS response to the FMSA to be processed and used based on the
wrap test response message is then sent back to the FMSA type of datalink response received.
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where it is analyzed against the FMS-GPS wrap test request
message to determine the status of the GPS. Additionally, this FMS Pilot Waypoint and Routes Load/Store
provides integrity checking for both the logical and physical
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paths between the FMS and GPS. The FMS provides the Pilot/Copilot with the ability to load and
store Pilot/Crew specified waypoints and routes. Upon a user
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FMS Auto-Tune initiated request, the FMS provides storage and retrieval of Pilot
Waypoints and Routes using a Trivial File Transfer Protocol
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The FMS auto-tuning function automatically tunes the (TFTP) interface in the Onboard Maintenance System (OMS)
navigation radios, NAV-4000/4500 and DME-4000, reducing and a USB device inserted into the No. 2 AFD. The FMSA
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the Pilot/Copilot workload when enabled. The FMSA generates the TFTP call that is sent to the OMS TFTP server.
determines the new NAV/DME radio frequencies based on the The OMS provides a Network Data Object (NDO) to the FMS
active flight plan and being selected to auto-tune, the radios indicating the presence of the USB device, which enables or
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construct a tuning request that is sent to the RTSA. The RTSA disables the Load/Store functions. During onboard data loading
synchronizes the turning request with other RTSA instances the OMS is halted, which results in the FMS not receiving the
and then sends the tuning commands to the NAV-4000/4500 NDO, making the Load/Store function unavailable.
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and DME-4000 radios.
If the Store function is chosen, the FMS reads the waypoints or
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FMS Datalink routes from the P5 NAND Flash and provides them to the FMS
TFTP client to send to the OMS TFTP server. The OMS TFTP
The FMS provides the Pilot/Copilot with the ability to request server stores the waypoint or routes files onto the USB device.
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and receive datalinked items such as datalinked flight plans
and winds aloft. The FMSA constructs a datalink request that If the Load function is chosen, the OMS TFTP server reads
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is sent to the Protocol Manager Application (PMA). The PMA the directory file located on the USB device and transfers the
takes the FMS datalink request and constructs the request waypoint or routes files to the FMS TFTP client. The FMS then
stores the files into the P5 NAND Flash overwriting all existing
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per the appropriate protocol and sends the request to the

Communications Management Unit (CMU). Upon receiving stored waypoint or route files.
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the request the CMU coordinates the digital communication of

the datalink request and datalink response through the No. 3 If an error occurs, the FMS will receive error reports through
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VHF-4000 radio. The CMU also sends the datalink response the TFTP interface. The errors are translated by the FMS into
message to the PMA where it is translated into an FMSA Status Messages and shown on the Pilot Waypoints Dialog box
understandable format. The PMA then sends the datalink and Route Load Dialogue box.
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FLIGHT MANAGEMENT SYSTEM (FMS) - CONTROLS AND DISPLAYS
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Cockpit Controls data, GPS Predictive Receiver Autonomous Integrity
Monitoring (P-RAIM) data, and FMS position initialization data.
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FMS flight planning, performance setup, and monitoring is The Database sub-tab shows both time and FMS database
accomplished through touchscreen control or the Cursor status and selection.
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Control Panel (CCP) and the Multifunction Keypad Panel (MKP)
in conjunction with the FMS format. The Flight Plan Setup The Sensor tab contains a GNSS tab, IRS tab, and VOR/DME
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Format is shows when the FMS is in an MFW and the Plan icon tab. The GNSS tab shows the available and selected for use
has been selected followed by the Flight Plan tab, or when the GNSS sensors, and calculated position data and information
FMS Quick Access Key is selected while on ground. The Flight items for the selected GNSS. The VOR/DME tab shows the
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Plan Setup Format shows the active flight plan by default, but available and selected for use VOR/DME sensors, available
can also show a modified flight plan, when a modification to VOR/DME source data, two NAVAID inhibit entry fields, and a
the displayed flight plan occurs or a secondary flight plan, by NAVAID dialog box selection button titled More. The IRS tab
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selecting the Active/Secondary icon. The displayed Flight Plan shows the available and selected for use IRS sensors, and the
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includes the Origin Airport’s information, Departure Runway Latitude/Longitude position, Drift, Mode, and an entry field to
information, Destination Airport information, Alternate Airport set the Heading for each installed IRS.
information, and the To Via scrollable list. The FMS format
contains five icons at the top representing specific tasks and The FMS Defaults Format shows when the Setup icon is
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an Active/Secondary icon for toggling between the active and
secondary flight plans. For each icon, a group of unique tabs
selected followed by the Defaults tab. The FMS Defaults
Format is composed of the following sub-tabs: FMS CNTRL,
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associated with that task is provided. Each tab contains the WTBAL, Fuel, RTA Spd, and VNAV. The FMS CNTRL tab
interactive display specific to that tab. The icons and top level shows checkbox selections for enabling the use of DME/DME
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tabs for the FMS format show in the following figures: or VOR/DME in the FMS position determination function by
• Setup icon - Refer to Figure Setup Icon. default, entry fields for the minimum Runway length when
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searching for the nearest Airports, the default for reduced

• Plan icon - Refer to Figure Plan Icon .
half bank, and the maximum number of Map symbols that
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• Calculate icon - Refer to Figure Calculate Icon. GFP should show on the Moving Map. The tab also displays
• Fly icon - Refer to Figure Fly Icon. radio button selections for whether to clear Flight Plan winds
• Search icon - Refer to Figure Search Icon. and temperature on power up and whether to display the
temperature compensation symbol (©) for the final Vertical
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The Setup icon contains a Status tab, Sensors tab, and Path Angle (VPA). The WTBAL tab shows entry fields for
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Defaults tab. The Status tab contains an FMS and Database setting the default average passenger weight and an entry field
sub-tab. The FMS tab shows position determination mode for the Basic Operating Weight (BOW). The Fuel tab shows
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entry fields for setting the default values for reserve fuel, taxi
fuel, and Fuel Flow (FF) correction. The RTA Spd tab shows
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entry fields for setting the minimum and maximum speeds for
the Climb, Cruise, Descent, and Caution phases of flight to use
in meeting a Pilot/Copilot specified Required Time to Arrival
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(RTA). The tab also includes an entry field for entering a RTA Plan Icon
tolerance. The VNAV tab shows entry fields for setting default
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VNAV en route speeds. The en route speeds include Climb, The Calculate icon contains a DEP tab, CLIMB tab, CRUISE
Cruise, Descent, Speed/Altitude (Spd/Alt) limits, Transition tab, DECENT tab, and ARRIVAL tab. The Departure
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Altitude/Flight Levels (ALT/FL), VPA, and Holding Speed. Performance (DEP) tab includes Departure Airport ID,
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departure VSpeeds, Continuous Speed Target (CST) data, and
tabbed departure information. The Departure Format’s tabbed
departure data includes tabs for Weather, Aircraft, Obstacle
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Clearance, and Weight Limit data that are pertinent or used
in departure performance calculations, such as, computing
values like VSpeeds and CST.
Setup Icon
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The CLIMB, CRUISE, and DECENT tabs displays the FMS
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The Plan icon contains a Flight Plan tab, Winds tab, Fuel tab, Climb, Cruise and Decent phases of flight speed and altitude
and Weight tab. The Flight Plan tab displays the active flight entry constraints respectively. The Arrival tab includes tabs
plan by default, but can also show a modified flight plan, when for Weather, Aircraft, and Weight Limit information that are
a modification to the displayed flight plan occurs or a secondary pertinent or used in arrival performance calculations, including
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flight plan, by selecting the Active/Secondary icon that toggles
between the active and secondary flight plans. The displayed
VSpeeds and CST.
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Flight Plan includes the Origin Airport’s information, Departure
Runway information, Destination Airport information, Alternate
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Airport information, and the To Via scrollable list.

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The Winds tab includes Block Winds, Detailed Winds, a

Datalink Winds button, and a Datalink status indication. The Calculate Icon
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Fuel Management tab includes Fuel Data, Fuel Performance,

Fuel at Destination, and the Fuel Calculator. The Fly icon contains a Route tab, VNAV tab, Pos Report
tab, and History tab. The ROUTE – LEG Format shows the
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active flight plan by default, but can also show a modified flight • VORTAC Waypoint ID
plan, when a modification to the active flight plan occurs or • VOR Waypoint ID
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a secondary flight plan, by selecting the Active/Secondary • DME Waypoint ID
icon that toggles between the active and secondary flight
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• VOR/DME Waypoint ID.
plans. The VNAV tab shows the Current Altitude values,
Current Speed values, Next Vertical Waypoint data, and Active
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Vertical Waypoint data. The POS REPORT tab shows the
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From Midpoint, the From Waypoint, the To Waypoint, the
Next Waypoint, and the Destination airport. The HISTORY
tab shows Historical Waypoints in the current flight plan, Search Icon
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associated Midpoints, and associated waypoint data.
The following keys on the MKP affect the FMS system, refer
to 31-60-00 Multifunction Keypad Panel (MKP) - Controls and
Displays - Controls and Displays.
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• FMS Button
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• DIRECT TO Button
Fly Icon • DEP/APPR Button
• MSG Button
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The FMS Search tab is used to perform searches for different
objects within the FMS databases, which include the Navigation
• EXEC Button
• CLR/DEL Button
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and Pilot Waypoints databases. Depending on the search
object, differing sets of data may show on the FMS Search The primary means of selecting and deselecting Flight
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format. The different types of object searches include the Guidance modes is by pushing the appropriate switch on the
following: Flight Guidance Panel (FGP), refer to 22-10-00 Flight Guidance
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• Airport ID Panel - Controls and Displays - Controls and Displays.

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• En Route Waypoint
Component Data
• Airway ID
• Non-Directional Beacon (NDB) ID Refer to Table Flight Management System - Certification
• Pilot Waypoint ID Categories for the certification categories of the FMS.
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• Runway ID
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• Term NDB ID
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Flight Management System - Certification Categories
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Soft- Software Environmental
ware FAA TSO Level Category
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FMSA- C115b, DO-178B N/A
6010 C146c Class Level B
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Delta 4
(primary),
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C165
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CHAPTER
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CABIN SYSTEMS
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VIDEO SURVEILLANCE SYSTEM
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Introduction
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The optional Video Surveillance System provides the flight
crew with the ability to show a single video source in a quarter
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format window on an Adaptive Flight Display (AFD).
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General Description
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Video Surveillance System – Components
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VID-3500 Software: Standard Analog Video 1
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Key
The Video Surveillance System Encrypted Application Key

(EAK) enables the video surveillance input cameras on a
quarter size Multifunction Window (MFW).
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Each AFD has one available video source input, which is
configurable by the aircraft Original Equipment Manufacturer
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(OEM). Since each AFD may or may not have a camera hooked
up, strapping will determine camera availability and source
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name. Each video source transmits a signal to the AFDs over a

video cable in accordance with National Transportation Safety
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Committee (NTSC) standards.

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VIDEO SURVEILLANCE SYSTEM - CONTROLS AND DISPLAYS
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Cockpit Controls
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The video surveillance source can be accessed from each
Adaptive Flight Display (AFD) by selecting the Video Format
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selection window. The video format will show the image from Video Touchscreen Toolbar
the video source connected to the AFD. When no source is
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available the image will be remove and the message Source
Not Avail will show.
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Each independent video source will be adjustable for brightness
and contrast. To adjust the brightness and contrast select the
Control Panel Dialog box, refer to Figure Video Surveillance
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Control Panel Dialog Box, or the Video Touchscreen Toolbar,
refer to Figure Video Touchscreen Toolbar. The controls
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provided allow the flight crew to increase or decrease the
brightness or contrast in increments of 10, limited to a range
of 10 through 100.
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Video Surveillance Control Panel Dialog Box

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CHAPTER
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CENTRAL MAINTENANCE
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SYSTEM
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ONBOARD MAINTENANCE SYSTEM (OMS)
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Introduction status data received from these components is selectable for
display on a half-sized Multifunction Window (MFW) located on
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The Onboard Maintenance System (OMS) provides data to the No. 2 Adaptive Flight Display (AFD). The data shows using
the flight line technician to be used for aircraft maintenance. a variety of formats that include English language words as well
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The OMS aids the user in determining a failed component or as engineering unit readouts. Additionally, from the MFW the
maintenance action required to troubleshoot and identify a fault
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user can initiate and control LRU or LRM initiated tests, rigging
in the avionics and/or aircraft systems. procedures, and Non-Volatile Memory (NVM) downloads.
NOTE: The OMS is not designed or certified to
The OMS provides a Graphical User Interface (GUI), which
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determine aircraft dispatch.
allows for the entry of alphanumeric license keys to enable
optional Pro Line Fusion flight deck functionality, according to
General Description
customer preference and purchased options. OMS interfaces
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with the Aircraft Personality Module (APM), which stores the
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Onboard Maintenance System – Components application keys and the APM serial number. Upon the user
input of the application key, the OMS will use information stored
Unit Description Qty on the APM and in a software configuration file to decrypt the
key. If the key is validated, the OMS will store the key in the
OMSA- Software: Onboard Maintenance 1
6000 System Application G APM and enable the function in the flight deck.
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OMST- Software: Onboard Maintenance 1 Onboard Maintenance System Application
6000 System Table
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The Onboard Maintenance System Application (OMSA)

ODLA-3500 Software: Onboard Data Loader 1 consists of a maintenance application which, is hosted on
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Application the Adaptive Flight Display (AFD) system. The OMSA also
consists of the following applications: Aircraft Condition
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Onboard Maintenance System Monitoring (ACM), Onboard Diagnostics, Configuration, and

Reporting. The primary function of the application code is to
The OMS collects data from member components of the detect and isolate faults and provide the maintenance crew
avionics and aircraft systems. A member component is a Line with a method for quickly repairing faulty LRUs and return the
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Replaceable Unit (LRU), Line Replaceable Module (LRM), aircraft to revenue service.
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or functional module that provides a digital output of health,

failure, or configuration information data to the OMS. Fault or
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The OMSA also allows specific functions hosted on an aircraft on the local AFD or media sets that have been stored in the
to be enabled or disabled without requiring new software. With optional IMS-3500.
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the use of an Encrypted Application Key (EAK) the user will be
able to enable or disable specific applications on the aircraft OMS Interface
when the EAK is entered for that application. When the EAK is
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entered, the OMSA will decrypt the EAK, validate the EAK, and The OMS directly interfaces with the following subsystems,
then store the EAK into the APM. refer to Figure Onboard Maintenance System – Block Diagram.
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• Data Concentration System (DCS)
NOTE: Activation of an EAK is only available
when the aircraft is in a Weight On Wheels • Optional Information Management System (IMS).
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(WOW) condition. When airborne, OMSA
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activation key control is disabled and an
Entry Disabled in Air message posts.
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Onboard Maintenance System Table
The Onboard Maintenance System Table (OMST) is a
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collection of tables for the various applications in the
OMSA. Table configurable parameters include Input/Output,
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Lifecycle Data, Application Configuration Files, and System
Configuration Data.
Onboard Data Loader Application

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The Onboard Data Loader (ODL) provides the capability to
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field load periodic databases and non Integrated Modular
Avionics (IMA) LRUs via ARINC 615-3 (ARINC 429 based
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LRUs) and ARINC 615A based LRUs. The ODL supports

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loading of a configurable maximum number of AFD processors

simultaneously. The ODL utilizes the AFD as the primary
display media for data load information. The ODL provides
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the ability to load the databases and tables with the media
sets stored on a Universal Serial Bus (USB) device mounted
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Onboard Maintenance System – Block Diagram
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Theory of Operation on the Onboard Maintenance System Table (OMST). The

messages related to the output of the fault processing are
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Refer to Figure Onboard Maintenance System – Block categorized as either fault messages or service messages.
Diagram.
The OMS records and stores fault message data, airspeed,
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The Onboard Maintenance System (OMS) is a software driven altitude, as well as the LRU fault data that was used during
system that's primary purpose is to provide data to the aircraft the fault processing, and up to 20 additional labels, for
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mechanic to be used in aircraft maintenance. The OMS aids later retrieval on the No. 2 Adaptive Flight Display (AFD)
the user in determining a failed component so that a definitive Multifunction Window (MFW) or through downloaded reports.
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maintenance action takes place to return the aircraft to an The OMS stores up to 40 LRU fault and service messages
airworthy state. The maintenance format can be selected for per flight leg for up to 100 flight legs until a maximum of 4,000
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display on the Multifunction Display (MFD) on a half-sized messages are stored. When fault and service messages are
Multifunction Window (MFW). stored, the date, time, flight leg, and flight phase is appended
to each message. For intermittent faults the OMS only stores
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The OMS consists of the following major functional the first occurrence of the fault within a flight leg. The OMS
components: maintains an occurrence counter to track the number of times
• Onboard Diagnostics the fault goes from inactive to active within the flight leg. The
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• Configuration OMS also maintains a list of active faults and service messages
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• Reporting for the current flight leg.
• Database Management
The OMS provides automatic correlation of Crew Alerting
• Data Load. System (CAS) messages to each fault message. A list of
Onboard Diagnostics G applicable CAS messages is associated with each fault
message and the OMS uses these correlation lists to group
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applicable fault messages with the active CAS messages. This
The OMS provides fault detection and analysis as well as
provides a means for the technician to rapidly respond to the
immediate identification, recording, and display of maintenance
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flight crew documentation of system anomalies recorded in

information. The OMS processes fault logic equations to
the flight deck logbook.
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detect and isolate Line Replaceable Unit (LRU) failures. The

fault logic utilizes Boolean fault reports from the reporting The OMS provides storage for help and troubleshooting pages
LRUs to determine if a fault condition exists. Fault reports
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associated with each defined fault and service message.

from the various LRUs are combined using Boolean logic These pages contain descriptive comments, a textual reference
permitting faults to be registered only when specific conditions to maintenance manuals, or additional troubleshooting
are present. Up to 5,000 fault logic equations may be defined
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information that assists the aircraft maintenance technician in comparator warning annunciation shows on the Electronic
understanding the fault and isolating the faulty LRU. Flight Instrument System (EFIS) format to indicate to the flight
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and/or maintenance crew that there is an error in the loaded
NOTE: For additional data on OMS troubleshooting,
software configuration and to not dispatch.
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refer to the Rockwell Collins Pro Line
Fusion® for King Air Fault Isolation Manual At aircraft power on or after dataloading of the field loadable
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(CPN 523–0821906). application software or IMA Configuration Index Table
(ICIT), the AFD Processor Health Monitor (HM) reports the
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The OMS provides real-time display of LRU parameters
installed electronic nameplates to Onboard Maintenance
and aircraft parametric data in engineering units. Up to 100
System Application (OMSA) and the configuration status
parameters can show per LRU.
to the Flight Display System Application (FDSA). In normal
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operation the electronic nameplates show on the System
Configuration
Configuration format on the Maintenance window. When there
The OMS is configurable through loadable OMS data, which is a configuration error, a warning annunciation is posted on
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includes fault logic equations (including life cycle data and the EFIS format. The System Configuration format then shows
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system parameters), configuration information, and end user in detail, which AFD has detected the configuration error.
configurable data collection parameters.
The FDSA alerts the flight and/or maintenance crew that there
NOTE: The Non-Volatile Memory (NVM) download, is an error in the installed configuration. The display on the
dataload, and any destructive operations
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(like deleting history or editing parameters)
System Configuration format also provides access to the
electronic nameplates of the currently loaded IMAs.
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functions are disabled while airborne.
The rest of the OMS functionality may be In order to support look-ahead maintenance and reporting, the
OMS is capable of transferring the maintenance information
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accessed at any time.

over a data link or to a removable USB memory device.
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Reporting
Database Management
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The OMS provides assistance in managing the aircraft

configuration by monitoring and displaying the hardware and The OMS provides a centralized display of databases being
software part numbers of the reporting LRUs. used by the Avionics system application along with the
applicable expiration date and status for each of the database
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Electronic nameplates for field loadable software are is provided.

displayed on the System Configuration format selected from
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the Maintenance Main Menu on the MFW. A configuration
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Data Load situations where the aircraft is not in Wi-Fi

or cellular coverage.
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Data Loading is defined as the transfer of information onboard
the aircraft from a source storage location to its final destination The Window Manager (WM) monitors the Safe-to-Load
in the avionics. There are two possible transfer storage condition. When the Safe-to-Load condition is TRUE, the
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locations, including a hand carried memory device or the WM in Processor 1 on the No. 2 AFD will send the EICAS
optional IMS. Hand carried memory devices are assumed to application in Processor 3 on all AFDs an indication that states
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either be loaded from the Internet or shipped from the source Safe-to-Load On. The EICAS will post the indication as a
supplier to the end user via a package delivery service. CAS message and will persist until the Safe-to-Load condition
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is FALSE. Upon entering the Database Status format, WM
The Onboard Data Loader (ODL) provides the means of verifies the Safe-to-Load condition is TRUE and enables the
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loading databases into the Fusion™ Avionics System when Enter Data Load control, otherwise this control is disabled.
the On-Ground discrete is TRUE and Safe-to-Load discrete is
ON. The ODL provides the capability to load new software and When the Safe-to-Load condition is TRUE, the HM in
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data and update existing software and data for an LRU through Processor 1 on the No. 2 AFD will reconfigure the Ethernet
ARINC 615-3 (ARINC 429 based LRU) and ARINC 615A-2 Switch for full bandwidth. The Ethernet Switch controls the
(AFDX based LRM). The ODL supports field loadable load sets data flow in the system and is embedded within the AFD.
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and media sets in ARINC 665-2 format. Each processor communicates through a port on the Ethernet
Switch. Processor 1 is connected to a Media Independent
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Loading databases is considered a ground support operation Interface (MII) port. There are two modes of operation: Normal
normally performed by the flight crew to update the 14 and 28 Mode and Field Load Mode, which is optimized for maximum
day databases. Maintenance personnel typically update any throughput. The Ethernet Switch enters Field Load Mode when
other databases. The system user initiates a Database Load
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on the ground by switching the Data Load Enable Discrete to
the Field Load condition is TRUE. A Field Load cannot occur
in Normal Mode. Switching between Field Load and Normal
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TRUE. The user may insert a commercial USB device with Mode will cause a 2-4 second loss of Ethernet traffic and may
the databases into the No. 2 AFD. Additionally, the user may cause a flight deck effect.
choose to export the loads from the Ascend™ Web Portal to the
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optional IMS-3500 over a Wi-Fi or cellular connection or a USB. To initiate a Database Load the user must select the Enter
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Data Load control from the Database Status window. After the
NOTE: The Ascend™ service requires a
selection, the WM in Processor 1 on the No. 2 AFD shows
subscription to utilize the service. All
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a confirmation window that states “The System will now be

wireless transmissions from the service are
configured for Data Load, Do you want to continue?”. After
encrypted. A database can be downloaded
the user confirms, the WM sends an indication to the HM in
onto a USB device from the service rather
Processor 1 on the No. 2 AFD for the Data Load Enabled
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event. The WM will use the data to continue a data load, or pending databases will not function. All
if the user navigates to another format while a data load is completed databases will remain updated.
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in progress. The notification is also stored into NVM to be
recalled by the WM and HM in the event that Processor 1 is Controls and Displays
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restarted during the data load operation.
For further information on the controls and displays of the
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The HM uses the information sent in the notification to start Onboard Maintenance System (OMS), refer to the Rockwell
the ODL application in Processor 3 on the No. 2 AFD. The Collins Pro Line Fusion® for King Air Fault Isolation Manual
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default WM status message is displayed while the OMS to ODL (CPN 523–0821906).
application transition occurs. The previous Database Status
Format is removed as a result of Processor 3 restarting, the Component Data
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other half-size format is not affected.
Refer to Table Onboard Maintenance System - Certification
After all items have been updated the user can select the Exit Categories for the certification categories of the OMS.
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Data Load control to exit the Data Load process. The WM
application in Processor 1 of the No. 2 AFD responds with
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a confirmation window that states, “Warning! Any pending Onboard Maintenance System - Certification Categories
Data Loads will be aborted. Do you want to continue?”, after
the control is selected. After the user confirms, WM sends a Soft- Software Environmental
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notification to the HM in Processor 1 of the No. 2 AFD to exit
the Data Load Enabled event. The HM will use the information ODLA- C2d, C10b, DO-178B N/A
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received in the notification to restart Processor 3 and start the 3500 C41d Class A, Level D
OMS application on the No. 2 AFD. The default WM status C46a, C47a,
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message shows while Processor 3 is rebooted. The previous C49b, C95a,

ODL Format is removed as a result of the ODL stopping and C101, C113a
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Processor 3 restarting, the other half-size format is not affected. (primary),

C115b,
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The user may now switch the Safe-to-Load discrete to OFF. C119c,
The WM in Processor 1 on the No. 2 AFD will send the C151b Class
notification to the EICAS application in Processor 3 on all A, C165
AFDs, which will remove the Data Load Enabled CAS message
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and reconfigure the Ethernet Switch back to Normal Mode.

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NOTE: If a Data Load is exited before all load sets

have completed loading, the incomplete
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Onboard Maintenance System - Certification Categories
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Soft- Software Environmental Soft- Software Environmental
ware FAA TSO Level Category ware FAA TSO Level Category
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OMSA- C2d, C3e, DO-178B N/A C151b Class
6000 C4c, C6e, Level C, D A, C165,
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C8e, C10b, C169a
C34e, C35d Receiver
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Class A, Class C and
C36e, C40c, E, Transmitter
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C41d Class Class 3 and 5,
A, C43c, C170, C198
Class A1, B
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C44c, C46a,
and C
C47a, C49b,
C59a, C63d OMST- C2d, C3e, DO-178C N/A
Class C, 6000 C4c, C6e, Level C, D
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C66c, C87, C8e, C10b,
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C95a, C101, C34e, C35d
C105, Class A,
C36e, C40c,
C110a,
C41d Class
C112d Level
2adens Class G A, C43c, ,
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1, C113a, C44c, C46a,
C115b, C47a, C49b,
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C117a, C118, C59a, C63d

C119c, C146c Class C,
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Class Delta 4, C66c, C87,

C95a, C101,
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C105
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Onboard Maintenance System - Certification Categories
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C110a,
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C112d Level
2adens Class
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1, C113a,
C115b,
C117a, C118,
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C119c, C146c
Class Delta 4,
C151b Class
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A, C165,
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C169a
Receiver
Class C and
E, Transmitter
Class 3 and 5,
C170, C198 G
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Class A1, B
and C
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CHAPTER
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SYSTEMS INTEGRATION
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AND DISPLAY
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INTEGRATED FLIGHT INFORMATION SYSTEM
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Introduction The IFIS functions are supported by the No. 1 and No. 2
Adaptive Flight Displays (AFD), External Compensation Unit
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The Integrated Flight Information System (IFIS) provides a (ECU), Cursor Control Panel (CCP), Multifunction Keypad
number of enhancements for displaying data on the flight deck. Panel (MKP), optional Communications Management Unit
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This includes Terminal Charts, Enhanced Map overlays, and (CMU) with a third VHF Comm transceiver, and the optional
Broadcast and Datalinked Graphical and Textual Weather.
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XM Receiver. The third VHF transceiver provides the means
to request and receive datalinked graphical weather images
General Description and text. The CMU sends the up-linked graphical weather
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images and text to the AFD. For the data pertaining to the XM
Receiver, refer to 46-21-00 XM Weather - Introduction.
Integrated Flight Information System – Components
The AFDs provide mass data storage for the relatively large
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Unit Description Qty databases required for the advanced features as well as
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Baseline graphical processing capabilities for display list rendering. The
display lists are passed internal to the AFD for display. The
FSA-6000 Software: File Server Application 1 CCP and AFD touch screen interface to the AFD software
Optional – International Weather menus and provide the control capabilities required to support
DLWX-3500 Software: Data Link Weather Key G 1
advanced display and map overlay features.
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Optional – Electronic Charts
ECH-3500 Software: Electronic Charts Key 1
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Optional – Enhanced Map Overlays

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OVL-3500 Software: Enhanced Map Overlays 1

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Key
Optional – Outboard IFIS
FSAX-3500 Software: Outboard IFIS Key 1
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Optional – Chart Extension

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CHTX-3500 Software: Chart Extension Key 1
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INTEGRATED FLIGHT INFORMATION SYSTEM - CONTROLS AND DISPLAYS
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Cockpit Controls – File Sever Application product requests are selected on the Emulated Control Display
Unit (ECDU), which is included with the optional VHF Data
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The baseline File Server Application (FSA) provides the user subsystem. The ECDUs interface with the CMU Data Link
with the Graphical User Interface (GUI) that shows on each system, which tunes the appropriate frequency on the optional
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Adaptive Flight Display (AFD). Through the use of the GUI third VHF transceiver. The Data Link system requests the
the user is able to make selections and perform data entry.
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selected product from the graphical weather service provider
Map properties such as map range, map center, and latitude on the ground on either the Observations Image Menu or the
and longitude are received from the AFD and used by the Forecast Image Menu. After being requested by the user, the
FSA to correctly render data for the map that currently shows.
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weather data provider sends the weather images, which are
Information on the current flight plan is received from the Flight uploaded to the third VHF transceiver and then sent on to the
Management System (FMS). This information is used by the CMU and routed to the DLGWA for processing. The weather
optional Electronic Charts Application (ECA) to retrieve charts, data provider is responsible for providing the customer with the
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and by the XM Graphical Weather Application (XMGWA) geopolitical background images that are loaded on the ground.
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to retrieve Terminal Reports, as determined by the origin, The weather data provider is also responsible for formatting the
destination, and alternate airports identified in the FMS flight weather images in the appropriate Application Protocol Data
plan. Unit (APDU) format to be transmitted to the aircraft.
Cockpit Controls – Data Link Weather Key
G The weather images available for viewing on the Observations
Image Menu are as follows, refer to Figure Observations Image
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The optional Data Link Weather Key enables the Datalink Menu:
Graphical Weather Application (DLGWA). When started by • NEXRAD
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the operating system, the DLGWA will perform a check of

• NEXRAD with Echo Tops and Movement
the application key to determine if the application should
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respond to the user’s requests. If the application is not • Weather Depiction.

enabled, the application will ignore the request. The DLGWA NOTE: The DLGWA also provides an option for a
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reports maintenance information about the background, NEXRAD image overlay on the flight plan
weather databases, and the application software. Any errors map for the United States, refer to Figure
encountered during operation are also reported by the DLGWA. Datalink Graphical Weather – NEXRAD.
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The DLGWA is a software component that provides a GUI

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to the user that allows for the selection and cockpit viewing
of Universal Weather graphical weather products. Data Link
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The weather images are listed from newest to oldest, and

shows the validity time and next available time data for each
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image in the Observations Report Dialog box, refer to Figure
Observations Report Dialog Box, and the Forecasts Report
Dialog box, refer to Figure Forecasts Report Dialog Box. When
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an image is selected, the image shows on the format with the
image title data at the bottom of the image, refer to Figure
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Datalink Graphical Weather – NEXRAD.
NOTE: The datalink images cannot be panned or
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zoomed.
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Observations Image Menu
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The weather images available for viewing on the Forecast
Image Menu are as follows, refer to Figure Forecast Image
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Menu:
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• Winds and Temperatures Aloft
• Turbulence
• Icing.
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Observations Report Dialog Box
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Forecast Image Menu

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Cockpit Controls – Electronic Charts Key
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The optional Electronic Charts key enables the ECA. The
ECA provides a GUI to the user that allows the selection and
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cockpit viewing of Jeppesen electronic charts on the MFD.
When started by the operating system, the ECA will perform a
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check of the Electronic Charts key and charts subscription to
determine if the ECA should respond to the user’s requests. If
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the Electronic Charts key is not enabled, the ECA will ignore
the request. If the subscription to the Jeppesen charts is
invalid, the ECA will respond to the users request with a fault
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message. The ECA reports maintenance information about the
Jeppesen database. Any errors encountered during operation
are also reported by the ECA.
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Forecasts Report Dialog Box NOTE: With the installation of the optional Chart
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Extension Key (CHTX-3500), the ECA
functionality is extended to the outboard
AFDs.
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the data in the Jeppesen database and ultimately produces a
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Graphics Engine (GE) compatible display list of the charts for
use by the MFD. The MFD can request a display of Airport
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IDs, a charts menu display for a specific airport, or a display

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of NOTAMs for a specified airport. The AFD may also request

for a runway to be highlighted when that runway is in the FMS
flight plan and if that runway is on an airport chart that is
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geo-referenced, which means that there is a way to correlate a

latitude and longitude to a particular place on the chart.
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Datalink Graphical Weather – NEXRAD The ECA format shows as a 1/4–display or a 1/2–display format
when a chart is selected. If a chart has not been previously
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selected, a message will post to select a chart. The origin,

destination, and alternate menu buttons will be selectable if the
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user has entered in a flight plan. Selecting one of the flight

plan buttons will show the airport chart. The user can change
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the chart that shows or select a new chart by selecting the
chart browse list and selecting a different chart or selecting the
edit control to show the chart menu, refer to Figure Charts –
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Chart Browse List. From the chart menu, the user can bring
up various dialog boxes that list available charts by the chart
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type selected in the chart menu, refer to Figure Charts – Chart
List Dialog Box. The selection will show in the chart browse list
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for the user to select for display. The chart NOTAMs can also
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be selected for display from the chart menu, refer to Figure
Charts – NOTAM. The user has the ability to show any chart
by using the Other chart icon, located at the top of the screen.
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To bring up the chart menu, select the Find button to show a
search dialog box or entering in the known International Civil
Aviation Organization (ICAO) identifier into the ICAO field,
refer to Figure Charts – Other Menu. The ICAO search can be
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based on airport name, city, state or country identifier.
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Charts – Chart Browse List

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Charts – Chart List Dialog Box
Charts – NOTAM
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will zoom to the center. The pan indicator will also become
visible when the user is panning through touch and the image
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is equal to or smaller than the viewable area, an MFW window
in most cases. One exception is that the Pan Indicator never
shows when the zoom level is at maximum.
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Charts – Other Menu
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The ECA functionality allows the user to view terminal charts
in both standard, refer to Figure Charts – Standard, and
split mode, refer to Figure Charts – Split Mode, to read a Charts – Standard
NOTAM, refer to Figure Charts – NOTAM, and to highlight
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an airport runway. All charts can be panned and zoomed for
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increased readability using the touchscreen controls or the
PAN/ZOOM knob on the Multifunction Keypad Panel (MKP).
Charts will zoom to a Pan Indicator when it is visible, the
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zooming operation will zoom into the region depicted by the

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pan indicator. If the Pan Indicator is not visible, the zooming

operation will then zoom into the center of the visible chart. The
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Pan Indicator will always specify which portion of the chart to

zoom and becomes visible when the user is panning using the
MKP PAN/ZOOM knob. The Pan Indicator will time out after
approximately 4 seconds, after which the zooming operation
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of enhanced map overlays. When started by the operating
system, the EMA will perform validation of the database files.
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The EMA performs a check of the Enahnced Maps Overlay
key to determine whether to respond to the user’s requests. If
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the Enhanced Maps Overlay key is not enabled, the EMA will
ignore the requests. The EMA reports maintenance information
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about the map databases. Any errors encountered during
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operation are reported by the EMA.
The supported EMA overlays are as follows:
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• Political boundaries (International and selected First Order
Administrative units) – shows as dashed grey line(s)
• Controlled Airspace – shows as solid magenta line(s)
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• Special Use Airspace – shows as dashed magenta line(s)
or dashed green line(s), depending upon type of airspace
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• Obstacles – show as grey triangles
• Cities and towns – show as a white dot with identification
text.
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airborne. Political boundaries, controlled airspace, special
use airspace, obstacles, cities, and towns selections will be
remembered prior to the power cycle and will be retained upon
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power up while airborne.

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Cockpit Controls – Outboard IFIS Key

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Charts – Split Mode

The optional Outboard IFIS key enables the use of IFIS
functions on the No. 3 AFD.
Cockpit Controls – Enhanced Maps Overlay Key
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The optional Enhanced Maps Overlay key enables the

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Enhanced Maps Application (EMA). The EMA provides a

GUI to the user that allows the selection and cockpit viewing
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Component Data
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Refer to Table Integrated Flight Information System -
IFIS.
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Integrated Flight Information System - Certification Categories
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FSA- C113, C165 DO-178B N/A
6000 Level C
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XM WEATHER
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Introduction When started by the operating system, the XMGWA will
validate the database files and perform a check of the XM
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The optional XM Weather subsystem provides the capability Weather Key to determine whether to respond to the user’s
to display and manipulate graphical and textual weather requests. If the XM Weather Key has not been activated, the
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information on each Adaptive Flight Display (AFD). The XM XMGWA will ignore the requests.
weather information is based on a broadcast product of
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XM/Baron Services, Inc., through a geostationary satellite The XMGWA provides graphical and textual user interface that
network. Upon the XM Weather subsystem being activated, is viewable on the cockpit AFDs. When acitvated, the XM
no request or queuing of weather information is required, the Weather key gives the following XM graphical weather data:
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weather information will be provided on a constant broadcast • NEXRAD
by the service provider. XM weather is currently only available • Aviation Routine Weather Report (METAR)
within the Continental United States (CONUS).
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• Storm Cell Identification and Tracking (SCIT Tops)
• Significant Meteorological Observations (SIGMETS)
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General Description
• Winds
• Temporary Flight Restrictions (TFR)
XM Weather – Components
• Satellite Imagery
Unit Description G Qty • Lightning
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• Animated NEXRAD
XMWR- XM Weather Receiver 1
1000 • Icing
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• Turbulence.
XMWX- Software: XM Weather Key 1
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3500 The XM Weather Key will provide the following XM textual data:
• METAR/Terminal Aerodrome Forecast (TAF)
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The XM Weather Receiver (XMWR) provides Next Generation • Airmen Meteorological Advisory (AIRMET)
Radar (NEXRAD) and other weather data for airborne use. • SIGMET
XM Weather overlays will be shown on a multifunction window
• TFR.
on a user selected AFD.
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The XM Weather subsystem interfaces with the following

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The XM Weather Key is an activation key that enables the use

subsystem, refer to Figure XM Weather – Block Diagram:
of the XM Graphical Weather Application (XMGWA) software.
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• Electronic Flight Instrument System (EFIS).
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XM Weather – Block Diagram
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XM WEATHER RECEIVER
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Theory of Operation
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Refer to Figure XM Weather Receiver – Simplified Schematic.
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The XM Weather Receiver (XMWR) receives compressed
transmissions of XM weather data from the XM/Baron Services,
Inc., broadcast. This data is transmitted from the XM antenna
to the XMWR over the ANTENNA SIGNAL IN (IN-1) analog
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signal. Once the transmission has been received by the
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XMWR, the signal is decompressed and validated before
being sent to the XMGWA to be processed. If the data is not
validated by the XMWR a fault indication is activated and the
data is not be forwarded to the XMGWA.
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The XMWR outputs the validated data to the XMGWA, which
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resides in the AFDs, over the XM RS422 (P1–15 and 33)
bus. Upon receiving the validated XM weather data, the
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XMGWA processes the data and generates the graphical and

textual data that shows on the AFDs. The XM weather can be
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shown on either a dedicated graphical weather format or on a

NEXRAD weather overlay on the PLAN Map using the MAP
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menus.
The XMWR receives operational power from the +28VDC
AVIONICS LEFT GEN bus over the +28VDC POWER (P1–19
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XM Weather Receiver – Simplified Schematic

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XM WEATHER RECEIVER - CONTROLS AND DISPLAYS
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Cockpit Controls
XM Weather Receiver - METAR/SIGMET Legend
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The XM weather format shows on a 1/4 Multifunction Window
(MFW) when the weather format shows and the source
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selection button is XM. The user can select the overlay button
to change the current graphical weather data on the format
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or the user can select the image button to show a dedicated
weather image, such as icing, turbulence, animated NEXRAD,
satellite cloud coverage, or winds aloft. Also in the format menu
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bar is the text button, which allows the user to display SIGMET
and AIRMET textual data or TAF and METAR data based on
airport identification. A legend menu button allows the user
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to show the colors and symbology used in the images and
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overlay weather products, refer to Figure XM Weather Receiver
- METAR/SIGMET Legend, Figure XM Weather Receiver XM Weather Receiver - SCIT/NEXRAD Legend
- SCIT/NEXRAD Legend, Figure XM Weather Receiver –
Satellite/Icing Legend, Figure XM Weather Receiver – Wind
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Color/Symbol Legend, and Figure XM Weather Receiver –
Turbulence Legend. The XM products can be panned or
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zoomed by the user for increased readability by using the
touchscreen controls or the dedicated pan and zoom knob.
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XM Weather Receiver – Satellite/Icing Legend

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Refer to Table XM Weather Receiver – Certification Categories
for the certification categories of the XM weather receiver.
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Refer to Figure XM Weather Receiver – Component Location
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for an illustration and the location of the XM weather receiver.
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XM Weather Receiver – Component Information
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XM Weather Receiver – Wind Color/Symbol Legend LRU Description Quantity
XMWR-1000 XM Weather 1
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Receiver
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XM Weather Receiver – Physical Characteristics
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XMWR- 11.2 W 1.83 6.46 7.80 1.4
1000 (46.48) (164.08) (198.12) (0.64)
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XM Weather Receiver – Turbulence Legend XM Weather Receiver – Certification Categories
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Component Data
Environmental
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Refer to Table XM Weather Receiver – Component Information LRU FAA TSO Software Category
for the component information of the XM weather receiver. XMWR- Parts Manu- DO-178B DO-160D
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1000 facturer Au- Level D [(F2)X]BBB[S(BM)]E-

Refer to Table XM Weather Receiver – Physical Characteristics
thority (PMA) XXXXXZZAZZ[RR-
for the physical characteristics of the XM weather receiver.
]M[(A2)(E2)X]XXA
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Component Location
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Refer to Figure XM Weather Receiver – Component Location
for the location of the XM weather receiver.
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being serviced.
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XM Weather Receiver – Component Location

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INFORMATION MANAGEMENT SYSTEM (IMS)
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Introduction flight needs. The service replaces the
current method of manually transferring
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The optional Information Management System (IMS) enables information via a USB or laptop. All
the secure exchange, processing, storage and retrieval of wireless transmissions from the service are
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information among airborne and ground clients. encrypted. Databases can be downloaded
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onto a USB device from the service rather
General Description than using the wireless transmission for
situations where the aircraft is not in a
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Wi-Fi or cellular coverage area. Visit
Information Management System – Components
www.rockwellcollins.com/ascend for more
Quan- details.
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Unit Description tity Databases such as periodic navigation and charts updates
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IMS-3500 Information Management System 1 are automatically downloaded wirelessly through the IMS. If
the download process is interrupted, downloading will resume
IMSA- Software: Information Management 1 when a wireless connection has been reestablished. When the
3500E System Applications download is complete, the crew activates the new database to
IMSOS-
3500E
System Operating System G 1 make it available for use. The IMS is also capable of wirelessly
outputting maintenance reports.
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The system provides for storage and configuration
The IMS is a store and forward computing platform that
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management of the following databases and tables:

facilitates wireless data management to the aircraft from the
• Navigation database
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Ascend™ web portal. The IMS enhances the baseline method

of manually transferring information through a Universal Serial • Flight Management System (FMS) flight plan
Bus (USB). The IMS provides four USB slots which can • Performance, thrust and Vspeeds databases
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be used to enable Wi-Fi and cellular communication. The • Electronic charts database
IMS also contains one USB port for a flash memory card for • Enhanced maps database
extended memory.
• Graphical weather maps
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NOTE: The Ascend™ subscription service • User defined checklists

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streamlines operations by providing one • Maintenance tables

source for users to go for all of their
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• Maintenance diagnostic data storage and download

• IMS Application software updates.
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The IMS interfaces exclusively with the Electronic Flight
Instrument System (EFIS), refer to Figure Information
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Management System – Block Diagram.
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Information Management System – Block Diagram
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Theory of Operation
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Refer to Figure Information Management System – Simplified
Schematic.
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The aircraft GEN BUS provides power to the Information
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Management System (IMS) over the IMS 28VDC POWER-1
(P1–13) and IMS 28VDC POWER-2 (P1–39) inputs.
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The WEIGHT ON WHEELS (P1–78) and DOOR OPEN DISC
(P1–77) discretes must be in the applied state for the IMS to
be operational. Additionally, the REMOTE DATALOAD (P1–69)
discrete must be applied to enable remote dataloading on the
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IMS. If these discretes are not received the IMS and all IMS
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format controls will be disabled.
The IMS interacts with the No. 2 Adaptive Flight Display (AFD)
over multiple Ethernet connections. Through these Ethernet
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connections the operator is able to control the IMS through the
use of interactive menus located on the Multifunction Window
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(MFW), and the IMS is able to transfer data to the AFD.
Additionally, the IMS receives an Network Data Object (NDO)
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from the Global Positioning System (GPS) through the AFD that
contains the current GPS latitude and longitude coordinates.
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the AFD to the IMS that contains the aircraft serial number and
tail number that are used as inputs required by Ascend™.
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Information Management System – Simplified Schematic
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INFORMATION MANAGEMENT SYSTEM (IMS) - CONTROLS AND DISPLAYS
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Cockpit Controls
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There are no cockpit controls for the optional Information
Management System (IMS). All controls for the IMS are
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provided by the AscendTM Aircraft Information Manager (AIM)
ground portal.
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For information on the AscendTM AIM ground portal, refer to the
Rockwell Collins Aircraft Information Manager Ground Portal
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Operator’s Guide (CPN 523–0819313).
Unit Controls
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Refer to Figure Information Management System – Controls
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and Displays.
There are four LED indicators on top of the IMS. They show the
state of the power supply, Built-In-Test Equipment (BITE) test,
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and communications, refer to Table Information Management
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System – Controls and Displays.
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Information Management System – Controls and Displays
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Control
Or
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USB The USB ACTIVITY LED is on when a USB
ACTIVITY memory device is inserted in the External USB
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LED connector.
(Green)
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The USB ACTIVITY LED blinks at a 1-Hertz
(Hz) rate when a data transfer is occurring on a
USB inserted in the External USBs connector.
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The USB ACTIVITY LED is off when a USB
device is not detected in the External USB
connector.
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WIRELESS The WIRELESS COMM LED blinks at a 1-Hz
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COMM rate when a transfer is occurring on a Wireless
LED USB device or Cellular communications USB
(Amber) device that is installed in one of the covered
USB connectors (P1 - P4).
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Wireless or Cellular connection is not detected
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by a USB device installed in the one of the
covered USB connectors.
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Control Control
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Or Or
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ERROR The ERROR LED is off when no software POWER The POWER LED blinks at a 1 Hz rate during
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LED errors are detected. LED the boot process.
(Green) The ERROR LED blinks at a 3-Hz rate, faster (Green)
blinking then 1–Hz rate, for Replace conditions. The POWER LED is turned off after a
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The Health Monitor replace conditions are as successful boot process.
follows:
– IMS-3500 does not have a valid hardware
Component Data
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serial number
– IMS-3500 does not have a valid hardware
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Refer to Table Information Management System – Component
part number Information for the component information of the Information
When these error conditions occur, the Management System (IMS).
IMS-3500 needs to be replaced.
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The Health Monitor causes the ERROR LED to
blink at a 1 Hz rate for Reload conditions. The
Refer to Table Information Management System – Physical
Characteristics for the physical characteristics of the IMS. All
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Health Monitor Reload condition shows that the dimensions are given as inches (millimeters) and weight is
disk capacity is at the limit (>95% disk usage). given as pounds (kilograms).
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When this error condition occurs, the IMS-3500

needs to have the software reloaded in the box. Refer to Table Information Management System – Certification
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Categories for the certification categories of the IMS.

The Health Monitor turns the ERROR LED ON
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(Steady) for Reboot conditions. When this Refer to Figure Information Management System – Component
error condition occurs the IMS-3500 will reboot Location for an illustration and the location of the IMS.
on its own. No action is needed by the user
in this case.
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Information Management System – Component Information NOTE: The King Air B200 Series aircraft shows in
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LRU Description Quantity the Original Equipment Manufacturer (OEM)
IMS-3500 Information 1 the actual component locations for aircraft
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Management being serviced.
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System
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Information Management System – Physical Characteristics
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IMS- N/A 3.38 5.77 10.34 3.5 (1.6)
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3500 (85.85) (146.55) (262.63)
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Information Management System – Certification Categories
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Environmental
IMS- Parts Manu- DO-178B DO-160E
3500 facturer Au-
thority (PMA)
Level E
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[(A4)V(A2)]BABB[(R-
IN
BB1)(HR)(SM)]EXX-
XXXZ[BZ]AZ[CC][K-
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R]M[(A3)(J4)4]XXAX
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Component Location
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Refer to Figure Information Management System – Component

Location for the location of the IMS.
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CHAPTER
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ENGINE INDICATING
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ENGINE INDICATION AND CREW ALERT SYSTEM (EICAS)
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Introduction • Torque
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• Propeller (Prop) RMP
The Engine Indication and Crew Alert System (EICAS)
• Prop sync
provides the pilot with information about the engines and other
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aircraft system management parameters. • N1 (Fan speed)
• Fuel Flow (FF)
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General Description • Oil pressure
• Oil temperature
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Engine Indication and Crew Alert System – Components • Cabin Altitude (CAT)
• Cabin pressure rate
Unit Description Qty • Cabin change in pressure rate
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EICAS- Software: EICAS Application 1 • Static Air Temperature (SAT)
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6000 • International Standard Atmosphere (ISA) deviation
• RAM Air Temperature (RAT)
The EICAS is comprised of the Engine Indication System (EIS) • Fire warning annunciation
and the Crew Alerting System (CAS), which together provide • Auto feather annunciation
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all of the parameters shown on the EICAS window as well
as special processing provided by the EICAS application to
• Ignition annunciation.
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support the avionics system. The EIS provides the full time The CAS is part of the EICAS application and resides on
display of critical engine data, while the CAS is used to alert Processor 3 of each AFD. A single master EICAS application
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the pilot to aircraft subsystem status using warning, caution, will post and will prioritize CAS messages. The CAS window is
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advisory, and status messages. synchronized on the flight deck because the window manager
sources a single EICAS application for display of CAS
The EIS is packaged with Flight Display System Application
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messages. The CAS is comprised of the following messages:

(FDSA) and resides on Processor 1 of each Adaptive
• Warning: messages are posted in red and require
Flight Display (AFD). Each AFD computes and displays
immediate action by the crew to sustain safe operations.
EIS parameters independent of the other AFDs. The EIS
These messages are usually associated with boldface
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is comprised of the following features shown on the EICAS

memory items on an electronic checklist. Warning
window:
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messages always show, while non-warnings can be paged

• Internal Turbine Temperature (ITT)
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if there is insufficient space in the CAS display area for

all messages.
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• Caution: messages are posted in amber/yellow and
require non-immediate action by the crew to sustain safe
operations or may limit some operations due to system
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anomalies or sensed conditions.
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• Advisory: messages are posted in cyan and indicate
a reduction in capability. Subsequent corrective or
compensator action may be required.
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• Status: messages are posted in white and provide the
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crew with information about non-default states of systems.
The CAS is configurable using tables generated by the
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Rockwell Collins Configurable Avionics System Environment
(CASE) tool suite.
The EICAS interfaces with the Data Concentration System
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(DCS) and the Electronic Flight Instrument System (EFIS),
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refer to Figure Engine Indicating and Crew Alerting System
– Block Diagram.
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Master Warning/Master
Caution PBA and Aural
Interface
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Master Warning
PBA
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Master Caution
PBAs
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MW IN
MW IN
MW IN
AFD N0.1 AFD N0.2 AFD N0.3
MC IN
MC IN
MC IN
OUT
OUT
OUT
OUT
OUT
OUT
MW
MW
MW
MC
MC
MC
FDSA IOC FDSA IOC FDSA IOC
Processor1 Processor1 Processor1
EICAS EICAS EICAS
R-RDC
R-EDC
L-EDC
L-DCU
L-RDC
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L-EDC
R-DCU
L-EDC
R-DCU
R-EDC
L-DCU
L-DCU
R-RDC
R-RDC
R-EDC
L-RDC
L-RDC
Processor1 Processor1 Processor1
R-DCU-2 HS 429
L-DCU-2 HS 429
L-RDC-1 HS 429
L-DCU-3 HS 429
R-RDC-1 HS 429
R-DCU-3 HS 429
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DCS
DCS
RDC
NO. 1
DCS
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DCS
ROC
NO. 2
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DCU DCU
NO.1 L-DCU-5 HS 429 NO.2
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L-EDC-2 HS 429
R-EDC-3 HS 429
R-EDC-2 HS 429
Caution/Warning Caution/Warning
R-EDC-1 429
L-EDC-1 429
Discretes
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Discretes
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DCS DCS
L-EDC-3 HS 429
EDC R-EDC-5 HS 429 EDU

NO.1 L-EDC-5 HS 429 NO.2
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Engine Indicating and Crew Alerting System – Block Diagram
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ENGINE INDICATION AND CREW ALERT SYSTEM (EICAS) - CONTROLS AND DISPLAYS
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Cockpit Controls • Internal Turbine Temperature (ITT) for left and right engines
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• Torque (Torq) for left and right engines
For a typical Engine Indication and Crew Alert System
• Propeller (Prop) RPM for left and right engines Propeller
(EICAS) display, refer to Figure EICAS Display. Wording for
Sync
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CAS messages are aircraft type specific and are tailored
for quick and meaningful word association. Up to ten CAS • N1 for left and right engines
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messages can be displayed without paging. CAS messages • Fuel Flow (FF) for left and right engines
are generated by the CAS and are posted near the primary • Oil Pressure (Oil Press) and oil temperature (Oil Temp) for
engine information. The messages fall into four categories. left and right engines
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Each category is grouped together on the display with the most • Cabin pressure information including Cabin Altitude (C
recently asserted message placed at the top of each category Alt), Pressure Rate (Rate), and Change in Pressure Rate
list. The four categories are as follows: (delta P)
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• Warning messages are posted in red and require • Temperature information including Static Air Temperature
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immediate action by the flight crew to sustain safe (SAT), International Standard Atmosphere (ISA) deviation,
operations. These messages are usually associated with and RAM Air Temperature (RAT)
boldface memory items on an electronic checklist. Warning • Flap positions
messages always show, while non-warnings can be paged,
• Alerts, warnings, and display changes when operating
all messages. G
if there is insufficient space in the CAS display area for
outside limits
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• Crew alerting caution, warning, advisory and status
• Caution messages are posted in amber/yellow and
annunciations.
require non-immediate action by the crew to sustain safe
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operations or may limit some operations due to system

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anomalies or sensed conditions.

• Advisory messages are posted in cyan and indicate
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a reduction in capability. Subsequent corrective or

compensator action may be required.
• Status messages are posted in white and provide the crew
with information about non-default states of systems.
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For a list of data that shows in the EICAS area, refer to the
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following:
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Engine Start Synoptic
Component Data
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Refer to Table Engine Indication and Crew Alert System -
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EICAS.
EICAS Display
Engine Indication and Crew Alert System - Cer-
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An Engine Start Synoptic can show in a quarter Multifunction
tification Categories
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Window (MFW) and shows in Figure Engine Start Synoptic. Soft- Software Environmental
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EICAS- C2d, C3e, DO-178B N/A

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6000 C4c, C6e, Level B

C8e, C9c,
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C10b, C34e,
C35d Class
A, C36e,
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Engine Indication and Crew Alert System - Cer-
tification Categories
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C40c, C41d
Class A,
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C43c, C44c,
C46a, C47a,
C49b, C52b,
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C59a,
C63c Class
7, C66c, C87,
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C95a,C101,
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C105, C110a,
C112c,
C113, C115b,
C119b,
C146c Class G
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Delta 4,
C151b Class
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A, C165,
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C169a
Receiver
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Class C and
E, Transmitter
Class 3 and
5, C170
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CHAPTER
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AUTO FLIGHT
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Rockwell Collins
FLIGHT GUIDANCE SYSTEM (FGS) - COMPONENT LOCATION
1. Component Location
Figure 101
Component Sheet Quantity Reference
FGC-3000 1 1 Figure 101
FGP-3000 2 1 Figure 101
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SVO-3000 (Aileron) 3 1 Figure 101
SVO-3000 (Elevator) 3 1 Figure 101
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SVO-3000 (Elevator 3 1 Figure 101
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Trim)
SVO-3000 (Rudder) 4 1 Figure 101
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(B200GT, B200CGT,
C90GTi only)
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SVO-85B (Rudder) 4 1 Figure 101
(B300, B300C only)
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NOTE: The King Air B200 Series aircraft shows in this figure and is for reference only.
Refer to the Original Equipment Manufacturer (OEM) Aircraft Maintenance
Manual (AMM) to find the actual component locations for aircraft being
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serviced.
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Flight Guidance System – Component Location

Figure 101 (Sheet 1 of 4)
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FLIGHT GUIDANCE COMPUTER (FGC) - REMOVAL/INSTALLATION
TASK 22-10-01-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Flight Guidance
Computer (FGC–3000). The service technician is expected to use Best and Standard
Practices to do these procedures.
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B. In accordance with the Original Equipment Manufacturer (OEM) Aircraft Maintenance
Manual (AMM), obey all safety precautions at all times.
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TASK 22-10-01-000-802
2. Removal
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A. Job Setup
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WARNING: TO AVOID ELECTRICAL SHOCK, MAKE SURE POWER HAS
BEEN REMOVED FROM COMPONENTS BEFORE REMOVAL
CAUTION:
TO PERSONNEL.
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AND INSTALLATION. FAILURE TO DO SO MAY CAUSE INJURY
PRIOR TO REMOVAL OR INSTALLATION, MAKE SURE ALL

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POWER HAS BEEN REMOVED FROM THE COMPONENTS.
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FAILURE TO DO SO MAY DAMAGE THE EQUIPMENT.

(1) Obey all electrical/electronic safety precautions in accordance with the OEM AMM.
(2) Obey all electrostatic/discharge safety precautions in accordance with the OEM AMM.
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(3) Open and tag the related circuit breaker(s). Refer to the OEM AMM for circuit breaker
location(s).
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(4) Gain access to the Flight Guidance Computer, refer to Figure 401.
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NOTE: The Flight Guidance Computers are located inside the Integrated Card
Cage (ICC).
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B. Procedure
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Refer to Figure 401.

NOTE: The King Air B200 Series aircraft shows in this figure and is for reference
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only. Refer to the OEM Aircraft Maintenance Manual (AMM) to find the
actual component locations for aircraft being serviced.
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(1) Loosen the four captive screws (3) and remove the cover (2) from the ICC (1).
CAUTION: DO NOT REMOVE OR INSTALL ANY ICC MODULE WITH THE
POWER APPLIED TO THE MODULE. PULL THE APPROPRIATE
CIRCUIT BREAKER BEFORE REMOVING/INSTALLING
THE MODULE OR THE MODULE MAY BE DAMAGED.
DISCONNECTING THE MODULE WITHOUT TURNING THE
POWER OFF MAY CAUSE VOLTAGE TRANSIENTS THAT CAN
DAMAGE THE MODULE.
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(2) Pull the top latch tab (4) up and the bottom latch tab (7) down on the Flight Guidance
Computer (5,6).
CAUTION: DO NOT TOUCH THE CONNECTOR PINS OR OTHER
CONDUCTORS. IF YOU TOUCH THESE CONDUCTORS,
ELECTROSTATIC DISCHARGE CAN CAUSE DAMAGE TO THE
EQUIPMENT.
(3) Gently pull the Flight Guidance Computer (5,6) out of the ICC (1).
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Flight Guidance Computer – Removal/Installation

Figure 401
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TASK 22-10-01-400-803
3. Installation
A. Reference Information
Task Title
TASK 22-10-01-710-805 Flight Guidance Computer (FGC) - Adjustment/Test -
Operational Test
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B. Job Setup
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TO PERSONNEL.
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CAUTION: PRIOR TO REMOVAL OR INSTALLATION, MAKE SURE ALL
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(1) Make sure the related circuit breaker(s) are opened and tagged. Refer to the OEM
AMM for circuit breaker location(s).
(2) Gain access to the Flight Guidance Computer mounting location, refer to Figure 401.
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NOTE: The Flight Guidance Computers are located inside the Integrated Card
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Cage (ICC).
C. Procedure
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only. Refer to the OEM Aircraft Maintenance Manual (AMM) to find the
actual component locations for aircraft being serviced.
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DAMAGE THE MODULE.
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(1) Lift the latch tabs (4, 7) at the top and bottom of the Flight Guidance Computer (5,6).
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EQUIPMENT.
(2) Gently push the Flight Guidance Computer (5,6) into the ICC (1).
(3) Push the top latch tab (4) down and the bottom latch tab (7) up to lock the Flight
Guidance Computer in place.
(4) Replace the ICC cover (2) and tighten the four captive screws (3).
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WARNING: BEFORE YOU ENERGIZE THE ELECTRICAL SYSTEMS NOTIFY

ALL PERSONNEL ON THE AIRCRAFT. IF YOU DO NOT DO THIS,
YOU CAN CAUSE INJURIES TO PERSONS AND/OR DAMAGE
TO THE EQUIPMENT.
(5) Remove the tag(s) and close the related circuit breaker(s). Refer to the OEM AMM for
circuit breaker location(s).
D. Installation Test
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(1) Do the TASK 22-10-01-710-805 Flight Guidance Computer (FGC) - Adjustment/Test
- Operational Test.
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E. Close Up
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(1) If an access panel was opened or removed, install the applicable panel.
(2) Remove all tools, equipment, and materials from work area.
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FLIGHT GUIDANCE COMPUTER (FGC) - ADJUSTMENT/TEST
TASK 22-10-01-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Flight Guidance
Computer (FGC). The service technician is expected to use Best Standard Practices to
do this procedure.
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TASK 22-10-01-710-805
2. Operational Test
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A. General
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(1) This test determines the operational status of the Flight Guidance Computer (FGC), and
the entire Flight Guidance System (FGS).
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(2) Each Primary Flight Display (PFD) shows the Flight Director (FD) Commands from the
FGC selected with the Couple (CPL) switch, except for Go-Around (GA) and Approach
(APPR) modes. The FGS annunciations are part of the attitude display on the PFD
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Flight Mode Annunciation (FMA).
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(3) The GA and APPR modes are referred to as the independent modes.
(4) Most FGS controls are part of the Glareshield mounted Flight Guidance Panel (FGP).
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Other controls are located on the Control Wheel (Disconnect, Trim, Sync) and on the
Throttle (Go-Around).
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(5) This Functional Test includes these tests:

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a. FD Basic Mode
b. FD VOR/LOC Mode
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c. FD GA Mode
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d. AP Engagement
e. YAW Damper
f. Auto Pitch Trim
g. Manual Pitch Trim
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B. Tools and Equipment

NOTE: Equivalent item can be used.
Part Number Equipment

Commercially Available External Power Cart (Capable of supplying 28 ± 0.5
Volts DC)
IFR-6000 XPDR/DME TCAS/ADS-B/TIS Test Set (Optional)
C. Job Setup
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(1) Refer to the OEM AMM and do these steps:
WARNING: BEFORE YOU ENERGIZE THE ELECTRICAL SYSTEMS, TELL

YOU CAN CAUSE INJURIES TO PERSONS OR DAMAGE THE
EQUIPMENT.
(a) Connect electrical power to the aircraft.
(b) (Applies to B200GT, B200CGT only) At the outboard Pilot Sub-Panel, set the BATT
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switch to ON.
(c) (Applies to C90GTi, B300, B300C only) At the outboard Pilot Sub-Panel, set the
BATT and EXT PWR switches to ON.
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(d) Set the AVIONICS MASTER POWER switch to ON.
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(e) Make sure each avionics system related Circuit Breaker (CB) is CLOSED.
(f) Set the following CBs to OPEN:
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1) GPS1
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2) GPS2
(g) Aircraft must be on jacks. This will allow the aircraft configuration Weight On
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Wheels (WOW) to be set to In-Air or On-Ground as needed during test.
(2) Before starting these tests:
(a) Make sure the AHS (AHRS) and ADS systems are VALID.
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(b) Use the FGP ALT knob, set the Target Altitude at 20,000 feet at 29.92 inHg (1013
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Hpa) setting.
(c) Set the following Trim Conditions:
1) Use Pedestal trim levers to set PITCH TRIM indicator level to mid-range.
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2) Use Control Wheel PITCH TRIM switch to set PITCH TRIM indicator to
mid-range.
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(d) Make sure control surfaces are clear of any obstructions and nearby personnel.
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(e) Select the FD Single Cue icon (VBar).

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(f) If the FD bars are enabled, deselect them by pushing the Flight Guidance Panel FD
buttons.
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(g) Set the aircraft WOW configuration to In-Air.

CAUTION: MOVEMENT OF THE CONTROL SURFACES PRESENT A
HAZARD TO PERSONNEL.
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D. FD Basic Mode
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(1) On the FGP, push the Pilot and Copilot FD button.

(a) Make sure the system is coupled to the pilot side (left arrow). If not, push once the
FGP CPL button.
(b) At PFD 1/2, verify the following:
1) The FD Command V-Bar is enabled.
2) The green ROLL and green PTCH annunciations flash for five seconds and
go steady (FD Basic Mode).
3) The FGC Couple Arrow white ← shows.
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(2) On the FGP, deselect the Pilot and Copilot FD.

(a) The FD Command V-Bar is removed.
(b) The mode annunciations are removed.
(3) On the FGP, push the Heading PUSH to SYNC push button
(a) On the HSI, the Heading Bug aligns with the lubber line.
(4) On the FGP, push the HDG select push button.
(a) The The FD Command V-Bar is enabled.
LY
(b) The green HDG mode annunciation flashes for five seconds then goes steady.
(c) The FD Command V-Bar remains level.
N
(5) On the FGP, use the Heading Knob to set the Heading Bug 10 degrees to the LEFT
of the current aircraft heading.
O
(a) The FD Command V-Bar presents a roll LEFT steering command.
S
(6) On the FGP, push the AP button.
SE
NOTE: As soon as the Control Wheels begin to move, push the AP button a
second time to disengage the autopilot.
(a) Make sure when the AP is engaged, the Control Wheels turn to the LEFT.
of the current aircraft heading. PO

(7) On the FGP, use the Heading Knob to set the Heading Bug 10 degrees to the RIGHT
(a) The FD Command V-Bar presents a roll RIGHT steering command.

R
(8) On the FGP, push the AP button.
PU
NOTE: As soon as the Control Wheels begin to move, push the AP button a
second time to disengage the autopilot.
(a) Make sure when the AP is engaged, the Control Wheels turn to the RIGHT.
G
(9) On the FGP, push the Heading PUSH to SYNC push button.
IN
(a) The Heading Bug aligns with the lubber Line.

(b) The FD Command V-Bar presents a NULLED steering command (flight level).
N
(10) Push the FGP HDG select push button to revert the lateral mode to ROLL.
AI
(11) Remove power to AHS 1 and AHS 1 SEC.

(a) The FD Command Bars are removed.
TR
(b) A red FD Flag shows.

(c) PFD1 Attitude and Heading Source auto–revert to AHS2 and a yellow AHS2
common source annunciation shows.
R
NOTE: The aircraft WOW configuration must be set to In-Air for the
FO
auto-reversion to happen.
(d) The ROLL and PTCH annunciations are yellow.
(12) Remove power to the AHS 2 and AHS 2 SEC.
(a) Red ATT, HDG, and FD Flags are shown.
(13) Apply power to the AHS 1 and AHS 1 SEC.
(14) On the Reversionary Control Panel, toggle once the AHS Switch Up (towards PFD1).
(a) This toggles the PFD1 Attitude and Heading Source from AHS2 back to AHS1.
EFFECTIVITY
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(b) Once PFD1 is sourced on AHS1, the yellow common source annunciation AHS2 is
removed.
(c) Once the AHS1 system becomes VALID, the red ATT, HDG, and FD flags are
removed.
(d) On PFD1 only, the FD command bars show.
(15) On the FGP, push the CPL push button to couple the Autopilot to the Copilot side.
(a) The FGC Couple Arrow white → shows.
(b) The FD Command Bars are removed.
LY
(c) The red FD Flag shows.
(d) On PFD2 only, red ATT and HDG Flags are shown (stayed sourced on AHS2).
N
(16) Apply power to the AHS 2 and AHS 2 SEC.
O
(a) Once the AHS2 system becomes VALID, the red ATT, HDG, and FD flags are
removed.
S
(17) On the FGP, push the CPL push button to couple the Autopilot to the Pilot side.
SE
NOTE: When CPL is pushed, engaged modes are cancelled and basic ROLL
and PITCH modes are active.
PO
(a) The FGC Couple Arrow white ← shows.
(b) The FD Command remains enabled.
(c) The Basic modes, green Roll, green PTCH, and white ALTS show as acitve.
R
E. FD VOR/LOC Mode
PU
NOTE: This test uses the self-test capability of the NAV radios to make sure
a NAV mode is captured.
(1) At the Pilot PFD, set the NAV source to VOR/LOC1.
G
(a) In the NAV SOURCE field on PFD1, the green VOR1 is set as the active NAV
IN
source.
(2) At the Copilot PFD, set the NAV source to VOR/LOC2.
N
(a) In the NAV SOURCE field on PFD2, VOR2 (green) is set as the active NAV source.
AI
(3) At the FGP, using the CRS1 and CRS2 knobs, set the course on both sides to 360
degrees.
TR
(4) At the FGP, push the NAV and the ALT push buttons.
NOTE: The selection of the NAV button enables the FD Command Bars and
HDG mode.
R
(a) On PFD1/2, the green HDG and ALT mode annunciations flash for five seconds
FO
then goes steady.

(b) The white VOR1 annunciation is steady in the lateral arm field.
(5) Push the MKP Tune/Datalink key to open a Tuning window on the MFD. As necessary,
select the NAV icon to open the Nav Tuning window.
(a) On MFD, the NAV tuning window is shown.
(6) At the MFD, in the NAV tuning window:
(a) Set NAV1 to 108.00
(b) Set NAV2 to 108.10
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(7) At the MFD, in the NAV Tuning window, select the CTRL button for NAV1.
(a) On MFD, the NAV1 Control Dialog Box is shown.
(8) At the MFD, in the Nav Control Dialog Box, select the TEST button.
NOTE: During the self test, the VOR deviation will be set to a valid centered
value. This will allow engagement of the Nav mode.
(a) On PFD1/2 while the test runs, the lateral deviation goes from over two dots left to
center. When centering, the VOR1 mode captures. Make sure:
1) The green HDG annunciation is replaced by a green VOR1 annunciation.
LY
2) The white VOR1 annunciation is removed.
(9) When the test ends, make sure:
N
(a) The deviation is removed.
O
(b) A red VOR flag shows.
(c) The flight mode annunciation changes to a yellow VOR1.
S
(10) Retry the test as necessary to observe the behavior.
SE
(a) Push NAV two times on the FGP before relaunching test to disengage VOR1 mode,
then re-arm it.
PO
(11) At the FGP, push the CPL button to couple the Autopilot to the Copilot side.
NOTE: When CPL is pushed, engaged modes are cancelled and basic ROLL
and PITCH modes are active.
R
(a) On PFD1/2, make sure:
PU
1) The white FGC Couple Arrow → is shown coupled to the Copilot side.
2) The FD Command remains enabled.
3) The Basic modes, green ROLL, green PTCH, and white ALTS are active.
G
(12) At the FGP, push the NAV push button.

IN
(a) On PFD1/2, make sure:

1) The green HDG mode annunciation flashes for five seconds then goes steady.
N
2) The white LOC2 annunciation is steady.

AI
(13) At the MFD Nav Tuning window: Select the “x” in the NAV1 Control Dialog Box (upper
right corner) to close the box. Select the CTRL button for NAV2.
TR
(a) On MFD, make sure the NAV2 Control Dialog Box is shown.
(14) At the MFD, in the Nav Control Dialog Box, select the TEST button.
R
NOTE: During the self test, the LOC deviation will be set to a valid centered
value. This will allow engagement of the NAV mode.
FO
(a) On PFD1/2, while the test runs, the lateral deviation goes from center to over
one dot left.
(b) When centered, the LOC2 mode may capture. Make sure:
1) The green HDG annunciation is replaced by a green LOC2.
2) The white LOC2 annunciation is removed.
NOTE: The LOC2 mode may not engage during the self-test because
the centered deviation is not long enough. A test set can be
used to generate a valid LOC signal.
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(15) When the test ends, make sure:

(a) The deviation is removed.
(b) A red LOC flag shows.
(c) The flight mode annunciation changes to a yellow LOC2.
(16) Retry the test as necessary to observe the behavior.
(a) Push NAV two times on the FGP before relaunching the test to disengage LOC2
mode, then re-arm it.
LY
(17) At the FGP, push both FD buttons to deselect FD modes. Make sure:
(a) The white FGC Couple Arrow ← is displayed.
(b) The FD Command remains enabled.
N
(c) The Basic modes, green ROLL, green PTCH, and white ALTS are shown active.
O
F. FD GA Mode
S
(1) On the FGP, select the FLC mode.
SE
(a) The FD Command remains enabled.
(b) The green ROLL and green FLC show.
PO
(2) On the left throttle, push and release the GA push-button switch.
(a) The FD Command displays a pitch UP attitude.
(b) The green GA annunciation shows in the lateral and vertical capture fields.
R
(3) On the Pilot Control Wheel, push and release SYNC push-button switch.
PU
(a) In the lateral capture field, SYNC shows in white while SYNC button is depushed.
(b) The FD Command moves to a centered position.
(c) The green GA annunciation is removed and basic green ROLL and PITCH and
G
white ALTS modes show.

IN
(4) On the left throttle, push and release GA push-button switch.

(a) FD command displays a pitch UP attitude.
N
(b) The green GA annunciation shows in the lateral vertical capture fields.
AI
(c) The basic green ROLL and PITCH and white ALTS modes are removed.
(5) On the Copilot Control Wheel, push and release SYNC push-button switch.
TR
(a) The FD Command V-Bar moves to a centered position.

(b) The green GA annunciation is removed and basic green ROLL and PITCH and
white ALTS modes show.
R
FO
G. AP Engagement
(1) Set the aircraft WOW configuration to On-Ground.
(2) On the FGP, set YD/AP DISC bar to the DOWN disengaged position.
(3) Make sure Autopilot is coupled to the Pilot FD, then push the AP engage button.
(a) The white FGC Couple Arrow ← shows coupling the Pilot FD to the Autopilot.
(b) Autopilot does not engage.
(4) On the FGP set YD/AP DISC bar to the UP engaged position, then push the AP engage
button.
EFFECTIVITY
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(a) A green AP annunciation shows.

(b) The FGC Couple Arrow green ← shows coupling the Pilot FD to the Autopilot.
(c) The Lateral and Vertical capture field displays in green the basic Autopilot modes
ROLL and PITCH.
(d) A white ALTS shows in the Vertical arm field.
(5) On the Pilot control wheel, push the AP/TRIM MASTER button ONCE.
(a) The Autopilot disengages, an Aural warning tone is heard for 1.5 seconds.
LY
(b) A temporary flashing red AP followed by a flashing yellow YD annunciation displays
and then is removed.
(c) FD command and basic FD modes remain in view.
N
(6) On the FGP, re-engage the Autopilot.
O
(b) FD command and basic FD modes remain in view.
S
(7) On the FGP, push the YD engage button.
SE
(b) A temporary flashing red AP and followed by a flashing yellow YD annunciation
PO
displays and then is removed.
R
PU

(9) On the FGP, push the AP engage button.
G
(b) A temporary flashing red AP annunciation appears followed by a green YD

IN
annunciation.
N
(10) On the copilot control wheel, push the AP/TRIM MASTER button ONCE.
AI
(a) A temporary flashing yellow YD annunciation displays and then is removed.

TR

R
(12) Push the GA switch on left throttle.

FO
(a) Autopilot disengages and an Aural warning tone is heard.

(b) A temporary flashing red AP annunciation appears followed by a steady green
YD annunciation.
(c) The green ROLL and PITCH hold modes are replaced with a green GA mode
annunciation. In the Vertical arm field white ALTS mode is removed.
(d) The FD command displays a Pitch UP attitude.
(13) On the Pilot control wheel, push the SYNC switch.
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(a) The green GA mode is replaced with FD Basic Mode green ROLL and PITCH, and
white ALTS mode annunciation.
(b) The FD command sync to level.
(14) On the Pilot control wheel, push the AP/TRIM MASTER button.
(a) A temporary flashing yellow YD annunciation displays and then is removed.
LY
(b) FD command and basic FD modes are in view.
(16) Momentarily push the STALL WARN TEST switch [right inboard panel].
N
(a) Autopilot disengages and Autopilot disconnect Aural warning tone is heard
O
continuously.
(b) A continuous flashing red AP annunciation displays.
S
SE
(a) The Autopilot disconnect Aural warning tone is removed.
(b) The continuous flashing red AP annunciation, followed by a temporary flashing
PO
yellow YD annunciation, is then removed. FD command and basic FD modes
remain in view.
R
PU

(19) Disengage AHS 1 and AHS 1 SEC CBs.
(a) Autopilot disengages and the Autopilot disconnect Aural warning tone is heard
G
continuously.
(b) A continuous flashing red AP annunciation shows.
IN
(c) The basic FD modes ROLL, PITCH show in yellow, and ALTS shows in yellow.
N
(d) The ATT, HDG flags show in red.

AI
(e) The red FD flag shows boxed in red.

TR

(b) The flashing red AP annunciation is then removed.
(c) The basic FD modes ROLL, PITCH shows in yellow, and ALTS shows in yellow.
R
(d) The red FD flag shows boxed in red and remains in view.
FO
(21) Re-engage AHS 1 and AHS 1 SEC CBs.

(a) The AHRS 1 starts its Initialization mode.
(b) Once AHRS 1 has completed its initialization the FD command comes in view.
(c) The basic FD modes ROLL, PITCH show in green, and ALTS shown in white.
(d) The red FD flag boxed in red is removed from view.
(b) The FD command and Basic FD modes remain in view.
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(23) Disengage ADS1 CB.

(a) Autopilot does not disengage.
(b) The FD command V-Bar remains in view.
(c) The basic FD mode ROLL and PITCH show in green.
(d) The basic FD mode ALTS shows in yellow.
(e) PFD1 will only show red IAS, ALT and VS flags
(24) Re-engage ADS1 CB.
LY
(a) FD command V-Bar remains in view.
(b) The Basic FD mode ROLL, PITCH show in green, and ALTS shows in white.
N
(c) A green AP annunciation shows.
O
(d) FD command and basic FD modes remain in view.
(25) On the Pilot Control Wheel, push the pitch trim switch to the NOSE DOWN ▲ position
S
or to the NOSE UP ▼position.
(a) Autopilot disengages and Autopilot disconnect Aural warning tone is heard for 1
SE
second.
(b) A temporary flashing red AP shows in the mode field and then is removed followed
PO
by a green YD annunciation that remains steady.
(26) On the FGP, push the CPL button.
R
(27) On the FGP, push both FD buttons to deselect modes.
PU
(28) On the FGP set YD/AP DISC bar to the DOWN disengaged position.
(a) Make sure Autopilot is coupled to the Copilot FD.
G
(a) That the FGC Couple Arrow white → shows coupling the Copilot FD to the Autopilot.
IN
(b) Autopilot does not engage.

(30) On the FGP, set YD/AP DISC bar to the UP engaged position.
N

AI

(b) FD command comes in view.
TR
(c) The Basic Modes green ROLL and PITCH, and white ALTS shows.
(32) On the Copilot control wheel, push the AP/TRIM MASTER button ONCE.
R
(a) The Autopilot Disengages, as an Aural warning tone is heard for 1.5 seconds.
FO
(b) A temporary flashing red AP followed by a flashing yellow YD annunciation shows

and then is removed.
(b) The FD command and basic FD modes remain in view.
(34) On the FGP, push the YD engage button.
EFFECTIVITY
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(b) A temporary flashing red AP and followed by a flashing yellow YD annunciation

shows and then is removed.
(c) The FD command and basic FD modes remain in view.
LY
(b) A temporary flashing red AP annunciation shows followed by a green YD
annunciation.
N
O
(a) A flashing yellow YD annunciation shows and then is removed.
S
SE
(39) Push the GA switch on left throttle. PO

(a) Autopilot disengages as an Aural warning tone is heard.

R
(b) A temporary flashing red AP annunciation appears followed by a steady green
PU
YD annunciation.
(c) The green ROLL and PITCH hold modes are replaced with a green GA mode
annunciation.
G
(d) The FD command shows a Pitch UP attitude.

IN
(40) On the Copilot control wheel, push the SYNC switch.

(a) The green GA mode is replaced with, ROLL and PITCH hold mode annunciations
N
show in green, and the white ALTS annunciation shows.

AI
(b) The FD command sync to level.

(41) On the Copilot control wheel, push the AP/TRIM MASTER button.
TR
(a) A flashing yellow YD annunciation shows and then is removed.

R

FO

(43) On the right inboard sub panel, momentarily set the STALL WARN TEST switch to
the UP (stall warn test) position.
(a) Autopilot disengages and Autopilot disconnect Aural warning tone is heard
continuously.
(b) A red AP annunciation shows continuously.
EFFECTIVITY
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(b) The continuous flashing red AP annunciation shows, followed by a temporary

flashing yellow YD annunciation, is then removed.
(46) Disengage AHS 2 and AHS 2 SEC CBs.
LY
(a) Autopilot disengages and the Autopilot disconnect Aural warning tone is heard
continuously.
(b) A continuous flashing red AP annunciation shows followed by a temporary flashing
N
yellow YD annunciation.
O
(d) The ATT, HDG flags show in red.
S
(e) The red FD flag shows boxed in red.
SE
(47) On the copilot control wheel, push the AP/TRIM MASTER button ONCE.
PO
(b) The flashing red AP annunciation is then removed.
(d) The red FD flag shows boxed in red and remains in view.
R
(48) Re-engage AHS 2 and AHS 2 SEC CB.
PU
(a) The AHRS 2 starts its Initialization mode.

(49) Once AHRS 2 has completed its initialization:
(a) The FD command comes in view.
G
(b) The basic FD modes ROLL, PITCH show in green, and ALTS shows in white.
IN
(c) The red FD flag boxed in red is removed from view.

N

AI

(51) Disengage ADS 2 CB.
TR
(a) Autopilot does not disengage.

(b) The FD command V-Bar remains in view.
R
(c) The basic FD mode ROLL and PITCH show in green.

FO
(d) The basic FD mode ALTS shows in yellow.

(e) PFD1 will only show red IAS, ALT and VS flags
(52) Re-engage ADS2 CB.
(a) The FD command V-Bar remains in view.
(b) The Basic FD mode ROLL, PITCH show in green, and ALTS displays in white.
(c) A green AP annunciation shows.
(d) The FD command and basic FD modes remain in view.
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(53) On the Copilot Control Wheel, push the pitch trim switch to the NOSE DOWN ▲
position or to the NOSE UP ▼ position.
(a) Autopilot disengages and Autopilot disconnect Aural warning tone is heard for 1
second.
(b) A flashing red AP shows in the mode field and then is removed followed by a green
YD annunciation that remains steady.
LY
H. YAW Damper
NOTE: The aircraft needs to be on jacks for Yaw Damper operation.
N
(1) On the FGP, push the AP push-button to engage the Autopilot.
(a) At PFD 1/2 a green AP annunciation shows.
O
(b) The FD Command V-Bar Commands come in view.
S
(2) Use the Rudder Pedals to move the Rudder from full Left to full Right position.
SE
(a) Make sure that there is resistance from the YAW servo while moving the Rudder
from full Left to full Right positions.
(3) On the Copilot Control Wheel, push the AP/TRIM MASTER button.
PO
(a) Autopilot disengages and an Aural warning tone is heard for about 1 second.
(b) PFD 1/2 a red AP annunciation flashes for about 1.5 seconds followed by a yellow
YD for one second, then is removed.
R
(c) The FD Basic Modes green ROLL and PITCH show.
PU
(4) Use the Rudder Pedals to move the Rudder from full Left to full Right position.
(a) Make sure there is no resistance from the YAW servo while moving the Rudder
from full Left to full Right positions.
G
I. Manual Pitch Trim

IN
(1) On the Pilot Control Wheel, push each pitch trim switch individually to the NOSE
DOWN ▲ position.
N
(a) Make sure there is NO trim wheel /tab movement.

AI
(2) On the Pilot Control Wheel, push both pitch trim switches to the NOSE DOWN ▲
position.
TR
(a) Make sure the tab tabs on the elevator move up and trim wheel moves nose down.
(3) On the Pilot Control Wheel, push both pitch trim switches to the NOSE UP ▼ position.
R
(a) Make sure the tab tabs on the elevator move down and trim wheel moves nose up.
(4) On the Copilot Control Wheel, push each pitch trim switch individually to the NOSE
FO
DOWN ▲ position.
(a) Make sure there is NO trim tab on the elevator movement.
(5) On the Copilot Control Wheel, push both pitch trim switches to the NOSE DOWN ▲
position.
(a) Make sure the tab tabs on the elevator move up and trim wheel moves nose down.
(6) On the Copilot Control Wheel, push both pitch trim switches to the NOSE UP ▼ position.
(a) Make sure the tab tabs on the elevator move down and trim wheel moves nose up.
(7) On the Copilot Control Wheel, push both pitch trim switches to the NOSE UP ▼ position.
EFFECTIVITY
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(8) On the Pilot Control Wheel, push both pitch trim switches to the NOSE DOWN ▲
position.
(a) Make sure the tab tabs on the elevator move up and trim wheel moves nose down,
as the Pilot control should override the Copilot.
J. Auto Pitch Trim

(1) Maintain the Pilot Control Wheel in a pitch neutral position.
(2) On the FGP, push the AP push-button to engage the Autopilot.
LY
(a) At PFD 1/2 a green AP annunciation shows.
(b) The FD Command Bars come in view.
N
(3) While holding the Pilot Control Wheel, rotate the VS/Pitch Wheel on the FGP towards
positive values.
O
(a) On the center pedestal, the pitch trim wheel moves in a pitch up rotation and the
pitch trim indication displays a nose DOWN trim movement.
S
(4) While holding the Pilot Control Wheel, rotate the VS/Pitch Wheel on the FGP toward
SE
negative values.
(a) On the center pedestal, the pitch trim wheel moves in a pitch down rotation and the
pitch trim indication displays a nose UP trim movement.
PO
(5) On the FGP, push the AP button to disengage the Autopilot.
K. Close Up
R
(1) Set the AVIONICS MASTER POWER switch to OFF.
PU
(2) (Applies to B200GT, B200CGT only) At the outboard Pilot Sub-Panel, set the BATT
switch to OFF.
(3) (Applies to C90GTi, B300, B300C only) At the outboard Pilot Sub-Panel, set the BATT
G
and EXT PWR switches to OFF.

IN
(4) Restore the aircraft to its original condition.

(5) Make sure all test equipment is removed from the aircraft.
N
(6) Disconnect the electrical power from the aircraft in accordance with the OEM AMM.
AI
TR
R
FO
EFFECTIVITY
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R
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N
IN
G
PU
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N
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Rockwell Collins
FLIGHT GUIDANCE PANEL - REMOVAL/INSTALLATION
TASK 22-10-03-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Flight Guidance
Panel (FGP) (FGP–3000). The service technician is expected to use Best and Standard
LY
N
O
TASK 22-10-03-000-802
2. Removal
S
A. Consumable Materials
SE
Equipment Type
Surface Treatment MIL-C-5541 (Or
B. Job Setup
PO Equivalent)
R
PU

TO PERSONNEL.
G

IN

N
AI
TR
WARNING: AVOID ELECTRICAL SHOCK. TURN OFF SYSTEM POWER

AND OPEN ALL APPLICABLE CIRCUIT BREAKERS BEFORE
REMOVAL AND INSTALLATION.
R
location(s).
FO
(4) Gain access to the Flight Guidance Panel, refer to Figure 401.
C. Procedure

(1) Remove the four screws (5), and four washers (4) securing the Flight Guidance Panel
(3) to the shelf.
EFFECTIVITY
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EQUIPMENT.
(2) Disconnect the electrical connector from receptacle J1 (1) from the Flight Guidance
Panel (3).
(3) Disconnect the electrical connector from receptacle J2 (2) from the Flight Guidance
Panel (3).
LY
(4) Install protective caps and covers on the electrical connectors and receptacles.
(5) Remove the Flight Guidance Panel (3) from the aircraft.
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Flight Guidance Panel – Removal/Installation

Figure 401
EFFECTIVITY
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Rockwell Collins
TASK 22-10-03-400-803
3. Installation
Task Title
TASK 22-10-03-710-805 Flight Guidance Panel - Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the Flight Guidance Panel mounting location, refer to Figure 401.
R
C. Procedure
PU

G

EQUIPMENT.
IN
(1) Remove the protective covers from all connectors.

(2) Connect the electrical connector to receptacle J1 (1) to the Flight Guidance Panel (3).
N
(3) Connect the electrical connector to receptacle J2 (2) to the Flight Guidance Panel (3).
AI
(4) Install the four screws (5), and four washers (4) to safety the Flight Guidance Panel
(3) to the aircraft.
TR

R

TO THE EQUIPMENT.
FO
(1) Do the TASK 22-10-03-710-805 Flight Guidance Panel - Adjustment/Test - Operational
Test.
E. Close Up
EFFECTIVITY
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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22-10-03 Dec 02/14
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R
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N
IN
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PO
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S
O
N
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Rockwell Collins
FLIGHT GUIDANCE PANEL - ADJUSTMENT/TEST
TASK 22-10-03-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Flight Guidance
Panel (FGP). The service technician is expected to use Best Standard Practices to do
this procedure.
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TASK 22-10-03-710-805
2. Operational Test
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A. General
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(1) The pilot and the copilot use the Flight Guidance Panel (FGP) to input the autopilot and
yaw damper engage commands and flight director modes to the system. The FGP
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contains the lateral and vertical mode select switches, the Vertical Speed (VS)/pitch
wheel, autopilot switches, Flight Director (FD) switches, and various control knobs.
The FGP has the circuitry that controls the clutch engage signals for the autopilot and
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yaw damper functions.
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(2) The channel A section of the FGP outputs the pilot control/mode request data to the
Flight Guidance Computer (FGC) on the FGP-1 422 data bus. The FGC No. 2 supplies
the cross-side data on the R-FCC-2 data bus.
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(3) Any FGP CURRENT FAULTS faults detected by the diagnostics should be resolved
before beginning this procedure.
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B. Reference Information
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Task Title
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TASK 45-20-00-860-802 Onboard Maintenance System (OMS) - Maintenance Practices

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- Access the Onboard Maintenance System (OMS) Pages
C. Tools and Equipment

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Commercially Available Multimeter
D. Job Setup
EFFECTIVITY
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Rockwell Collins

EQUIPMENT.
(b) Make sure each avionics system related Circuit Breaker (CB) is CLOSED.
(c) Make sure aircraft is in Weight On Wheels (WOW) configuration (On Ground).
(2) Make sure the Electronic Flight Instrument System (EFIS) and the Audio System are
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operational before doing this test.
(3) Two methods of testing the FGP are presented below:
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(a) Option 1 uses the FGP, multimeter, and the Flight Control System (FCS) Diagnostics
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pages. Refer to Flight Guidance Panel Operational Test Procedure – Option 1.
(b) Option 2 checks the voltage values as the knobs are rotated. Refer to Flight
Guidance Panel Operational Test Procedure – Option 2.
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E. Flight Guidance Panel Operational Test Procedure – Option 1
WARNING: ADJUSTING THE SERVO COMMAND VOLTAGE CAUSES THE
(1)
CONTROL SURFACES TO MOVE.
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Access the Onboard Maintenance System (OMS) Fault Messages page, refer to TASK
45-20-00-860-802 Onboard Maintenance System (OMS) - Maintenance Practices -
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Access the Onboard Maintenance System (OMS) Pages.
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(2) On the OMS Fault Messages page, select Active from the View Field.
(a) Make sure no fault messages related to the FGP show.
(b) If Active faults do show, troubleshoot fault.
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(3) Push the FGP YD button to engage the yaw damper.

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(a) The YD annunciation shows on the PFD.

(4) Push the FGP YD button again to disengage the yaw damper.
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(a) A flashing yellow YD shows on the PFD.

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(5) If the yaw damper does not engage, make sure the FGP inputs specified below are
correct.
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(a) Make sure the +28-VDC YD ENGAGE ENABLE is present at pins P1-HH and
P2-HH.
(6) Push the FGP AP button to engage the autopilot and yaw damper.
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(a) AP YD shows on the PFD.

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(7) If the autopilot will not engage, make sure the FGP inputs specified below are correct.
(a) Make sure the +28-VDC is present at pins P1-a, P1-AA, P2-a, and P2-AA.
(b) Make sure these pins are open: P1-BB, P1-DD, P1-FF, P1-GG, P2-BB, P2-DD,
P2-FF, and P2-GG.
(8) Make sure that pushing the FGP YD/AP DISC bar down disengages the autopilot.
(a) Make sure that individually pushing each AP DISC, GO AROUND, and manual
trim switch disengages the autopilot.
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(9) Push each of the FGP mode buttons and make sure that the selected mode shows on
the PFDs. Then push the button again and make sure that the annunciations clear.
(a) If all buttons check good, continue this procedure at Step (10).
(b) If any button fails this test, select FCS Diag tab to enter the FCS DIAGNOSTICS
page.
1) The REPORT MODE page shows.
(c) Select the NEXT MODE button once to show the INPUT MODE page.
(d) Select the SCROLL UP and SCROLL DOWN buttons to show the parameters
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(listed below), then select the MOVE CURSOR button to move the cursor to the left
of each the following parameters. Make sure proper LEFT and RIGHT inputs to
the FGC are as follows:
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1) AP ENA — Push AP engage button and make sure TRUE while button is
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pushed.
2) SWIYD — Push YD engage button and make sure TRUE until button is
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released.
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3) SWIXFR — Push CPL button and make sure TRUE until button is released.
4) SWIFD — Push FD button and make sure TRUE until button is released.
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5) SWILVL — Push FLC button and make sure TRUE until button is released.
6) SWIAPP — Push APPR button and make sure TRUE until button is released.
7) SWIHDG — Push HDG button and make sure TRUE until button is released.
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8) SWINAV — Push NAV button and make sure TRUE until button is released.
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9) SWI1/2 — Push 1/2 BANK button and make sure TRUE until button is released.
10) SWIALT — Push ALT button and make sure TRUE until button is released.
11) SWIVS — Push VS button and make sure TRUE until button is released.
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12) SWIVNV — Push VNAV button and make sure TRUE until button is released.
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13) KNBREF — Turn pitch wheel and make sure vertical counter value changes.
(e) Exit FCS DIAGNOSTICS.
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(f) If some, but not all buttons pass this test, replace the FGP. If none of the buttons
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pass, suspect the FGP-1 422 bus for left FGC inputs or FGP-2 422 bus for right
FGC inputs.
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(10) Select VOR 1 as the active NAV source.

(11) Tune the VOR 1 receiver to a local station or to a ground test frequency.
(a) If test fails, go to Flight Guidance Panel Operational Test Procedure – Option 2.
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(12) Remove power to PFD1.

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(a) The MFD shows a reverted pilot PFD.

(13) Turn the CRS 1 knob.
(a) Make sure that the active course display and active course pointer on the MFD
respond.
(14) Push the PUSH DIRECT switch in the center of the CRS 1 knob.
(a) Make sure that the active course shows an angle direct to the tuned station.
(b) If test fails, go to Flight Guidance Panel Operational Test Procedure – Option 2.
(15) Remove power to PFD2.
EFFECTIVITY
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Rockwell Collins
(a) The MFD shows a reverted copilot PFD.

(16) Turn the CRS 2 knob and make sure that the active course display and active course
pointer on the MFD respond.
(a) Push the PUSH DIRECT switch in the center of the CRS 2 knob and make sure
that the active course shows an angle direct to the tuned station.
(17) Turn the HDG knob.
(a) Make sure the heading bug on the PFD responds.
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(18) Push the PUSH SYNC switch in the center of the HDG knob.
(a) Make sure that the heading bug moves to the lubber line.
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(19) Turn the SPEED knob.
(a) Make sure that the Indicated Airspeed (IAS) reference bug, same shape as heading
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bug, on both PFDs responds.
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(20) Push the IAS/MACH switch in the center of the SPEED knob.
(a) Make sure IAS reference speed mode and the "Sel Inactive" message is shown at
the bottom right corner of each PFD.
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NOTE: The IAS/Mach toggle switch is inoperative while the aircraft speed
is below Mach 0.4.
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The speed tape always indicates IAS. Only the speed reference,
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shown on top of the tape, will switch between IAS and Mach when
the aircraft speed is above Mach 0.4.
(21) Create an altitude alert:
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(a) Rotate the ALT knob to set the altitude target ("preselected altitude") close to the
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current aircraft altitude.

(b) Use the Baro knob to move the aircraft altitude away from the altitude target.
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(c) Make sure the altitude alert is on and the altitude target flashes yellow on both
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PFDs.
(22) Push the PUSH CANCEL switch (in the ALT knob) to cancel altitude alerts and return
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the altitude target to cyan.

(a) If test fails, go to Flight Guidance Panel Operational Test Procedure – Option 2.
(23) Do the Flight Guidance Panel Operational Test Procedure – Option 2, or go to Close Up.
R
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F. Flight Guidance Panel Operational Test Procedure – Option 2

NOTE: An alternate way to test the FGP knob functions is provided below. If
these tests pass, the FGP controls are operational. If an FGP control
fails an above test, but passes these tests, test the FGP wiring.
(1) Turn CRS 1 knob.
(a) Make sure that dc voltage pairs at SEL A (pin P1-A) and SEL B (pin P1-B)
sequentially change at each knob detent, refer to Table 501.
EFFECTIVITY
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Table 501. FGP Control Voltage Values
FGP Control Voltage Values

SEL A (pin P1-A): 0.5 V 5.0 V 0.5 V
SEL B (pin P1-B): 0.5 V 0.5 V 5.0 V
(2) For example, suppose 0.5-VDC is measured at pin P1-A and at pin P1-B, both
referenced to ground.
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(a) Turn the CRS 1 knob one click. The voltage at pin P1-A should be 5-VDC and the
voltage at pin P1-B should be 0.5-VDC.
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(b) Turn the knob another click. The voltage at pin P1-A should be 0.5-VDC and the
voltage at pin P1-B should be 5.0-VDC.
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(c) At the next click, both voltages should again be 0.5-VDC.
(3) Turn CRS 2 knob.
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(a) Make sure that dc voltage pairs at pins SEL A (pin P2-A) and SEL B (pin P2-B)
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(4) Turn HDG knob.
PO
(a) Make sure that dc voltage pairs at NO.1 HDG SEL A (pin P1-E) and NO.1 HDG
SEL B (pin P1-F), and NO.2 HDG SEL A (pin P2-E) and NO.2 HDG SEL B (pin
P2-F) sequentially change at each knob detent, refer to Table 501.
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(5) Make sure that while a knob inset button is pushed, a ground is input to the proper pin(s).
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(a) CRS 1 grounds NO.1 CRS DIR TO pin P1-D, CRS 2 grounds NO.2 CRS DIR TO
pin P2-D, and grounds NO.1 HDG SYNC pin P1-G and NO.2 HDG SYNC pin P2-G.
(6) Turn SPEED knob.
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(a) Make sure that dc voltage pairs at NO.1 SPD SEL A (pin P1-v) and NO.1 SPD SEL
B (pin P1-w), and NO.2 SPD SEL A (pin P2-v) and NO.2 SPD SEL B (pin P2-w)
IN

(7) Turn ALT knob.
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(a) Make sure that dc voltage pairs at NO.1 PRESEL ALT SEL A (pin P1-H) and NO.1
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PRESEL ALT SEL B (pin P1-J), and NO.2 PRESEL ALT SEL A (pin P2-H) and
NO.2 PRESEL ALT SEL B (pin P2-J) sequentially change at each knob detent,
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refer to Table 501.

(8) Make sure that while a knob inset button is pushed, a ground is input to the proper pins.
(a) SPEED knob inset button IAS/MACH grounds NO.1 IAS/MACH SEL pin P1-x and
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NO.2 IAS/MACH SEL pin P2-x, and ALT knob PUSH CANCEL inset button grounds
NO.1 ALT ALERT CANCEL pin P1-K and NO.2 ALT ALERT CANCEL pin P2-K.
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(9) If the controls on the FGP still fail to function correctly and a servo clutch engage
problem is suspected, test the servos.
(10) Go to Close Up.
G. Close Up
EFFECTIVITY
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22-10-03 Dec 02/14
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Rockwell Collins
AILERON SERVO - REMOVAL/INSTALLATION
TASK 22-10-05-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Aileron
Servo (SVO). The service technician is expected to use Best and Standard Practices to do
these procedures.
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TASK 22-10-05-000-802
2. Removal
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A. Job Setup
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CAUTION:
TO PERSONNEL.
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location(s).
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(4) Gain access to the Aileron servo, refer to Figure 401.

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NOTE: The Aileron servo is located under the floorboard panels.

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B. Procedure
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only. Refer to the Original Equipment Manufacturer (OEM) Aircraft
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Maintenance Manual (AMM) to find the actual component locations for

aircraft being serviced.
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(1) Remove the servo protective cover (6).

EQUIPMENT.
(2) Disconnect electrical connector from receptacle J1 (4).
(3) Remove the four nuts (3) and washers (2) securing the servo (1) to the servo mount (5).
(4) Carefully separate the servo (1) from the servo mount (5).
EFFECTIVITY
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22-10-05 Dec 02/14
Rockwell Collins
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Aileron Servo – Removal/Installation

Figure 401
EFFECTIVITY
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Rockwell Collins
TASK 22-10-05-400-803
3. Installation
Task Title
TASK 22-10-05-710-805 Aileron Servo - Adjustment/Test - Operational Test
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B. Job Setup
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TO PERSONNEL.
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(2) Gain access to the Aileron servo mounting location, refer to Figure 401.
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C. Procedure
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only. Refer to the OEM AMM to find the actual component locations
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for aircraft being serviced.

IN

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EQUIPMENT.
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(2) Connect the electrical connector P1 (4) to the servo (1).
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(3) Install the four nuts (3), and four washers (2) to safety the servo (1) to the servo mount
(5).
(4) Install the protective cover (6).
R
FO

TO THE EQUIPMENT.
(1) Do the TASK 22-10-05-710-805 Aileron Servo - Adjustment/Test - Operational Test.
EFFECTIVITY
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22-10-05 Dec 02/14
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E. Close Up
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EFFECTIVITY
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22-10-05 Dec 02/14
Rockwell Collins
AILERON SERVO - ADJUSTMENT/TEST
TASK 22-10-05-900-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Aileron Servo. The
service technician is expected to use Best Standard Practices to do this procedure.
LY
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TASK 22-10-05-710-805
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2. Operational Test
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A. General
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(1) Each Flight Guidance Computer (FGC) operates together to drive the Aileron Servo.
If an autopilot/servo problem is suspected, first test the two FGCs and investigate
all non–zero REPORT MODE codes. Be certain both FGCs are operational before
replacing any servo.
PO
(2) The Aileron Servo does not report to the FAULTS page, but any faults detected by these
diagnostics should be resolved before beginning this procedure.
R
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Task Title
TASK 22-10-05-000-802 Aileron Servo - Removal/Installation - Removal
G

IN

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D. Job Setup
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WARNING: BEFORE YOU ENERGIZE THE ELECTRICAL SYSTEMS,

TELL ALL PERSONNEL ON THE AIRCRAFT. IF YOU DO NOT
DO THIS, YOU CAN CAUSE INJURIES TO PERSONS OR
DAMAGE THE EQUIPMENT.
(c) Make sure the aircraft is in a Weight On Wheels (WOW) configuration (On Ground).
EFFECTIVITY
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22-10-05 Dec 02/14
Rockwell Collins
(3) Two methods of testing the Aileron Servo are presented below:
(a) Option 1 uses the Flight Guidance Panel (FGP) and control wheel. Refer to Aileron
Servo Operational Test Procedure – Option 1.
(b) Option 2 uses the Flight Control System (FCS) Diagnostics pages. Refer to Aileron
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E. Aileron Servo Operational Test Procedure – Option 1
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(1) Access the Onboard Maintenance System (OMS) Fault Messages page, refer to TASK
S
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(a) Make sure no fault messages related to the Aileron Servo show.
(3)
PO
Make sure the control wheel moves freely in the left and right direction.
(a) If not, check the servo mount control linkage.
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(b) Center the control wheel.
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(4) Engage the yaw damper and the autopilot.

NOTE: The yaw damper must be engaged before the autopilot will engage.
(a) Make sure that Autopilot (AP) annunciator shows on the PFD and the control wheel
G
resists forced movement.

(b) If the autopilot will not engage, test the FGCs.
IN
(c) If the control wheel moves easily, make sure that +28-VDC is output from FGP AIL
ENG CLUTCH (FGP pin P2-k to SVO pin P1-M) while the autopilot is engaged. If
N
not, check airplane wiring and test the FGP.

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(5) Select HDG mode on FGP, then turn the HDG knob clockwise.
(a) Make sure that the control wheel moves right.
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(6) Push the heading SYNC button.

(a) Make sure the heading bug moves to the lubber line and the control wheel returns
to center.
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(b) The ailerons should respond accordingly.

FO
(c) If test fails, check the servo mount control linkage and the airplane wiring.
(d) If linkage and wiring are correct, replace the Aileron Servo. Refer to TASK
22-10-05-000-802 Aileron Servo - Removal/Installation - Removal.
(7) Disengage the autopilot.
(a) Make sure that the control wheel moves freely.
(8) Do the Aileron Servo Operational Test Procedure – Option 2, or go to Close Up.
EFFECTIVITY
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F. Aileron Servo Operational Test Procedure – Option 2

(2) Select Maint tab.
(3) Select FCS Diag tab to enter the FCS diagnostics page.
(a) The REPORT MODE page is shown.
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(4) Select the NEXT MODE button twice to show the OUTPUT MODE page.
NOTE: Both FGC computers have to be in the OUTPUT MODE.
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(5) Select and hold the MOVE CURSOR button to switch the blue arrow to the other FGC.
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(6) Select the NEXT MODE line key to show the OUTPUT MODE page.
(7) On the FGP, push at the same time, the left FD button and any two mode select buttons.
S
(a) The word TEST, in yellow, shows on the pilot-side and copilot-side PFDs.
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(8) On the FGP, push at the same time, the right FD button and any two mode select
buttons.
PO
(a) The word MODIFY shows as a column heading on the OUTPUT MODE page.
NOTE: If the active cursored line can be modified, then EITHER, BOTH,
LEFT, or RIGHT shows on the cursored line in the MODIFY column.
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(9) Set the 65APMN, 65YDMN, 86APEN, and 86YDMN parameters to TRUE.
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(a) This sets the FGC internal monitors to a valid condition.

(10) Set the AILCUT, ELECUT, and RUDCUT parameters to FALSE.
(a) This sets the FGC cutout logic so that the system can engage.
G
IN
WARNING: ENGAGING THE YAW DAMPER AND AUTOPILOT ALLOWS

MOVEMENT OF THE CONTROL SURFACES.
N
(11) Engage the yaw damper and autopilot.

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(12) Select the AILCMD parameter as follows:

(a) Select the SCROLL UP and SCROLL DOWN buttons to show the AILCMD
TR
parameter.
(b) Select the MOVE CURSOR button to move the cursor to the left of the AILCMD
parameter.
R

FO

(13) Select the SLEW MINUS or SLEW PLUS button to change the servo command voltage.
(a) The control wheel and ailerons move as the servo runs.
NOTE: The MN and CUT parameters must remain set as described above
or the FCS will not engage.
(14) Go to Close Up. Refer to Close Up.
EFFECTIVITY
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G. Close Up
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Rockwell Collins
AILERON SERVO MOUNT - REMOVAL/INSTALLATION
TASK 22-10-07-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Aileron Servo
Mount (SMT). The service technician is expected to use Best and Standard Practices to do
these procedures.
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TASK 22-10-07-000-802
2. Removal
S
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Task Title
TASK 22-10-05-000-802 Aileron Servo - Removal/Installation - Removal
B. Job Setup
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BEEN REMOVED FROM COMPONENTS BEFORE REMOVAL AND
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INSTALLATION. FAILURE TO DO SO MAY CAUSE INJURY TO

PERSONNEL.
CAUTION: PRIOR TO REMOVAL OR INSTALLATION, MAKE SURE ALL POWER
G
HAS BEEN REMOVED FROM THE COMPONENTS. FAILURE TO DO

SO MAY DAMAGE THE EQUIPMENT.
IN
N
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location(s).
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(4) Gain access to the Aileron servo mount, refer to Figure 401.
NOTE: The Aileron servo mount is located under the floorboard panels.
R
C. Procedure
FO

(1) Refer to the OEM AMM and remove the clamp and bolts securing servo cables to
main aileron control cable.
(2) Refer to the OEM AMM and remove the capstan (4) guard.
(3) Refer to the OEM AMM and unwind to remove the cables from the capstan (4).
EFFECTIVITY
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Rockwell Collins
(4) Refer to the OEM AMM and remove from the capstan (4) from the Aileron Servo
mount (5).
(6) Refer to TASK 22-10-05-000-802 Aileron Servo - Removal/Installation - Removal and
remove the Aileron servo (1).
(7) Remove the four nuts (3) and four washers (2).
(8) Separate the servo mount (5) from the aircraft mounting plate.
(9) Gently pull the servo mount (5) out of the aircraft.
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EFFECTIVITY
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Aileron Servo Mount – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
22-10-07 Dec 02/14
Rockwell Collins
TASK 22-10-07-400-803
3. Installation
Task Title
TASK 22-10-05-400-803 Aileron Servo - Removal/Installation - Installation
TASK 22-10-05-710-805 Aileron Servo - Adjustment/Test - Operational Test
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B. Job Setup
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TO PERSONNEL.
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(1)
(2)
(3)
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Obey all electrical/electronic safety precautions in accordance with the OEM AMM.
Obey all electrostatic/discharge safety precautions in accordance with the OEM AMM.
Make sure the related circuit breaker(s) are opened and tagged. Refer to the OEM
R
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(4) Gain access to the Aileron servo mount location, refer to Figure 401.
NOTE: The Aileron servo mount is located under the floorboard panels.
G
C. Procedure
IN

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WARNING: THE CLUTCH ADJUSTMENT PROCEDURE MUST BE

PERFORMED PRIOR TO INSTALLATION OF THE SERVO
MOUNT IN THE AIRCRAFT. FAILURE TO PERFORM THIS
PROCEDURE CAN RESULT IN HAZARDOUS OPERATION OF
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THE AIRCRAFT.
FO
(1) Refer to the OEM AMM and do the clutch adjustment procedure.
NOTE: Before the autopilot cables can be rigged, the respective flight control
primary cables must be rigged. Refer to the OEM AMM.
(2) Refer to the OEM AMM and attach the cables to the capstan (4).
(3) Refer to the OEM AMM and attach the capstan (4) to the servo mount (5).
(4) Position the servo mount on the aircraft mounting plate.
(5) Tighten the four nuts (3) and four washers (2) to safety the servo mount (5) to the
aircraft mounting plate.
EFFECTIVITY
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(6) Refer to TASK 22-10-05-400-803 Aileron Servo - Removal/Installation - Installation and

install the servo (1) to the servo mount (5).

TO THE EQUIPMENT.
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(1) Do the TASK 22-10-05-710-805 Aileron Servo - Adjustment/Test - Operational Test.
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E. Close Up
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EFFECTIVITY
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22-10-07 Dec 02/14
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Rockwell Collins
ELEVATOR SERVO - REMOVAL/INSTALLATION
TASK 22-10-09-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Elevator
these procedures.
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TASK 22-10-09-000-802
2. Removal
S
A. Job Setup
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CAUTION:
TO PERSONNEL.
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G
location(s).
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(4) Gain access to the Elevator SVO, refer to Figure 401.

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NOTE: The Elevator SVO is located in the empennage.

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B. Procedure
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EQUIPMENT.
EFFECTIVITY
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Rockwell Collins
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Elevator Servo – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 402
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Rockwell Collins
TASK 22-10-09-400-803
3. Installation
Task Title
TASK 22-10-09-710-805 Elevator Servo - Adjustment/Test - Operational Test
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B. Job Setup
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TO PERSONNEL.
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SE
PO
(2) Gain access to the Elevator servo mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N
EQUIPMENT.
AI

TR
(5).
R
FO

TO THE EQUIPMENT.
(1) Do the TASK 22-10-09-710-805 Elevator Servo - Adjustment/Test - Operational Test.
EFFECTIVITY
ALL Page 403
22-10-09 Dec 02/14
Rockwell Collins
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 404
22-10-09 Dec 02/14
Rockwell Collins
ELEVATOR SERVO - ADJUSTMENT/TEST
TASK 22-10-09-900-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Elevator Servo.
The service technician is expected to use Best Standard Practices to do this procedure.
LY
N
TASK 22-10-09-710-805
O
2. Operational Test
S
A. General
SE
(1) Each Flight Guidance Computer (FGC) operates together to drive the elevator servo.
PO
(2) The elevator servo does not report to the FAULTS page, but any faults detected by
these diagnostics should be resolved before beginning this procedure.
R
PU
Task Title
G

IN

N

AI

TR
D. Job Setup
R

FO

EQUIPMENT.
EFFECTIVITY
ALL Page 501
22-10-09 Dec 02/14
Rockwell Collins
(3) Two methods of testing the elevator servo are presented below:
(a) Option 1 uses the Flight Guidance Panel (FGP) and control wheel. Refer to
Elevator Servo Operational Test Procedure – Option 1.
(b) Option 2 uses the Flight Control System (FCS) Diagnostics pages. Refer to
Elevator Servo Operational Test Procedure – Option 2.
E. Elevator Servo Operational Test Procedure – Option 1
LY
N
O
S
(a) Make sure no fault messages related to the Elevator Servo show.
SE
(3) Make sure the control wheel moves freely in the fore and aft direction.
(4)
(b) Center the control wheel.
PO
Engage the yaw damper and the autopilot.
R
PU
(a) Make sure that Autopilot (AP) annunciator shows on the PFD and the control wheel
resists forced movement.
G
(c) If the control wheel moves easily, make sure that +28-VDC is output from FGP
ELEV ENG CLUTCH (FGP pin P1-k to SVO pin P1-C) while the autopilot is
IN
engaged. If not, check airplane wiring and test the FGP.

(5) On the FGP, turn the pitch wheel forward and then backward.
N
(a) Make sure that the control wheel moves forward and then backward.
AI
(b) The elevator should respond accordingly.

TR
(c) If test fails, check the servo mount control linkage and the airplane wiring.
(d) If linkage and wiring are correct, replace the elevator servo. Refer to TASK
22-10-09-000-802 Elevator Servo - Removal/Installation - Removal.
R

(a) Make sure that the control wheel moves freely.
FO
(7) Do the Elevator Servo Operational Test Procedure – Option 2, or go to Close Up.
F. Elevator Servo Operational Test Procedure – Option 2

EFFECTIVITY
ALL Page 502
22-10-09 Dec 02/14
Rockwell Collins
NOTE: Both FGC computers have to be in the OUTPUT MODE.
LY
(8) On the FGP, push at the same time, the right FD button and any two mode select
N
buttons.
O
S
SE
PO

R
PU

(12) Select the ELECMD parameter as follows:
(a) Select the SCROLL UP and SCROLL DOWN buttons to show the ELECMD
G
parameter.
IN
(b) Select the MOVE CURSOR button to move the cursor to the left of the ELECMD
parameter.
N

AI

TR
(a) The the control wheel and elevator move as the servo runs.
R

FO
G. Close Up
EFFECTIVITY
ALL Page 503/504
22-10-09 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
ELEVATOR SERVO MOUNT - REMOVAL/INSTALLATION
TASK 22-10-11-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Elevator
Servo Mount (SMT). The service technician is expected to use Best and Standard Practices
to do these procedures.
LY
N
O
TASK 22-10-11-000-802
2. Removal
S
SE
Task Title
TASK 22-10-09-000-802 Elevator Servo - Removal/Installation - Removal
B. Job Setup
PO
R
PU

TO PERSONNEL.
G

IN
N
AI
location(s).
TR
(4) Gain access to the Elevator servo mount, refer to Figure 401.
NOTE: The Elevator servo mount is located in the empennage.
R
C. Procedure
FO

main elevator control cable.
EFFECTIVITY
ALL Page 401
22-10-11 Dec 02/14
Rockwell Collins
(4) Refer to the OEM AMM and remove from the capstan (4) from the elevator servo
mount (5).
(5) Refer to TASK 22-10-09-000-802 Elevator Servo - Removal/Installation - Removal and
remove the Elevator servo (1).
LY
N
EQUIPMENT.
(9) Gently pull the Elevator servo mount (3) out of the aircraft.
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
22-10-11 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Elevator Servo Mount – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
22-10-11 Dec 02/14
Rockwell Collins
TASK 22-10-11-400-803
3. Installation
Task Title
TASK 22-10-09-400-803 Elevator Servo - Removal/Installation - Installation
TASK 22-10-09-710-805 Elevator Servo - Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE

PO
(2) Gain access to the Elevator servo mount mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI

TR

THE AIRCRAFT.
R
FO
(6) Refer to TASK 22-10-09-400-803 Elevator Servo - Removal/Installation - Installation
and install the servo (1) to the servo mount (5).
EFFECTIVITY
ALL Page 404
22-10-11 Dec 02/14
Rockwell Collins

TO THE EQUIPMENT.
LY
(1) Do the TASK 22-10-09-710-805 Elevator Servo - Adjustment/Test - Operational Test.
E. Close Up
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
22-10-11 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
RUDDER SERVO - REMOVAL/INSTALLATION
TASK 22-10-13-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Rudder
these procedures.
LY
N
O
TASK 22-10-13-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G
location(s).
IN
(4) Gain access to the Rudder servo, refer to Figure 401.

N
NOTE: The Rudder servo is located in the starboard side of the empennage.
AI
B. Procedure
TR

R

FO

EQUIPMENT.
EFFECTIVITY
ALL Page 401
22-10-13 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Rudder Servo – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 402
22-10-13 Dec 02/14
Rockwell Collins
TASK 22-10-13-400-803
3. Installation
Task Title
TASK 22-10-13-710-805 Rudder Servo - Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the Rudder servo mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI
EQUIPMENT.
TR

(5).
R

FO

TO THE EQUIPMENT.
(1) Do the TASK 22-10-13-710-805 Rudder Servo - Adjustment/Test - Operational Test.
EFFECTIVITY
ALL Page 403
22-10-13 Dec 02/14
Rockwell Collins
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 404
22-10-13 Dec 02/14
Rockwell Collins
RUDDER SERVO - ADJUSTMENT/TEST
TASK 22-10-13-900-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Rudder Servo
(SVO). The service technician is expected to use Best Standard Practices to do this
procedure.
LY
N
O
TASK 22-10-13-710-805
2. Operational Test
S
A. General
SE
(1) Each Flight Guidance Computer (FGC) operates together to drive the rudder servo.

PO
(2) The rudder servo does not report to the FAULTS page, but any faults detected by these
R
PU
Task Title
G

IN

N

AI

TR
D. Job Setup
R
FO

EQUIPMENT.
EFFECTIVITY
ALL Page 501
22-10-13 Dec 02/14
Rockwell Collins
(3) Two methods of testing the rudder servo are presented below:
(a) Option 1 uses the Flight Guidance Panel (FGP) and the rudder pedals. Refer to
Trim Servo Operational Test Procedure.
(b) Option 2 uses the Flight Control System (FCS) Diagnostics pages. Refer to Rudder
LY
E. Rudder Servo Operational Test Procedure – Option 1
N
O
S
SE
(a) Make sure no fault messages related to the Rudder Servo show.
(3)
PO
Make sure the rudder pedals move freely in the both directions.
R
(4) Engage the yaw damper and the autopilot.
PU
(a) Make sure that Autopilot (AP) annunciator shows on the PFD and the rudder
pedals resist forced movement.
G

(c) If the rudder pedals move easily, make sure that +28-VDC is output from FGP RUD
IN
ENG CLUTCH (FGP pin P1-b to SVO pin P1-E) while the yaw damper is engaged.
If not, check airplane wiring and test the FGP.
N
(5) Disengage the yaw damper.

AI
(a) Make sure that the rudder pedals move freely.

(6) Do the Rudder Servo Operational Test Procedure – Option 2, or go to Close Up.
TR
F. Rudder Servo Operational Test Procedure – Option 2

R

FO

NOTE: Both FGC computers must be in the OUTPUT MODE.
EFFECTIVITY
ALL Page 502
22-10-13 Dec 02/14
Rockwell Collins
(8) On the flight guidance panel, push at the same time, the right FD button and any two
mode select buttons.
LY
N
O
S
SE
PO
(12) Select the RUDCMD parameter as follows:
(a) Select the SCROLL UP and SCROLL DOWN buttons to show the RUDCMD
parameter.
R
(b) Select the MOVE CURSOR button to move the cursor to the left of the RUDCMD
parameter.
PU

G
IN
(a) The the rudder pedals and rudder move as the servo runs.
N

AI

TR
G. Close Up
R
FO
EFFECTIVITY
ALL Page 503/504
22-10-13 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
RUDDER SERVO MOUNT - REMOVAL/INSTALLATION
TASK 22-10-15-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Rudder Servo
Mount (SMT). The service technician is expected to use Best and Standard Practices to do
these procedures.
LY
N
O
TASK 22-10-15-000-802
2. Removal
S
SE
Task Title
TASK 22-10-13-000-802 Rudder Servo - Removal/Installation - Removal
B. Job Setup
PO
R
PU

TO PERSONNEL.
G

IN
N
AI
location(s).
TR
(4) Gain access to the Rudder SMT, refer to Figure 401.

NOTE: The Rudder SMT is located in the starboard side of the empennage.
R
C. Procedure
FO

main rudder control cable.
EFFECTIVITY
ALL Page 401
22-10-15 Dec 02/14
Rockwell Collins
(4) Refer to the OEM AMM and remove from the capstan (4) from the rudder servo mount
(5).
(5) Refer to TASK 22-10-13-000-802 Rudder Servo - Removal/Installation - Removal and
remove the Rudder servo (1).
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
22-10-15 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Rudder Servo Mount – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
22-10-15 Dec 02/14
Rockwell Collins
TASK 22-10-15-400-803
3. Installation
Task Title
TASK 22-10-13-400-803 Rudder Servo - Removal/Installation - Installation
TASK 22-10-13-710-805 Rudder Servo - Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE

PO
(2) Gain access to the Rudder SMT mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI

TR

THE AIRCRAFT.
R
FO
(6) Refer to TASK 22-10-13-400-803 Rudder Servo - Removal/Installation - Installation and
EFFECTIVITY
ALL Page 404
22-10-15 Dec 02/14
Rockwell Collins

TO THE EQUIPMENT.
LY
(1) Do the TASK 22-10-13-710-805 Rudder Servo - Adjustment/Test - Operational Test.
E. Close Up
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
22-10-15 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
TRIM SERVO - REMOVAL/INSTALLATION
TASK 22-10-17-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Trim Servo
(SVO). The service technician is expected to use Best and Standard Practices to do these
procedures.
LY
N
O
TASK 22-10-17-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G
location(s).
IN
(4) Gain access to the Trim SVO, refer to Figure 401.

N
NOTE: The Trim SVO is located in the port side of the empennage.
AI
B. Procedure
TR

R

FO

EQUIPMENT.
EFFECTIVITY
ALL Page 401
22-10-17 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Trim Servo – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 402
22-10-17 Dec 02/14
Rockwell Collins
TASK 22-10-17-400-803
3. Installation
Task Title
TASK 22-10-17-710-805 Trim Servo - Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the Trim SVO mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI
EQUIPMENT.
TR

(5).
R

FO

TO THE EQUIPMENT.
(1) Do the TASK 22-10-17-710-805 Trim Servo - Adjustment/Test - Operational Test.
EFFECTIVITY
ALL Page 403
22-10-17 Dec 02/14
Rockwell Collins
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 404
22-10-17 Dec 02/14
Rockwell Collins
TRIM SERVO - ADJUSTMENT/TEST
TASK 22-10-17-900-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Elevator Trim
Servo (SVO). The service technician is expected to use Best Standard Practices to do
this procedure.
LY
N
O
TASK 22-10-17-710-805
2. Operational Test
S
A. General
SE
(1) Each Flight Guidance Computer (FGC) operates together to drive the trim servo.

PO
(2) The trim servo does not report to the FAULTS page, but any faults detected by these
R
PU
Task Title
G

IN

N

AI

TR
Commercially Available Multi-Meter
D. Job Setup
R

FO

EQUIPMENT.
EFFECTIVITY
ALL Page 501
22-10-17 Dec 02/14
Rockwell Collins
E. Trim Servo Operational Test Procedure

LY
N
(a) Make sure no fault messages related to the Elevator Servo show.
O
(3) On the pilot-side control wheel, push the pitch trim switch forward for trim down.
S
(a) Make sure the pitch trim servo responds and adjusts the elevator trim down.
SE
(4) On the pilot-side control wheel, push the pitch trim switch to the rear for trim up.
(a) Make sure the pitch trim servo responds and adjusts the elevator trim up.
F. Close Up
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 502
22-10-17 Dec 02/14
Rockwell Collins
TRIM SERVO MOUNT - REMOVAL/INSTALLATION
TASK 22-10-19-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Elevator Trim
Servo Mount (SMT). The service technician is expected to use Best and Standard Practices
LY
N
O
TASK 22-10-19-000-802
2. Removal
S
SE
Task Title
TASK 22-10-17-000-802 Trim Servo - Removal/Installation - Removal
B. Job Setup
PO
R
PU

TO PERSONNEL.
G

IN
N
AI
location(s).
TR
(4) Gain access to the Trim servo mount, refer to Figure 401.
NOTE: The Trim servo mount is located in the port side of the empennage.
R
C. Procedure
FO

main trim control cable.
EFFECTIVITY
ALL Page 401
22-10-19 Dec 02/14
Rockwell Collins
(4) Refer to the OEM AMM and remove from the capstan (4) from the trim servo mount (5).
(5) Refer to TASK 22-10-17-000-802 Trim Servo - Removal/Installation - Removal and
remove the Trim servo (1).
(9) Gently pull the Trim servo mount (3) out of the aircraft.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
22-10-19 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Trim Servo Mount – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
22-10-19 Dec 02/14
Rockwell Collins
TASK 22-10-19-400-803
3. Installation
Task Title
TASK 22-10-17-400-803 Trim Servo - Removal/Installation - Installation
TASK 22-10-17-710-805 Trim Servo - Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE

PO
(2) Gain access to the Trim SMT mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI

TR

THE AIRCRAFT.
R
FO
(6) Refer to TASK 22-10-17-400-803 Trim Servo - Removal/Installation - Installation and
EFFECTIVITY
ALL Page 404
22-10-19 Dec 02/14
Rockwell Collins

TO THE EQUIPMENT.
LY
(1) Do the TASK 22-10-17-710-805 Trim Servo - Adjustment/Test - Operational Test.
E. Close Up
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
22-10-19 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
FO
R
TR
AI
N
IN
G
PU
R
PO
CHAPTER
SE
S
O
N
COMMUNICATION LY
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
HF COMMUNICATION SYSTEM - COMPONENT LOCATION
Figure 101
HF-9031A 1 1 Figure 101
HF-9041 1 1 Figure 101
LY
FL-9003 1 1 Figure 101
N
O
serviced.
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 101
23-10-00 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
HF Communication – Component Location

Figure 101
EFFECTIVITY
ALL Page 102
23-10-00 Dec 02/14
Rockwell Collins
HF COMMUNICATION SYSTEM - ADJUSTMENT/TEST
TASK 23-10-00-700-801
1. General
A. The data in this section gives the steps to do the Operational Test of the High Frequency
(HF) Communication (COMM) system. The service technician is expected to use Best and
Standard Practices to do these procedures.
LY
N
O
TASK 23-10-00-710-802
2. Operational Test
S
A. General
SE
(1) The HF Communication System is the equipment that uses the frequency range of 2
to 30 MHz to transmit and receive flight information, landing instructions, and voice
PO
communications. HF communication systems are capable of global communication, not
limited to line-of-sight as is VHF communications.
(2) The Selective Calling (SELCAL) (option) is the system that allows ground-based radio
R
operators to call single or multiple aircraft without the aircraft personnel monitoring the
PU
ground station frequency.
(3) The system provides integrated control of several combinations of aircraft Navigation
and Communication radio subsystems. This integrated control includes the setting
G
of radio frequencies with presets, beacon codes and different modes. The displays
provide control of both onside and cross-side radios from the pilot or copilot position.
IN

N
a. HF Controls
AI
b. HF Active Frequency Selection

c. SELCAL Self-Test (Option)
TR
d. SELCAL Reception Test (Option)

R

FO

Volts DC)
CTS-700 SELCAL Tester
C. Job Setup
EFFECTIVITY
ALL Page 501
23-10-00 Dec 02/14
Rockwell Collins

EQUIPMENT.
WARNING: BE SURE ALL PERSONNEL ARE CLEAR OF THE HIGH

FREQUENCY (HF) ANTENNA WHEN DOING RADIO CHECKS.
DO NOT TOUCH THE RF OUTPUT TERMINAL ON THE ANTENNA
COUPLER, THE ANTENNA LEAD-IN WIRE, THE INSULATED
LY
FEED THROUGH, OR THE ANTENNA ITSELF WHILE THE
MICROPHONE IS KEYED. SERIOUS RF BURNS CAN OCCUR
FROM DIRECT CONTACT WITH THE ABOVE ITEMS WHEN
N
THE SYSTEM IS TRANSMITTING. FOR SAFETY REASONS,
O
AIRCRAFT SHOULD BE OUTSIDE IF TRANSMITTING HIGH
FREQUENCY RADIO SIGNALS.
S
SE
switch to ON.
PO
R
(f) Make sure the aircraft is in a Weight On Wheels (WOW) configuration.
PU
(2) Make sure the Audio System is operational before doing this test.
(3) If SELCAL option is installed, make sure all radios are disabled (buttons in the down
position) on both the Pilot and Copilot Audio Panels.
G
(4) Make sure the Audio Control Panel (ACP) is set up as follows:
IN
(a) Rotate Master VOL knob to mid range.

(b) Set XMIT switch to HF.
N
(c) Make sure HF select knob is pushed in and rotated to mid position.
AI
(d) Set MIC OXY to NORM.

(e) Set AUTO COMM switch to up position.
TR
(f) Set SPKR switch up (Speaker On).

(g) Set AUDIO ALTN switch to NORM.
R
(h) Set VOICE/IDENT switch to BOTH.

FO
NOTE: If SELCAL option is installed, for testing purposes strap the SELCAL unit
with TEST CODE (DP-QS). For test code strapping pin out, strap wires
at pins 1,2,4,6,9,13,14,15 and 16 of connector 2312J5 spliced together.
(5) Enable the Pilot and Copilot speakers.
(6) Check the OMS FAULT MESSAGE page for any active faults related to the HF
Communication System. If any faults exist, select the fault to open the FAULT
MESSAGE SUMMARY page to display the summary and details of the fault for
troubleshooting. If no faults are present, continue with test.
(7) Make sure the following CBs are OPEN:
EFFECTIVITY
ALL Page 502
23-10-00 Dec 02/14
Rockwell Collins
(a) HF COM
(b) HF ANT
(c) SELCAL (option)
D. HF Controls
(1) Push the Multifunction Keypad Panel (MKP) TUNE/DLNK button to open a Radio
Tuning page on the Multifunction Display (MFD).
(a) On MFD, the COM Tuning page shows.
LY
(2) Select the HF icon in the tuning page menu line.
(a) On MFD, the HF Tuning page shows. The HF frequency shows in yellow.
N
(3) Set the following CBs to CLOSED:
O
(a) HF COM
(b) HF ANT
S
(c) Make sure no CB trips or adverse effects occur.
SE
(d) On the MFD, as the systems power up the HF Frequency turns green.
(4) Select the the Ctrl button.
PO
(a) On MFD, the HF Control Dialog Box shows.
(5) Select the Test button to run the HF Self-Test.
(a) On MFD, the HF frequency display line is replaced with an In Test annunciation.
R
(b) Within 40 seconds or less following the Self-Test initialization, the HF frequency
PU
display line shows in green, and the test result Pass shows.
E. HF Active Frequency Selection

G
WARNING: FOR SAFETY REASONS, DO NOT KEY THE MICROPHONE OR

IN
TRANSMIT DURING THIS TEST.

(1) On the Pilot Audio Panel, select HF.
N
(2) Turn HF button to adjust the volume.

AI
(a) HF is heard through the Pilot speaker.

(3) At the HF Control page, enter a valid simplex frequency between 2.0000 and 29.9999.
TR
Refer to Table 501.

(a) Monitor the frequency for proper reception operation.
(b) Frequency is accepted and shows green. Reception operates properly.
R
FO
Table 501. HF Frequencies (MHz)
HF Frequencies That May Be Monitored (MHz)

WWV
5.0000 10.0000 15.0000 20.0000
Aeronautical Frequencies
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Table 501. HF Frequencies (MHz) (Cont.)
HF Frequencies That May Be Monitored (MHz)

WWV
5.6000 – 5.9500 8.8150 – 9.0400 17.9000 –
18.7800
6.5200 – 7.0000 10.1500 – 11.6500 22.8500 –
24.8900
LY
13.330 (KEA5 or KER6) USB
CB Channels And Frequencies
N
#1 26.9650 #9 27.0650 #17 27.1650 #25 27.2450 #33 27.3350
O
#2 20.9750 #10 27.0750 #18 27.1750 #26 27.2650 #34 27.3450
S
#3 26.9850 #11 27.0850 #19 27.1850 #27 27.2750 #35 27.3550
SE
#4 27.0050 #12 27.1050 #20 27.2050 #28 27.2850 #36 27.3650
#5 27.0150 #13 27.1150 #21 27.2150 #29 27.2950 #37 27.3750
#6 27.0250
#7 27.0350
#14 27.1250
#15 27.1350
#22 27.2250
#23 27.2550PO #30 27.3050
#31 27.3150
#38 27.3850
#39 27.3950
R
#8 27.0550 #16 27.1550 #24 27.2350 #32 27.3250 #40 27.4050
PU
(4) Change the Emission Mode to LV, then UV, and then AM.
(a) Make sure each mode is selectable.
(5) On the Pilot Audio Panel, deselect HF (all radios should now be in off position).
G
(6) On the Copilot Audio Panel, select HF (up).

IN
(7) Turn HF1 button to adjust volume.

(a) HF is heard through the Copilot speaker.
N
F. SELCAL Self-Test (Option)

AI

TR
(a) SELCAL
(b) Make sure no CB trips or adverse effects occur.
(2) Push and hold the Avionics annunciator push-to-test Switch.
R
(a) On the center pedestal, at the SELCAL annunciator panel verify the following:
FO
1) While the avionics annunciator test switch is being held, the HF SELCAL push
to cancel annunciator switch light is ON.
2) When the avionics annunciator test switch is released, the HF SELCAL push to
cancel annunciator switch light is OFF.
(3) On the Pilot and Copilot Audio Control Panels, set the PHONE/SPKR switch to the ON
position and set the volume control knob to mid range.
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NOTE: A fully functioning unit will complete the self-test within approximately
four seconds by indicating a SELCAL call has been detected on all
channels at once. Should all channels not test correctly, the annunciator
light for the failed channel will not light. If the code selection programmed
into the unit is invalid, the unit will not light any of the annunciators and
will appear to have done nothing.
(4) At the center pedestal on the SELCAL panel, push and release the SELCAL test switch.
(a) On the pedestal extension, make sure the white HF SELCAL annunciator is ON.
LY
(b) Cockpit Call tone is heard over the Pilot and Copilot speakers and a cyan SELCAL
CAS message shows on the MFD.
N
NOTE: The CAS message list may contain enough warning and caution
messages to fill up the initial CAS window. Select the + symbol in
O
the lower right corner of the CAS window to expand it to see all the
active CAS messages.
S
(5) To cancel the HF SELCAL annunciator light on the center pedestal, push and release
the HF SELCAL annunciator switch on the SELCAL panel.
SE
(a) On the pedestal extension, make sure the white HF SELCAL annunciator goes OFF.
G. SELCAL Reception Test (Option)
(1)
PO
NOTE: HF must be operated in AM mode whenever SELCAL signal is expected.
On the HF Tuning Page, access the HF Control Dialog Box by selecting Ctrl.
R
(2) Set the mode of operation to AM and enter 10.045MHz.
PU
(a) On the MFD HF Control page:

1) The HF frequency shows in green.
2) AM shows in Cyan.
G
(3) On the SELCAL tester, depress the ON key.

IN
(4) Depress the MODE key until SELCAL mode is displayed.

(5) Push RF key until HF is displayed.
N
(6) Enter the SELCAL test code of DPQS.

AI
(7) Push CLEAR key if cursor is not at the start of code.

TR
(8) Attach and fully extend antenna to RF output connector.

(9) After code is correct, push SEND key to transmit SELCAL tone code.
(a) SENDING shows on the tester during transmit period.
R
(b) On the Flight Deck the Cockpit Call Tone is heard over the Pilot and Copilot
FO
speakers.
(c) On the pedestal extension, make sure the white HF SELCAL annunciator comes on.
(d) Make sure a cyan SELCAL CAS message shows on the MFD
NOTE: The CAS message list may contain enough warning and caution
messages to fill up the initial CAS window. Select the + symbol in
the lower right corner of the CAS window to expand it to see all the
active CAS messages.
(10) To cancel the HF SELCAL annunciator, push and release the HF SELCAL annunciator
switch on the SELCAL panel.
EFFECTIVITY
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(a) On the pedestal extension, make sure the white HF SELCAL annunciator goes out.
H. Close Up
switch to OFF.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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HF RECEIVER/TRANSMITTER - REMOVAL/INSTALLATION
TASK 23-10-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the High Frequency
(HF) Receiver/Transmitter (HF-9031A). The service technician is expected to use Best and
LY
N
O
TASK 23-10-01-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
PERSONNEL.
PO
PRIOR TO REMOVAL OR INSTALLATION, MAKE SURE ALL POWER

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the HF Receiver/Transmitter, refer to Figure 401.
TR
B. Procedure

R
FO

EQUIPMENT.
(1) Cut and remove the lockwire from the two fiber optic plugs J2 (2) and J3 (3).
EFFECTIVITY
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(2) Disconnect the fiber optic plugs from receptacles J2 (2) and J3 (3) on the receiver/
transmitter (1). Install protective caps and covers to the fiber optic plugs and receptacles.
(3) Cut and remove the lockwire from receptacle J1 (4).
(4) Disconnect electrical plugs from the receiver/transmitter receptacles J1 (4), J4 (6), and
J5 (8). Install protective caps and covers to the electrical plugs and receptacles.
(5) Cut and remove the lockwire from the two mounting tray thumbscrews knobs (5).
(6) Loosen the two thumbscrews knobs (5), hold the handle (7), and pull the HF
Receiver/Transmitter away from the equipment tray.
LY
(7) Remove the HF Receiver/Transmitter (1) from the aircraft.
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
HF Receiver/Transmitter – Removal/Installation
Figure 401
EFFECTIVITY
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TASK 23-10-01-400-803
3. Installation
Task Title
TASK 23-10-00-710-802 HF Communication System - Adjustment/Test - Operational
Test
LY
B. Job Setup
N
O
PERSONNEL.
S
SE
PO
(2) Gain access to the HF Receiver/Transmitter mounting location.
R
C. Procedure
PU

G

IN

(1) Hold the handle (7) and carefully position the HF Receiver/Transmitter (1) onto the
N
equipment tray.
AI
(2) Tighten the two thumbscrews (5) to safety the HF Receiver/Transmitter (1) to the
equipment tray.
TR

EQUIPMENT.
R

FO
CAUTION: WHEN YOU INSTALL THE FIBER OPTIC PLUGS, DO NOT

TIGHTEN THEM MORE THAN HAND-TIGHT. DAMAGE TO THE
EQUIPMENT MAY RESULT.
(4) Install and hand-tighten the fiber optic plugs to connectors J2 (2) and J3 (3) on the HF
Receiver/Transmitter (1).
CAUTION: WHEN YOU SAFETY WIRE LOCK THE FIBER OPTIC PLUGS,
DO NOT OVER-TIGHTEN THE WIRE. DAMAGE TO THE
CONNECTORS MAY RESULT.
EFFECTIVITY
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(5) Safety the two fiber optic connectors to receptacles J2 (2) and J3 (3) with lockwire.
(6) Connect electrical connectors to the HF transciever receptacles J1 (4), J4 (6), and J5 (8).
(7) Safety the electrical connector to receptacle J1 (4) with lockwire.
(8) Safety the two thumbscrew knobs (5) with lockwire.
WARNING: BEFORE YOU ENERGIZE THE ELECTRICAL SYSTEMS TELL

LY
EQUIPMENT.
N
O
(1) Do the TASK 23-10-00-710-802 HF Communication System - Adjustment/Test -
S
Operational Test.
SE
E. Close Up
PO
(2) Remove all tools, equipment, and materials from the work area.
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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23-10-01 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
HF ANTENNA COUPLER - REMOVAL/INSTALLATION
TASK 23-10-03-900-801
1. General
A. The data in this section gives removal and installation procedures for the High Frequency
(HF) antenna coupler (HF-9041). The service technician is expected to use Best and
LY
N
O
TASK 23-10-03-000-802
2. Removal
S
A. Job Setup
SE
PO
R
PU
location(s).
(4) Gain access to the HF antenna coupler, refer to Figure 401.
G
B. Procedure
IN

N

AI

TR

EQUIPMENT.
R
(1) Cut and remove the lockwire from the two fiber optic plugs J2 (3) and J3 (4).
FO
(2) Disconnect the fiber optic plugs from receptacles J2 (3) and J3 (4) on the HF antenna
coupler (1). Install protective caps and covers to the fiber optic plugs and receptacles.
(3) Cut and remove the lockwire from receptacle J1 (5).
(4) Disconnect electrical plugs from the HF antenna coupler receptacles J1 (5), and J4 (2).
Install protective caps and covers to the electrical plugs and receptacles.
(5) Cut and remove the lockwire from the two mounting tray thumbscrew knobs (6).
(6) Loosen the two thumbscrews knobs (6), hold the handle (7), and pull the HF antenna
coupler away from the equipment tray.
EFFECTIVITY
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Rockwell Collins
(7) Remove the HF antenna coupler (1) from the aircraft.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
HF Antenna Coupler – Removal/Installation

Figure 401
EFFECTIVITY
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TASK 23-10-03-400-803
3. Installation
Task Title
Test
LY
B. Job Setup
N
O
PERSONNEL.
S
SE
PO
(2) Gain access to the HF antenna coupler mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

(1) Hold the handle (7) and carefully position the HF antenna coupler (1) onto the
N
equipment tray.
AI
(2) Tighten the two thumbscrews (6) to safety the HF antenna coupler (1) to the equipment
tray.
TR

EQUIPMENT.
R

FO
CAUTION: WHEN YOU INSTALL THE FIBER OPTIC PLUGS, DO NOT

TIGHTEN THEM MORE THAN HAND TIGHT. DAMAGE TO THE
EQUIPMENT MAY RESULT.
(4) Install and hand-tighten the fiber optic connectors to recetpacles J2 (3) and J3 (4)
on the HF antenna coupler (1).
CAUTION: WHEN YOU LOCK THE FIBER OPTIC PLUGS, DO NOT
OVER-TIGHTEN THE WIRE. DAMAGE TO THE CONNECTORS
MAY RESULT.
EFFECTIVITY
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(5) Safety the two fiber optic connectors to receptacles J2 (3) and J3 (4) with lockwire.
(6) Connect electrical connectors to the HF antenna coupler receptacles J1 (5), and J4 (2).
(7) Safety the electrical connector to receptacle J1 (5) with lockwire
(8) Safety the two thumbscrew knobs (6) with lockwire.

LY
EQUIPMENT.
N
O
S
Operational Test.
SE
E. Close Up
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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23-10-03 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
HF FEEDLINE ADAPTER - REMOVAL/INSTALLATION
TASK 23-10-05-900-801
1. General
A. The data in this section gives removal and installation procedures for the HF Feedline
Adapter. The service technician is expected to use Best and Standard Practices to do
these procedures.
LY
N
O
TASK 23-10-05-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the HF Feedline Adapter, refer to Figure 401.
TR
B. Procedure

R
FO

(1) Disconnect cable from adapter (1).
(2) Install protective covers on all connectors.
(3) Remove the four screws (2) and four washers (3) securing the HF Feedline Adapter
(1) and the Insulator Retaining Plate (5).
EFFECTIVITY
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23-10-05 Dec 02/14
Rockwell Collins

EQUIPMENT.
(4) Remove the HF Feedline Adapter (1) from the aircraft.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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23-10-05 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
HF Feedline Adapter – Removal/Installation

Figure 401
EFFECTIVITY
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Rockwell Collins
TASK 23-10-05-400-803
3. Installation
Task Title
Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
R
PU

location(s).
G
(4) Gain access to the HF Feedline Adapter, refer to Figure 401.

IN
C. Procedure
N

AI
TR

R

FO
EQUIPMENT.
(2) Connect the cable to the adapter (1).
(3) Install the four screws (2) and four washers (3) to safety the HF Feedline Adapter (1)
and the Insulator Retaining Plate (5) to the aircraft.
Operational Test.
EFFECTIVITY
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E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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23-10-05 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
VHF COMMUNICATION SYSTEM - COMPONENT LOCATION
Figure 101
VHF-4000 1 2 Figure 101
LY
serviced.
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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23-11-00 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
VHF Communication System – Component Location

Figure 101
EFFECTIVITY
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Rockwell Collins
VHF COMMUNICATION SYSTEM - ADJUSTMENT/TEST
TASK 23-11-00-700-801
1. General
A. The data in this section gives the steps to do the Operational Test of the Very High
Frequency (VHF) Communication System. The service technician is expected to use Best
Standard Practices to do this procedure.
LY
N
O
TASK 23-11-00-710-802
2. Operational Test
S
A. General
SE
(1) The VHF Communication aboard an aircraft is a system to transmit and receive voice
and coded data information between the aircraft and air traffic control, airport controllers
PO
and airline personnel. The VHF Communication system is a line-of-sight system which
provides airborne VHF communications from 118.000 through 136.975 MHz. The
number of channels supported for tuning depends on the selected frequency spacing
R
(8.33 KHz versus 25.00 KHz), and if extended frequency operation is supported.
PU
provide control of both on-side and cross-side radios from the pilot or copilot position.
G
(3) This Operational Test includes these tests:

IN
a. VHF COM Power Up and Self-Test

b. COM Squelch Interrupt Test
N
c. COM Audio Receive

AI
d. COM Power Test

e. COM Transmit/Receive Test
TR
f. COM 8.33 KHZ Channel Spacing

g. Emergency Frequency Auto Select
h. Ground Ops Test
R

FO

Volts DC)
Commercially Available Wattmeter and adapter coaxes with capaibility of testing
up to 50W and frequency up to 250 MHz
EFFECTIVITY
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Commercially Available Headsets, two pair
NAV 402, COM-120 MKR/NAV/COM COM/NAV Test Set with antenna (or equivalent)
C. Job Setup
LY
N
O
switch to ON.
S
SE
(f) Make sure the following CBs are OPEN:

1) COM1
PO
R
2) COM2
PU
(a) Master Volume knob is rotated to mid-range.
G
(b) Set XMIT switch to 1.

IN
(c) Make sure COMM 1 and COMM 2 select knobs are pushed in and rotated to the
mid position.
N

AI
(e) Set AUTO COMM switch to ON (up).

(f) Set SPKR switch to ON (up).
TR

(h) Set VOICE/IDENT switch to VOICE.
R
D. VHF COM Power Up and Self-Test

FO
(1) On the Multifunction Keypad Panel (MKP), push the TUNE/DLNK button.
(a) In the COM Tuning window, COM1 and COM2 active frequencies show in yellow on
the Multifunction Display (MFD).
(b) In the Primary Field of View (PFV) fields, COM1 and COM2 active frequencies
show in yellow on Primary Flight Displays PFD 1 and PFD 2.
(2) Set the following CB to CLOSED:
(a) COM1
(b) The COM1 active frequency shows green on the MFD, PFD 1, and PFD 2.
EFFECTIVITY
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(3) In the COM Tuning window, select the Standby Frequency field.
(4) With the use of the MKP, enter frequency 11800 in the Standby Frequency field and
push the ENTER button.
(a) The COM1 Standby Frequency shows 118.00 in white on the MFD, PFD 1, and
PFD 2.
(5) In the COM Tuning window, select the Swap Arrow.
(a) The COM1 active frequency shows 118.00 in green on the MFD, PFD 1, and PFD 2.
(6) Repeat Step (2) through Step (5) for COM 2.
LY
NOTE: For the COM 2 test, CLOSE the COM 2 circuit breaker.
(a) The results for COM 2 are the same as for COM1.
N
(7) In the COM Tuning window, select the COM1 Ctrl button.
O
(a) The COM1 Control dialog box shows on the MFD.
(8) On the COM1 Control dialog box, select the Test button.
S
(a) The Test button shows selected for 10 seconds and then resets to unselected
SE
on the MFD.
(b) The self-test routine is executed, and will conclude with a single beep when the
PO
test has passed.
(9) Close the COM1 Control dialog box.
(a) The COM1 Control dialog box does not show.
R
PU
NOTE: Make sure the COM2 select knob on each ACP is pulled out to listen to
the COM2 audio during the self-test.
E. COM Squelch Interrupt Test

G
(1) In the COM Tuning window, uncheck the COM1 Squelch (SQ) box.
IN
(a) White noise Is heard on the pilot and copilot speakers.

(2) On the pilot’s ACP, set AUTO COMM switch to OFF (down).
N
(a) White noise is not heard on the pilot speaker.

AI
(3) On the copilot’s ACP, set AUTO COMM switch to OFF (down).
TR
(a) White noise is not heard on the copilot speaker.

(4) On the pilot and copilot ACPs, set the AUTO COMM switches to ON (up).
R
(5) On the pilot and copilot ACPs, adjust the Master VOL control knob to a comfortable level.
FO
(a) Volume is adjusted to set level in speakers.

(6) In the COM Tuning window, check the COM1 SQ box.
(a) White noise is not heard on the pilot and copilot speakers.
(7) On the pilot and copilot ACPs, set the XMIT switch to 2.
(8) In the COM Tuning window, uncheck the COM2 SQ box.
(a) White noise is heard on the pilot and copilot speakers.
(9) On the pilot and copilot ACPs, set the AUTO COMM switches to OFF (down).
EFFECTIVITY
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(a) The COM2 SQ box is checked on the MFD.
F. COM Audio Receive Test

(1) On the pilot and copilot ACPs, pull out the COMM 1 audio select knob to the ON position.
(2) With use of the COM Test Set, radiate a 118.00 MHz test signal (1020 Hz @ 30%
Modulation).
(a) 1020 Hz audio tone is heard on the pilot and copilot speakers.
LY
(3) On the pilot and copilot ACPs, push in the COMM 1 audio select knob to the OFF
position.
N
(a) 1020 Hz audio tone is not heard on the pilot and copilot speakers.
O
(4) On the pilot and copilot ACPs, pull out the COMM 2 audio select knob to the ON position.
(a) 1020 Hz audio tone is heard on the pilot and copilot speakers.
S
(5) Turn off the COM Test Set.
SE
(6) On the pilot and copilot ACPs, set the SPKR switch to the down position.
(a) 1020 Hz audio tone is not heard on the pilot and copilot speakers.
G. Reversionary Tuning Test

PO
(1) On the Reversionary Panel, set the PFD1 switch to OFF (up).
(a) PFD 1 shuts off.
R
(b) MFD reverts to show a pilot PFD.
PU
(2) On the MKP, push the TUNE/DLNK button to show the COM Tuning window.
(a) The COM Tuning window shows on the MFD.
(b) The COM1 and COM2 active frequencies show in green.
G
(3) In the COM Tuning window, select the COM1 Standby Frequency field until it is
IN
activated (cyan).
(4) On the MKP, enter 12345 and push the ENTER button.
N
(5) Select the COM1 Swap Arrow.

AI
(a) The COM1 Active frequency shows 123.45 in green.

(6) On the Reversionary Panel, set the MFD switch to OFF (up).
TR
(a) MFD shuts off.

(7) On the MKP, push the TUNE/DLNK button to show the COM Tuning window on PFD 2.
R
(a) The COM Tuning window shows the message Left Side Display Tuning Inoperative.
FO
(8) In the COM Tuning window, select the COM2 Standby Frequency field until it is
activated (cyan).
(11) On the Reversionary Panel, set the PFD1 switch to NORM (down).
NOTE: Wait for PFD 1 to start up before proceeding to Step (12).
EFFECTIVITY
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(13) On the MKP, push the TUNE/DLNK button to show the COM Tuning window on PFD 1.
(a) The COM Tuning window shows the message Right Side Display Tuning
Inoperative.
(14) In the COM Tuning window, select the COM1 Standby Frequency field.
LY
(17) On the Reversionary Panel, set the MFD switch to NORM (down).
N
NOTE: Wait for the MFD to start up before proceeding to Step (18).
(a) The MFD reverts to show a copilot PFD.
O
(18) On the MKP, push the TUNE/DLNK button to show the COM Tuning window on the MFD.
S
(a) In the COM Tuning window, COM1 and COM2 active frequencies show in green.
SE
PO
R
PU

G
(a) The MFD reverts to show a pilot PFD.

IN
(26) On the MKP, push the TUNE/DLNK button to show the COM Tuning window the MFD.
(a) In the COM Tuning window, COM1 and COM2 active frequencies show in green.
N
AI
TR

R

FO

(33) On the Reversionary Panel, set the PFD1 and PFD1 switches to NORM (down).
H. COM Power Test

CAUTION: Do not key the transmitter for a period greater than one minute, with
a four minute receive interval.
(1) Connect the Wattmeter inline with COMM 1 coax, refer to Figure 501.
(2) On the pilot ACP, set the XMIT switch to 1.
EFFECTIVITY
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(a) The COM1 Standby standby frequency shows 118.00 in white.
LY
(7) Configure the Wattmeter to read Forward Power, refer to Figure 501.
(a) Wattmeter should indicated a Forward Power output of 16 Watts minimum, and 28
Watts maximum.
N
(8) Key the Pilot (Copilot for COM2) MIC key to obtain a power reading, then release
O
the MIC key.
(a) Record the COM 1 118.00 Forward Power reading results.
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Wattmeter Hookup – Forward Power Configuration

Figure 501
(9) Configure the Wattmeter to read Reflective Power, refer to Figure 502.
(a) Wattmeter should indicate Reflective Power.
(10) Key the Pilot MIC key to obtain a power reading, then release the MIC key.
(a) Record the COM 1 118.00 Reflective Power reading results.
(11) Using Table 501, determine the Voltage-Standing Wave Ratio (VSWR) and record
the results.
EFFECTIVITY
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NOTE: The VSWR should be 2.5 or less.

(12) Repeat Step (4) through Step (11) using the following frequencies:
(a) 126.000 MHz
(b) 136.975 Mhz
NOTE: In step Step (2), on the pilot ACP, set the XMIT switch to 2.
LY
N
O
S
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PO
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G
IN
N
Wattmeter Hookup – Reflective Power Configuration

AI
Figure 502
TR
Table 501. VSWR Ratio Determination

R
Reflected Power (Watts)

(REFL PWR)→ 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
FO
Forward
Power ↓VSWR (ratio)↓
↓(Watts)↓
16.0 1.0 1.4 1.7 1.9 2.1 2.3 2.5 2.8 3.0 3.3 3.5 3.8
16.5 1.0 1.4 1.7 1.9 2.1 2.3 2.5 2.7 2.9 3.2 3.4 3.7
17.0 1.0 1.4 1.6 1.8 2.0 2.2 2.4 2.7 2.9 3.1 3.4 3.6
EFFECTIVITY
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Rockwell Collins
Table 501. VSWR Ratio Determination (Cont.)
Reflected Power (Watts)

(REFL PWR)→ 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
Forward
Power ↓VSWR (ratio)↓
↓(Watts)↓
LY
17.5 1.0 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.1 3.3 3.6
18.0 1.0 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2 3.5
N
18.5 1.0 1.4 1.6 1.8 2.0 2.2 2.3 2.5 2.7 2.9 3.2 3.4
O
19.0 1.0 1.4 1.6 1.8 2.0 2.1 2.3 2.5 2.7 2.9 3.1 3.3
19.5 1.0 1.4 1.6 1.8 1.9 2.1 2.3 2.5 2.7 2.8 3.1 3.3
S
20.0 1.0 1.4 1.6 1.8 1.9 2.1 2.3 2.4 2.6 2.8 3.0 3.2
SE
20.5 1.0 1.4 1.6 1.7 1.9 2.1 2.2 2.4 2.6 2.8 3.0 3.1
21.0 1.0 1.4 1.6 1.7 1.9 2.1 2.2 2.4 2.5 2.7 2.9 3.1
21.5
22.0
1.0
1.0
1.4
1.4
1.5
1.5
1.7
1.7
1.9
1.9
PO
2.0
2.0
2.2
2.2
2.4
2.3
2.5
2.5
2.7
2.7
2.9
2.8
3.0
3.0
R
22.5 1.0 1.4 1.5 1.7 1.8 2.0 2.2 2.3 2.5 2.6 2.8 3.0
PU
23.0 1.0 1.3 1.5 1.7 1.8 2.0 2.1 2.3 2.4 2.6 2.7 2.9
23.5 1.0 1.3 1.5 1.7 1.8 2.0 2.1 2.3 2.4 2.6 2.7 2.9
24.0 1.0 1.3 1.5 1.7 1.8 2.0 2.1 2.2 2.4 2.5 2.7 2.8
G
24.5 1.0 1.3 1.5 1.7 1.8 1.9 2.1 2.2 2.4 2.5 2.6 2.8
IN
25.0 1.0 1.3 1.5 1.6 1.8 1.9 2.1 2.2 2.3 2.5 2.6 2.8
N
25.5 1.0 1.3 1.5 1.6 1.8 1.9 2.0 2.2 2.3 2.4 2.6 2.7
AI
26.0 1.0 1.3 1.5 1.6 1.8 1.9 2.0 2.2 2.3 2.4 2.6 2.7
26.5 1.0 1.3 1.5 1.6 1.8 1.9 2.0 2.1 2.3 2.4 2.5 2.7
TR
27.0 1.0 1.3 1.5 1.6 1.7 1.9 2.0 2.1 2.3 2.4 2.5 2.6
27.5 1.0 1.3 1.5 1.6 1.7 1.9 2.0 2.1 2.2 2.4 2.5 2.6
R
28.0 1.0 1.3 1.5 1.6 1.7 1.9 2.0 2.1 2.2 2.3 2.5 2.6
FO
NOTE: VSWR values shaded in gray are unacceptable ratios.
I. COM Transmit/Receive Test

(1) On the pilot and copilot ACPs, make sure the AUTO COMM switch is ON (up).
(4) On the MKP, enter a local tower test frequency and push the ENTER button.
EFFECTIVITY
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23-11-00 Dec 02/14
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(a) The COM1 Standby standby frequency shows local tower test frequency in white.
(a) The COM1 Active frequency shows the local tower test frequency in green.
(6) Plug a headset into the Pilot audio jack.
(a) COM1 sidetone is heard in the headset.
(7) On the pilot control wheel, key the Pilot MIC Key and contact the Ground Control Tower
for a radio check.
LY
(a) Transmission to the Ground Control Tower is confirmed clear and intelligible.
(b) Reception from the Ground Control Tower is confirmed clear and intelligible.
(8) Repeat Step (3) through Step (7) for COM2.
N
NOTE: For the COM2 test, plug the headset into the Copilot audio jack and
O
make sure the ACP XMIT switch is set to 2.
(a) Results of COM2 are the same as for COM1.
S
SE
J. COM 8.33 KHz Channel Spacing Test
PO
R
(3) In the COM1 Control dialog box, select the 8.33 Chan Spc radial button.
PU
(a) The 8.33 selection show in cyan on the MFD.

(4) On the pilot and copilot ACPs, push in the COM2 audio select knob.
(5) On the pilot and copilot ACPs, pull out the COM1 audio select knob.
G
(6) On Cursor Control Panel (CCP) 1, push the ESC button.

IN
(a) The COM1 Control dialog box does not show on the MFD.
(7) Push the COM 1/2 button until PFD field for COM1 is selected.
N
NOTE: The on-side CCP controls that PFD. The COM button on CCP1 controls
AI
PFD1.
(a) The standby frequency for COM1 is surrounded with a cyan box on PFD 1.
TR
(8) Rotate the TUNE inner and outer knobs to set COM1 frequency to 118.015.
(9) Push the TUNE knob to swap the 118.015 frequency into active.
(a) COM1 active frequency is set to 118.015 on the MFD.
R
(10) With the use of the COM Test Set, radiate a 118.017 MHz test signal (1020 Hz
FO
Modulation).
(a) 1020 Hz audio tone is heard on the cockpit speakers.
(11) On the pilot and copilot ACPs, push in the COM1 audio select knob.
(12) On the pilot and copilot ACPs, pull out the COM2 audio select knob.
(a) 1020 Hz audio tone is not heard on the cockpit speakers.
NOTE: In Step (4) and Step (12) use the COM1 knob. In Step (5) and Step
(11) use the COM2 knob.
EFFECTIVITY
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(14) Turn off the COM Test Set.
K. Emergency Frequency Auto Select Test

(1) On the Reversionary Panel, depush to latch the EMER FREQ switch.
(a) On the EMER FREQ switch, 121.5 is illuminated.
(2) On the COM Tuning window and PFD PFV fields, observe the active frequency.
(a) COM1 active frequency automatically changes to the Emergency Frequency of
LY
121.50 MHz.
(b) EMER is indicated in place of the standby frequency.
N
(3) On the Reversionary Panel, push the EMER FREQ switch.
O
(a) EMER FREQ switch is not illuminated.
(b) COM1 active frequency switches back to the former active frequency.
S
(c) EMER is not indicated in place of the standby frequency.
SE
L. Ground Ops Test
NOTE: If necessary, make sure that the GND OPS CB is properly set in the
battery box.
PO
NOTE: Make sure all necessary CBs for GND OPS are CLOSED:
R
GND POS AVNCS
PU
PFD1
COM1
G
(2) Set EXT PWR switch to OFF.

IN
(3) Make sure the BAT switch is set to OFF.

(a) Aircraft electrical and avionics systems are powered down.
N
(4) Make sure the pilot and copilot ACPs switches are set as follows:
AI

TR
mid position
R

FO

(5) Set BAT switch to GND OPS position.
NOTE: For the C90 and B300 aircraft, if the battery is not installed, toggle the
EEXT PWR switch. The EEXT PWR switch must be closed when the
system is powered by an external cart.
(a) PFD 1 turns on.
(6) Plug in headsets to PLT Mic/Headset jacks.
EFFECTIVITY
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Rockwell Collins
(a) COM1 sidetone is heard on headsets.

(7) On the MKP, push the TUNE/DLNK button to show the COM Tuning window on PFD1.
(a) The COM Tuning window shows on PFD 1.
(8) With the use of CCP 1, rotate the TUNE knob to set a local tower test frequency.
(a) The COM1 frequency is the local tower test frequency.
(9) Key the Pilot Push To Talk (PTT) and contact the Ground Control Tower for a radio
check.
LY
1) Transmission to the Ground Control Tower is confirmed clear and intelligible.
2) Reception from the Ground Control Tower is confirmed clear and intelligible.
(10) Set BAT switch to the OFF position.
N
O
M. Close Up
S
SE
switch to OFF.
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 511/512
23-11-00 Dec 02/14
FO
R
TR
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N
IN
G
PU
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PO
SE
S
O
N
LY
Rockwell Collins
VHF COMM TRANSCEIVER - REMOVAL/INSTALLATION
TASK 23-11-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the Very High
Frequency (VHF) Communication (COMM) Transceivers (VHF-4000). The service
technician is expected to use Best and Standard Practices to do these procedures.
LY
N
O
TASK 23-11-01-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the VHF Comm transceiver, refer to Figure 401.
TR
B. Procedure

R
FO

(1) Loosen the thumbscrew knobs (1), located on the front of the equipment tray (2).
EQUIPMENT.
(2) Grasp the handle (3) and remove the VHF transceiver (4) from the equipment tray (2).
EFFECTIVITY
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23-11-01 Dec 02/14
Rockwell Collins
(3) Install protective caps and covers to the electrical plugs and connectors.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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23-11-01 Dec 02/14
Rockwell Collins
LY
N
O
S
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PO
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PU
G
IN
N
AI
TR
R
FO
VHF Comm Transceiver – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
23-11-01 Dec 02/14
Rockwell Collins
TASK 23-11-01-400-803
3. Installation
Task Title
TASK 23-11-00-710-802 VHF Communication System - Adjustment/Test - Operational
Test
LY
TASK 23-11-01-710-805 VHF Comm Transceiver - Adjustment/Test - Operational Test
B. Job Setup
N
O
S
TO PERSONNEL.
SE
PO
R
(2) Gain access to the VHF Transceiver mounting location, refer to Figure 401.
PU
C. Procedure

G
IN

N

AI

TR
EQUIPMENT.
(2) Grasp the VHF transceiver (4) by the handle (3) and position it into the equipment
R
tray (2).
FO
(3) Tighten the thumbscrew (1) to safety the VHF transceiver (4) in the equipment tray (2).

TO THE EQUIPMENT.
EFFECTIVITY
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(1) Do the TASK 23-11-01-710-805 VHF Comm Transceiver - Adjustment/Test - Operational
Test.
(2) If previous test is unsuccessful, do the TASK 23-11-00-710-802 VHF Communication
System - Adjustment/Test - Operational Test.
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
23-11-01 Dec 02/14
FO
R
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N
IN
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SE
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N
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Rockwell Collins
VHF COMM TRANSCEIVER - ADJUSTMENT/TEST
TASK 23-11-01-700-804
1. General
Frequency (VHF) Communication Transceiver. The service technician is expected to use
Best Standard Practices to do this procedure.
LY
N
O
TASK 23-11-01-710-805
2. Operational Test
S
A. General
SE
(1) The VHF Communication Transceiver(s) aboard an aircraft are used to transmit and
receive voice and coded data information between the aircraft and air traffic control,
PO
airport controllers and airline personnel.
R
a. VHF COM Power Up and Self-Test
b. COM Squelch Interrupt Test
PU
c. COM Transmit/Receive Test

G

IN

N

Volts DC)
AI
Commercially Available Headsets (Qty 2)

TR
C. Job Setup
R

FO

switch to ON.
EFFECTIVITY
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23-11-01 Dec 02/14
Rockwell Collins
1) COM1
2) COM2
LY
mid position.
N
O
S
SE
(h) Set VOICE/IDENT switch to VOICE.
PO
D. VHF COM Power Up and Self-Test
(a) In the COM Tuning window, COM1 and COM2 active frequencies show in yellow on
R
the Multifunction Display (MFD).
PU
(b) In the Primary Field of View (PFV) fields, COM1 and COM2 active frequencies
show in yellow on PFD1 and PFD 2.
(2) Set the COM1 CB to CLOSED:
G
(a) The COM1 active frequency shows green on the MFD, PFD 1, and PFD 2.
(3) In the COM Tuning window, select the Standby Frequency field.
IN
(4) With the use of the MKP, enter frequency 11800 in the Standby Frequency field and
push the ENTER button.
N
(a) The COM1 Standby Frequency shows 118.00 in white on the MFD, PFD 1, and
AI
PFD 2.
(5) In the COM Tuning window, select the Swap Arrow.
TR
(a) The COM1 active frequency shows 118.00 in green on the MFD, PFD 1, and PFD 2.
R
NOTE: For the COM 2 test, CLOSE the COM 2 circuit breaker.
FO
(a) The results for COM 2 are the same as for COM1.
(8) On the COM1 Control dialog box, select the Test button.
(a) The Test button shows selected for 10 seconds and then resets to unselected
on the MFD.
(b) The self-test routine is executed, and will conclude with a single beep when the
test has passed.
EFFECTIVITY
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(9) Close the COM1 Control dialog box.

(a) The COM1 Control dialog box does not show.
NOTE: Make sure the COM2 select knob on each ACP is pulled out to listen to
the COM2 audio during the self-test.
E. COM Squelch Interrupt Test

(1) In the COM Tuning window, uncheck the COM1 Squelch (SQ) box.
LY
(2) On the pilot’s ACP, set AUTO COMM switch to OFF (down).
N
(a) White noise is not heard on the pilot speaker.
O
(3) On the copilot’s ACP, set AUTO COMM switch to OFF (down).
(a) White noise is not heard on the copilot speaker.
S
(4) On the pilot and copilot ACPs, set the AUTO COMM switches to ON (up).
SE
(5) On the pilot and copilot ACPs, adjust the Master VOL control knob to a comfortable level.
PO
(a) Volume is adjusted to set level in speakers.
R
(7) On the pilot and copilot ACPs, set the XMIT switch to 2.
PU
(8) In the COM Tuning window, uncheck the COM2 SQ box.

(9) On the pilot and copilot ACPs, set the AUTO COMM switches to OFF (down).
G
IN

(a) The COM2 SQ box is checked on the MFD.
N
AI
F. COM Transmit/Receive Test

(1) On the pilot and copilot ACPs, make sure the following:
TR
(a) AUTO COMM switch is ON (up).

(b) SPKR switch is ON (up).
R

FO
(4) On the MKP, enter a local tower test frequency and push the ENTER button.
(a) The COM1 Standby frequency shows the local tower test frequency in white.
(a) The COM1 Active frequency shows the local tower test frequency in green.
(6) Plug a headset into the Pilot audio jack.
(a) COM1 sidetone is heard in the headset.
EFFECTIVITY
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(7) On the pilot control wheel, key the Pilot MIC Key and contact the Ground Control Tower
for a radio check.
(a) Transmission to the Ground Control Tower is confirmed clear and intelligible.
(b) Reception from the Ground Control Tower is confirmed clear and intelligible.
NOTE: For the COM2 test, plug the headset into the Copilot audio jack and
make sure the ACP XMIT switch is set to 2.
LY
G. Close Up
N
O
switch to OFF.
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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23-11-01 Dec 02/14
Rockwell Collins
VHF DATA SYSTEM - COMPONENT LOCATION
Figure 101
VHF-4000 (Optional) 1 1 Figure 101
CMU-4000 (Optional) 1 1 Figure 101
LY
ECU-3000 (Optional) 1 1 Figure 101
N
O
serviced.
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 101
23-20-00 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
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PU
G
IN
N
AI
TR
R
FO
VHF Data System – Component Location

Figure 101
EFFECTIVITY
ALL Page 102
23-20-00 Dec 02/14
Rockwell Collins
VHF DATA TRANSCEIVER - REMOVAL/INSTALLATION
TASK 23-20-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the optional No. 3
Very High Frequency (VHF) Communication (COMM) Transceiver (VHF-4000). The service
technician is expected to use Best and Standard Practices to do these procedures.
LY
N
O
TASK 23-20-01-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the VHF Comm transceiver, refer to Figure 401.
TR
B. Procedure

R
FO

(1) Loosen the thumbscrew knobs (1), located on the front of the equipment tray (2).
EQUIPMENT.
(2) Grasp the handle (3) and remove the VHF transceiver (4) from the equipment tray (2).
EFFECTIVITY
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23-20-01 Dec 02/14
Rockwell Collins
(3) Install protective caps and covers to the electrical plugs and receptacles.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
23-20-01 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
VHF Data Transceiver – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
23-20-01 Dec 02/14
Rockwell Collins
TASK 23-20-01-400-803
3. Installation
Task Title
TASK 23-20-01-710-805 VHF Data Transceiver - Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the VHF Transceiver mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI
EQUIPMENT.
TR
(2) Grasp the VHF transceiver (4) by the handle (3) and position it into the equipment
tray (2).
(3) Tighten the thumbscrew (1) to safety the VHF transceiver (4) in the equipment tray (2).
R
FO

TO THE EQUIPMENT.
(1) Do the TASK 23-20-01-710-805 VHF Data Transceiver - Adjustment/Test - Operational
Test.
EFFECTIVITY
ALL Page 404
23-20-01 Dec 02/14
Rockwell Collins
E. Close Up
LY
N
O
S
SE
PO
R
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G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
23-20-01 Dec 02/14
FO
R
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AI
N
IN
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PU
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SE
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N
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Rockwell Collins
VHF DATA TRANSCEIVER - ADJUSTMENT/TEST
TASK 23-20-01-700-804
1. General
Frequency (VHF) Data System. The service technician is expected to use Best Standard
Practices to do this procedure.
LY
N
O
TASK 23-20-01-710-805
2. Operational Test
S
A. General
SE
(1) The VHF Data System aboard an aircraft is a system to transmit and receive coded
data information between the aircraft and air traffic control, airport controllers and airline
PO
personnel. The VHF Data System is a line-of-sight system which provides airborne
VHF communications from 118.000 through 136.975 MHz. The number of channels
supported for tuning depends on the selected frequency spacing (8.33 KHz versus
R
25.00 KHz), and if extended frequency operation is supported.
PU
provide control of both onside and cross-side radios from the pilot or copilot position.
G
NOTE: VHF No. 3 may be swapped with VHF No. 1 or VHF No. 2 to make
IN
sure the voice communication function is operational, aircraft wiring is

valid, and to isolate a failed unit.
N
Make sure each VHF is replaced to its original position when performing
AI
a swap test. VHF No. 3 can perform both data and voice functions.
Failure to return it to the correct mount will cause datalink functions to fail.
TR
When power is first applied to VHF No. 3, a self-test is performed. If two

short tones are heard during the self test, the radio has detected a fault.
R
FO
Task Title
TASK 23-20-03-710-805 Communications Management Unit (CMU) - Adjustment/Test -
Operational Test
C. Job Setup

EQUIPMENT.
EFFECTIVITY
ALL Page 501
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Rockwell Collins

switch to ON.
LY
(f) Make sure aircraft has Weight On Wheels (WOW) configuration (On Ground).
(2) Make sure the Flight Display System and the Audio System are operational before
N
doing this test.
O
(3) Check the OMS FAULT MESSAGE page for any active faults related to the VHF Data
System. If any faults exist, select the fault to open the FAULT MESSAGE SUMMARY
S
page to display the summary and details of the fault for troubleshooting. If no faults are
present, continue with this test.
SE
D. VHF Data Transceiver (VHF No. 3) Test Procedure
(1) Do the TASK 23-20-03-710-805 Communications Management Unit (CMU) -
PO
Adjustment/Test - Operational Test to test the data transmission and reception.
E. Close Up
R
PU
switch to OFF.
G

IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 502
23-20-01 Dec 02/14
Rockwell Collins
COMMUNICATIONS MANAGEMENT UNIT (CMU) - REMOVAL/INSTALLATION
TASK 23-20-03-900-801
1. General
A. The data in this section gives removal and installation procedures for the Communications
Management Unit (CMU) (CMU-4000). The service technician is expected to use Best and
LY
N
O
TASK 23-20-03-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the CMU, refer to Figure 401.
TR
B. Procedure

R
FO

EQUIPMENT.
(1) Loosen the two thumbscrews knobs (2), hold the handle (1), and pull the CMU (4)
away from the mounting tray (3).
EFFECTIVITY
ALL Page 401
23-20-03 Dec 02/14
Rockwell Collins
(2) Install protective caps and covers on the electrical plugs and receptacles.
(3) Remove the CMU (4) from the aircraft.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
23-20-03 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Communications Management Unit – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
23-20-03 Dec 02/14
Rockwell Collins
TASK 23-20-03-400-803
3. Installation
Task Title
TASK 23-20-03-710-805 Communications Management Unit (CMU) - Adjustment/Test -
Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the CMU mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI

EQUIPMENT.
TR

(2) Grasp the handle (1) and position the CMU (4) in the mounting tray (3).
(3) Tighten the two thumbscrews knobs (2) to safety the CMU (4) to the mounting tray (3).
R
FO

TO THE EQUIPMENT.
(1) Do the TASK 23-20-03-710-805 Communications Management Unit (CMU) -
Adjustment/Test - Operational Test.
EFFECTIVITY
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23-20-03 Dec 02/14
Rockwell Collins
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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23-20-03 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
COMMUNICATIONS MANAGEMENT UNIT (CMU) - ADJUSTMENT/TEST
TASK 23-20-03-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Communications
Management Unit (CMU). The service technician is expected to use Best Standard Practices
to do this procedure.
LY
N
O
TASK 23-20-03-710-805
2. Operational Test
S
A. General
SE
(1) The optional Communications Management Unit (CMU) functions as a data
communications management unit, providing air/ground data communications via the
PO
standard Aircraft Communications Addressing and Reporting System (ACARS) over
aviation VHF Link Control protocols. The CMU provides airborne data link applications
associated with Airline Operational Communications (AOC) and Air Traffic Services
R
(ATS).
PU
(2) A technical application is also provided to set certain system parameters and display
system configuration, maintenance and status. The technical application can be used to
display various configuration part numbers, the connection status of peripherals, the
data link status of each available data radio, and the current state of various discrete
G
inputs. The application can also be used to access and update data contained in
the Aircraft Personality Module (APM), and set a clock used by the other data link
IN
applications.
N
B. Job Setup
AI
TR

R

FO
(b) Make sure each avionics system related Circuit Breaker (CB) is closed.
(c) Make sure the aircraft is in a Weight On Wheels (WOW) configuration.
EFFECTIVITY
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C. Procedure
(1) Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot
accordingly. If no faults are present, look at the FAULT HISTORY page for intermittent
faults and troubleshoot according to diagnostic word explanations.
(2) Access the PERIPHERALS menu. Check the status of the peripherals installed. Make
sure that all installed items read PRESENT or OK.
(3) Do troubleshooting for any unit listed as INOP. Return to the PERIPHERALS page
to check the status.
LY
(4) Select the LINK STATUS menu to check the VHF state.
(5) The LINK TEST SUCCESSFUL message shows when the link test is done.
N
(6) Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot
accordingly. If no faults are present, look at the FAULT HISTORY page for intermittent
O
faults and troubleshoot according to diagnostic word explanations.
(7) Check the status of the following items:
S
(a) Check the ACTIVITY line. Make sure the ACTIVITY shows ACT (Active).
SE
NOTE: The No. 3 VHF COMM Transceiver is data only, no voice mode is
available.
(b)
(c)
(d)
PO
Check the DATA/VOICE line. Make sure the DATA/VOICE line shows DATA.
Check the OK/FAIL line. Make sure the OK/FAIL line shows OK.
Check the 716/750 line. Make sure the 716/750 line shows 750.
R
(e) Check the VDR STATE line. Make sure that the VDR STATE line shows 7.
PU
(f) Check the PROTOCOL line. If the VHF is tuned to a POA frequency the
PROTOCOL line will show 1. If the VHF is tuned to VDL MODE 2 the PROTOCOL
line will show 2.
G
D. Close Up
IN
N
AI
TR
R
FO
EFFECTIVITY
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Rockwell Collins
EXTERNAL COMPENSATION UNIT (ECU) - REMOVAL/INSTALLATION
TASK 23-20-05-900-801
1. General
A. The data in this section gives removal and installation procedures for the External
Compensation Unit (ECU) (ECU-3000). The service technician is expected to use Best and
LY
N
O
TASK 23-20-05-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the ECU (4), refer to Figure 401.
TR
B. Procedure

R
FO

EQUIPMENT.
(1) Disconnect the electrical connector from receptacle J1 (3).
EFFECTIVITY
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23-20-05 Dec 02/14
Rockwell Collins
(3) Remove the two screws (1) and washers (2).

NOTE: The ECU are mounted on the underside of the middle shelf in the nose
section.
(4) Remove the ECU (4) from the aircraft.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
23-20-05 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
External Compensation Unit – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
23-20-05 Dec 02/14
Rockwell Collins
TASK 23-20-05-400-803
3. Installation
Task Title
TASK 23-20-05-710-805 External Compensation Unit (ECU) - Adjustment/Test -
Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the ECU mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI

EQUIPMENT.
TR
CAUTION: THIS UNIT MUST HAVE A COMMON CHASSIS GROUND WITH

THE PARENT DEVICE OR DAMAGE TO THE EQUIPMENT MAY
RESULT.
R

(2) Install the two screws (1) and washers (2) to safety the ECU (4) to the aircraft.
FO
(3) Connect the electrical connector to receptacle J1 (3) on the ECU (4).

TO THE EQUIPMENT.
EFFECTIVITY
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23-20-05 Dec 02/14
Rockwell Collins
(5) Load aircraft specific data to the ECU.
(1) Do the TASK 23-20-05-710-805 External Compensation Unit (ECU) - Adjustment/Test
- Operational Test.
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
23-20-05 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
EXTERNAL COMPENSATION UNIT (ECU) - ADJUSTMENT/TEST
TASK 23-20-05-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the External
Compensation Unit (ECU). The service technician is expected to use Best Standard
LY
N
O
TASK 23-20-05-710-805
2. Operational Test
S
A. General
SE
(1) The External Concentration Unit (ECU) is used to store aircraft specific compensation
and configuration data. The ECU contains nonvolatile memory for data storage. The
PO
ECU does not contain executable software or have processing capability.
(2) The ECU has two partitions. The first partition contains pre-programmed aircraft
configurations data. The configuration loaded into this partition must be verified through
R
the Traffic Alert and Collision Avoidance System (TCAS) electronic nameplate.
PU
(3) The installer programs the bottom half, which has two partitions. The first partition of the
half has the characteristics that follow:
a. Programmed on aircraft by the installer.
G
b. Contains installation strapping, for example: number of Flight Management

IN
Computers (FMC), ARINC 429 bus speeds, aircraft height and length, and so forth.
c. Must be data loaded after installation.
N
(4) The second partition contains the Mode S address, which is specific for every aircraft in
AI
the world. The Mode S address must be verified using a transponder test set.
TR
Task Title
TASK 23-11-00-710-802 VHF Communication System - Adjustment/Test - Operational
R
Test
FO
TASK 34-20-07-820-802 Attitude Heading Reference System (AHRS) - Adjustment/Test

- Compass Swing
C. Job Setup

EFFECTIVITY
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23-20-05 Dec 02/14
Rockwell Collins

switch to ON.
(f) Make sure the system is configured for Weight On Wheels (WOW) on ground.
LY
(2) Make sure the Electronic Flight Instrument System (EFIS) is operational before doing
this test.
N
(3) Do the Compass Swing procedure before doing this test. Refer to TASK
O
34-20-07-820-802 Attitude Heading Reference System (AHRS) - Adjustment/Test
- Compass Swing.
S
NOTE: An appropriate area for this procedure is required as follows:
SE
Calibrated compass rose
Magnetic disturbance-free area.
D. Procedure
(1) Load the aircraft specific data to the ECU.PO
R
(2) Check the OMS FAULT MESSAGE page for any active faults related to VHF1 or VHF2.
PU
NOTE: The ECU does not report directly to the level one diagnostics.
(3) If any faults exist, select the fault to open the FAULT MESSAGE SUMMARY page to
display the summary and details of the fault for troubleshooting.
(4) Do the VHF Communication System – Operational Test. Refer to TASK
G
23-11-00-710-802 VHF Communication System - Adjustment/Test - Operational Test

IN
E. Close Up
N

AI
switch to OFF.
TR
R
FO
EFFECTIVITY
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23-20-05 Dec 02/14
CHAPTER
LY
N
O
S
SE
PO
R
PU
G
IN
INDICATING/RECORDING
N
AI
SYSTEM
TR
R
FO
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS) - COMPONENT LOCATION
Figure 101
ICC-3000 1 1 Figure 101
IEC-3001 1 1 Figure 101
LY
IOC-3100 1 2 Figure 101
PWR-3000 1 2 Figure 101
N
CSU-3100 1 2 Figure 101
O
OCM-3100 1 2 Figure 101
S
SE
serviced.
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 101
31-40-00 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Integrated Avionics Processor System – Component Location

Figure 101
EFFECTIVITY
ALL Page 102
31-40-00 Dec 02/14
Rockwell Collins
INTEGRATED CARD CAGE (ICC) - REMOVAL/INSTALLATION
TASK 31-40-01-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Integrated
Card Cage (ICC), ICC–3000. The service technician is expected to use Best and Standard
LY
N
O
TASK 31-40-01-000-802
2. Removal
S
A. Job Setup
SE
PO
TO PERSONNEL.
R
PU

(1) Obey all the electrical/electronic safety precautions in accordance with the OEM AMM.
(2) Obey all the electrostatic/discharge safety precautions in accordance with the OEM
G
AMM.
IN
location(s).
N
(4) Gain access to the ICC, refer to Figure 401.

AI
NOTE: The ICC is located nose avionics compartment.
B. Procedure
TR

R

FO

DAMAGE THE MODULE.
EFFECTIVITY
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31-40-01 Dec 02/14
Rockwell Collins
CAUTION: THE LINE REPLACEABLE MODULES (LRM) CONTAINED

WITHIN THE ICC ARE SUSCEPTIBLE TO ELECTRO-STATIC
DISCHARGE (ESD) DAMAGE. DO NOT TOUCH OR LET ANY
OBJECT CONTACT THE CONNECTOR PINS OR ANY EXPOSED
CIRCUITRY. OBSERVE PROPER GROUNDING PROCEDURES
AND PLACE ANY LRM REMOVED FOR MAINTENANCE INTO
STATIC SHIELDING CONTAINERS FOR TRANSPORT.
LY
N
O
(2) Pull the white handle (4) up and the black bottom handle (7) down and remove each
S
LRM (5) from the ICC (1). Place each LRM in a static shielding container.
SE
(3) Remove the four screws (6).
(4) Disconnect and tag all electrical connectors from the ICC (1).
CAUTION:
PO
DO NOT TOUCH THE CONNECTOR PINS OR OTHER
R
EQUIPMENT.
(5) Gently pull the ICC (1) out of the aircraft.
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
31-40-01 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Integrated Card Cage – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
31-40-01 Dec 02/14
Rockwell Collins
TASK 31-40-01-400-803
3. Installation
Task Title
TASK 31-40-03-400-803 IAPS Environmental Controller (IEC) - Removal/Installation -
Installation
LY
TASK 31-40-05-400-803 Input/Output Concentrator (IOC) - Removal/Installation -
Installation
N
TASK 31-40-07-400-803 Power Supply Module - Removal/Installation - Installation
O
TASK 31-40-09-400-805 Configuration Strapping Unit (CSU) - Removal/Installation -
Installation
S
B. Job Setup
SE
PO
TO PERSONNEL.
R
PU
G
location(s).
IN
(4) Gain access to the ICC, refer to Figure 401.

N
C. Procedure
AI

TR

R
FO

EQUIPMENT.
(2) Position the ICC (1) in the aircraft and connect all electrical connectors.
EFFECTIVITY
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31-40-01 Dec 02/14
Rockwell Collins

DAMAGE THE MODULE.
(3) Attach the ICC (1) to the aircraft with four screws (6).
LY
(4) Install each LRM (5) into the ICC (1) as follows:
(a) Install the IAPS Environmental Controller (IEC), refer to TASK 31-40-03-400-803
IAPS Environmental Controller (IEC) - Removal/Installation - Installation.
N
(b) Install each Input/Output Concentrator (IOC), refer to TASK 31-40-05-400-803
O
Input/Output Concentrator (IOC) - Removal/Installation - Installation.
(c) Install each Power (PWR) Supply Module, refer to TASK 31-40-07-400-803 Power
S
Supply Module - Removal/Installation - Installation.
SE
(d) Install each Configuration Strapping Unit (CSU), refer to TASK 31-40-09-400-805
Configuration Strapping Unit (CSU) - Removal/Installation - Installation.
(5) Push the top handle (4) down and the bottom handle (7) up on each LRM.
PO
NOTE: The white handles are on top and the black handles are on the bottom.
(6) Install the ICC cover (2) and tighten the four captive screws (3).
R
PU

TO THE EQUIPMENT.
G
IN
D. Close Up
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
31-40-01 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
IAPS ENVIRONMENTAL CONTROLLER (IEC) - REMOVAL/INSTALLATION
TASK 31-40-03-900-801
1. General
A. The data in this section gives the removal and installation procedures for the IAPS
Environmental Controller (IEC), IEC–3001. The service technician is expected to use Best
and Standard Practices to do these procedures.
LY
N
O
TASK 31-40-03-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G
location(s).
IN
(4) Gain access to the IEC, refer to Figure 401.

N
NOTE: The IEC is located inside the Integrated Card Cage (ICC).
AI
B. Procedure
TR

R

FO
DAMAGE THE MODULE.
EFFECTIVITY
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31-40-03 Dec 02/14
Rockwell Collins

(2) Pull the top handle (4) up and the bottom handle (6) down on the IEC (5).
LY
(3) Loosen the two knurled captive screws (7) on the IEC (5).
N
O
EQUIPMENT.
(4) Gently pull the IEC (5) out of the ICC (1).
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
31-40-03 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
IAPS Environmental Controller – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
31-40-03 Dec 02/14
Rockwell Collins
TASK 31-40-03-400-803
3. Installation
Task Title
TASK 31-40-03-710-805 IAPS Environmental Controller (IEC) - Adjustment/Test -
Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the IEC mounting location, refer to Figure 401.
R
NOTE: The IEC is located inside the Integrated Card Cage (ICC).
PU
C. Procedure

G
IN

N
(1) Loosen the four captive screws and remove the cover from the ICC.
AI

TR

R

DAMAGE THE MODULE.
FO

EQUIPMENT.
(2) Lift the handles (4, 6) at the top and bottom of the IEC (5).
(3) Gently push the IEC (5) into the ICC (1).
(4) Push the top handle (4) down and the bottom handle (6) up to lock the IEC (5) in place.
EFFECTIVITY
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31-40-03 Dec 02/14
Rockwell Collins
(5) Tighten the two knurled screws (7) to safety the IEC (5) to the ICC.

TO THE EQUIPMENT.
LY
(1) Do the TASK 31-40-03-710-805 IAPS Environmental Controller (IEC) - Adjustment/Test
N
- Operational Test.
O
E. Close Up
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
31-40-03 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
IAPS ENVIRONMENTAL CONTROLLER (IEC) - ADJUSTMENT/TEST
TASK 31-40-03-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the IAPS Environmental
Controller (IEC). The service technician is expected to use Best Standard Practices to
do this procedure.
LY
N
O
TASK 31-40-03-710-805
2. Operational Test
S
A. General
SE
(1) The IAPS Environmental Controller (IEC) operates the internal Integrated Avionics
Processor System (IAPS) cooling fan.
PO
R
Task Title
PU

C. Job Setup
G

IN

N

AI

TR
R

FO
D. Procedure
(a) Make sure no fault messages related to the IEC show.
(2) Access the IEC module.
(a) Make sure no red fault LEDs are illuminated on the IEC module.
EFFECTIVITY
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31-40-03 Dec 02/14
Rockwell Collins
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 502
31-40-03 Dec 02/14
Rockwell Collins
INPUT/OUTPUT CONCENTRATOR (IOC) - REMOVAL/INSTALLATION
TASK 31-40-05-900-801
1. General
A. The data in this section gives removal and installation procedures for the Input/Output
Concentrator (IOC) Module (IOC-3100). The service technician is expected to use Best and
LY
N
O
TASK 31-40-05-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

location(s).
G
(3) Gain access to the IOC, refer to Figure 401.

IN
NOTE: The IOC are located inside the Integrated Card Cage (ICC).
N

AI

TR
B. Procedure

R
FO

EFFECTIVITY
ALL Page 401
31-40-05 Dec 02/14
Rockwell Collins

DAMAGE THE MODULE.
LY
N
O
(2) Pull the top handle (4) up and the bottom handle (8) down on the IOC (5, 6).
S
SE
EQUIPMENT.
PO
(3) Gently pull the IOC (5, 6) out of the ICC (1).
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
31-40-05 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Input/Output Concentrator – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
31-40-05 Dec 02/14
Rockwell Collins
TASK 31-40-05-400-803
3. Installation
Task Title
TASK 31-40-05-710-805 Input/Output Concentrator (IOC) - Adjustment/Test -
Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
R
location(s).
PU
(4) Gain access to the IOC (5, 6), refer to Figure 401.
NOTE: The IOC are located inside the Integrated Card Cage (ICC).
C. Procedure
G
IN

N

AI

TR

R
EQUIPMENT.
FO
(2) Position the IOC (5, 6) so that the LED (7) is closer to the top edge and gently push
the IOC (5, 6) into the ICC (1).
EFFECTIVITY
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DAMAGE THE MODULE.
(3) Push the top handle (4) down and the bottom handle (8) up on the IOC (5, 6).
LY
N
TO THE EQUIPMENT.
O
S
SE
(1) Do the TASK 31-40-05-710-805 Input/Output Concentrator (IOC) - Adjustment/Test
- Operational Test.
PO
E. Close Up
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
31-40-05 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
INPUT/OUTPUT CONCENTRATOR (IOC) - ADJUSTMENT/TEST
TASK 31-40-05-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Input/Output
Concentrator (IOC). The service technician is expected to use Best Standard Practices to
do this procedure.
LY
N
O
TASK 31-40-05-710-805
2. Operational Test
S
A. General
SE
(1) Each Input/Output Concentrator (IOC) provides a data management function by acting
as a central data collection and distribution point. These concentrators receive data bus
PO
inputs from each major Line Replaceable Unit (LRU) on the airplane, process (sort) the
data words, then transmit (only) the words of interest to each receiving LRU.
R
PU
Task Title
G
C. Job Setup
IN

N

AI

TR

R

FO

D. Procedure
(a) Make sure no fault messages related to the IOC show.
(2) Access the IOC module.
(a) Make sure the LED is not illuminated red on the IOC module.
EFFECTIVITY
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31-40-05 Dec 02/14
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E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 502
31-40-05 Dec 02/14
Rockwell Collins
POWER SUPPLY MODULE - REMOVAL/INSTALLATION
TASK 31-40-07-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Power (PWR)
Supply Module (PWR–3000). The service technician is expected to use Best and Standard
LY
N
O
TASK 31-40-07-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G
location(s).
IN
(4) Gain access to the PWR modules (4, 5), refer to Figure 401.
N
NOTE: The PWR modules are located inside the Integrated Card Cage (ICC).
AI
B. Procedure
TR

R

FO
DAMAGE THE MODULE.
EFFECTIVITY
ALL Page 401
31-40-07 Dec 02/14
Rockwell Collins

(2) Pull the white handle tab (7) up and the black bottom handle (6) down on the PWR
module (4, 5).
LY
N
O
EQUIPMENT.
(3) Gently pull the PWR module (4, 5) out of the ICC (1).
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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31-40-07 Dec 02/14
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Power Supply Module – Removal/Installation

Figure 401
EFFECTIVITY
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31-40-07 Dec 02/14
Rockwell Collins
TASK 31-40-07-400-803
3. Installation
Task Title
TASK 31-40-07-710-805 Power Supply Module - Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
(2)
(3) PO
Obey all electrostatic/discharge safety precautions in accordance with the OEM AMM.
Open and tag the related circuit breaker(s). Refer to the OEM AMM for circuit breaker
location(s).
R
(4) Gain access to the ICC (1), refer to Figure 401.
PU
NOTE: The PWR modules are located inside the Integrated Card Cage (ICC).
C. Procedure
G

IN
N

AI
TR

EQUIPMENT.
R
(2) Gently push the PWR module (4, 5) into the ICC (1).
FO
DAMAGE THE MODULE.
EFFECTIVITY
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31-40-07 Dec 02/14
Rockwell Collins
(3) Pull the white top latch tab (7) down and the black bottom latch tab (6) up on the PWR
module (4, 5).

TO THE EQUIPMENT.
LY
N
(1) Do the TASK 31-40-07-710-805 Power Supply Module - Adjustment/Test - Operational
Test.
O
(2) Install the ICC cover and tighten the four captive screws.
S
E. Close Up
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
31-40-07 Dec 02/14
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R
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N
IN
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PU
R
PO
SE
S
O
N
LY
Rockwell Collins
POWER SUPPLY MODULE - ADJUSTMENT/TEST
TASK 31-40-07-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Power (PWR)
Supply Module. The service technician is expected to use Best Standard Practices to
do this procedure.
LY
N
O
TASK 31-40-07-710-805
2. Operational Test
S
A. General
SE
(1) The No. 1 Power (PWR) Supply module provides current-limited voltage outputs to the
No. 1 Flight Guidance Computer (FGC) and the No. 1 Input/Output Concentrator (IOC).
PO
A separate circuit supplies the independent, isolated voltage output to the external
Flight Guidance Panel (FGP). Internal monitors make sure no single-point PWR module
failure can damage external units.
R
(2) The No. 2 PWR Supply module provides similar power to the No. 2 FGC and No. 2 IOC.
PU
Task Title
G

IN

C. Job Setup
N

AI

TR

R

FO
D. Procedure
(a) Make sure no fault messages related to the PWR Supply module show.
EFFECTIVITY
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31-40-07 Dec 02/14
Rockwell Collins
(2) Access the PWR Supply module.

(a) Make sure all five LEDs are illuminated green on the PWR Supply module.
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 502
31-40-07 Dec 02/14
Rockwell Collins
CONFIGURATION STRAPPING UNIT (CSU) - MAINTENANCE PRACTICES
TASK 31-40-09-800-801
1. General
A. The data in this section gives the steps to Calibrate the Configuration Strapping Unit (CSU).
LY
N
TASK 31-40-09-820-802
O
2. Configuration Setting
S
A. General
SE
(1) Each Configuration Strapping Unit (CSU) contains Dual In-Line Package (DIP) switches
that define the avionics system configuration for the Input/Output Concentrator (IOC)
and the Flight Guidance Computer (FGC). Before installing a new CSU in the aircraft,
PO
mount the Option Control Module (OCM) to the CSU and set the DIP switches to
program the CSU for operation in the aircraft.
R
PU
Task Title
Removal
G

Installation
IN
C. Job Setup
N
(1) Remove the CSU, refer to TASK 31-40-09-000-804 Configuration Strapping Unit (CSU)
- Removal/Installation - Removal.
AI
D. Procedure
TR
(1) Loosen, but do not remove, the seven screws (1), refer to Figure 201.
(2) Slide the inner front cover plate toward the CSU connector.
(3) Position each dip switch as necessary to agree with the aircraft configuration.
R
(a) Refer to Figure 202, to configure the No. 1 CSU.

FO
(b) Refer to Figure 203, to configure the No. 2 CSU.

NOTE: DIP Switch position logic on WORDS 1 thru 15 is UP = LOGIC 0,
and DOWN = LOGIC 1.
NOTE: DIP Switch position logic on WORD FCS is UP = LOGIC 1, and
DOWN = LOGIC 0.
(4) Slide the inner front cover plate back into position.
(5) Tighten the seven screws (1) to safety the inner front cover plate to the CSU, refer
to Figure 201.
EFFECTIVITY
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31-40-09 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
Configuration Strapping Unit – DIP Switch Access
Figure 201
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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31-40-09 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Configuration Strapping Unit No. 1 – Configuration

Figure 202 (applies to C90GTi only) (Sheet 1 of 3)
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO

Figure 202 (applies to B200GT, B200CGT only) (Sheet 2 of 3)
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO

Figure 202 (applies to B300, B300C only) (Sheet 3 of 3)
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31-40-09 Dec 02/14
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO

Figure 203 (applies to C90GTi only) (Sheet 1 of 3)
EFFECTIVITY
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31-40-09 Dec 02/14
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO

Figure 203 (applies to B200GT, B200CGT only) (Sheet 2 of 3)
EFFECTIVITY
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31-40-09 Dec 02/14
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO

Figure 203 (applies to B300, B300C only) (Sheet 3 of 3)
EFFECTIVITY
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31-40-09 Dec 02/14
Rockwell Collins
E. Close Up
(1) Install the CSU, refer to TASK 31-40-09-400-805 Configuration Strapping Unit (CSU) -
Removal/Installation - Installation.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 209/210
31-40-09 Dec 02/14
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R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
CONFIGURATION STRAPPING UNIT (CSU) - REMOVAL/INSTALLATION
TASK 31-40-09-900-803
1. General
A. The data in this section gives the removal and installation procedures for the Configuration
Strapping Unit (CSU), (CSU–3100). The service technician is expected to use Best and
LY
N
O
TASK 31-40-09-000-804
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G
location(s).
IN
(4) Gain access to the CSU, refer to Figure 401.

N
NOTE: The CSU are located inside the Integrated Card Cage (ICC).
AI
B. Procedure
TR

R

FO
DAMAGE THE MODULE.
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31-40-09 Dec 02/14
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(2) Pull the top handle (4) up and the bottom handle (7) down on the CSU (5, 6).
LY
N
EQUIPMENT.
O
(3) Gently pull the CSU (5, 6) out of the ICC (1).
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
31-40-09 Dec 02/14
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Configuration Strapping Unit – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
31-40-09 Dec 02/14
Rockwell Collins
TASK 31-40-09-400-805
3. Installation
Task Title
TASK 31-40-09-820-802 Configuration Strapping Unit (CSU) - Maintenance Practices
- Configuration Setting
LY
TASK 31-40-09-710-807 Configuration Strapping Unit (CSU) - Adjustment/Test -
Operational Test
N
B. Job Setup
O
S
SE
TO PERSONNEL.
PO
R
(2) If necessary configure the CSU, refer to TASK 31-40-09-820-802 Configuration
PU
Strapping Unit (CSU) - Maintenance Practices - Configuration Setting.

NOTE: The Configuration Strapping Unit (CSU) contains Dual In-line Package
(DIP) switches that define the avionics system configuration for
G
the Integrated Avionics Processing System (IAPS) Input/Output

IN
Concentrators (IOC). Before installing a new CSU in the airplane, mount

the Options Control Module (OCM) to the CSU and set the CSU DIP
switches to program the CSU for operation in the Beechcraft King Air
N
C90GTi/B200GT/B200CGT/B300/B300C airplane.
AI
(3) Gain access to the CSU mounting location, refer to Figure 401.
NOTE: The Configuration Strapping Units are located inside the Integrated Card
TR
Cage (ICC).
C. Procedure
R

FO
EFFECTIVITY
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31-40-09 Dec 02/14
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DAMAGE THE MODULE.
(2) Lift the handles (4, 7) at the top and bottom of the CSU (1).
LY
N
EQUIPMENT.
O
(3) Gently push the CSU (5, 6) into the ICC (1).
S
(4) Push the top handle (4) down and the bottom handle (7) up to lock the CSU (1) in place.
SE
PO
TO THE EQUIPMENT.
R
PU
(1) Do the TASK 31-40-09-710-807 Configuration Strapping Unit (CSU) - Adjustment/Test
G
- Operational Test.
IN
E. Close Up
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
31-40-09 Dec 02/14
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R
TR
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N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
CONFIGURATION STRAPPING UNIT (CSU) - ADJUSTMENT/TEST
TASK 31-40-09-700-806
1. General
A. The data in this section gives the steps to do the Operational Test of the Configuration
Strapping Unit (CSU). The service technician is expected to use Best Standard Practices to
do this procedure.
LY
N
O
TASK 31-40-09-710-807
2. Operational Test
S
A. General
SE
(1) Each Configuration Strapping Unit (CSU) contains Dual In-Line Package (DIP) switches
that define the avionics system configuration for the Input/Output Concentrator (IOC)
PO
and the Flight Guidance Computer (FGC).
R
Task Title
PU

C. Job Setup
G

IN

N

AI

TR

R
FO
D. Procedure
(2) Check the CURRENT FAULTS page, LRU INDEX page and LRU OPERATIONS page
and then troubleshoot according to the diagnostic word explanation.
(a) The CSU does not report to the CURRENT FAULTS page, but any faults detected
by these diagnostics should be resolved before doing this test procedure.
EFFECTIVITY
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31-40-09 Dec 02/14
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NOTE: The CSU contains several DIP switches that program the specific
avionics configuration.
The CSU has a very low failure rate.
This CSU test consists of reading program configuration words that
have been sensed by the IOCs and the FCCs.
(3) Display the MAINTENANCE MENU page on the MFD, then select the CENTRAL
STRAPPING UNIT CONFIG page. Make sure that the left and right side strapping words
are identical. If a miscomparison is detected, the strapping word is displayed in yellow.
LY
(4) Enter FCS DIAGNOSTICS and display the INPUT MODE page. Select the STPCFG
parameter.
N
(a) Make sure this line indicates the correct aircraft model.
O
E. Close Up
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 502
31-40-09 Dec 02/14
Rockwell Collins
OPTION CONTROL MODULE (OCM) - REMOVAL/INSTALLATION
TASK 31-40-11-900-801
1. General
A. The data in this section gives the removal and installation procedures for the Option Control
Module (OCM), (OCM–3100). The service technician is expected to use Best and Standard
LY
N
O
TASK 31-40-11-000-802
2. Removal
S
SE
Task Title
B. Job Setup
Removal
PO
R
PU

TO PERSONNEL.
G

IN

N
AI
location(s).
TR
(4) Remove the Configuration Strapping Unit (CSU), refer to TASK 31-40-09-000-804
Configuration Strapping Unit (CSU) - Removal/Installation - Removal.
R
NOTE: The OCMs (8) are mounted on the CSUs (5, 6) which are located in the
Integrated Card Cage (ICC) (1).
FO
C. Procedure

EFFECTIVITY
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31-40-11 Dec 02/14
Rockwell Collins

DAMAGE THE MODULE.
LY
N
O
(2) Pull the top handle (4) up and the bottom handle (7) down on the CSU module (5, 6).
S
SE
EQUIPMENT.
PO
(3) Gently pull the CSU module (5, 6) out of the ICC (1).
(4) Loosen the three screws (9) and remove the OCM (8) from the CSU (5, 6).
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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31-40-11 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Option Control Module – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
31-40-11 Dec 02/14
Rockwell Collins
TASK 31-40-11-400-803
3. Installation
Task Title
Installation
LY
TASK 31-40-09-710-807 Configuration Strapping Unit (CSU) - Adjustment/Test -
Operational Test
N
B. Job Setup
O
S
SE
TO PERSONNEL.
PO
R
(2) Gain access to the Configuration Strapping Unit (CSU) mounting location, refer to
PU
Figure 401.
NOTE: The OCMs are mounted on the CSUs which are located inside the
Integrated Card Cage (ICC).
G
C. Procedure
IN

N
AI

TR

R

FO

DAMAGE THE MODULE.
(2) Install the OCM (8) in the CSU (5, 6). Tighten the three screws (9).
(3) Install the CSU, refer to TASK 31-40-09-400-805 Configuration Strapping Unit (CSU) -
Removal/Installation - Installation.
EFFECTIVITY
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31-40-11 Dec 02/14
Rockwell Collins

TO THE EQUIPMENT.
LY
(1) Do the TASK 31-40-09-710-807 Configuration Strapping Unit (CSU) - Adjustment/Test
- Operational Test.
N
E. Close Up
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
31-40-11 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
DATA CONCENTRATION SYSTEM (DCS) - COMPONENT LOCATION
Figure 101
DCU-3001 1 4 Figure 101
RDC-4002 1 2 Figure 101
LY
N
serviced.
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 101
31-41-00 Dec 02/14
Rockwell Collins
LY
N
C D
G H
O
E
S
SE
F I
E PO
R
(VIEW FROM FRONT) (VIEW FROM SIDE)
PU
G
IN
N
AI
F G
TR
R
FO
D H I
Data Concentration System – Component Location

Figure 101
EFFECTIVITY
ALL Page 102
31-41-00 Dec 02/14
Rockwell Collins
DATA CONCENTRATION SYSTEM (DCS) - ADJUSTMENT/TEST
TASK 31-41-00-700-801
1. General
A. The data in this section gives the steps to do the Operational Test of the Data Concentration
System (DCS). The service technician is expected to use Best Standard Practices to do
this procedure.
LY
N
O
TASK 31-41-00-710-802
2. Operational Test
S
A. General
SE
(1) The Data Concentration System (DCS) provides a redundant engine data concentration
function providing two independent data channels for each engine. Each Data
PO
Concentrator Unit (DCU) and Engine Data Concentrator (EDC) provides a full engine
data set, while each Remote Data Concentrator (RDC) collects and transmits aircraft
analog, discrete, and digital data for the system.
R
PU
Task Title
G

IN
C. Job Setup
N

AI

TR

R

FO
D. Procedure
(a) Make sure no fault messages related to the DCS show.
EFFECTIVITY
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31-41-00 Dec 02/14
Rockwell Collins
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 502
31-41-00 Dec 02/14
Rockwell Collins
DATA CONCENTRATOR UNIT (DCU) - REMOVAL/INSTALLATION
TASK 31-41-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the Data Concentrator
Unit (DCU) (DCU-3001). The service technician is expected to use Best and Standard
LY
N
O
TASK 31-41-01-000-802
2. Removal
S
A. Job Setup
SE
PO
TO PERSONNEL.
R
PU

(1) Obey all the electrical/electronic safety precautions in accordance with the OEM AMM.
(2) Obey all the electrostatic/discharge safety precautions in accordance with the OEM
G
AMM.
IN

N

AI
location(s).
TR
(4) Gain access to the DCU (1), refer to Figure 401.

NOTE: Each DCU is mounted back-to-back with an ECU with the same
hardware.
R
FO
B. Procedure
(1) Refer to Figure 401.
EQUIPMENT.
(2) Disconnect the electrical connectors from receptacles J1 (4) and J2 (5).
(4) Remove the four screws (3) and four washers (2).
EFFECTIVITY
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31-41-01 Dec 02/14
Rockwell Collins
(5) Remove the DCU (1) from the aircraft.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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31-41-01 Dec 02/14
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Data Concentrator Unit – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
31-41-01 Dec 02/14
Rockwell Collins
TASK 31-41-01-400-803
3. Installation
Task Title
TASK 31-41-00-710-802 Data Concentration System (DCS) - Adjustment/Test -
Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the DCU mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI

EQUIPMENT.
TR

(2) Connect the electrical connectors to receptacles J1 (4) and J2 (5) to the DCU (1).
(3) Install the four screws (3), and four washers (2) to safety the DCU (1) to the aircraft.
R
FO

TO THE EQUIPMENT.
(1) Do the TASK 31-41-00-710-802 Data Concentration System (DCS) - Adjustment/Test
- Operational Test.
EFFECTIVITY
ALL Page 404
31-41-01 Dec 02/14
Rockwell Collins
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
31-41-01 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
REMOTE DATA CONCENTRATOR UNIT (RDC) - REMOVAL/INSTALLATION
TASK 31-41-03-900-801
1. General
A. The data in this section gives removal and installation procedures for the Remote Data
Concentrator (RDC) (RDC-4002). The service technician is expected to use Best and
LY
N
O
TASK 31-41-03-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the RDC, refer to Figure 401.
TR
B. Procedure

R
FO

EQUIPMENT.
(1) Disconnect the electrical connectors from receptacles J1 (4), J2 (5), and J3 (6).
EFFECTIVITY
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31-41-03 Dec 02/14
Rockwell Collins
(3) Remove the four screws (2) and four washers (3).
NOTE: The two RDC are mounted back-to-back with the same hardware.
(4) Remove the RDC (1) from the aircraft.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 402
31-41-03 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Remote Data Concentrator – Removal/Installation

Figure 401
EFFECTIVITY
ALL Page 403
31-41-03 Dec 02/14
Rockwell Collins
TASK 31-41-03-400-803
3. Installation
Task Title
TASK 31-41-00-710-802 Data Concentration System (DCS) - Adjustment/Test -
Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the RDC mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI

EQUIPMENT.
TR

(2) Connect the electrical connectors to receptacles J1 (4), J2 (5), and J3 (6) to the RDC (1).
(3) Install the four screws (2), and four washers (3) to safety the RDC (1) to the aircraft.
R
FO

TO THE EQUIPMENT.
(1) Do the TASK 31-41-00-710-802 Data Concentration System (DCS) - Adjustment/Test
- Operational Test.
EFFECTIVITY
ALL Page 404
31-41-03 Dec 02/14
Rockwell Collins
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 405/406
31-41-03 Dec 02/14
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) - COMPONENT LOCATION
Figure 101
AFD-3700 1 3 Figure 101
CCP-3500 2 2 Figure 101
LY
MKP-3500 2 1 Figure 101
SKP-3500 2 4 Figure 101
N
APM-5000 3 1 Figure 101
O
S
SE
serviced.
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
ALL Page 101
31-60-00 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Electronic Flight Instrument System – Component Location

EFFECTIVITY
ALL Page 102
31-60-00 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO

EFFECTIVITY
ALL Page 103
31-60-00 Dec 02/14
Rockwell Collins
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO

EFFECTIVITY
ALL Page 104
31-60-00 Dec 02/14
Rockwell Collins
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) - ADJUSTMENT/TEST
TASK 31-60-00-900-801
1. General
A. The data in this section gives the steps to do the Operational Test of the Electronic Flight
Instrument System (EFIS). The service technician is expected to use Best Standard
LY
N
O
TASK 31-60-00-710-802
2. Operational Test
S
A. General
SE
(1) The Electronic Flight Instrument System (EFIS) designates the main system interface to
the crew. Three identical Display Units (DU) are arranged in a landscape orientation
PO
on the flight deck. For each pilot, in normal operation, the outer DU is configured as a
Primary Flight Display (PFD). The center DU is configured as a Multifunction Display
(MFD).
R
NOTE: The term Display Unit (DU) refers to each Adaptive Flight Display (AFD).
PU
The left DU is the No. 1 AFD, also referred to as PFD 1. The center DU
is the No. 2 AFD, also referred to as a MFD. The right DU is the No. 3
AFD, also referred to as PFD 2.
G

a. Displays Power Up
IN
b. AHS Initialization
c. Displays Interfaces
N
d. Radio Altimeter
AI
e. Maintenance Pages
f. Touch and Cursor Inhibits
TR
g. Lighting

R

FO

Volts DC)
C. Job Setup
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switch to ON.
LY
N
(e) Make sure each avionics system related Circuit Breaker (CB) is closed.
O
1) CCP1
S
2) CCP2
SE
3) MKP
(g) Make sure the aircraft is in a Weight On Wheels (WOW) configuration.
(h) On the Reversionary Panel, set the reversion switches PFD1, MFD and PFD2 to
NORM (down position).
PO
1) Make sure PFD1, MFD and PFD2 are powered-up and functioning.
R
D. Displays Power Up Test
PU
(1) On the Reversionary Panel, set the reversion switches PFD1, MFD and PFD2 to OFF
(up position).
(a) Each Display Unit (DU) powers down.
G
(2) Set the PFD1 switch to NORM (down position). Wait for the left DU to power-up.
IN
(a) The left DU powers up and shows a reverted left PFD.

1) PFD on the left.
N
2) Engine Indication and Crew Alert System (EICAS) band in the center.
AI
3) Multifunction Window (MFW) on the right.

(3) Set the MFD switch to NORM (down position). Wait for the No. 2 AFD to power-up.
TR
(a) The center DU powers up and shows a reverted right PFD.

1) PFD on the right.
2) EICAS band in the center.
R
3) MFW on the left.

FO
(4) After the left and center DUs are up, observe the left DU.
(a) The left DU shows a left PFD.
1) PFD on the left.
2) MFW on the right.
(5) Set the PFD2 switch to NORM (down position). Wait for the right DU to power-up.
(a) The right DU powers up and shows a right PFD.
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2) MFW on the left.

(6) After all three DUs are up, observe the center DU.
(a) The center DU shows a MFD.
1) EICAS on the left.
E. AHS/ADS Initialization Test

(1) Make sure the following CBs are CLOSED:
LY
(a) AHS1
(b) AHS1 SEC
N
(c) AHS2
O
(d) AHS2 SEC
(2) During alignment, make sure:
S
(a) PFD 1 and PFD 2 show Alignment Mode.
SE
(b) The ATT/HDG red flags show.
(c) The heading bug slews 360 degrees clockwise around the compass.
PO
(3) Wait 30 to 60 seconds for the alignment to end.
(a) PFD 1 and PFD 2 show normal Attitude Director Indicator (ADI) and Horizontal
Situation Indicator (HSI).
R
(b) ATT/HDG red flags do not show.
PU
(4) Make sure the following CBs are CLOSED:

(a) ADS 1
(b) ADS 2
G
(5) Make sure:

IN
(a) PFD 1 and PFD 2 airspeed, altitude, and vertical speed scales show.
(b) The Indicated Airspeed (IAS), Altitude (ALT), and Vertical Speed (VS) red flags
N
do not show.
AI
F. Displays Interfaces Test

TR
NOTE: Open Menus and Dialog Boxes have a time-out and will close
automatically if no action is detected. If the Menu or Dialog Box closes
before the next action can be done you must re-open it.
R
NOTE: Pushing the Cursor Control Panel (CCP) ESC key while no Menu or
Dialog Box is opened will result in the “Sel Inactive” (selection inactive)
FO
message to show on both PFD scratchpads.

(1) On the No. 1 CCP, push the PFD button.
(a) No cursor shows on PFD 1.
(2) Push the MFD button.
(a) No cursor shows on the MFD.
(a) CCP 1
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(a) The pilots cursor shows on the MFD.

(5) Push the PFD button.
(a) The pilots cursor shows on PFD 1.
(6) Push the MENU button.
(a) The PFD Config Menu shows on PFD 1.
(7) With the use of the No. 1 CCP, move the cursor over the Nav Source selection on
the PFD Config Menu.
LY
(a) The cursor moves coherently with the CCP inputs.
(8) Push the TAB/DATA knob PUSH ENTER button.
(a) The NAV Source dialog box shows on PFD 1.
N
(9) With the use of the No. 1 CCP, move the cursor over the VOR/LOC1 selection in the
O
NAV Source dialog box.
S
(a) VOR/LOC1 is selected in cyan on PFD 1.
SE
(11) Push the ESC button.
(a) The NAV Source dialog box does not show on PFD 1.
(12) Make sure the following CB is CLOSED:

(a) NAV 1
PO
(b) A red VOR 1 flag shows in the NAV Source field on PFD 1.
R
(b) The red VOR 1 flag does not show in the NAV Source block on PFD 1.
PU
NOTE: A red VOR flag for the deviation being invalid will show above the
lateral deviation scale.
(13) Repeat Step (1) through Step (12) for the No. 2 CCP and VOR 2.
G
NOTE: For the No. 2 CCP test, CLOSE the CCP 2 and NAV 2 circuit breakers
IN
as required.
(14) On the Multifunction Keypad Panel (MKP), push the MAP button.
N
(a) The Map does not show on the MFD.

AI

(a) MKP
TR
(16) Push the MAP button.

(a) The Map format shows on the MFD.
R
(17) Set the following CB to OPEN:

FO
(a) MFD
(18) Push the FMS button.
(a) The FMS format shows on PFD 1.
(a) PFD1
(a) The MAP format shows on PFD 2.
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(a) PFD1
(b) PFD 2
NOTE: Wait for the DUs to power-up before continuing the test.
(22) On the No. 1 BARO Single Knob Panel (SKP), rotate the knob clockwise and
counterclockwise.
(a) The baroset increases and decrease on PFD 1.
(23) On the No. 2 BARO SKP, rotate the knob clockwise and counterclockwise.
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(24) Make sure the following CB is set to OPEN:
N
(a) WXR
O
NOTE: There is no need for the Weather Radar to actually turn ON during the
following steps, this setting is just to allow the Tilt to be modified.
S
(25) On the No. 1 CCP, push the PFD button and then the MENU button.
SE
(26) With the use of the No. 1 CCP, position the cursor over the Radar Mode and push the
TAB/DATA knob PUSH ENTER button.
PO
(a) The Radar Mode dialog box shows on PFD 1.
(27) With the use of the No. 1 CCP, position the cursor over the ON selection, and push the
R
(a) The Radar Mode is set to ON.
PU
(28) On the No. 1 CCP, push the MENU button.

(29) With the use of the No. 1 CCP, position the cursor over the Tilt/Gain selection and push
G
the TAB/DATA knob PUSH ENTER button.

IN
(a) The Tilt/Gain dialog box shows on PFD 1.

(30) On the No. 1 TILT SKP, rotate the knob clockwise and counterclockwise.
N
(a) The Tilt value increase and decreases on PFD 1.

AI

TR
R
FO
G. Radio Altimeter Test

(a) RAD ALT
(b) A red RAD flag shows on PFD 1 and PFD 2.
(a) RAD ALT
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(b) The red RAD flag does not show on PFD 1 and PFD 2.
(c) A 0 feet (approximate) Radio Altimeter value shows on PFD 1 and PFD 2.
NOTE: The Radio Altimeter value may vary slightly if the aircraft is on jacks,
the signal reflections in a hangar, and so forth.
(3) On the Overhead Panel, push the Annunciator Test button.
(a) A green 50 feet Radio Altimeter Test altitude shows while the button is pushed
on PFD 1 and PFD 2.
LY
H. Maintenance Pages Test
(1) On the No. 1 CCP, push the MFD button.
N
(a) The pilot cursor shows on the MFD.
O
(2) With the use of the No. 1 CCP, position the cursor over the Home (house) icon and
push the TAB/DATA knob PUSH ENTER button.
S
(a) The MFD Format Selection dialog box shows on the MFD.
SE
(3) With the use of the No. 1 CCP, position the cursor in the MFD Layout area and select
the two 1/2 window format and push the TAB/DATA knob PUSH ENTER button.
(a) The 1/2 MFD Layout shows in the Preview Window.
TAB/DATA knob.
(a) The 1/2 page format box turns purple.
PO
(4) Position the cursor in the Preview Window over the left 1/2 window and push the
R
(b) The 1/2 page format icons turn purple.
PU
(5) Rotate the No. 1 CCP small knob to select the Maint icon.
(a) The Maint icon shows in the left 1/2 page format box.
(6) Position the cursor over the Done button and push the TAB/DATA knob PUSH ENTER
G
button.
IN
(a) The Maintenance – Database page shows on the MFD.

(7) Position the cursor over the Adv/Bsc icon and push the TAB/DATA knob PUSH ENTER
N
button to toggle the Mode to Adv.

AI
(a) The Maintenance – Maint page shows on the MFD.

(8) Position the cursor over the Faults tab and push the TAB/DATA knob PUSH ENTER
TR
button.
(a) The Faults page shows on the MFD.
(9) Make sure the following systems show no faults:
R
(a) AHS1
FO
(b) AHS2
(c) ADS1
(d) ADS2
(e) RAD ALT
(f) NAV1
(g) NAV2
(h) FGC1
(i) FGC2
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(j) CCP1
(k) CCP2
(10) Open the related CBs and then make sure the following systems show Off/No Output:
(a) DME1
(b) DME2 (Option)
(c) GPS1
(d) GPS2 (Option)
LY
(e) TDR1
(f) TDR2
N
(g) VHF1
O
(h) VHF2
(i) WXR
S
I. Touch and Cursor Inhibits Test
SE
(1) On the Reversionary Panel, set the PFD1 inhibit switch to TOUCH (up position).
(a) Make sure the PFD 1 touchscreen is inhibited.
PO
(b) Make sure the PFD 2 and MFD touchscreens are active.
(2) Set the MFD inhibit switch to TOUCH (up position).
(a) Make sure the MFD touchscreen is inhibited.
R
(b) Make sure the PFD 2 touchscreen is active.
PU
(3) Set the PFD2 inhibit switch to TOUCH (up position).

(a) Make sure the PFD 2 touchscreen is inhibited.
G
NOTE: The “cursor control” refers to the “joystick” function of the CCP cursor –
the ability to move freely the cursor over the displays by pushing the CCP
IN
small knob in a direction. The “tabbing control” refers to the capability to

rotate the big knob of the CCP to “tab” through the editable fields of a
N
window.
(4) Set the PFD1 inhibit switch to CURSOR (down position).
AI
(a) Make sure the No. 1 CCP cursor control is inhibited.

TR
NOTE: The CCP still allows to set the cursor on a DU and to use the tabbing
function between the display fields, but it can’t move the cursor freely.
(b) Make sure the No. 2 CCP cursor control is active.
R

FO
(a) Make sure the No. 2 CCP cursor control is inhibited.

(6) Set the PFD1 and PFD2 inhibit switches to NORM (center position), and the MFD
inhibit switch to NORM (down position).
(a) Make sure the cursor control with the use of the touchscreen is enabled.
(b) Make sure the cursor control with the use of the No. 1 and No. 2 CCP is enabled.
J. Lighting Test
(1) Rotate overhead PILOT DISPLAYS knob from minimum to maximum then back to
desired level.
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(a) Make sure the display intensity varies in accordance with control command with no
excessive flickering or fluttering on the PFD 1 and MFD.
(2) Rotate overhead COPILOT DISPLAYS knob from minimum to maximum then back to
desired level.
(a) Make sure the display intensity varies in accordance with control command with no
excessive flickering or fluttering on PFD 2.
K. Close Up
LY
switch to OFF.
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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ADAPTIVE FLIGHT DISPLAY (AFD) - MAINTENANCE PRACTICES
TASK 31-60-01-400-801
1. General
A. The data in this section gives software loading procedures for the Adaptive Flight Display
(AFD) (AFD–3700). The service technician is expected to use Best and Standard Practices
LY
N
O
TASK 31-60-01-470-802
2. Creating USB Media
S
A. Tools and Equipment
SE

Commercially Available PO
Microsoft Windows 7 Personal Computer (PC) with
CD-ROM Drive and USB Port
R
Commercially Available USB 2.0 Compatible Flash Drive (empty), formatted
PU
with FAT32, 4Gb capacity or larger
B. Job Setup
(1) Format the USB Memory flash drive as follows:
G
NOTE: The USB flash drive(s) should be formatted prior to use to make sure
IN
only the desired software is present on the device. While other data
can be present on the flash drive during loading, unexpected results will
N
occur if other directories containing field loadable software are present

on the flash drive.
AI
If all displays are to be field loaded simultaneously, three USB flash

drives are required.
TR
(a) Insert the target USB flash drive into a free USB port in the PC.
(b) Open Windows File Explorer and select the USB drive.
R
(c) Right mouse click and select the Format menu option.
FO
1) The Format USB window is shows, refer to Figure 201.
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N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
Format USB Window

R
Figure 201
FO
(d) Make sure FAT32 (Default) shows in the File system drop down menu.
(e) In the Allocation unit size drop down menu, select Default allocation size.
NOTE: Use of the Volume label field and Format options field is not required.
(f) Select Start.
1) The USB flash drive is formatted.
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C. Procedure
(1) Obtain the CD-ROM media for the IMA Functional Application Software Items and
Configuration Table Items, refer to Table 201.
Table 201. IMA Software and Configuration Table Items
Rockwell Collins Part

Software Number (CPN) Description
LY
Functional Application Software
AFDR-3700 810–0346–001 Adaptive Flight Display Runtime
N
ATF-3500 810–0348–001 Advanced Terrain Functions
O
ECDA-6000 810–0233–100 Emulated Control Display
Application
S
EICAS-6000 810–0245–1H0001 Engine Indication Crew Alert
SE
System
FDSA-6500 810–0234–1H0001 Flight Display System
Application
FMSA-6000
PO
810–0163–1H0001 Flight Management System
Application
R
FSA-6000 810–0072–302 File Server Application
PU
ODLA-3500 810–0345–1H0001 Onboard Data Loader

Application
OMSA-6000 810–0106–250 Onboard Maintenance System
G
Application
PMA-6000 810–0192–100 Protocol Manager Application
IN
RTSA-6000 810–0048–701 Radio Tuning System

N
Application
AI
Configuration Table Items

APCT-3700 810–0422–001 Airframe Parameter
TR
Configuration Table
ATFT-3500 810–0385–1H0001 Advanced Terrain Functions
Table
R
IMAT-3700 810–0352–001 Integrated Modular Avionics

FO
Table
OMST-6000 810–0099–1H0001 Onboard Maintenance System
Table
(2) Insert the USB Flash drive into a spare USB port on the PC.
(3) Open an instance of Windows Explorer and select the target USB media stick drive. For
the purposes of this procedure the drive will be referred to as the E:\ drive.
(4) Open a second instance of Windows Explorer.
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(5) Insert the CD-COM containing the delivered software into CD-ROM drive on the PC.
For the purposes of this procedure this drive will be referred to as the D:\ drive.
(6) With Windows Explorer, select the equipment type field loadable media set on the D:\
drive with the left mouse button.
NOTE: The media set will be saved in a folder on the CD-ROM with an
identifiable name. For example, the IMAT-3700 media set is a folder
named IMAT-810–0352–1H0001.
(7) Hold the right mouse button down and drag the media set folder into the first instance
LY
of Windows Explorer open to the USB flash drive mounted on the E:\ drive, refer
to Figure 202.
N
O
S
SE
PO
R
PU
Copying Windows
Figure 202
G
(8) Release the right mouse button when the cursor is placed on the E:\ drive and select
IN
the Copy here that shows on the menu, refer to Figure 203.
N
AI
TR
R
FO
Copy here Dialog Box

Figure 203
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(a) When the right mouse button is released, the media set folder will be copied into
the USB device on the E:\ drive.
(9) Wait until the media set folder is copied, then make sure the folder shows in the USB
flash drive on the E:\ drive in Windows Explorer.
(10) Use the right mouse button to click on the CD-ROM drive of the PC and select the Eject
menu item on the pop-up menu to eject the CD-ROM from the PC.
(a) The CD-ROM ejects from the PC.
(11) Return to Step (5) and repeat the process until the media sets for all equipment
LY
identified are copied to the USB flash dirve.
(12) Put the IMA Configuration Index Table (ICIT) media set on the USB flash drive, refer
to Step (6) thru Step (9).
N
NOTE: The ICIT media set is created and configuration manage by the Type
O
Certificate (TC)/Supplemental Type Certificate (STC) applicant and will
not be provided by Rockwell Collins.
S
(13) If required, put the optional splash page on the USB flash drive, refer to Step (6) thru
SE
Step (9).
NOTE: The optional splash page is provided by the Original Equipment
Manufacturer (OEM).
PO
(14) If required, put the two APM media sets (APMOPT and APM3RDPAR) on the USB
flash drive, refer to Step (6) thru Step (9).
R
NOTE: The APM tables are created and configuration managed by the TC/STC
applicant and will not be provided by Rockwell Collins.
PU
D. Close Up
(1) Use the right mouse button to click on the CD-ROM drive of the PC and select the Eject
G
menu item on the pop-up menu to eject the CD-ROM from the PC.
IN
(2) Remove the CD-ROM from the computer and store per local procedures.
(3) Use the right mouse button to click on the USB flash drive of the PC and select the Eject
N
menu item on the pop-up menu to eject the USB flash drive from the PC.
(4) Remove USB flash drive from computer to take to aircraft.
AI
TR
TASK 31-60-01-470-803
3. Field Load Procedure
R
A. General
FO
(1) This procedure is performed to transfer the contents of the USB flash drive to the
internal flash memory of the AFD-3700 unit. The AFD display prompts the user for
required actions and provide status messages during the field load process.
NOTE: To load the Aircraft Personality Module (APM) media sets, refer to TASK
31-60-07-840-802 Aircraft Personality Module (APM) - Maintenance
Practices - Load the Aircraft Personality Module (APM).
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Task Title
TASK 31-60-01-470-802 Adaptive Flight Display (AFD) - Maintenance Practices -
Creating USB Media
TASK 31-60-07-840-802 Aircraft Personality Module (APM) - Maintenance Practices -
Load the Aircraft Personality Module (APM)
LY
N
O
Commercially Available USB 2.0 Compatible Flash Drive (Loaded with
Software), formatted with FAT32, 4Gb capacity or larger
S
RCA-5176–001 Field Loadable Shorting Plug
SE
D. Job Setup
(1) Prepare/Load USB flash drive with required software per TASK 31-60-01-470-802
PO
Adaptive Flight Display (AFD) - Maintenance Practices - Creating USB Media.
R
PU

EQUIPMENT.
G
IN
switch to ON.
N

AI

TR
E. Procedure
R
(1) On the Overhead Control Panel, set the Data Load Enable switch to ON.
FO
(2) Insert field loadable shorting plug in the back of the center pedestal.
(3) Cycle the power on the AFD-3700 unit requiring field load.
NOTE: During automated field load the AFD shows the part number and serial
number of the unit, the status of the five target processors, the USB
status, side strap status, and user instructions, refer to Figure 204. User
instructions provide the installer with instructions when an action is
required, refer to Table 202.
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LY
N
O
S
SE
PO
R
Status Messages
Figure 204
PU
Table 202. User Instructions

G
Status Message Cause

IN
AFD requires service The AFD master processor is in invalid strapping

mode and has valid side parity.
N
Correct strapping error and cycle power on AFD The AFD master processor is in invalid strapping
AI
Mode and has invalid side parity.

TR
Field load required, enable field load condition One or more Target processors do not contain
and cycle power on AFD valid software installations. A field load needs
to be performed.
Insert USB device to field load or disable field Software field load enable condition is true and a
R
load condition to exit valid USB flash memory device is not detected.
FO
Verify USB device is functioning properly and A potential hardware error occurred reading the
cycle power on AFD USB flash memory device.
Check USB device format - Only USB 2.0 An incompatible USB device is detected.
compatible devices with FAT32 supported
Field load in progress, do NOT remove USB A valid USB flash memory device has been
device or cycle power on AFD detected and a field load is in progress.
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Table 202. User Instructions (Cont.)

Reload files on USB device and cycle power on A valid USB flash memory device was detected
AFD to restart field load but an ARINC 665- 2 media set file was is not
found, or a Load Error Target status message
has been displayed.
Remove USB device and disable field load All target field load have completed without error.
LY
condition to exit
(4) If all field load entry conditions are met, one of the following screens shows upon
N
completion of power-up:
(a) A unit that has been reset in the factory and does not contain software shows
O
as in Figure 205.
(b) A unit that contains a previous successfully software installation shows as in Figure
S
206.
SE
NOTE: Individual Targets may report Field Load Required when an invalid or
corrupted software installation is detected on that processor. In this case
the screen contents may consist of a combination of Figure 205 and
Figure 206.
PO
R
PU
G
IN
N
AI
TR
R
FO
Display With Factory Defaults

Figure 205
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LY
N
O
S
SE
PO
R
Display when Previously Loaded
Figure 206
PU
(5) Insert the USB flash drive into the AFD front bezel USB jack.
(a) The field load automatically begins, refer to Figure 207.
G
NOTE: If the Status message USB Device Found, Do NOT Remove does
IN
not show, refer to Table 203.

N
AI
TR
R
FO
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LY
N
O
S
SE
PO
R
Software Load in Progress
Figure 207
PU
Table 203. USB Status Messages and Suggested Actions

G
USB Status Message Cause Corrective Action(s)

IN
Error Reading USB Device A hardware error occurred 1. Remove USB flash drive and
reading the device (e.g. USB reinsert.
N
device or host malfunctioning). 2. Cycle power on display.

AI
3. Replace flash drive.

TR
Incompatible USB Device An incompatible USB device Remove incompatible device.

has been detected such as a
keyboard or tablet.
R
No Loadable Files Found On A valid USB device and FAT32 Remove flash drive and verify
USB Device file system has been detected, file structure.
FO
but ARINC 665-2 media set(s)

have not been found.
Safe To Remove USB Device Field load has completed Remove USB flash drive.
successfully or a fatal error has
occurred.
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Table 203. USB Status Messages and Suggested Actions (Cont.)

USB Device Found, Do NOT A valid USB device is detected No action Required.
Remove and a field load is in progress.
USB Device Not Found USB memory device has not 1. Insert USB flash drive to
been detected. Drive may not begin field load.
be inserted of the system may 2. Verify flash drive contains a
LY
have failed to detect it. single valid FAT32 partition by
reformatting.
N
(6) The Target Status messages will update during field load to indicate progress.
O
(a) When a target is being loaded the AFD will go black or show the optional OEM
splash screen for a few seconds while the processor restarts.
S
(b) Upon successful field load completion the Target Status will state Complete for each
Target and the installer will be prompted to exit field load mode, refer to Figure 208.
SE
NOTE: If one or more Target status rows show a status other than Complete,
refer to Table 204 to diagnose the problem.
PO
R
PU
G
IN
N
AI
TR
R
FO
Load Complete
Figure 208
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Table 204. Target Processor Status Messages

Complete All software has been successfully installed for
the target processor in accordance with the part
numbers specified in the ICIT.
Configuration Index Error <loadset PNR> The IMA Configuration Index Table (ICIT)
is missing, invalid or a configuration error is
LY
detected. A configuration error is defined as the
part number of an installed software component
does not match the part number specified by
N
ICIT.
O
Internal Strap Parity Error Internal processor strapping parity is invalid but
the AFD side straps have valid parity.
S
Loading xxx/yyy, zzz% loadset PNR Installation is in progress. Message is
SE
• xxx - the current loadset number continuously updated to indicate percent
• yyy - the total number of loadsets completion.
• zzz - the percent complete of the loadset
copy from the USB device
Load Error <loadset PNR>
PO
Load set verification has failed. This can be
R
caused by file transfer errors or CRC verification
errors.
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Side Strap Parity Error The AFD side straps have invalid parity.
Validating <loadset PNR> The Target is verifying the Cyclic Redundancy
Check (CRC) value of the installed software
G
matches the CRC value supplied by the media

IN
set.
Validation Error <loadset PNR> The CRC value computed by the AFD did not
N
match the CRC value supplied by the media set.

The media set data has been corrupted during
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the installation process.

TR
(7) Remove the USB flash drive from the AFD front bezel USB jack.
(8) On the Overhead Control Panel, set the Data Load Enable switch to OFF.
(9) Remove the field loadable shorting plug to exit the Automated Field Load operation.
R
(10) Repeat Step (1) through Step (9) to field load the remaining AFD-3700 units.
FO
(11) Make sure the software correctly loaded as follows:

NOTE: It is not necessary to field load all three AFD-3700 units prior to checking
the electronic nameplates to make sure the software has loaded correctly.
If only checking one or two AFD-3700 units, the remaining AFD-3700
unit(s) should be powered down.
(a) Apply power to all three AFDs.
(b) Select the Maintenance (Maint) icon on the center AFD, refer to Figure 209.
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Maintenance Format on Center Display
Figure 209
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(c) On the Maint page, select the Basic (Bsc)/Advanced (Adv) mode icon until the Adv
mode page shows, refer to Figure 210.
G
IN
N
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Maintenance Format – Bsc/Adv Mode Icon
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Figure 210
(d) On the Adv mode page, select the System icon. The IMA System Configuration
format shows.
G
NOTE: Upon initially entering the IMA System Configuration format, the
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page may show as in Figure 211.

N
AI
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IMA System Configuration Error Page
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Figure 211
(e) On the IMA System Configuration page, wait for the Status of each AFD to show a
green Pass condition.
G
NOTE: It may take up to five seconds for the status to change from No
IN
Report to Pass.
(f) If the system is configured correctly, all powered-on AFDs will show a green
N
Pass status and the Configuration Index Nameplate area will show the electronic
nameplate of the IMA Configuration Index Table (ICIT), refer to Figure 212.
AI
1) Make sure that part number of the ICIT electronic nameplate is the part number
TR
of the ICIT provided by the Type Certificate (TC) or Supplemental Type

Certificate (STC) applicant.
NOTE: The ICIT part number is the top row of the electronic nameplate
R
text.
FO
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IMA System Configuration Page
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Figure 212
(g) In the IMA System area, select the i icon for the left AFD.
G
1) A Status pop-up window will show while the data is being retrieved, refer to
Figure 213, then the Electronic Nameplate page will show, refer to Figure 214.
IN
N
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Status Pop-Up Window

R
Figure 213
FO
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Electronic Nameplate Page
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Figure 214
(h) On the Electronic Nameplate page, make sure the installed software part numbers
match the software you installed, refer to Table 201 in task TASK 31-60-01-470-802
G

IN
(i) Repeat Step (g) and Step (h) for the center and right AFDs.
N
F. Close Out
(1) Cycle power on the loaded AFD.
AI

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switch to OFF.
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TASK 31-60-01-470-804
4. Periodic Database Field Load Procedure
A. General
(1) This procedure is performed to transfer the contents of the USB flash drive to the
internal flash memory of the AFD-3700 unit. The AFD display will prompt the user for
required actions and provide status messages during the field load process.
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Task Title
N
Creating USB Media
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TASK 31-60-01-470-803 Adaptive Flight Display (AFD) - Maintenance Practices - Field
Load Procedure
S
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Part Number
Commercially Available
PO Equipment
USB 2.0 Compatible Flash Drive (Loaded with
R
Software), formatted with FAT32, 4Gb capacity or larger
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D. Job Setup
G

IN

N

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EQUIPMENT.
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switch to ON.
R

FO

(f) Make sure power is provided to all three AFDs.
(3) Do the field load procedure per TASK 31-60-01-470-803 Adaptive Flight Display (AFD) -
Maintenance Practices - Field Load Procedure.
E. Procedure
(1) Select the Maintenance (Maint) format on the center display, refer to Figure 215.
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Maintenance Format on Center Display
Figure 215
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(2) On the Overhead Control Panel, set the Data Load Enable switch to ON.
(a) The Enter Data Load button is enabled, refer to Figure 216.
G
IN
N
AI
TR
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FO
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Data Load Button Enabled
Figure 216
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(3) Select the Enter Data Load button.

(a) The Enter Data Load message shows, refer to Figure 217.
G
IN
N
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Enter Data Load Message
Figure 217
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(4) Select Yes to continue, or select No to stop the data base load process.
(a) If Yes is selected, the Database load page shows, refer to Figure 218.
G
IN
N
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Databases Load Window
Figure 218
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(5) Insert the USB flash drive, containing the databases to be installed, in the center AFD
front bezel USB jack.
G
(6) Select the Refresh button.

(a) The Load Source status will indicate USB and the window will show a list of all the
IN
field loadable databases found on the USB flash drive.

N
(b) Select the required database(s) for field load.

1) The selected database(s) will show a check mark in the box next to the
AI
database name, refer to Figure 219.

TR
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Loadable Databases Found
Figure 219
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(7) To begin field load, select the Start Load button.

(a) The Database window will gray out and the system will indicate a load is in
G
progress, refer to Figure 220.

IN
N
AI
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FO
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Load Progress Display
Figure 220
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(8) Wait until all loads are complete.

(a) Installed databases show grayed out and indicated a Load Status of Complete
G
in green.
(b) A green Load Complete indicator will replace the load progress bar, refer to Figure
IN
221.
N
AI
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Load Complete
Figure 221
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(9) Select the Exit Data Load button, refer to Figure 222.
G
IN
N
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Exit Data Load Button
Figure 222
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(10) A warning message shows, refer to Figure 223.

(11) Select the Yes button to exit the Database Field Load.
G
IN
N
AI
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FO
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Exit Data Load Message
Figure 223
PU
(12) On the Overhead Control Panel, set the Data Load Enable switch to OFF.
(13) Remove the USB flash drive from the center AFD.
G
(14) Make sure the database status is correct on the Database Management Status page,
refer to Figure 224.
IN
N
AI
TR
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FO
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Database Management Status Format
Figure 224
PU
(15) Select the i icon to the left of the database name to open the corresponding information
window, refer to Figure 225.
G
(a) Make sure the correct database is installed.

IN
N
AI
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Database Information
Figure 225
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F. Close Out
G
IN
switch to OFF.
N

AI

TR
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Rockwell Collins
ADAPTIVE FLIGHT DISPLAY (AFD) - REMOVAL/INSTALLATION
TASK 31-60-01-900-805
1. General
A. The data in this section gives removal and installation procedures for the Adaptive Flight
Display (AFD) (AFD–3700). The service technician is expected to use Best and Standard
LY
N
O
TASK 31-60-01-000-806
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G

IN

N
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location(s).
(4) Gain access to the AFD, refer to Figure 401.
TR
B. Procedure
R

FO

EQUIPMENT.
(2) Loosen the two hex screws (2) and gently pull the AFD (1) away from the panel.
NOTE: Tilt the bottom of the AFD out of the panel first. There are two backing
blocks along the top bezel that help safety the AFD to the panel.
(3) Loosen the captive screws (5) and disconnect the electrical connectors from receptacles
J1 (4), J2 (3), J3 (4), and J4 (6).
(4) Install protective caps and covers to the electrical connectors and receptacles.
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(5) Remove the AFD (1) from the aircraft.
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S
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G
IN
N
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IN
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Adaptive Flight Display – Removal/Installation

Figure 401
EFFECTIVITY
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TASK 31-60-01-400-807
3. Installation
Task Title
TASK 31-60-00-710-802 Electronic Flight Instrument System (EFIS) - Adjustment/Test -
Operational Test
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Load Procedure
N
Periodic Database Field Load Procedure
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TASK 31-60-01-710-809 Adaptive Flight Display (AFD) - Adjustment/Test - Operational
Test
S
B. Job Setup
SE
PO
TO PERSONNEL.
R
PU

G
(2) Gain access to the AFD mounting location, refer to Figure 401.
IN
C. Procedure
N

AI

TR

EQUIPMENT.
R
(2) Connect the four electrical connectors to receptacles J1 (4), J2 (3), J3 (4), and J4 (6).
FO
(3) Tighten the two retaining screws (5) on all four connectors.
(4) Position the AFD in the panel.
NOTE: Tilt the AFD into the panel top first. There are two backing blocks along
the top bezel that help safety the AFD to the panel. Then push the
bottom of the AFD into the panel.
(5) Tighten the two hex screws (2) to safety the AFD (1) to the aircraft.
(6) Torque the two hex screws (2) to 15 to 25 pound-force inch (17.28 to 28.80
kilogram-force centimeter).
EFFECTIVITY
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TO THE EQUIPMENT.
(8) Do the TASK 31-60-01-470-803 Adaptive Flight Display (AFD) - Maintenance Practices
- Field Load Procedure.
LY
(9) Do the TASK 31-60-01-470-804 Adaptive Flight Display (AFD) - Maintenance Practices
- Periodic Database Field Load Procedure.
N
O
(1) Do the TASK 31-60-01-710-809 Adaptive Flight Display (AFD) - Adjustment/Test -
Operational Test.
S
(2) If required, do the TASK 31-60-00-710-802 Electronic Flight Instrument System (EFIS) -
SE
E. Close Up
PO
R
PU
G
IN
N
AI
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Rockwell Collins
ADAPTIVE FLIGHT DISPLAY (AFD) - ADJUSTMENT/TEST
TASK 31-60-01-700-808
1. General
A. The data in this section gives the steps to do the Operational Test of the Adaptive Flight
Display (AFD). The service technician is expected to use Best Standard Practices to do
this procedure.
LY
N
O
TASK 31-60-01-710-809
2. Operational Test
S
A. General
SE
(1) The Adaptive Flight Display (AFD) is used to provide the flight crew with touch-screen
controls and menus for a variety of functions in conjunction with software controlled
legends.
PO
R
a. Displays Power Up
b. Displays Interfaces
PU
c. Touch and Cursor Inhibits

d. Lighting.
G

IN

N
Volts DC)
AI
C. Job Setup
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R

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switch to ON.
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1) CCP1
2) CCP2
3) MKP
this test.
LY
D. Displays Power Up Test
(1) On the Reversionary Panel, set the reversion switches PFD1, MFD and PFD2 to OFF
N
(up position).
O
(a) Each Display Unit (DU) powers down.
(2) Set the PFD1 switch to NORM (down position). Wait for the left DU to power-up.
S
(a) The left DU powers up and shows a reverted left PFD.
SE
1) PFD on the left.
2) Engine Indication and Crew Alert System (EICAS) band in the center.
3) Multifunction Window (MFW) on the right.
PO
(3) Set the MFD switch to NORM (down position). Wait for the No. 2 AFD to power-up.
(a) The center DU powers up and shows a reverted right PFD.
R
PU
2) EICAS band in the center.

3) MFW on the left.
(4) As the left and center DUs are up, observe the left DU.
G
(a) The left DU shows a left PFD.

IN
1) PFD on the left.

N
(5) Set the PFD2 switch to NORM (down position). Wait for the right DU to power-up.
AI
(a) The right DU powers up and shows a right PFD.

TR
2) MFW on the left.

(6) As all three DUs are up, observe the center DU.
(a) The center DU shows a MFD.
R
1) EICAS on the left.

FO
E. Displays Interfaces Test

NOTE: Open Menus and Dialog Boxes have a time-out and will close
automatically if no action is detected. If the Menu or Dialog Box closes
before the next action can be done you must re-open it.
NOTE: Pushing the Cursor Control Panel (CCP) ESC key while no Menu or
Dialog Box is opened will result in the “Sel Inactive” (selection inactive)
message to show on both PFDs (lower right corner).
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(1) On the No. 1 CCP, push the PFD button.

(a) No cursor shows on PFD 1.
(a) No cursor shows on the MFD.
(a) CCP 1
LY
(a) The pilots cursor shows on the MFD.
(5) Push the PFD button.
N
(a) The pilots cursor shows on PFD 1.
O
S
(7) With the use of the No. 1 CCP, move the cursor over the Nav Source selection on
the PFD Config Menu.
SE
(a) The cursor moves coherently with the CCP inputs.
PO
(a) The NAV Source dialog box shows on PFD 1.
(9) With the use of the No. 1 CCP, move the cursor over the VOR/LOC1 selection in the
NAV Source dialog box.
R
PU
(a) VOR/LOC1 is selected in cyan on PFD 1.

(11) Push the ESC button.
(a) The NAV Source dialog box does not show on PFD 1.
G
(b) A red VOR 1 flag shows in the NAV Source field on PFD 1.
IN

(a) NAV 1
N
(b) The red VOR 1 flag does not show in the NAV Source field on PFD 1.
AI
(13) Repeat Step (1) through Step (12) for the No. 2 CCP and NAV 2 on PFD2.
TR
NOTE: For the No. 2 CCP test, CLOSE the CCP 2 and NAV 2 circuit breakers
as required.
(14) On the Multifunction Keypad Panel (MKP), push the MAP button.
R
(a) The Map does not show on the MFD.

FO

(a) MKP
(a) The Map format shows on the MFD.
(a) MFD
(18) Push the FMS button.
(a) The FMS format shows on the PFD 1.
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(a) PFD1
(a) The MAP format shows on PFD 2.
(a) PFD1
(b) PFD2
LY
NOTE: Wait for the DUs to power-up before continuing the test.
(22) On the No. 1 BARO Single Knob Panel (SKP), rotate the knob clockwise and
N
counterclockwise.
O
(23) On the No. 2 BARO SKP, rotate the knob clockwise and counterclockwise.
S
SE
• WXR
NOTE: There is no need for the Weather Radar to actually turn ON during the
PO
following steps, this setting is just to allow the Tilt to be modified.
(25) On the No. 1 CCP, push the PFD button and then the MENU button.
R
(26) With the use of the No. 1 CCP, position the cursor over the Radar Mode and push the
PU

(a) The Radar Mode dialog box shows on PFD 1.
(27) With the use of the No. 1 CCP, position the cursor over the ON selection, and push the
G

IN
(a) The Radar Mode is set to ON.

N

AI
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F. Touch and Cursor Inhibits Test

(1) On the Reversionary Panel, set the PFD1 inhibit switch to TOUCH (up position).
(a) The PFD 1 touchscreen is inhibited.
(b) The PFD 2 and MFD touchscreens are active.
(2) Set the MFD inhibit switch to TOUCH (up position).
(a) The MFD touchscreen is inhibited.
(b) The PFD 2 touchscreen is active.
LY
(3) Set the PFD2 inhibit switch to TOUCH (up position).
(a) The PFD 2 touchscreen is inhibited.
N
NOTE: The “cursor control” refers to the “joystick” function of the CCP cursor –
the ability to move freely the cursor over the displays by pushing the CCP
O
small knob in a direction. The “tabbing control” refers to the capability to
rotate the big knob of the CCP to “tab” through the editable fields of a
S
window.
SE
(a) The No. 1 CCP cursor control is inhibited.
PO
NOTE: The CCP still allows to set the cursor on a DU and to use the tabbing
function between the display fields, but it can’t move the cursor freely.
(b) The No. 2 CCP cursor control is active.
R
PU
(a) The No. 2 CCP cursor control is inhibited.

(6) Set the PFD1 and PFD2 inhibit switches to NORM (center position), and the MFD
inhibit switch to NORM (down position).
G
(a) Cursor control with the use of the touchscreen is enabled.

(b) Cursor control with the use of the No. 1 and No. 2 CCP is enabled.
IN
G. Lighting Test
N
(1) Rotate overhead PILOT DISPLAYS knob from minimum to maximum then back to
AI
desired level.
(a) The display intensity varies in accordance with control command with no excessive
TR
flickering or fluttering on the PFD 1 and MFD.

(2) Rotate overhead COPILOT DISPLAYS knob from minimum to maximum then back to
desired level.
R
(a) The display intensity varies in accordance with control command with no excessive
FO
flickering or fluttering on PFD 2.
H. Close Up
switch to OFF.
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O
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G
IN
N
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ADAPTIVE FLIGHT DISPLAY (AFD) - CLEANING/PAINTING
TASK 31-60-01-100-810
1. General
A. The data in this section gives the steps for cleaning the Adaptive Flight Display (AFD)
screen. The service technician is expected to use Best and Standard Practices to do
these procedures.
LY
N
O
TASK 31-60-01-100-811
2. Cleaning
S
A. Tools and Equipment
SE

Commercially Available
005–8414–010
PO
Flashlight
Kit, Display Cleaning
R
PU
B. Consumable Materials
G

Commercially Available Gloves, Latex
IN
C. Job Setup
N
AI
(3) Obey all cleaning safety procedures in accordance with the OEM AMM.
TR
location(s).
(5) Gain access to the AFD screens in the cockpit.
R
FO
D. Procedure
(1) With the use of the contamination removal wipe, wipe number 1, remove all
contaminants from the Adaptive Flight Display (AFD) screen.
NOTE: Latex gloves must be worn at all times during the cleaning process.
NOTE: Make sure you only clean the screens using an up and down movement,
moving from left to right.
(2) With the use of the cleaner wipe, wipe number 2, clean the AFD screen.
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NOTE: Before the cleaner wipe, wipe number 2, residue has dried, use wipe
number 3.
(3) With the use of the streak free wipe, wipe number 3, clean the AFD screen.
(4) With the use of the flashlight, make sure there are no visible streaks, finger prints, or
contaminants on the AFD screen.
(a) If streaks, finger prints, or contaminants are found, reclean display screen with wipe
number 3 as needed.
LY
E. Close Up
N
O
S
SE
PO
R
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G
IN
N
AI
TR
R
FO
EFFECTIVITY
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CURSOR CONTROL PANEL (CCP) - REMOVAL/INSTALLATION
TASK 31-60-03-900-801
1. General
A. The data in this section gives removal and installation procedures for the Cursor Control
Panel (CCP) (CCP-3500). The service technician is expected to use Best and Standard
LY
N
O
TASK 31-60-03-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the CCP, refer to Figure 401.
TR
NOTE: The CCP are located in the avionics pedestal.
B. Procedure
R

FO

EQUIPMENT.
(2) Loosen the four hex screws (1) and gently pull the CCP away from the pedestal panel.
(4) Install protective caps and covers to the electrical plug and receptacle.
(5) Remove the CCP from the aircraft.
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LY
N
O
S
SE
PO
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G
IN
N
AI
TR
R
FO
Cursor Control Panel – Removal/Installation

Figure 401
EFFECTIVITY
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TASK 31-60-03-400-803
3. Installation
Task Title
TASK 31-60-03-710-805 Cursor Control Panel (CCP) - Adjustment/Test - Operational
Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the CCP mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN
EQUIPMENT.
N
(2) Connect the electrical connector P1 (2) to the CCP.

AI
(3) Position the CCP in the panel and tighten the four hex screws (1) to safety the CCP
to the aircraft.
TR
(4) Torque the four hex screws (1) to 3.9 to 7.2 pound-force inch (4.5 to 8.3 kilogram-force
centimeter).
R

FO

TO THE EQUIPMENT.
(1) Do the TASK 31-60-03-710-805 Cursor Control Panel (CCP) - Adjustment/Test -
Operational Test.
EFFECTIVITY
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E. Close Up
LY
N
O
S
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G
IN
N
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EFFECTIVITY
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CURSOR CONTROL PANEL (CCP) - ADJUSTMENT/TEST
TASK 31-60-03-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Cursor Control
Panel (CCP). The service technician is expected to use Best Standard Practices to do
this procedure.
LY
N
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TASK 31-60-03-710-805
2. Operational Test
S
A. General
SE
(1) The Cursor Control Panel (CCP) provides the means to control and position a cursor on
the displays and interaction with graphical controls and menus.
PO
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Task Title
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Load Procedure
C. Job Setup
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IN

N

AI

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switch to ON.
R

FO
D. Procedure
(1) Make sure there are no OMS fault messages related to the CCP. Correct as required.
(2) On the CCP, push the PFD key.
(a) The Primary Flight Display (PFD) key moves the cursor position to the on-side PFD.
(3) On the CCP, push the MFD key.
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(a) The Multifunction Display (MFD) key moves the cursor position to the center display.
(4) On the CCP, push the TFC key.
(a) The Traffic (TFC) key enables or disables the Traffic Alert and Collision Avoidance
System (TCAS) traffic data on the on-side display.
(5) On the CCP, push the COM 1/2 key.
(a) The COM 1/2 key moves the radio tuning control from on-side to cross-side and
back again.
(b) In the Primary Field of View (PFV) on top of the on-side PFD, the standby frequency
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of the radio that is controlled by the CCP quicktune knob is shown in a cyan box.
(6) On the CCP, rotate the outer Tune Knob as necessary to tune a megahertz radio
N
frequency in the standby COM Tuning window.
O
NOTE: See the Primary Field of View (PFV)Tuning fields on top of the on-side
PFD. The radio controlled by the CCP quicktune knob has its standby
frequency in a cyan box.
S
(7) On the CCP, rotate the inner Tune Knob as necessary to tune a kilohertz radio
SE
frequency in the standby COM Tuning window.
(8) On the CCP Tune Knob, push the PUSH/SWAP button to swap the active and standby
PO
frequencies.
E. Close Up
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PU
switch to OFF.
G

IN
N
AI
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MULTIFUNCTION KEYPAD PANEL (MKP) - REMOVAL/INSTALLATION
TASK 31-60-05-900-801
1. General
A. The data in this section gives removal and installation procedures for the Multifunction
Keypad Panel (MKP) (MKP-3500). The service technician is expected to use Best and
LY
N
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TASK 31-60-05-000-802
2. Removal
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A. Job Setup
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CAUTION:
PERSONNEL.
PO

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IN

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location(s).
(4) Gain access to the MKP, refer to Figure 401.
TR
B. Procedure
R

FO

EQUIPMENT.
(2) Loosen the four hex screws (1) and gently pull the MKP away from the pedestal
avionics panel.
(5) Remove the MKP from the aircraft.
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IN
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Multifunction Keypad Panel – Removal/Installation

Figure 401
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TASK 31-60-05-400-803
3. Installation
Task Title
TASK 31-60-05-710-805 Multifunction Keypad Panel (MKP) - Adjustment/Test -
Operational Test
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B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the MKP mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN
EQUIPMENT.
N
(2) Connect the electrical connector P1 (2) to the MKP.

AI
(3) Position the MKP in the panel and rotate the four hex screws (1) to safety the MKP
(4) to the aircraft.
TR
centimeter).
R

FO

TO THE EQUIPMENT.
(1) Do the TASK 31-60-05-710-805 Multifunction Keypad Panel (MKP) - Adjustment/Test
- Operational Test.
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E. Close Up
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IN
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MULTIFUNCTION KEYPAD PANEL (MKP) - ADJUSTMENT/TEST
TASK 31-60-05-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Multifunction
Keypad Panel (MKP). The service technician is expected to use Best Standard Practices to
do this procedure.
LY
N
O
TASK 31-60-05-710-805
2. Operational Test
S
A. General
SE
(1) The Multifunction Keypad Panel (MKP) functions as the keyboard interface to the AFDs.
Data is entered on an alpha-numeric keyboard with other miscellaneous push buttons.
B. Job Setup PO
Key entries are displayed on a 24 character display.

R
PU

G

IN
switch to ON.
N
AI

TR
R
C. Procedure
FO
(1) Make sure there are no OMS fault messages related to the MKP. Correct as required.
(2) On the MKP, push the TUNE/DLNK button as necessary to show a COM Tuning window
on the MFD, then select the NAV icon in the title bar.
(a) On MFD, the NAV Tuning window shows.
(b) In the NAV Tuning window, the NAV1 & NAV2 Active Frequencies are green.
(3) On the MFD NAV Tuning window, select the NAV1 [2] Standby Frequency field.
(4) Use of the MKP to type frequency 11380, and push the ENTER button.
(a) Make sure 11380 is shown in the Standby Frequency field.
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(5) On the MKP, select the FMS button.

(a) Make sure the FMS screen shows.
D. Close Up
switch to OFF.
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N
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G
IN
N
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AIRCRAFT PERSONALITY MODULE (APM) - MAINTENANCE PRACTICES
TASK 31-60-07-900-801
1. General
A. The data in this section gives the steps to do the software loading procedure for the Aircraft
Personality Module (APM). The service technician is expected to use Best Standard
LY
N
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TASK 31-60-07-840-802
2. Load the Aircraft Personality Module (APM)
S
A. General
SE
(1) The Aircraft Personality Module (APM) is used to store aircraft specific configuration
data into a non-volatile data-store that is bolted to the airframe. The APM-5000 is
PO
a reliable storage device that is intended to stay with the airframe through the life
of aircraft. The APM has a 1 MB storage capacity. When equipment is removed
and re-installed into the aircraft, the configuration information is retained. The APM
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is connected to the No. 2 Adaptive Flight Display (AFD), also referred to as the
Multifunction Display (MFD) in this procedure, by a serial peripheral interface bus.
PU
Task Title
G

IN
Creating USB Media

N

AI

TR

Volts DC)
R
Commercially Available USB 2.0 Compatible Flash Drive (APM OPTION File),
formatted with FAT32, 4Gb capacity or larger
FO
Commercially Available USB 2.0 Compatible Flash Drive (APM 3RD PARTY
File), formatted with FAT32, 4Gb capacity or larger
RCA-5176–001 Field Loadable Shorting Plug
D. Job Setup
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switch to ON.
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N
O
(g) Set the following CB to OPEN:
S
• MFD
SE
E. Procedure
(1) Load the APM OPTION and APM 3RD PARTY files as follows:
USB Device and loaded simultaneously.PO

NOTE: The APM OPTION and APM 3RD PARTY files can be stored on a single
(a) Insert the field loadable shorting plug in the back of the center pedestal.
R
(b) On the Overhead Control Panel, set the Data Load Enable switch to ON.
PU
(c) Set the following CB to CLOSED:

• MFD
1) The MFD starts in Application Field Load mode.
G
NOTE: During automated field load the AFD shows the part number and
IN
serial number of the unit, the status of the five target processors,
the USB status, side strap status, and user instructions, refer
to Figure 201. User instructions provide the installer with
N
instructions when an action is required, refer to Table 201.

AI
TR
R
FO
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Status Messages
Figure 201
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Table 201. User Instructions

G

IN
AFD requires service The AFD master processor is in invalid strapping

mode and has valid side parity.
N
Correct strapping error and cycle power on AFD The AFD master processor is in invalid strapping
AI
Mode and has invalid side parity.

TR
Field load required, enable field load condition One or more Target processors do not contain
and cycle power on AFD valid software installations. A field load needs
to be performed.
Insert USB device to field load or disable field Software field load enable condition is true and a
R
load condition to exit valid USB flash memory device is not detected.
FO
Verify USB device is functioning properly and A potential hardware error occurred reading the
cycle power on AFD USB flash memory device.
Check USB device format - Only USB 2.0 An incompatible USB device is detected.
compatible devices with FAT32 supported
Field load in progress, do NOT remove USB A valid USB flash memory device has been
device or cycle power on AFD detected and a field load is in progress.
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Table 201. User Instructions (Cont.)

Reload files on USB device and cycle power on A valid USB flash memory device was detected
AFD to restart field load but an ARINC 665- 2 media set file was is not
found, or a Load Error Target status message
has been displayed.
Remove USB device and disable field load All target field load have completed without error.
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condition to exit
2) The USB status message shows USB Device Not Found, refer to Figure 202.
N
O
S
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PO
R
PU
G
IN
N
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Display With Factory Defaults

Figure 202
(d) Insert the loaded APM USB flash drive into the MFD front bezel USB jack.
R
NOTE: The APM OPTION and APM 3RD PARTY files can be stored on a
FO
single USB Device and loaded simultaneously.

(e) The USB status message will show USB Device Found, Do NOT Remove if
compatible software is detected, refer to Figure 203.
NOTE: If a different USB status message shows, refer to Table 202 for the
appropriate corrective action.
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S
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PO
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Software Load in Progress
Figure 203
PU
Table 202. USB Status Messages and Suggested Actions

G

IN
Error Reading USB Device A hardware error occurred 1. Remove USB flash drive and
reading the device (e.g. USB reinsert.
N
device or host malfunctioning). 2. Cycle power on display.

AI
3. Replace flash drive.

TR
Incompatible USB Device An incompatible USB device Remove incompatible device.

has been detected such as a
keyboard or tablet.
R
No Loadable Files Found On A valid USB device and FAT32 Remove flash drive and verify
USB Device file system has been detected, file structure.
FO
but ARINC 665-2 media set(s)

have not been found.
Safe To Remove USB Device Field load has completed Remove USB flash drive.
successfully or a fatal error has
occurred.
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Table 202. USB Status Messages and Suggested Actions (Cont.)

USB Device Found, Do NOT A valid USB device is detected No action Required.
Remove and a field load is in progress.
USB Device Not Found USB memory device has not 1. Insert USB flash drive to
been detected. Drive may not begin field load.
be inserted of the system may 2. Verify flash drive contains a
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have failed to detect it. single valid FAT32 partition by
reformatting.
N
(f) The Target Status messages will update during field load to indicate progress.
O
1) When a target is being loaded the MFD will go black or show the optional OEM
splash screen for a few seconds while the processor restarts.
S
2) Upon successful field load completion the Target Status will state Complete for
each Target and the installer will be prompted to exit field load mode, refer to
SE
Figure 204.
NOTE: If one or more Target status rows show a status other than Complete,
PO
refer to Table 203 to diagnose the problem.
R
PU
G
IN
N
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TR
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FO
Load Complete
Figure 204
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Table 203. Target Processor Status Messages

Complete All software has been successfully installed for
the target processor in accordance with the part
numbers specified in the ICIT.
Configuration Index Error <loadset PNR> The IMA Configuration Index Table (ICIT)
is missing, invalid or a configuration error is
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detected. A configuration error is defined as the
part number of an installed software component
does not match the part number specified by
N
ICIT.
O
Internal Strap Parity Error Internal processor strapping parity is invalid but
the AFD side straps have valid parity.
S
Loading xxx/yyy, zzz% loadset PNR Installation is in progress. Message is
SE
• xxx - the current loadset number continuously updated to indicate percent
• yyy - the total number of loadsets completion.
• zzz - the percent complete of the loadset
copy from the USB device
Load Error <loadset PNR>
PO Load set verification has failed. This can be
R
caused by file transfer errors or CRC verification
errors.
PU
Side Strap Parity Error The AFD side straps have invalid parity.
Validating <loadset PNR> The Target is verifying the Cyclic Redundancy
Check (CRC) value of the installed software
G
matches the CRC value supplied by the media

IN
set.
Validation Error <loadset PNR> The CRC value computed by the AFD did not
N
match the CRC value supplied by the media set.

The media set data has been corrupted during
AI
the installation process.

TR
(g) Remove the APM USB flash drive from the AFD front bezel USB jack.
(h) On the Overhead Control Panel, set the Data Load Enable switch to OFF.
CAUTION: LEAVE THE FIELD LOADABLE SHORTING PLUG
R
INSTALLED. DAMAGE TO THE EQUIPMENT MAY OCCUR.

FO
(i) Leave the field loadable shorting plug installed in the back of the center pedestal.
(j) After the MFD has passed the splash screen, and the CNFG errors show, cycle
power to all three AFDs as follows:
1) Set the following CBs to OPEN:
• PFD 1
• MFD
• PFD 3
2) Set the following CBs to CLOSED:
• PFD 1
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• MFD
• PFD 3
(k) After the AFDs have completed start-up, remove the field loadable shorting plug
from the back of the center pedestal.
(l) If the engine instruments do not look correct, or CNFG shows, cycle power on
all three AFDs again.
NOTE: The field loadable shorting plug does not need to be installed for
this power cycle.
LY
(2) Make sure the APM OPTION and APM 3RD PARTY files are correctly loaded as follows:
(a) On Cursor Control Panel (CCP) 1, push the MFD button.
N
(b) On CCP 1, push the MENU button.
O
1) The Format Selection page shows on the Multifunction Display (MFD).
(c) On the Format Selection page, select a MFD 1/2 page format icon from the top
S
menu bar.
SE
1) The selected MFD 1/2 page format shows on the Format Selection page.
(d) Position the cursor over the desired target 1/2 page.
PO
NOTE: Do not select or the cursor will jump to the Done button.
1) The 1/2 page format box turns purple.
2) The 1/2 page format icons turn purple.
R
(e) Select the Maint icon.
PU
1) The Maintenance Menu shows on the MFD.

(f) Select the Done button.
1) The Format Selection page does not show.
G
(g) On the Maintenance Menu, select the Adv/Bsc icon until Bsc is selected.
IN
1) The Database page show on the MFD.

NOTE: If necessary, select the Dbase icon to open the Database page.
N
(h) On the Database page, scroll down the database list until the APM OPTION and
AI
APM 3RD PAR show.

(i) Select the i icon next to the APM OPTION to view the APM OPTION details and
TR
corresponding Cyclic Redundancy Check (CRC).

1) Make sure the APM OPTION numbers match the part numbers of the installed
APM sets.
R
(j) Document the APM OPTION part number and corresponding CRC.
FO
(k) Close the Database information page.

(l) Select the i icon next to the APM 3RD PAR to view the APM 3RD PAR details
and corresponding CRC.
1) Make sure the APM 3RD PAR numbers match the part numbers of the installed
APM sets.
(m) Document the APM 3RD PAR part number and corresponding CRC.
(n) Close the Database information page.
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F. Close Up
switch to OFF.
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N
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G
IN
N
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FO
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Rockwell Collins
AIRCRAFT PERSONALITY MODULE (APM) - REMOVAL/INSTALLATION
TASK 31-60-07-900-803
1. General
A. The data in this section gives removal and installation procedures for the Aircraft Personality
Module (APM) (APM-5000). The service technician is expected to use Best and Standard
LY
N
NOTE: The installation of a new APM requires the loading of the APM tables.
O
TASK 31-60-07-000-804
S
2. Removal
SE
A. Job Setup
PO
TO PERSONNEL.
R
PU

G
IN

N

AI
location(s).
TR
(4) Gain access to the APM, refer to Figure 401.

NOTE: The APM is located in the nose on the middle shelf behind the Air Data
Computer (ADC)1.
R
FO
B. Procedure

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EQUIPMENT.
(4) Remove the APM (4) from the aircraft.
LY
N
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S
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PO
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G
IN
N
AI
TR
R
FO
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IN
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FO
Aircraft Personality Module – Removal/Installation

Figure 401
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TASK 31-60-07-400-805
3. Installation
A. Job Setup

TO PERSONNEL.
LY
N
O
S
(2) Gain access to the APM mounting location, refer to Figure 401.
SE
NOTE: The APM is located in the nose on the middle shelf behind the ADC1.
Figure 401.
B. Procedure
Refer to Figure 401. PO
R
PU

G

IN
EQUIPMENT.
N

AI
RESULT.
TR
(2) Connect the electrical connector P1 (3) to the APM (4).

(3) Install the two screws (1), and two washers (2) to safety the APM (4) to the aircraft.
R

FO

TO THE EQUIPMENT.
C. Installation Test
(1) Initialize power to the avionics system.
(2) Load the Aircraft Configurations Options Table (ACOT) into the APM. Refer to TBD.
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(3) If necessary, load the EAK codes to the APM. Refer to TBD.
(4) Check the CAS Messages for any active APM messages.
(5) Check the Onboard Maintenance System (OMS) FAULT MESSAGE page for any active
faults related to the APM-5000.
(6) If any faults exist, select the fault to open the Faults page to show the summary and
details of the fault for troubleshooting.
D. Close Up
LY
N
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S
SE
PO
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G
IN
N
AI
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Rockwell Collins
BARO SINGLE KNOB PANEL - REMOVAL/INSTALLATION
TASK 31-60-09-900-801
1. General
A. The data in this section gives removal and installation procedures for the Barometric (Baro)
Single Knob Panel (SKP) (SKP-3500). The service technician is expected to use Best and
LY
N
O
TASK 31-60-09-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the Baro SKP, refer to Figure 401.
TR
B. Procedure
R

FO

EQUIPMENT.
(2) Loosen the two hex screws (1) and gently pull the Baro SKP away from the panel.
(5) Remove the Baro SKP from the aircraft.
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LY
N
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S
SE
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G
IN
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TR
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Barometric Single Knob Panel – Removal/Installation

Figure 401
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TASK 31-60-09-400-803
3. Installation
Task Title
TASK 34-10-01-720-805 Air Data Computer (ADC) - Adjustment/Test - Functional Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the Baro SKP mounting location, refer to Figure 401.
R
C. Procedure
PU

G

EQUIPMENT.
IN

(2) Connect the electrical connector P1 (2) to the Baro SKP.
N
(3) Position the Baro SKP in the panel and rotate the two hex screws (1) to safety the Baro
AI
SKP (4) to the aircraft.

TR
centimeter).

R

FO
TO THE EQUIPMENT.
(1) Do the TASK 34-10-01-720-805 Air Data Computer (ADC) - Adjustment/Test -
Functional Test.
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E. Close Up
LY
N
O
S
SE
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G
IN
N
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EMULATED CONTROL DISPLAY UNIT (ECDU) - ADJUSTMENT/TEST
TASK 31-60-11-700-801
1. General
A. The data in this section gives the steps to do the Operational Test of the Emulated Control
Display Unit (ECDU). The service technician is expected to use Best Standard Practices to
do this procedure.
LY
N
O
TASK 31-60-11-710-802
2. Operational Test
S
A. General
SE
(1) The Emulated Control Display Unit (ECDU) is a virtual function that controls the
interface between each legacy Line Replaceable Unit (LRU) that use an ARINC 739
PO
type display and each Adaptive Flight Display (AFD).
(2) The ECDU translates the ARINC 739 client text placement commands into ARINC
661 formats for display on the selected AFD. The formats (pages) are similar in
R
appearance to the traditional Control Display Units (CDU). The Line Select Key (LSK)
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and scratchpad entries on the ECDU are translated back into ARINC 739 format and
sent back to the legacy LRUs.
(3) ECDU provides control of the DATALINK and Controller-Pilot Data Link Communications
G
(CPDLC) functions. Refer to Figure 501 and Figure 502 respectively.

IN
B. Job Setup
N
AI

TR

R
switch to ON.
FO
C. Procedure
(1) Check for any OMS messages related to the ECDU. Correct as required.
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(2) On the Multifunction Keypad Panel (MKP), push the TUNE/DLNK Quick Access Key
(QAK) until the Datalink/CPDLC page displays.
NOTE: Datalink and CPDLC functions are available through the ECDU window
by selecting the Data Link icon or the CPDLC icon on the Format
Selection dialog box. The CPDLC format, Datalink format or Tune format
shows in the lower quarter of the Quick Access Target Window upon
selection on the CNS QAK on the MKP.
(3) Move the cursor over the ECDU virtual page.
LY
(a) Make sure a solid cyan line shows around the display perimeter.
NOTE: If the active window goes inactive for a certain amount of time, cyan
dashes will turn yellow indicating stale mode. This is an alert to finish
N
the intended action. Typing into the MKP will turn the yellow dashes
O
back to cyan. To exit active or stale mode, select the ESC key on the
CCP or move the cursor to a different format. While in stale mode,
S
initiating a cross-side cursor edit will remove yellow dashes from
the stale ECDU format making the on-side virtual display inactive.
SE
This prevents ECDU from having priority over other MKP edits while
inactive.
(4) Select the Data Link icon or the CPDLC icon on the Format Selection dialog box.
PO
(5) Select the CNS QAK on the MKP. Make sure the following occurs:
(a) The CPDLC format, Datalink format or Tune format shows in the lower quarter of
R
the Quick Access Target Window.
PU
(b) If there are current messages from the ATC, selecting the TUNE/DLNK key will first
show the CPDLC message page. Select the TUNE/DLNK key repeatedly causes
the display to toggle between CPDLC, Datalink, and Tune formats.
(c) If there are current ACARS messages and no CPDLC messages, then selecting
G
the TUNE/DLNK key will first show the Datalink message page and then toggle
between Datalink, Tune, and CPDLC.
IN
(d) If there are no current ACARS messages or messages from the Air Traffic Control
(ATC), the Tune window shows after the TUNE/DLNK key is selected.
N
AI
TR
R
FO
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LY
N
O
S
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ECDU - Datalink Main Menu
Figure 501
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ECDU - CPDLC Main Menu

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Figure 502
D. Close Up
switch to OFF.
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CHAPTER
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NAVIGATION
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Rockwell Collins
AIR DATA SYSTEM (ADS) - COMPONENT LOCATION
Figure 101
ADC-3010 (C90GTi 1 2 Figure 101
only) (C90GTi only)
ADC-3000 (B200GT, 1 2 Figure 101
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B200CGT, B300,
B300C only)
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serviced.
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Air Data System – Component Location

Figure 101
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AIR DATA COMPUTER (ADC) - REMOVAL/INSTALLATION
TASK 34-10-01-000-801
1. General
A. The data in this section gives removal and installation procedures for the Air Data Computer
(ADC). The service technician is expected to use Best and Standard Practices to do these
procedures.
LY
N
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TASK 34-10-01-000-802
2. Removal
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A. Job Setup
SE
CAUTION:
TO PERSONNEL.
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IN

N
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location(s).
(4) Gain access to the air data computer, refer to Figure 401.
TR
B. Procedure
Refer to figure Figure 401.

R
FO

EQUIPMENT.
(2) Install protective caps and covers on the electrical connector and receptacle.
EFFECTIVITY
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Rockwell Collins
(3) Loosen the thumbscrew (3) located on the front of the equipment tray (5).
(4) Disconnect the quick-disconnect from the STATIC port (6).
(5) Disconnect the quick-disconnect from the PITOT port (7).
(6) Pull the Air Data Computer (ADC) (1) away from the equipment tray (5).
(7) Install protective caps and covers on all electrical connectors and receptacles.
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EFFECTIVITY
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Air Data Computer – Removal/Installation

Figure 401
EFFECTIVITY
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TASK 34-10-01-400-803
3. Installation
Task Title
TASK 34-10-01-720-805 Air Data Computer (ADC) - Adjustment/Test - Functional Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the Air Data Computer (ADC) mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN
(1) Position the ADC (1) onto the equipment tray (5).
(2) Connect the quick-disconnect to the STATIC port (6).
N
(3) Connect the quick-disconnect to the PITOT port (7).

AI
(4) Tighten the thumbscrew (3) to safety the ADC (1) to the equipment tray (5).
TR

EQUIPMENT.
R
(5) Remove the protective covers from all connectors and safety the electrical connector to
FO
receptacle J1 (2).

EQUIPMENT.
EFFECTIVITY
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(1) Apply power to all avionics systems.
(a) Wait 5 minutes for the diagnostic system to stabilize.
(2) During power-up and initialization, the ADC front-panel LED (4) is red until all internal
initialization checks are completed.
(a) After initialization, a steady green LED (4) indicates the ADC is operational.
(b) If a failure is detected, the ADC front-panel LED (4) remains red.
LY
1) If the ADC front-panel LED (4) remains red, replace the ADC.
(3) Check the Onboard Maintenance System for any Air Data System related faults.
(a) Correct as required.
N
(4) Look for red IAS, ALT, and VS fail annunciations on PFD 1 (for ADC 1) and PDF 2 (for
O
ADC 2).
(a) If red annunciations are present, inspect the static air intake ports and temperature
S
sensor as required. Refer to the OEM AMM.
SE
(5) Do the TASK 34-10-01-720-805 Air Data Computer (ADC) - Adjustment/Test -
Functional Test if required.
E. Close Up
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EFFECTIVITY
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34-10-01 Dec 02/14
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Rockwell Collins
AIR DATA COMPUTER (ADC) - ADJUSTMENT/TEST
TASK 34-10-01-720-804
1. General
A. The data in this section gives the steps to do the Functional Test of the Air Data Computer
(ADC). The service technician is expected to use Best Standard Practices to do this
procedure.
LY
N
O
TASK 34-10-01-720-805
2. Functional Test
S
A. General
SE
(1) The Air Data Computer (ADC) provides the pilot with Airspeed Data and Altitude Data.
The Air Data indications are displayed as part of the Primary Flight Display (PFD), on
PO
the outboard displays during normal operation.
NOTE: In this procedure both the ADC and Air Data System (ADS) terms are
used. The term ADC is used when talking specifically about the ADC
R
unit. The term ADS is used when talking specifically about the entire
PU
ADS, including the data that shows on each Primary Flight Display (PFD).
(2) The Air Data indications information is sourced from their on-side sensors for normal
operation but it can be reverted. Comparators are used to validate that the on-side
G
sensor and the cross-side sensor both provide the same data.
NOTE: Automatic reversion of the air data sensors can occur when a source fails
IN
and the aircraft is in the air. Automatic reversion is inhibited when the
aircraft is on ground.
N

AI
a. ADS Power Up
TR
b. Pilot Pitot System Leak Test

c. Copilot Pitot System Leak Test
d. ADS 1 and ADS 2 Airspeed Accuracy Test
e. Temperature Sensors Test
R
f. Altitude Alert
FO
g. ADS 1 and ADS 2 Altitude Accuracy Test

h. Overspeed and Reversion
i. Vertical Speed Accuracy
j. MACH Accuracy

EFFECTIVITY
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34-10-01 Dec 02/14
Rockwell Collins

Volts DC)
Commercially Available Pitot/Static System Test Set
Commercially Available Pitot/Static Adpater Kit and Hoses
Commercially Available Pitot Mast Adapter (Quantity 2)
Commercially Available ATC–600 (or ATC–601) Ramp Test Set with Antenna
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C. Job Setup
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switch to ON.
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R
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(e) Set the STBY POWER switch to ON.

(f) Make sure each avionics system related Circuit Breaker (CB) is CLOSED.
(g) Make sure the following CBs are OPEN:
G
1) STBY BAT CHG

IN
2) ADS 1
3) ADS 2
N
4) DCU 1
AI
5) DCU 2
TR
6) DCU1 SEC
7) DCU2 SEC
(h) Block the Pilot, Copilot, and Alternate Static source per Best Standard Practices.
R
(i) Make sure the aircraft Weight On Wheels (WOW) is set to On Ground position.
FO
(j) During the tests, do not exceed 5000 fpm ascent/descent rates.
(2) Make sure the Electronic Flight Instrument System (EFIS) are operational before doing
this test.
D. ADS Power Up
(1) At PFD1/2, make sure both ADS1 and ADS2 annunciations do NOT show.
EFFECTIVITY
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Rockwell Collins
NOTE: Upon power-up on ground, the system starts in Normal Sourcing.

Normal Sourcing means PFD1 uses ADS1 and PFD2 uses ADS2 (Each
PFD uses its on-side source). In this case, no specific ADS annunciation
is displayed on the PFD.
If one of the PFDs uses the off-side source, an annunciation will be
displayed. As there is only two ADS sources, in this case, both PFDs
will use the same source. The annunciation will be a “common source”
annunciation.
LY
The common source annunciation is displayed on the PFD above the
sky/ground background and is yellow ADS1 if both PFDs are sourced on
N
ADS1, or yellow ADS2 if both PFDs are sourced on ADS2.
O
If both PFDs are sourced on ADS1, the operator may return to normal
sourcing by toggling the ADS SOURCE switch down once. This
will toggle the PFD2 source to ADS2 and remove the Yellow ADS1
S
annunciation.
SE
If both PFDs are sourced on ADS2, the operator may return to normal
sourcing by toggling the ADS SOURCE switch up once. This will toggle
the PFD1 source to ADS1 and remove the Yellow ADS2 annunciation.
PO
(a) On PFD1/2, IAS, ALT and VS flags show in Red.
(2) On the Right hand Circuit Breaker Panel, set ADS1 CB to closed.
R
(a) On PFD1, IAS, ALT & VS displays become valid within 20 seconds.
PU
(b) On PFD2, IAS, ALT, & VS displays remain flagged.

(3) On the Right hand Circuit Breaker Panel, set ADS2 CB to closed.
G
(b) On PFD1, no change.

IN
(4) On the Right hand Circuit Breaker Panel, set ADS1 Circuit Breaker to open.
NOTE: PFD1 will not auto-revert its source because the aircraft is on ground.
N
(a) On PFD1, IAS, ALT & VS displays are flagged.

AI

(5) On the Right hand Circuit Breaker Panel, set ADS1 Circuit Breaker to closed.
TR
R
E. Pilot Pitot System Leak Test

FO
(1) On the Reversionary Control panel, make sure the PILOT’S STATIC AIR SOURCE
switch is set to NORM.
(2) Using an acceptable shop method, connect the Pitot/Static tester Pitot pressure Port to
ADC 1 Pitot Mast.
(3) Use acceptable shop methods to make sure the Pilot/Static Sense Ports have been
blocked off.
(4) In the nose compartment of the aircraft, connect the Pitot/Static tester Static suction
Port to ADC 1 Static plumbing drain port located.
(5) Set the Pitot/Static test set to on.
EFFECTIVITY
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(6) On the Pitot/Static test set, slowly increase airspeed.

(a) The PFD 1:
1) Shows increasing airspeed
2) Altitude display remains at field elevation
(b) At PFD2 and Standby, airspeed and altitude do not change.
(7) Using the Pitot/Static test set, set an indicated airspeed of 260 knots on PFD1.
(a) At PFD 1, the airspeed display, shows 260 knots (± 3 knots).
LY
NOTE: The test set airspeed and the PFD airspeed may differ (due to the
SSEC curve installed in the ADC).
N
(8) Monitor the airspeed display to be sure that the leak rate does not exceed 1 knot in 5
minutes.
O
(9) Use the Pitot/Static test set to decrease airspeed to 0 knots.
(a) The PFD 1 shows decreasing airspeed, and the altitude display remains at field
S
elevation.
SE
F. Pilot Static System Leak Test
NOTE: Do not exceed 5000-fpm ascent/descent rates.
PO
(1) Rotate the pilot side Baro knob to set PFD1 to 29.92 inches of mercury (inHg) (1013
hectopascals (Hpa).
R
(a) On the PFD1 the Baro value changes as the BARO knob is turned.
PU
(b) Final value will be 29.92 inHg (1013 Hpa).

(2) Using the Pitot/Static test set, slowly increase altitude.
NOTE: Airspeed should be 0 knots.
G
(a) On PFD1, the altitude display shows increasing elevation.

IN
(b) On PFD1, the vertical rate shows climb indication.

(c) On PFD1, the airspeed display remains below 40 knots.
N
(d) On PFD2 and Standby, the airspeed and altitude do not change.
AI
(3) Using the Pitot/Static test set, set an indicated altitude of 17,600 (±100) feet on PFD1.
NOTE: The Altitude value on the test set and the PFD should be identical, since
TR
when airspeed is null, the SSEC curves do not modify the altitude.
(a) On PFD1, 17,600 ft (± 100 ft) shows.
(b) Monitor for 1 minute to verify leak rate does not exceed 176 ft/min.
R
(4) Using the Pitot/Static test set, decrease altitude to field elevation.
FO
(a) On PFD1, the altitude display shows decreasing elevation.

(b) On PFD1, the vertical rate shows descent indication.
(c) On PFD1, the airspeed display remains below 100 knots.
G. Copilot Pitot System Leak Test

(1) make sure both ADS1 and ADS2 annunciations are NOT displayed on top of either PFD.
(2) Use acceptable shop methods to block off the Co-Pilot Static sense ports.
(3) Connect the Pitot/Static tester Static suction Port to ADC 2 Static plumbing drain port.
EFFECTIVITY
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34-10-01 Dec 02/14
Rockwell Collins
(4) Open ADC 2 Static drain Port Valve.

(5) On the Pitot/Static test set, slowly increase airspeed.
(a) The PFD 2:
2) Shows altitude display at field elevation
(b) The Standby Display:
LY
2) Shows altitude display at field elevation
(6) on PFD2, use the Pitot/Static test set to set an indicated airspeed of 260 knots.
N
(a) The PFD 2 shows 260 knots (± 3 knots).
O
(b) The Standby Display shows 260 knots (± 3 knots). Monitor to verify leak rate does
not exceed 1 knot in 5 minutes.
S
(7) Monitor indicated airspeed to be sure thart the leak rate does not exceed 1 knot in 5
minutes.
SE
(8) Using the Pitot/Static test set, decrease airspeed to 0 knots.
(a) PFD2 shows decreasing airspeed.
PO
(b) PFD2 shows altitude display at field elevation.
(c) Standby Display shows decreasing airspeed.
(d) Standby Display shows altitude display remains at field elevation.
R
PU
H. Copilot Static System Leak Test

NOTE: Do not exceed 5000-fpm ascent/descent rates.
(1) Make sure that both ADS1 and ADS2 annunciations do NOT show on top of either PFD.
G
(a) In case Yellow ADSx shows on the PFDs, toggle the ADS SOURCE switch up or
IN
down to restore normal sourcing.

(2) Rotate the copilot side Baro knob to set PFD2 to 29.92 inHg (1013 Hpa).
N
(a) On the PFD2, the Baro value changes as the BARO knob is turned, until the final
value of 29.92 inHg (1013 Hpa) shows.
AI
(3) At the Standby, rotate the Standby Baro knob to set to 29.92 inHg (1013 Hpa).
TR
(a) Final value will be 29.92 inHg (1013 Hpa).

(4) Use the Pitot/Static test set to slowly increase altitude.
(a) The PFD2:
R
1) Altitude display shows increasing elevation.

FO
2) Vertical rate shows climb indication.

3) Airspeed display shows below 40 knots.
(b) The Standby Display
1) Altitude display shows decreasing elevation.
2) Vertical rate shows descent indication.
(5) Use a Pitot/Static test set to set an indicated altitude of 17 600 ft (±100) on PFD2.
EFFECTIVITY
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NOTE: NOTE: The altitude value on the test set, the Standby and the PFD are
identical, because, when airspeed is null, the SSEC curves don’t modify
the altitude.
(a) The PFD 2 shows 17 600 ft (± 100 ft).
(b) The Standby Display shows 17 600ft (± 100 ft).
(c) Monitor the altitude display to make sure the leak rate does not exceed 176 feet
per minute (fpm).
(6) Use the Pitot/Static test set to slowly decrease altitude.
LY
(a) The PFD 2:
1) The altitude display shows decreasing elevation.
N
2) The vertical rate shows descent indication.
O
3) The airspeed display shows below 100 knots.
(b) The Standby Display:
S
1) Altitude display shows decreasing elevation.
SE
2) Vertical rate shows descent indication
I. ADS 1 and ADS 2 Airspeed Accuracy Test

PO
R
(a) On PFD1/2, a yellow ADS1 flag does not show.
PU
(b) On PFD1/2 a yellow ADS2 flag does not show.

(2) In case Yellow ADSx is displayed on the PFDs, toggle the ADS SOURCE switch on the
Reversion Control panel up or down to restore normal sourcing.
G
(3) Use acceptable shop methods to connect the Pitot/Static tester Pitot pressure Port to
ADC1 and ADC2 Pitot Masts.
IN
(4) Use acceptable shop methods to block off the Pilot and Co-Pilot Static sense ports.
(5) Connect the Pitot/Static tester static suction Port to ADC1 and ADC2 Static plumbing
N
drain ports.
AI
(6) Open ADC1 and ADC2 Static drain Port Valves.

(7) Use the Air Data test set to slowly increase airspeed until the tester shows the first test
TR
point, refer to Table 501.

(a) On PFD1/2, make sure the tester reading is within the specified tolerance range
of Table 501.
R
(8) Repeat Step (7) for the remaining test points in Table 501.
FO
(a) On PFD1/2, make sure the tester reading is within the specified tolerance range
of Table 501.
(9) Use the Air Data test set to slowly decrease airspeed to 0 knots.
(a) The PFDs 1 and 2:
1) Show decreasing airspeed.
2) Altitude display shows field Elevation.
EFFECTIVITY
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Table 501. IAS Indication (knots)
Pitot/Static Tolerance Pilot (ADS1) reading Copilot (ADS2) reading

Test Set
80 ±3
100 ±2
150 ±2
LY
200 ±2
250 ±2.4
N
300 ±2.4
O
J. Temperatures Sensors Test
S
SE
(a) At PFD 1 and 2, Yellow ADS1 or ADS2 flags do NOT show.
(2) If needed, to display a Synoptic window, on the CCP1/2, push the PFD key.
PO
(a) On PFD 1 [2], the pilot/copilot cursor locates on the display.
NOTE: If the Synoptic window is already displayed on PFD 1 and PFD 2,
proceed to Step (5).
R
(3) At the PFD 1 [2], touch the home (house) icon in the upper right/left corner.
PU
(a) On PFD 1 [2]: The PFD Format Selection Dialog box is displayed.
(4) At the PFD, in the Format Selection Dialog Box:
(a) In the PFD MFW Layout Area, touch the two 1/4 windows format (second symbol).
G
(b) Touch the upper part of the Preview Window to set it as the Target Window
IN
(c) Touch the Synoptic icon in the Format Icon Area

(d) Touch the Synoptic icon in the Format Icon Area
N
(e) Touch the Done button

AI
(f) On the PFD 1 [2], the upper right/left quarter of the PFD shows a synoptic page.
(5) Observe PFD 1, PFD 2, and MFD temperature displays.
TR
(a) Make sure at all displays:

1) Static Air Temperature (SAT), International Standard Atmosphere (ISA), and
RAM Air Temperature (RAT) (Total), showing between PFD1, MFD, and PFD2,
R
are within ± 1.0° C.

FO
2) SAT value is consistent with the actual ambient temperature at the sensor
location.
K. Altitude Alert
(2) Use SKP 1[2] BARO knob to set a PFD1 [2] Baro display of 29.92 inHg (1013 Hpa).
(3) Use FGP ALT knob to set Preselect Altitude to 29 000 feet.
EFFECTIVITY
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(a) Preselect altitude shows in Cyan.

(4) Using the Pitot/Static tester, set the Air Speed to 100.0 Knots.
(5) Increase the altitude, such that the PFD 1[2] indicated altitude goes toward the
preselected altitude value of 29,000 feet.
NOTE: The test set altitude and the PFD altitude will differ (due to the SSEC
curve installed in the ADC).
NOTE: When aircraft altitude gets to within 3,000 ft. of the target altitude, reduce
the vertical rate to less than 1,000 ft per minute.
LY
(a) At PFD 1[2], when the altitude comes within 1,000 ft. of the preselected altitude,
the preselected altitude readout flashes cyan and the altitude alert tone is heard for
N
approximately 1 second.
O
(b) At PFD 1[2], when the altitude comes within 200 ft. of the preselected altitude, the
preselected altitude readout stops flashing.
S
(6) Use the Pitot/Static tester to slowly increase the PFD 1[2] indicated altitude to 2,000 ft.
beyond the preselected altitude value of 29 000 ft.
SE
(a) At PFD 1[2], when the altitude exceeds 200 ft. of the preselected altitude, the
preselected altitude readout flashes in yellow and the altitude alert tone is heard for
(7) Push the FGP ALT knob.
PO
(a) At PFD 1[2], the preselected altitude readout stops flashing and shows in Cyan.
R
(8) Use the Pitot/Static tester to increase the altitude, such that the PFD 1[2] indicated
PU
altitude is set to 37 000 ft.

(a) At PFD 1[2], an altitude of 37 000 ft. shows.
(9) Use the FGP ALT knob to set PFD 1[2] preselect altitude to 35 000 ft.
G
(a) At PFD 1[2], preselected altitude shows in cyan.

(10) Use the Pitot/Static tester to decrease PFD 1 [2] indicated altitude towards the
IN
preselected altitude value of 35 000 ft.

(a) At PFD 1[2], when the altitude comes within 1000 ft. of the preselected altitude, the
N
preselected altitude readout flashes Cyan, and the altitude alert tone is heard for
AI
(b) At PFD 1[2], when the altitude comes within 200 ft. of the preselected altitude, the
TR
preselected altitude readout stops flashing.

NOTE: When within 3000 ft. of the target altitude, reduce the vertical rate to less
than 1,000 ft. per minute.
R
NOTE: The test set altitude and the PFD altitude will differ (due to the SSEC
FO
curve installed in the ADC).

(11) Use the Pitot/Static tester, slowly decrease the altitude to 2000 ft. beyond the
preselected altitude value of 35 000 ft.
(a) At PFD 1[2], when the altitude exceeds 200 ft. of the preselected altitude, the
preselected altitude readout flashes in Yellow, and the altitude alert tone is heard
for approximately 1 second.
(12) Push the FGP ALT knob.
(a) At PFD 1[2], the preselected altitude readout stops flashing and shows in Cyan.
(13) Use the Pitot/Static test set to vent the air speed and altitude to field elevation.
EFFECTIVITY
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(14) Repeat steps (1) through (13) for ADC 2 shown in brackets [ ].
L. ADS 1 and ADS 2 Altitude Accuracy Check

NOTE: Do not exceed 5000 ft. per minute ascent / descent rates.
(2) Make sure that baro setting is at 29.92 inHg (1013 Hpa) on both PFDs. (Adjust with the
BARO SKPs if needed.)
LY
(a) At PFD 1 and 2: Baro set value is set to 29.92 inHg (1013 Hpa).
(3) Using the Pitot/Static test set, slowly increase the altitude to the first test point on Table
N
502.
O
(a) At PFD 1 and 2, make sure the aircraft altitude is within the specified tolerance
range of Table 502.
S
(4) Record PFD 1 and 2 indicated altitude readout.
SE
NOTE: The Altitude value on the test set, the Standby, and the PFDs are
identical. (When airspeed is null, the SSEC curves don’t modify the
altitude.)
PO
(5) Use the Pitot/Static Test set to complete the remaining test points in Table 502.
(a) At PFD 1 and 2, make sure the indicated aircraft altitude is within the specified
tolerance range of Table 502.
R
(6) Record PFD 1 and 2 indicated aircraft altitude readout.
PU
(7) Using the Pitot/Static test set, slowly decrease aircraft altitude to field elevation.
Table 502. Altitude Indication (feet)

G
Copilot
IN
Pilot (ADC1) Standby

(ADC2)
Test Set Reading ADC Alt Reading Standby
Reading
N
Altitude Airspeed = Tolerance Airspeed = Tolerance

Airspeed =
0 knots 0 knots
AI
0 knots
-1000 ± 20 ± 10
TR
0 ± 20 ± 10
500 ± 20 ± 10
R
1000 ± 20 ± 10
FO
1500 ± 20 ± 10
2000 ± 20 ± 10
3000 ± 20 ± 10
4000 ± 20 ± 10
6000 ± 20 ± 10
8000 ± 20 ± 10
10000 ± 25 ± 20
EFFECTIVITY
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Table 502. Altitude Indication (feet) (Cont.)
Copilot
Pilot (ADC1) Standby
(ADC2)
Test Set Reading ADC Alt Reading Standby
Reading
Altitude Airspeed = Tolerance Airspeed = Tolerance
Airspeed =
0 knots 0 knots
0 knots
12000 ± 25 ± 20
LY
14000 ± 25 ± 20
16000 ± 25 ± 20
N
18000 ± 25 ± 20
O
20000 ± 35 ± 30
22000 ± 35 ± 30
S
25000 ± 35 ± 30
SE
29000 ± 35 ± 30
30000 ± 40 ± 40
32000
35000
PO
± 40
± 40
± 40
± 40
R
PU
M. Overspeed & Reversion

(1) Set the aircraft WOW to IN-AIR.
(2) At the Reversionary Panel, set the PFD1, MFD, and PFD2 switches to OFF.
G
(a) All three displays turn off.

IN
(3) Using the Pitot/Static test set, slowly increase ADC 1 and 2 airspeed to the maximum
allowable airspeed (VMO) of the aircraft type, in accordance with the Original Equipment
Manufacturer (OEM) Aircraft Flight Manual (AFM).
N
NOTE: The overspeed aural warning goes off at VMO + 3 kts.

AI
(4) At the Reversionary Panel, set the PFD1 switch to NORM, and wait for the PFD1 to
TR
power up.
(a) Overspeed aural warning comes ON.
(5) At the Right-Hand Circuit Breaker panel, set ADS 1 Circuit Breaker to open.
R
(a) On PFD1, air data source switches automatically switches to ADS2.

FO
(b) The ADS2 annunciation shows white.

(c) Over speed aural warning is ON.
(6) At the Reversionary Panel, set the PFD1 switch to OFF.
(a) Overspeed aural warning stops.
(7) At the Reversionary Panel, set the MFD switch to NORM, and wait for the MFD to
power up.
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(8) At the Reversionary Panel, toggle the ADS source switch up once to select ADS1 as
the Air Data source for the MFD.
(a) ADS1 or ADS2 annunciations do NOT show.
(9) At the RH CB panel, set ADS 1 Circuit Breaker to closed, and wait for the ADS1
to power up.
(10) At the Reversionary Panel, set the MFD switch to OFF.
LY
(11) At the Reversionary Panel, set the PFD2 switch to NORM, and wait for the PFD2 to
power up.
N
(a) On PFD2, ADS1 or ADS2 annunciations do NOT show.
O
(12) At the RH CB panel, set the ADS 2 Circuit Breaker to open.
(a) On PFD2, air data source switches automatically to ADS1.
S
(b) White ADS1 annunciation shows.
SE
(c) Over speed aural warning is ON.
(13) At the RH CB panel, set ADS 1 Circuit Breaker to open.
PO
(14) At the Reversionary Panel, set the PFD1 and MFD switches to NORM, and wait for
PFD1 and MFD to power up.
R
(a) On PFD1 and PFD2, Yellow ADS1 annunciation shows.
PU
(15) At the RH CB panel, set ADS 1 CB to closed, and wait for the ADS1 to power up.
(a) Over speed aural warning comes ON.
(16) At the Reversionary Panel, to select ADS2 as the Air Data source for both PFDs, toggle
G
the ADS Source switch down once, then up once.

IN
(17) At the RH CB panel, set ADS 2 CB to closed, and wait for the ADS 2 to power up.
N

AI
(18) At the Reversionary Panel, to select ADS1 as the Air Data source for both PFDs, toggle
the ADS Source switch up once, then down once.
TR
(a) Overspeed aural warning remains ON.

(19) At the Pitot/Static test set, use the Pressure Bleed valve to slowly decrease airspeed to
0 knots.
R

FO
(20) At the Reversionary Panel, to select ADS2 as the Air Data source for PFD2, Toggle the
ADS Source switch down once.
(a) On PFD1 and PFD2, Yellow ADS1 or Yellow ADS2 annunciation are NOT displayed.
N. Vertical Speed Accuracy

(2) If a Yellow ADSx shows on the PFDs, toggle the ADS SOURCE switch up or down to
restore normal sourcing.
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(3) Use the Pitot/Static test set to slowly set the first vertical ascent rate in Table 503.
(a) At PFD 1 and 2, make sure the vertical ascent rate is within the specified tolerance
range of the Table 503.
(4) Record the indicated vertical speed rate.
(5) Repeat Step (3) for the remaining vertical ascent test points Vertical Speed in Table 503.
(6) Record the indicated vertical speed rates.
LY
Table 503. Vertical Speed Indication
Difference
N
Tolerance for Pilot VS Copilot VS Pilot & Copilot
VS Test Points
VS
O
Test Points Reading Reading
(ft/min)
± (ft/min) (ft/min) (ft/min) Reading
S
(ft/min)
SE
+4000 ± 200
+3000 ± 150
PO
+2000 ± 100
+1000 ± 50
R
+500 ± 45
-500 ± 45
PU
-1000 ± 50
-2000 ± 150
G
-3000 ± 200
IN
O. Mach Accuracy
N
AI

(2) If a Yellow ADSx shows on the PFDs, toggle the ADS SOURCE switch up or down to
TR
restore normal sourcing.

(3) Use the Pitot/Static test set to get and keep an Altitude of 24,000 ft (±100 ft).
(4) Use the Pitot/Static Test set to slowly increase airspeed to the first test point in Table
R
504.
FO
(a) At PFD 1 and 2, make sure airspeed is within the specified tolerance range of
Table 504.
NOTE: Disregard altitude change during the test.
(5) Record indicated Mach readout.
(6) Use the Pitot/Static Test set to slowly increase airspeed to the remaining test points
in Table 504.
(a) At PFD 1 and 2, make sure airspeed readings are within the specified tolerance
range of Table 504.
(7) Record indicated Mach readouts.
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(8) Use the Pitot/Static test set to slowly decrease airspeed to 0 knots.
Table 504. Mach Accuracy
Tester IAS PFD IAS MACH ADS 1 ADS 2

(knots)* (knots)* @21000 ft Mach Mach
200 200 0.45 ± .005
223 223 0.50 ± .005
LY
246 246 0.55 ± .005
N
260 260 0.58 ± .005
O
178 178 0.40 ± .005
*Approximate Values.
S
SE
P. Close Up
switch to OFF.
PO
R
(4) Set the STBY POWER switch to OFF.
PU

G
IN
N
AI
TR
R
FO
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Rockwell Collins
ATTITUDE HEADING REFERENCE SYSTEM (AHRS) - COMPONENT LOCATION
Figure 101
AHC-3000 1 2 Figure 101
ECU-3000 1 2 Figure 101
LY
FDU-3000 2 2 Figure 101
N
O
serviced.
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
Attitude Heading Reference System – Component Location

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R
FO
Attitude Heading Reference System – Component Location

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ATTITUDE HEADING COMPUTER (AHC) - REMOVAL/INSTALLATION
TASK 34-20-01-000-801
1. General
A. The data in this section gives removal and installation procedures for the Attitude Heading
Computer (AHC) (AHC–3000). The service technician is expected to use Best and Standard
LY
N
O
TASK 34-20-01-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the AHC-3000, refer to Figure 401.
TR
B. Procedure

R
FO

(2) Loosen the two thumbscrews (3) located on the front of the equipment tray (4).
EQUIPMENT.
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(3) Remove the AHC-3000 (1) from the equipment tray (4).
(4) Install protective caps and covers on the electrical connector and receptacle.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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TR
R
FO
Attitude Heading Computer – Removal/Installation

Figure 401
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TASK 34-20-01-400-803
3. Installation
Task Title
TASK 34-20-01-720-805 Attitude Heading Computer (AHC) - Adjustment/Test -
Functional Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the AHC-3000 mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

(1) Position the AHC-3000 (1) onto the equipment tray (4).
N
(2) Tighten the two thumbscrews (3) to safety the AHC-3000 (1) to the equipment tray (4).
AI

(4) Connect the electrical connector to receptacle J1 (2).
TR

R

EQUIPMENT.
FO
(1) Do the TASK 34-20-01-720-805 Attitude Heading Computer (AHC) - Adjustment/Test
- Functional Test.
E. Close Up
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Rockwell Collins
ATTITUDE HEADING COMPUTER (AHC) - ADJUSTMENT/TEST
TASK 34-20-01-700-804
1. General
A. The data in this section gives the steps to do the Functional Test of the Attitude Heading
Computer (AHC). The service technician is expected to use Best Standard Practices to
do this procedure.
LY
N
C. The LRU is designated as the AHC, the avionics and this test refer to the Attitude Heading
O
Reference System (AHRS).
S
TASK 34-20-01-720-805
SE
2. Functional Test
A. General
PO
(1) The LRU is designated as the Attitude Heading Computer (AHC), the avionics and this
test refer to the Attitude Heading Reference System (AHRS).
R
PU
a. Power Up
b. MMT Leveling Mode
c. Pitch and Roll
G
d. Heading
e. AHS Reversion
IN
f. Secondary Power Test

N
(3) Upon power-up on ground, the system starts in normal (on-side) sourcing. For example,
Primary Flight Display (PFD) 1 uses AHS1 and PFD2 uses AHS2. No specific AHS
AI
annunciation shows in the upper right corner of the PFD. When both PFDs use the
same source, a yellow annunciation shows above the sky/ground background (either
TR
AHS1 or AHS2) in the upper right corner of the PFD.

(4) Crossing sources is not allowed, the avionics system does not enable the pilot to use a
copilot side source while the copilot uses the pilot side source. By example, any attempt
R
to set AHS2 as source for PFD1 while AHS1 is source for PFD2 will raise a Selection
FO
Inactive message in the lower part of the PFDs.
(5) During the following tests, except where otherwise specified, make sure each PFD
is sourced from its on-side AHS. If a yellow AHS1 or AHS2 annunciation shows in
the upper part of the PFD, toggle the AHS SOURCE Switch up or down until the
annunciation is removed.
(6) On the Multifunction Keypad Panel (MKP), push the MAP key to show a Map on the
Multifunction Display (MFD).
EFFECTIVITY
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Volts DC)
Commercially Available Digital Inclinometer
Commercially Available Leveling and Compensation Test Box
LY
C. Job Setup
N
O
S
SE
PO
switch to ON.
R
PU
(e) Make sure the aircraft Weight On Wheels (WOW) is set to On Ground position.
G

1) AHS1
IN
2) AHS1 SEC
N
3) AHS2
4) AHS2 SEC
AI
(h) Set aircraft to Weight On Wheels (WOW).

TR
(i) On the Reversion Control Panel, set the DG FREE/NORM swtich to NORM.
(j) Make sure AHS1 and AHS2 annunciations do not show on the top of either PFD.
1) If AHS1 or AHS2 annunciation does show, toggle the AHS SOURCE switch up
R
or down to restore normal sourcing.

FO
D. Power Up
(1) Observe each PFD.
(a) Make sure each PFD shows a red ATT and red HDG flag.
(2) On the MKP, push the MAP button.
(a) On the MFD, a Map window shows with a red HDG flag.
(a) AHS1
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(b) AHS1 SEC

NOTE: Alignment takes approximately 30 seconds if the DG Free/NORM
switch is set to NORM. If the switch is on DG Free, the AHC will take
a much longer time to align. During the alignment, the Heading Bug
moves 360 degrees around the compass rose.
1) On PFD1, an alignment message shows and a red ATT and red HDG flag
shows.
2) On the MFD, a red HDG flag shows.
LY
3) On PFD2, a red ATT and red HDG flag shows.
(4) Wait 30 to 60 seconds for AHS initialization to complete. When complete:
N
(a) On PFD1, normal ADI and HSI formats show, and the red ATT / HDG flags do
not show.
O
(b) On the MFD Map, the red HDG flag does not show.
S
(c) On PFD2, the red ATT and red HDG flags show.
SE
(a) AHS2
(b) AHS2 SEC
PO
1) On PFD1, the red ATT and red HDG flags do not show.
2) On the MFD Map, the red HDG flag does not show.
R
3) On PFD2, the message Att/Hdg Aligning Do Not Taxi shows.
PU
4) On PFD2, the red ATT and red HDG flags show.

(6) Wait 30 to 60 seconds for AHS initialization to complete. When complete:
(a) On PFD1, the red ATT and red HDG flags do not show.
G
(b) On the MFD Map, the red HDG flag does not show.
IN
(c) On PFD2, normal ADI and HSI formats show.

(d) On PFD2, the red ATT and red HDG flags do not show.
N
E. MMT Leveling Mode

AI
NOTE: The AHRS needs to operate 1 hour prior to performing the MMT Leveling
procedure.
TR
NOTE: Limit personnel from entering or moving on aircraft during leveling

procedure.
R
(1) Level the aircraft. Refer to OEM AMM.

(2) Set the following CBs to OPEN:
FO
(a) AHS1
(b) AHS1 SEC
(c) AHS2
(d) AHS2 SEC
(3) Make sure all switches on the Leveling and Compensation Test Box are set to the
NORMAL position.
(4) Attach connector P1 of the Leveling and Compensation Test Box to the AHRS (AHS)
Calibration Interface connector 3456J2.
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(5) Set L [R] AHC AUTO LEVEL/NORM switch to AUTO LEVEL.

(a) AHS1 [AHS2]
(7) Push the CCP1 [2] MFD button.
(a) The cursor shows on the MFD.
(8) Push the CCP1 [2] MENU button.
(a) The Format Selection Dialog Box opens on the MFD.
LY
(9) On the MFD, in the Format Selection Dialog Box:
(a) Position the cursor in the MFD Layout Area and select the two ½ windows format
(set the cursor above the second symbol and push the knob to select).
N
(b) Position the cursor in the Preview Window over the right ½ window to set it as
O
the Target Window.
(c) Rotate the CCP1 [2] outer knob until the Maint Format is selected.
S
(d) Position the cursor over the Done button, and push the CCP1 [2] knob to select.
SE
(10) On the MFD, in the Maintenance page:
(a) Use the CCP to position the cursor over the Bsc/Adv Mode icon in the upper right
PO
corner and push the CCP knob to select.
1) On the MFD, the Adv Maintenance page shows.
(b) Position the cursor above LRU Operations and push the CCP knob to Enter.
R
1) On the MFD, the LRU Operations page shows.
PU
(c) Position the cursor above the Select ATA drop-down list and push the CCP knob
to Enter.
(d) Select Navigation ATA.
G
(e) Position the cursor above the Select LRU drop-down list and push the CCP knob
to Enter.
IN
(f) Select AHS1 [2].

N
(g) Position the cursor above the i icon next to Data Reader and push the CCP knob
to Enter.
AI
(h) Within the labels list, select the i icon next to label 351.
TR
1) On the MFD, Label 351 data shows.

(i) On the MFD, monitor the label 351 (AHC-3000 Diagnostics Word 2) to check that
the MMT Leveling Mode is Active (Maintenance Mode ID in bits 21-24 is set to
0010, i.e. bit 23 is set to 1 while bits 21, 22 and 24 are set to 0).
R
1) On PFD1 [2], the ATT / HDG flags will alternately flash at a 1Hz rate.
FO
2) Compass card will begin to turn CW from the 360° heading mark.
3) The HDG counts down from 360° to 0° over a 5 minute period (+/- 30 sec.).
(j) After the 5 minute period, when displayed, HDG reaches 0°.
1) On PFD1 [2], a continuous ATT flag shows.
2) On PFD1 [2], the HDG flag does not show.
NOTE: If the above condition cannot be met, re-level the aircraft. Refer to
OEM AMM. Proceed to next step if the above condition is met.
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(11) On the pilot [copilot] DG FREE NORM switch, toggle the switch from NORM to DG
FREE to NORM to store leveling parameters in the External Compensation Unit (ECU).
NOTE: Storing the parameters in the ECU takes a few minutes.
(a) On PFD1 [2], the ATT and HDG flags show.
(b) On PFD1 [2], DG show to the left of the heading window when DG FREE is selected.
(12) On the Leveling and Compensation Test Box set L [R] AHC to AUTO LEVEL/NORM
switch to NORM and PFD1 [2]:
(a) Make sure indicated pitch is within one line width of horizon line.
LY
(b) Make sure indicated roll is within one line width of roll lubber line.
N
(a) AHS1 [AHS2]
O
(14) Repeat steps Step (4) through Step (12) for AHS2 (shown in brackets as [2]).
S
(a) AHS1
SE
(16) On the MFD, in the Maintenance page, use the CCP to position the cursor over FCS
Diag and push the CCP knob to select.
PO
(a) ON the MFD, the FCS DIAGNOSTICS page shows.
(17) Push NEXT MODE key to select INPUT MODE.
The MFD displays INPUT MODE parameters.
R
(a) On the MFD, the INPUT MODE parameters show.
PU
(18) Push the <MOVE CURSOR icon to select the top input parameter line.
(19) Push the <SCROLL UP or <SCROLL DOWN icons to scroll to the PTH (pitch)
parameter.
G
(20) Monitor the PTH parameter.

IN
(a) Left and Right PTH show 0.0° (+ 0.2°).

(21) Push the <MOVE CURSOR icon to select the next input parameter line.
N
(22) Push the <SCROLL UP or <SCROLL DOWN icons to scroll to the ROL (roll) parameter.
AI
(23) Monitor the ROL parameter.

(a) Left and Right ROL show 0.0° (+ 0.2°).
TR

(a) AHS1
(b) AHS2
R
(25) Remove the test equipment from the aircraft.

FO
F. Pitch and Roll

NOTE: A yellow PFD Miscompare CAS message shows every time a
miscompare condition occurs between each PFD.
(1) Make sure the following CBs are set to OPEN:
(a) AHS1
(b) AHS1 SEC
(c) AHS2
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(d) AHS2 SEC

(2) Loosen the AHS1 [2] from mounting rack so unit may be tilted freely.
(a) AHS1 [AHS2]
(4) Reinitialize the AHS before continuing.
(5) Slowly tilt AHS1 [2] to a PITCH up condition up.
(a) On PFD1 [2], pitch up shows.
LY
(b) On PFD1 [2], when the difference between each PFD is above 5 degrees, a yellow
PIT annunciation shows.
(6) Slowly tilt AHS1 [2] to a PITCH down condition.
N
(a) On PFD1 [2], pitch down shows.
O
S
(7) Return AHS1 [2] to a level PITCH condition.
SE
(a) On PFD1 [2], level pitch shows.
(b) On PFD1 [2], the yellow PIT annunciation does not show.
(a) On PFD1 [2], left roll shows. PO

(8) Slowly tilt AHS1 [2] to a ROLL left condition.
R
ROL annunciation shows.
PU
(9) Slowly tilt AHS1 [2] to a ROLL right condition.

(a) On PFD1 [2], right roll shows.
G

IN
(10) Return AHS1 [2] to a level ROLL condition.

(a) On PFD1 [2], level roll shows.
N
(b) On PFD1 [2], the yellow ROL annunciation does not show.
AI
(11) Slowly tilt AHS1 [2] to a PITCH and ROLL condition.

(a) On PFD1 [2], when the difference between each PFD is above 5 degress in pitch
TR
and in roll, a yellow ATT annunciation shows.

(12) Return AHS1 [AHS2] to a level condition.
(a) The yellow ATT annunciation does not show.
R
(13) On the Reversionary Control Panel, switch PFD1 [2] Off.

FO
(a) On PFD1 [2], the screen goes blank.

(b) On the MFD, a Left [Right] PFD shows.
(14) Slowly tilt AHS1 [2] to a PITCH up condition.
(a) On the MFD, pitch up shows.
(b) On the MFD, when the difference between each side is above 5 degrees, a yellow
(15) Slowly tilt AHS1 [2] to a PITCH down condition.
(a) On the MFD, pitch down shows.
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(16) Return AHS1 [2] to a level PITCH condition.
(a) On the MFD, level pitch shows.
(b) On the MFD, the yellow PIT annunciation does not show.
(17) Slowly tilt AHS1 [2] to a ROLL left condition.
(a) On the MFD, left roll shows.
LY
(18) Slowly tilt AHS1 [2] to a ROLL right condition.
N
(a) On the MFD, right roll shows.
O
S
(19) Return AHS1 [2] to a level ROLL condition.
SE
(a) On the MFD, level roll shows.
(b) On the MFD, the yellow ROL annunciation does not show.
PO
(20) Slowly tilt AHS1 [AHS2] to a PITCH and ROLL condition.
(a) On the MFD, when the difference between both sides is above 5 degrees in pitch
and in roll, a yellow ATT annunciation shows.
R
(21) Return AHS1 [AHS2] to a level condition.
PU
(a) The yellow ATT annunciation does not show.

(22) On the Reversionary Control Panel, switch PFD1 [2] On.
(a) On PFD1 [2], the screen turns on.
G
(b) On the MFD, the screen returns to normal.

IN
(23) Repeat Step (1) through Step (22) for AHS2 (shown in brackets as [2]).
G. Heading
N
(1) Set the pilot DG FREE/NORM switch to DG FREE.

AI
(2) Set pilot SLEW switch to MINUS.

TR
(a) On PFD1, the heading decreases.

(b) On PFD1, when the difference between each side is above 7 degrees, a yellow
HDG annunication shows.
R
(3) Set the pilot SLEW switch to PLUS.

FO
(a) On PFD1, the heading increases.

(4) Set the pilot DG FREE/NORM switch to NORM.
(5) Set the pilot SLEW switch to PLUS or MINUS.
(a) On PFD1, the heading slews when the switch is activated.
(6) Set the copilot DG FREE/NORM switch to DG FREE.
(7) Set the copilot SLEW switch to MINUS.
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(a) On PFD2, the heading decreases.

(8) Set the copilot SLEW switch to PLUS.
(a) On PFD2, the heading increases.
(9) Set the copilot DG FREE/NORM switch to NORM.
LY
(10) Set the copilot SLEW switch to PLUS or MINUS.
(a) On PFD2, the heading slews when the switch is activated.
N
O
H. AHS Reversion
(1) Make sure both PFDs are normally sourced.
S
(2) On the Reversionary Control Panel, toggle the AHS Source switch up once (towards
PFD1).
SE
NOTE: This toggles the PFD1 AHS source from AHS1 to AHS2.
(a) The PFD1 AHS source is toggled from AHS1 to AHS2.
PO
(b) On PFD1 [2], a yellow AHS2 annunciation shows.
(3) On the Reversionary Control Panel, try to toggle the AHS Source switch down once
R
(towards PFD2).
(a) On PFD1 [2], the message Sel Inactive shows momentarily in the lower right corner.
PU
NOTE: The system does not allow crossing sources (AHS1 for PFD2 while
AHS2 for PFD1).
(4) On the Reversionary Control Panel, toggle the AHS Source switch up once (towards
G
PFD1).
IN
(a) The PFD1 AHS source is toggled from AHS2 to AHS1.

(b) On PFD1 [2], a yellow AHS1 annunciation shows.
N
(5) On the Reversionary Control Panel, try to toggle the AHS Source switch up once
AI
(towards PFD1).
(a) On PFD1 [2], the message Sel Inactive shows momentarily in the lower right corner.
TR
NOTE: The system does not allow crossing sources (AHS2 for PFD1 while
AHS1 for PFD2).
(6) On the Reversionary Control Panel, toggle the AHS Source switch down once (towards
R
PFD2).
FO
(a) The AHS source is restored to normal (on-side) sourcing.

(b) On PFD1 [2], the yellow AHS1 annunciation does not show.
I. Secondary Power Test

(1) Make sure the following CBs are set to CLOSED:
(a) AHS1 SEC
(b) AHS2 SEC
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(a) AHS1
(b) AHS2
(3) Monitor each display for 10 to 12 minutes.
(a) On PFD1, normal ADI/HSI formats are removed after 11 ± 1 minutes, and then a
red ATT and red HDG flag shows.
(b) On the MFD, normal Map format is removed after 11 ± 1 minutes, and then a red
HDG flag shows.
(c) On PFD2, normal ADI/HSI formats are removed after 11 ± 1 minutes, and then a
LY
red ATT and red HDG flag shows.
N
(a) AHS1
O
(b) AHS2
1) On PFD1, the message ATT/HDG Aligning Do Not Taxi shows, then a red
S
ATT and red HDG flag shows.
SE
2) On the MFD, a red HDG flag shows.
3) On PFD2, the message ATT/HDG Aligning Do Not Taxi shows.
(5) Wait approximately 30 to 60 seconds for initialization to complete.
PO
(a) On PFD1, normal ADI/HSI formats show.
(b) On PFD1, the red ATT and red HDG flags do not show.
R
(c) On the MFD, normal Map format shows.
PU
(d) On the MFD, the red HDG flag does not show.
(e) On PFD2, normal ADI/HSI formats show.
(f) On PFD2, the red ATT and red HDG flags do not show.
G
J. Close Up
IN

N
switch to OFF.
AI
TR
(4) Make sure that AHS1 and AHS2 have been properly re-installed.
R
FO
EFFECTIVITY
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FO
R
TR
AI
N
IN
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PO
SE
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N
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Rockwell Collins
FLUX DETECTOR UNIT (FDU) - REMOVAL/INSTALLATION
TASK 34-20-03-900-801
1. General
A. The data in this section gives removal and installation procedures for the Flux Detector Unit
(FDU) (FDU-3000). The service technician is expected to use Best and Standard Practices
LY
N
NOTE: If the FDU is replaced, the Compass Swing procedure must be performed to
provide the External Compensation Unit (ECU) with system data for storage.
O
S
TASK 34-20-03-000-802
SE
2. Removal
A. Job Setup
PO
R
TO PERSONNEL.
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G
IN

N

AI

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location(s).
(4) Gain access to the FDU, refer to Figure 401.
NOTE: The two FDU-3000 Flux Detector Units are located in the horizontal
R
stabilizer of the airplane.

FO
B. Procedure

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CAUTION: IF ANY FLUX DETECTOR UNIT MOUNTING HARDWARE IS

REPLACED, MAKE SURE THAT THE NEW HARDWARE IS MADE
OF NON-MAGNETIC MATERIAL.
EQUIPMENT.
(1) Identify, tag and disconnect the electrical connector (2) from the FDU (1).
LY
(2) Install protective caps and covers to the electrical plugs and connectors.
(3) Note the position of the three screws (3) against the scale on the FDU elongated screw
N
holes (4).
(4) Remove the FDU (1) from the aircraft.
O
S
SE
PO
R
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G
IN
N
AI
TR
R
FO
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N
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IN
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1
AI
4 x3
TR
NOTE THE POSITION OF

3 x3
THE THREE SCREWS
R
AGAINST THE SCALE ON THE

ELONGATED SCREW HOLES.
FO
Flux Detector Unit – Removal/Installation

Figure 401
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TASK 34-20-03-400-803
3. Installation
Task Title
Functional Test
LY
- Compass Swing
B. Job Setup
N
O
S
TO PERSONNEL.
SE
PO
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(2) Gain access to the FDU mounting location, refer to Figure 401.
PU
NOTE: The two FDU-3000 Flux Detector Units are located in the horizontal
stabilizer of the airplane.
C. Procedure
G

IN
N

AI

CAUTION: IF ANY FLUX DETECTOR UNIT MOUNTING HARDWARE IS
TR
REPLACED, MAKE SURE THAT THE NEW HARDWARE IS MADE

OF NON-MAGNETIC MATERIAL.
R

FO

EQUIPMENT.
(1) Position the FDU on the mounting bracket. Make sure the elongated screw hole with
scales is placed as shown in Figure 401.
(2) Attach the FDU (1) to the mounting bracket using the three screws (3). Make sure
the position of the screws in the elongated holes (4) is the same as noted in the
removal procedure, refer to TASK 34-20-03-000-802 Flux Detector Unit (FDU) -
Removal/Installation - Removal.
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(4) Connect the electrical connector J1 (2) to the FDU (1). Remove the tags.

TO THE EQUIPMENT.
LY
(6) Do the Compass Swing procedure, refer to TASK 34-20-07-820-802 Attitude Heading
Reference System (AHRS) - Adjustment/Test - Compass Swing.
NOTE: If the FDU is replaced, the Standby Compass Swing procedure must be
N
performed to provide the External Compensation Unit with system data
O
for storage.
S
(1) Do the TASK 34-20-01-720-805 Attitude Heading Computer (AHC) - Adjustment/Test
SE
- Functional Test.
E. Close Up
PO
R
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G
IN
N
AI
TR
R
FO
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Rockwell Collins
EXTERNAL COMPENSATION UNIT (ECU) - REMOVAL/INSTALLATION
TASK 34-20-05-900-801
1. General
A. The data in this section gives removal and installation procedures for the External
Compensation Unit (ECU) (ECU-3000). The service technician is expected to use Best and
LY
N
O
TASK 34-20-05-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
TO PERSONNEL.
PO

R
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G

IN

N
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location(s).
(4) Gain access to the ECU No. 1 or No. 2 (4), refer to Figure 401.
TR
NOTE: The ECU for AHC No.1 and AHC No.2 are mounted on the under-side
of the top shelf in the forward equipment bay.
R
B. Procedure
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EQUIPMENT.
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(2) Install protective caps and covers to the electrical connector and receptacle.
NOTE: The ECU are mounted on the underside of the middle shelf in the nose
section.
(4) Remove the ECU (4) from the aircraft.
LY
N
O
S
SE
PO
R
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G
IN
N
AI
TR
R
FO
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N
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SE
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IN
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AI
TR
R
FO
External Compensation Unit – Removal/Installation

Figure 401
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TASK 34-20-05-400-803
3. Installation
Task Title
TASK 34-20-05-710-805 External Compensation Unit (ECU) - Adjustment/Test -
Operational Test
LY
- Compass Swing
N
B. Job Setup
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S
SE
TO PERSONNEL.
PO
R
(2) Gain access to the ECU mounting location, refer to Figure 401.
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C. Procedure
G

IN

N

AI

TR

EQUIPMENT.
R

RESULT.
FO

(2) Install the two screws (1) and washers (2) to safety the ECU (4) to the aircraft.
(3) Connect the electrical connector to receptacle J1 (3) on the ECU (4).

TO THE EQUIPMENT.
EFFECTIVITY
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(5) Do the Compass Swing procedure, refer to TASK 34-20-07-820-802 Attitude Heading
Reference System (AHRS) - Adjustment/Test - Compass Swing.
(1) Do theTASK 34-20-05-710-805 External Compensation Unit (ECU) - Adjustment/Test
- Operational Test.
LY
E. Close Up
N
O
S
SE
PO
R
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G
IN
N
AI
TR
R
FO
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Rockwell Collins
EXTERNAL COMPENSATION UNIT (ECU) - ADJUSTMENT/TEST
TASK 34-20-05-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the External
Compensation Unit (ECU). The service technician is expected to use Best Standard
LY
N
O
TASK 34-20-05-710-805
2. Operational Test
S
A. General
SE
(1) The External Compensation Unit (ECU) stores the airplane-specific compensation
and configuration data. The ECU remains with the airplane during replacement of
PO
the Attitude Heading Computer (AHC).
(2) Do the AHS Compensation Mode Procedure any time the ECU is replaced.
R
(3) The ECU contains the flux detector compensation values, battery time-out values,
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Modular Mounting Tray (MMT) leveling compensation values, maintenance label Sign
Status Matrix (SSM) definition select logic, and air data monitor select logic.
(4) The flux detector compensation data is used to reduce the HARD IRON errors and flux
G
detector misalignment. The data is calculated by the AHC and stored in the ECU during
an automated compass swing procedure.
IN
(5) The MMT leveling compensation data accounts for mount misalignment up to three
N
degrees in the pitch and roll axes. The data is calculated and stored during an
automated MMT leveling procedure.
AI
TR
Task Title
R
- Compass Swing
FO
C. Job Setup

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switch to ON.
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this test.
(3) Do the Compass Swing procedure before doing this test. Refer to TASK
N
34-20-07-820-802 Attitude Heading Reference System (AHRS) - Adjustment/Test
- Compass Swing.
O
NOTE: An appropriate area for this procedure is required as follows:
S
Calibrated compass rose
SE
Magnetic disturbance-free area.
D. Procedure
PO
(1) Check the OMS messages for any faults related to the AHS. Correct as required.
NOTE: The ECU does not report to the level one diagnostics.
R
(2) Do the Attitude Heading Computer (AHC) – Functional Test. Refer to TASK
34-20-01-720-805 Attitude Heading Computer (AHC) - Adjustment/Test - Functional
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Test.
E. Close Up
G

IN
switch to OFF.
N

AI

TR
R
FO
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ATTITUDE HEADING REFERENCE SYSTEM (AHRS) - ADJUSTMENT/TEST
TASK 34-20-07-900-801
1. General
A. The data in this section gives the steps to do a Compass Swing for the Attitude Heading
Reference System (AHRS). The service technician is expected to use best Standard
Practices to do this procedure. Refer to the OEM AMM.
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B. In accordance with the OEM AMM, obey all safety precautions at all times.
N
TASK 34-20-07-820-802
O
2. Compass Swing
S
A. General
SE
(1) The Compass Swing procedure must be performed anytime a Flux Detector Unit
(FDU) is replaced.
PO
(2) During compass swing, the aircraft and personnel movements must be kept to an
absolute minimum.
(3) The Compass Swing must be done with the engines running.
R
PU
(4) During Standby Display System and Whiskey Compass Swing, all normally operated
avionics and electrical equipment must be energized.
(5) The FDU Compensation Mode can only be accessed during Attitude Heading Computer
G
(AHC) power-up, with Weight on Wheels.

IN
(6) The Compass Swing can only be performed outside the hangar area, away from all
metal structures and any magnetic interference sources.
N

AI

TR

Commercially Available Barfield Handheld Theodolite
R
Commercially Available Leveling and Compensation Test Box

RCA-5176-002 RSU Field Loader Interface Cable
FO
576-6193-01 AHRS Installation Tool

Commercially Available Laptop loaded with the GH-3900RSU System software
8010-38001-0100 GH-3900RSU System software (Reference
number 8010-38001-0100) per 434-343706 Aircraft
Configuration Index Document
C. Job Setup
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switch to ON.
LY
N
O
(2) Follow all normal aircraft power-up, engine starting, and ground run procedures.
S
this test.
SE
(4) Make sure the Beacon Lights system is on before doing this test.
(5) Make sure all switches on the Leveling and Compensation Test Box are set to NORMAL.
(6)
PO
Attach connector P1 of the Leveling and Compensation Test Box to connector 3456J2.
Refer to WM.
R
D. FDU Compensation Mode
PU
During this test procedure, make sure these systems are off:
(a) Air Conditioning
(b) Stab Anti-ice
G
(c) Landing lights

IN
(1) Taxi the aircraft to a compass rose and position it to North heading (0°, ± 5°).
N
(a) AHS 1
AI
(b) AHS 1 SEC

TR
(c) AHS 2
(d) AHS 2 SEC
(3) Set the L AHC and R AHC NORMAL/COMP switches to COMP.
R
NOTE: The ATT will be flagged for the duration of the calibration procedure.
FO
(4) Close the AHS 1 and AHS 2 Circuit Breakers.

(a) On Primary Flight Display (PFD)1:
1) Once AHS initialization is complete, an ATT flag shows, then the heading
becomes Valid.
(5) On the Cursor Control Panel (CCP), press the Multifunction Display (MFD) key. Then
push the MENU key on the CCP.
(a) MFD: A Format Selection Dialog Box is displayed.
(6) Using the CCP, move the cursor over a half window in the Preview Window area.
EFFECTIVITY
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(a) MFD: The Maintenance page is displayed.

(7) Rotate the CCP small knob until the “Maint” (Maintenance) Format is selected.
(8) Push the CCP knob to select, and select Done to close the Dialog Box.
(9) Using the CCP, move the cursor over the “Bsv/Adv Mode” icon in the upper right corner
of the Maintenance page, and select with the CCP to toggle it to “Adv”.
(a) MFD: The Maintenance – Maint page is displayed.
(10) Using the CCP, move the cursor over the “LRU Operations” tab, and select.
LY
(a) MFD: The Maintenance – LRU Operations page is displayed.
(11) Using the CCP, move the cursor over the drop down menus to select the following:
(a) View:
N
1) All ATAs
O
(b) Select ATA:
S
1) 34-00-00 Navigation
(c) Select LRU:
SE
1) AHC1 [AHC2]
(12) Using the CCP, move the cursor over the Data Reader icon, and select.
PO
(a) MFD: The AHC1 [AHC2] Data Reader window is displayed.
(13) Select the LRU L-AHC [R-AHC] expand icon.
R
(a) MFD: The list of monitorable AHC1 [AHC2] labels is displayed.
PU
(14) Select the Labels 351 and 353 expand icons.

(a) MFD: The Labels 351 & 353 data is displayed. Refer to Table 501.
G
Table 501. Label 351 Bits 21-24 Maintenance Mode Identification (ID) and Definition
IN
BIT 24 BIT 23 BIT 22 BIT 21 Definition

0 0 0 0 Normal AHRS Mode is Active
N
0 0 0 1 Bench Test Mode Active

AI
0 0 1 0 Field Test Mode Active

TR
0 1 0 0 MMT Leveling Mode Active

1 0 0 0 FDU Compensation Mode Active
R
(15) Check AHS label 351 bits 21-24 Maintenance Mode ID.
(a) MFD: Make sure the Maintenance Mode ID is set to 1 (FDU Compensation Mode
FO
Active).
(16) During the alignment (next steps), monitor AHS label 353 bit 11 (Heading Step Out
of Limits).
(a) During the alignment, make sure “Heading Step Out of Limits” stay set to 0.
(17) To begin alignment, toggle the Pilot [Copilot] MODE switches from NORM to DG FREE
to NORM.
(a) PFD 1 [2]: Shows HDG flag for 25 to 35 seconds, and then the HDG flag is removed.
NOTE: The following steps may be accomplished OFF the compass rose.
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(18) Reposition aircraft to 45° (± 5°) as indicated on PFD 1 [2].

(19) To begin alignment, toggle the Pilot [Copilot] MODE switches from NORM to DG FREE
to NORM.
(a) PFD 1 [2]: Shows HDG flag for 25 to 35 seconds, and then the HDG flag is removed.
(20) Repeat steps 18 and 19 for the following headings: 90°, 135°, 180°, 225°, 270°.
(a) PFD 1 [2]: Shows HDG flag for 25 to 35 seconds, and then the HDG flag is
removed at each position.
(21) Repeat steps 18 and 19 for a heading of 315°.
LY
(a) PFD 1 [2]: Shows HDG flag for 25 to 35 seconds, and then the HDG flag is
removed at each position.
N
(22) If the heading does not become valid after one minute after completing the last
O
compensation heading (315°), do the following:
(a) Check label 353 bit 12 (FDU Field Intensity Over Threshold).
S
(b) If this bit is set to "1", then the AHC is in an Out-of Limits condition.
SE
(c) Abort the alignment by restarting the compensation at step 2 Step (2).
(23) Repeat Step (11) through Step (22) for AHS 2 system as indicated in brackets [ ].
(a) Make sure the results are the same for AHS 2 system.
E. Index Adjustment Procedure PO

R
NOTE: The Maximum Index Compensation allowed is ± 5°. The slew switches
will not drive the Index beyond this limit.
PU
(1) Align aircraft on the compass rose to 0° ± 2° (North).

(2) Set Pilot / Copilot MODE switches to DG FREE and momentarily activate the Pilot /
Copilot + and – Slew switches.
G
(a) PFD 1/2: Shows the HDG flag(s), then the HDG flags are removed.
IN
(3) As necessary, select the “x” in the upper right corner to close the Data Reader window.
(4) Using the CCP, move the cursor over the “FCS Diag” tab, and select.
N
(a) MFD: The Maintenance – FCS Diagnostics page is displayed.

AI
(5) On the MFD, select the NEXT MODE line key to select INPUT MODE.
(6) Select < MOVE CURSOR to select any input parameter line.
TR
(7) Select the < SCROLL UP or < SCROLL DOWN as required to scroll to HDG MAG
parameter.
(a) MFD: Displays Left and Right HDG MAG to the tenth of a degree.
R
(8) Set PLT SLEW switch to either plus (+) or Minus (-) to slew the LEFT HDG MAG
FO
(AHS 1) to 0° (± 0.1°).
(a) MFD: Indicates left HDG MAG to be 0° (± 0.1°).
(9) Set COPLT SLEW switch to either plus (+) or Minus (-) to slew the RIGHT HDG MAG
(AHS 2) to 0° (± 0.1°).
(a) MFD: Indicates right HDG MAG to be 0° (± 0.1°).
(10) Toggle Pilot / Copilot MODE switches from NORM to DG FREE to NORM.
(11) Set the L AHC and R AHC NORMAL/COMP switches to NORMAL.
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NOTE: A check of the Alignment for the AHRS and the Standby Display will be
done in Calibration Check Procedure.
F. Standby Display Heading Calibration Procedure

(1) Make sure the aircraft is configured to the “On Ground” condition. (WOW) and verify the
main BAT switch is ON.
(2) At left subpanel, make sure the STBY DISPLAY power switch is OFF.
(a) The Standby Display is off.
LY
(3) Engage DISP and HDG SNSR circuit breakers on the A146 panel.
N
(4) Using the Fieldloader Interface cable, connect the laptop to pedestal maintenance
O
connector 3456J2.
(5) At Field loader interface, set the switch to “ON”
S
(6) At laptop, start the Aircraft AHRS Installation tool program.
SE
NOTE: The grayed out buttons indicate that the tool has not established
communication with the unit.
(a) The tool window is displayed on the laptop.
PO
(7) Set the STBY DISPLAY power switch to ON, and then click the “Select Port” button on
the Aircraft AHRS Installation program.
R
(8) Select the COM port that is connected to the GH-3900RSU.
(a) The Standby Display powers-up.
PU
(9) Within 60 seconds of applying power to the unit, click on the “Initialize Serial
Communications” on the Aircraft AHRS Installation Tool to establish communication
between the GH-3900RSU and the maintenance computer.
G
(a) As the connection is established, the tool window buttons are not greyed out.
IN
(10) Click on the Mag Swing button to open the Mag Swing panel.
(11) With the aircraft in position (on any heading) and stationary, push the Start button to
N
begin the alignment and swing procedure.

AI
(a) The message “Alignment in Progress” is shown along with a progress bar.
(12) Begin rotating the aircraft in a 360 degree circle.
TR
(a) During the swing procedure, monitor the Swing Rate bar. It must not go over
the listed max rate.
(13) Continue rotating the aircraft until the swing progress bar shows 100.
R
(a) The message changes to Alignment Complete.

FO
(b) The Swing Data Good message is shown along with the swing standard deviation
(mGauss).
(14) If the MAG Swing procedure is not successful, restart at Step (9).
(15) Click on the save button.
NOTE: Saving data requires approximately one minute.
(a) A “Saving Data…Please Wait” message shows at the bottom of the tool panel.
(b) Once complete, the tool returns to the main panel.
(16) Cycle power to the unit.
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(17) Remove the Fieldloader Interface cable from the aircraft.

(18) At left subpanel, set the STBY DISPLAY power switch to OFF.
G. Calibration Check Procedure

(1) At left subpanel, set the STBY DISPLAY power switch to ON.
(a) Wait approximately 3 minutes for the “Aligning” message to disappear from the
GH-3900 display.
LY
(b) “Aligning” message shows for about 3 minutes.
(2) Make sure these Circuit Breakers are CLOSED:
N
(a) AHS 1
O
(b) AHS 1 SEC
(c) AHS 2
S
(d) AHS 2 SEC
SE
1) PFD 1/2: Once AHS initialization is complete, a valid attitude and heading
is shown.
(3) Position the aircraft at each heading listed in Table 502 and record the AHS 1, AHS 2,
Standby Display, and Whiskey compass readings.
PO
R
Table 502. Compass Swing - Data Sheet / Data Recording
PU
Aircaft Model Aircraft Tail Aircraft Serial

Number: Number: Number:
G
Actual AHS1 Compass AHS 2 Compass Standby Display Whiskey Compass

Compass
IN
Heading Reading Deviation Reading Deviation Reading Deviation Reading Deviation

N
0
AI
30
60
TR
90
120
R
150
180
FO
210
240
270
300
330
(4) Make sure the AHS 1 compass system is within ±1° of actual aircraft heading.
(5) Make sure the AHS 2 compass system is within ±1° of actual aircraft heading.
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NOTE: When checking the Standby Display compass, after positioning the
aircraft to a heading, you must Fast Erect the GH-3900 and then wait
approximately three seconds before recording the heading displayed
on the GH-3900.
(6) Make sure the Standby Display compass system is within ±3° of actual aircraft heading.
H. Close Up
LY
switch to OFF.
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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R
TR
AI
N
IN
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PO
SE
S
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N
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Rockwell Collins
SYNTHETIC VISION SYSTEM
TASK 34-32-00-700-801
1. General
A. The data in this section gives the steps to do the Operational Test of the Synthetic Vision
System (SVS). The service technician is expected to use Best Standard Practices to do
this procedure.
LY
N
O
TASK 34-32-00-710-802
2. Operational Test
S
A. General
SE
(1) The SVS provides an egocentric, three-dimensional representation of terrain, hydrology,
obstacles, and key cultural features, such as runways, to the pilot. The SVS allows
environment.
PO
flight crews to maintain a high level of awareness of the terrain, obstacle, and runway
(2) The SVS image is created by processing inputs from several databases (terrain,
R
obstacle, airports/runway) as well as several airplane sensor systems. Attitude and
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position data are used to align the SVS image with the environment external to the
aircraft.
(3) Selection and mode control is accomplished using the Cursor Control Panel (CCP)
G
or Multifunction Keypad Panel (MKP) in conjunction with on-screen menus along with
touch screen controls.
IN

N
a. SVS on Primary Flight Display (PFD) Test

AI
b. Flight Path Vector (FPV) Test

c. Field Of View (FOV) Cone Test
TR
d. SVS Objects Test

e. SVS Failure Test
B. Job Setup
R

FO

switch to ON.
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(f) Make sure the related SVS CB is OPEN.
(g) Make sure the system is configured for Weight On Wheels (WOW) on ground.
this test.
LY
(3) Position the aircraft outside the hanger facing the airport and runway.
N
C. Flight Path Vector (FPV) Test
O
(1) Configure the PFD1 to Full PFD mode.
(a) Make sure PFD1 shows Full PFD mode.
S
(2) If FPV is enabled on PFD1, disable the FPV by unchecking the FPV box under ADI
Config menu.
SE
(a) FPV is not shown on PFD1.
(3) Enable FPV under ADI Config menu on PFD1.
(a) FPV is shown on PFD1.
PO
(4) Enable FPV Cage under ADI Config menu on PFD1.
R
(a) The FPV Cage is shown on PFD1.
PU
(5) Disable FPV under ADI Config menu on PFD1.

(a) FPV and FPV Cage are no longer shown on PFD1.
(6) Configure the PFD1 to Split PFD mode.
G
(a) PFD1 is shows Split PFD mode.

(7) Repeat Step 1 through Step 5 on PFD1 while in Split Mode.
IN
(a) Results are same in Step 1 through Step 5 on PFD1 while in Split Mode.
N
(8) Configure PFD2 to Full PFD mode.

AI
(a) PFD2 shows Full PFD mode.

(9) Repeat Step 1 through Step 5 on PFD2.
TR
(a) Results are same in Step 1 through Step 5 on PFD2.

(10) Configure PFD2 to Split PFD mode.
(a) PFD2 is displayed in Split PFD mode.
R
(11) Repeat Step 1 through Step 5 on PFD2 while in Split Mode.

FO
(a) Results are same in Step 1 through Step 5 on PFD2 while in Split Mode.
D. Field Of View (FOV) Cone Test

(1) Disable the SVS on PFD1 and PFD2.
(a) Make sure the SVS is disabled on PFD1 and PFD2, blue-over-brown image is
shown on PFD1 and PFD2.
(2) Open a Map window in one-quarter format on the MFD by pushing the MAP key on
the MKP.
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NOTE: Pushing the MAP key on the MKP repeatedly will cycle the Map window
through one-quarter, half, and full mode.
(a) Map window is displayed in one-quarter window format on the MFD.
(b) No Field Of View (FOV) cone is shown on the Map window on the MFD.
(3) Enable the SVS on PFD1, disable the SVS on PFD2.
(a) A solid FOV cone is shown on the one-quarter Map window on MFD.
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NOTE: The FOV cone is best viewed with the map range set to 50NM.
(5) Make sure the SVS is enabled on PFD1 and disabled on PFD2.
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(6) Configure PFD1 to Split PFD mode.
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(a) A dashed FOV cone is shown on the one-quarter Map window on MFD.
(7) Disable the SVS on PFD1, enable the SVS on PFD2.
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(a) A solid FOV cone is shown on the one-quarter Map window on the MFD.
(10) Configure PFD2 to Split PFD mode. PO

(9) Make sure the SVS is disabled on PFD1 and enabled on PFD2.
(a) A dashed FOV cone is shown on the one-quarter Map window on the MFD.
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(11) Enable SVS on PFD1 and PFD2. Configure PFD1 and PFD2 to Full PFD mode.
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(a) A solid FOV cone is shown on the one-quarter Map window on the MFD.
(12) Make sure the SVS is enabled on PFD1 and PFD2.
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(13) Configure PFD1 to Full PFD and PFD2 to Half PFD mode.
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(a) Make both the solid and dashed FOV cones are shown on the one-quarter Map
window.
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(b) Make sure the solid FOV corresponds to the SVS view in Full PFD.
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(c) Make sure the dashed FOV corresponds to the SVS view in Split PFD mode.
(14) Make sure the SVS is enabled on PFD1 and PFD2.
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(15) Configure PFD1 to Split PFD and PFD2 to Full PFD mode.
(a) Make sure both the solid and dashed FOV cones are shown on the one-quarter
Map window.
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(b) Make sure the solid FOV corresponds to the SVS view in Full PFD.
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(c) Make sure the dashed FOV corresponds to the SVS view in Split PFD mode.
(16) Make sure SVS is enabled on PFD1 and PFD2.
(17) Configure PFD1 and PFD2 to Split PFD mode.
(a) Make sure a dashed FOV cone is shown on the one-quarter Map window on MFD.
(18) Repeat Step 1 through Step 10 in half Map window mode on the MFD.
(a) Make sure results are the same in Step 1 through Step 17.
(19) Repeat Step (1) through Step (17) in full Map window mode on the MFD.
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(a) Make sure results are the same in Step 1 through Step 10.
E. SVS Objects Test

(1) Make sure the SVS is enabled on PFD1.
(2) Observe terrain and obstacles on the SVS image on PFD1.
(a) Make sure the terrain and obstacles shown on the SVS image on PFD1 resemble
closely the actual objects outside the aircraft.
(3) Make sure the SVS is enabled on PFD2.
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(4) Observe terrain and obstacles on the SVS image on PFD2.
(a) Make sure the terrain and obstacles shown on the SVS image on PFD2 resemble
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closely the actual objects outside the aircraft.
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(5) Enter a flight plan in the FMS.
(6) Select the current airport as the origin in the FMS Departure Dialog Box.
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(7) Execute the flight plan.
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(8) Observe the runway on the SVS image on PFD1.
(a) Make sure the runway of the current airport is highlighted in cyan on the SVS
image on PFD1.
(9) Observe the runway on the SVS image on PFD2.
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(a) Make sure the runway of the current airport is highlighted in cyan on the SVS
image on PFD2.
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F. SVS Failure Test

(1) Enable the SVS on PFD1.
(a) The SVS is shown on PFD1.
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(2) Open the circuit breaker(s) to remove power from the Radio Altimeter. Refer to the
OEM AMM.
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(a) Make sure “SVS Fail” is shown on PFD1.

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(b) Make sure the SVS image is no longer shown on PFD1.

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(c) Make sure the blue-over-brown image is shown instead of the SVS image.
(3) Close the circuit breaker(s) to remove power from the Radio Altimeter. Refer to the
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OEM AMM.
(4) Open the GNSS1 and GNSS2 circuit breaker(s). Refer to the OEM AMM.
1) Make sure “SVS Fail” is shown on PFD1.
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2) Make sure the SVS image is no longer shown on PFD1.

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3) Make sure the blue-over-brown image is shown instead of the SVS image.
(5) Close the GNSS1 and GNSS2 circuit breaker(s). Refer to the OEM AMM.
(6) Open the AHS1 circuit breaker(s). Refer to the OEM AMM.
1) Make sure the ADI shows red flags over a black background.
2) Make sure the SVS image is no longer shown on PFD1.
3) Make sure the blue-over-brown image is shown instead of the SVS image.
(7) Repeat Step 1 through Step 6 for PFD2 except open the AHS2 circuit breaker in Step 6.
(a) Results are same in Step 1 through Step 6.
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G. Close Up
switch to OFF.
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WEATHER RADAR SYSTEM - COMPONENT LOCATION
Figure 101
SKP-3500 1 2 Figure 101
RTA-852 (B200GT, 1 1 Figure 101
B200CGT, B300,
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B300C only)
RTA-800 (C90GTi only) 1 1 Figure 101
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RTA-840 (Optional) 1 1 Figure 101
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(C90GTi only)
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serviced.
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Weather Radar System – Component Location

Figure 101
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WEATHER RADAR SYSTEM - ADJUSTMENT/TEST
TASK 34-40-00-700-801
1. General
A. The data in this section gives the steps to do the Operational Test of the Weather Radar
System (WXR). The service technician is expected to use Best Standard Practices to do
this procedure.
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TASK 34-40-00-710-802
2. Operational Test
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A. General
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(1) The Weather Radar System (WXR) provides conventional weather detection and
optional turbulence detection to allow the flight crew of an aircraft equipped with the
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system to avoid these hazardous weather phenomena. The system detects and locates
weather targets that exhibit some form of precipitation or turbulence and provides them
to the flight deck in a usable interface. The weather radar overlay is selectable for
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display with any compatible HSI or Map format on the display system. Selection and
mode control is accomplished using the Cursor Control Panel (CCP) or Multifunction
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Keypad Panel (MKP) in conjunction with on-screen menus along with touch screen
controls.
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a. Antenna Installation Check

IN
b. WXR Power On
c. Weather Radar Controls
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d. STAB Function.
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Volts DC)
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Commercially Available Safety Equipment: Rope, Cones, etc. necessary for
flagging of a 120° arc hazard area.
C. Job Setup
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switch to ON.
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N
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(f) Make sure the following CB is OPEN:
1) WXR
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(h) If the radome is installed, open or remove the radome to access the radar antenna.
this test.
D. Antenna Installation Check PO

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WARNING: THE AREA WITHIN THE SCAN ARC OF AN OPERATING

WEATHER RADAR SYSTEM CAN BE A HAZARDOUS AREA.
THE RTA HAS A HAZARDOUS SCAN ARC OF ABOUT 2 FT.,
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HOWEVER, A 15 FT. 120° ARC SHOULD BE FLAGGED OFF

BEFORE OPERATING.
IN
DO NOT OPERATE IN ANY MODE EXCEPT STBY OR TEST

WHEN THE ANTENNA MIGHT SCAN OVER PERSONNEL WITHIN
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THAT RANGE. REFER TO FAA ADVISORY CIRCULAR 20-68B

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ON THE RADIATION HAZARDS ASSOCIATED WITH GROUND

OPERATION OF AIRBORNE RADAR.
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ONLY AUTHORIZED AND QUALIFIED PERSONNEL SHOULD BE

ALLOWED TO OPERATE THE WEATHER RADAR SYSTEM. THE
STEPS IN THIS PROCEDURE ARE PERFORMED INSIDE THE
HANGAR. HOWEVER, TEST OPERATORS MUST BE CAREFUL
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TO OPERATE THE SYSTEM ONLY IN STBY OR TEST MODES.

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AT NO TIME SHOULD THE RADAR BE PERMITTED TO

TRANSMIT INSIDE THE HANGAR.
(1) Level the aircraft per the OEM AMM test procedure as required.
(a) Make sure the aircraft is at 0.0° ± 0.1° pitch and roll.
(b) Document the pitch and roll angles.
(2) Set the following CB to CLOSED.
(a) WXR
(3) Make sure the WXR is operating in Stby mode.
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(a) Make sure the faceplate moves to an approximate 0 degrees pitch and roll (boresite
position).
(b) On PFD1/2, a cyan Stby annunciation shows on Primary Flight Display (PFD) 1.
NOTE: The Stdby annunciation shows cyan only if the WXR overlay is
selected for display on the HSI. If the WXR overlay is not selected,
the Stby annunciation shows white.
(4) Place inclinometer on tilt and scan mechanism of the radar pedestal assembly to
measure the antenna roll angle.
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(a) The antenna roll angle must be ± 0.1° of the aircraft roll angle measured in Step (1).
NOTE: If angles are out of tolerance, refer to Figure 501 for adjustment
N
procedures.
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(5) Place inclinometer on antenna faceplate to measure the faceplate pitch angle.
NOTE: Make sure the edge of inclinometer is between the vertical rows of folder
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tabs on the faceplate surface. Try to make all measurements at the
same location.
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(a) Antenna faceplate pitch angle must be ± 0.25° pf the aircraft pitch angle measured
in Step (1).
CAUTION:
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TURN OFF POWER TO UNIT BEFORE DISCONNECTING ANY
UNIT FROM WIRING. DISCONNECTING THE UNIT WITHOUT
TURNING POWER OFF MAY CAUSE VOLTAGE TRANSIENTS
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THAT CAN DAMAGE THE UNIT.
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(6) If any angles are out of tolerance, refer to Figure 501 for adjustment procedures.
NOTE: If any adjustments are required, repeat Step (2) through Step (5).
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(a) WXR
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Antenna Pitch and Roll Angle Measurements

Figure 501
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E. WXR Power On
(1) On the CCP1 [2], push the PFD key to position the pilot cursor on the PFD1.
(a) On PFD1 [2], the pilot [copilot] cursor shows.
(2) On CCP1 [2], push the MENU button to open the PFD Config dialog box.
(a) On PFD1 [2], the PFD Config dialog box shows.
(3) On PFD1 [2], in the PFD Config dialog box, use the CCP1 [2] to move the cursor over
the HSI Config selection, and push the knob to select HSI Config.
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(a) On PFD1 [2]: The HSI Config dialog box shows.

(4) On PFD1 [2], in the HSI Config dialog box, use the CCP1 [2] to move the cursor over
the WXR selection, and push the knob to select WXR.
(a) A yellow weather overlay failure message shows on the HSI (WXR Fail or similar
message).
(5) Repeat Step (1) through Step (4) for PFD2 as indicated in brackets [ ].
(a) Same results for PFD2 as for PFD1.
(6) On CCP1 [2], push the ESC button as necessary to close the HSI Config dialog box.
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(a) On PFD1/2, A yellow weather overlay failure message shows on the HSI (WXR
Fail or similar message).
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(a) WXR
(b) On PFD1/2, the yellow weather overlay failure message is removed.
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(c) On PFD1/2, the cyan Stby annunciation shows to the right of the HSI.
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F. Weather Radar Controls
(1) On both PFDs, make sure the WXR Overlay is selected to show in the HSI Config Menu.
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(a) On PFD1/2, a cyan Stby annunciation shows.
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(2) On CCP1, push the PFD button, then the MENU button.
(a) On PFD1, the PFD Config dialog box shows.
(3) On PFD1, PFD Config dialog box, use the CCP1 to move the cursor over the Radar
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Mode selection, and push the knob to select Radar Mode.

IN
(a) On PFD1, the Radar Mode dialog box shows.

(4) On PFD1, Radar Mode dialog box, use the CCP1 to move the cursor over the Test
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box, and push the knob to select Test.

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(a) On CCP1, push the ESC button to close the dialog box.
(b) On PFD1/2, the 120 degree rainbow test pattern shows.
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(c) On PFD1/2, the cyan Test indication shows on the right of the HSI.
(d) The radar antenna is scanning in a 120 degree arc.
(5) While still in the Test Mode, on the SKP1 Tilt Knob, turn the SKP1 Tilt Knob both
R
Clockwise (CW) and Counterclockwise (CCW).

FO
(a) Antenna pitch angle tracks the Tilt annunciations on PFD1 through a range between
–15.0 and +15.0 degrees.
(b) CW rotation adjusts tilt above the horizon and CCW rotation adjusts tilt below the
horizon.
(6) On SKP1 Tilt Knob, push the SKP1 Tilt knob (PUSH AUTO TILT) to enable the AUTO
TILT mode.
(a) On PFD1, the tilt value (T±XX.X) is followed by an “A”.
(7) As needed, use the SKP1 Tilt knob to reset the PFD1 tilt value to 0.
EFFECTIVITY
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(8) On SKP2 Tilt Knob, turn the SKP2 Tilt knob both CW and CCW.
horizon.
(9) On SKP2 Tilt Knob, Push the SKP2 Tilt knob (PUSH AUTO TILT) to enable the AUTO
TILT mode.
(a) On PFD2, the tilt value (T±XX.X) is followed by an A.
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(10) On the MKP, push the MAP button to request a Map format on the MFD.
(a) On the MFD, the Map Overlay menu shows.
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(11) On the MFD, in the Map Overlay Menu, select WXR.
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(a) On the MFD, the selected WXR line in the Overlay menu changes to cyan.
(12) On the MFD, close the Map Overlay Menu.
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(a) On the MFD, the 120 degree rainbow test pattern shows.
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(b) On the MFD, the cyan Test indication shows.
NOTE: The WXR overlay of PFD1 is automatically deselected.
G. STAB Function
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(1) While still in the Test mode, loosen the Attitude & Heading System (AHS1) unit from
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its mounting rack.
(a) The antenna is still scanning the 120 degree test pattern at a pitch angle and roll
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angle of 0.0 degrees (relative).

(2) Tilt AHS1 to simulate a pitch up.
(a) The antenna tilts downward while scanning left and right.
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(3) Tilt AHS1 to simulate a pitch down.

IN
(a) The antenna tilts upward while scanning left and right.
(4) Level the AHS1 unit.
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(a) Antenna scans level (relative).

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(5) Tilt AHS1 to simulate a roll to the right.

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(a) The antenna scans diagonally from lower left to upper right and back (from the
pilot perspective).
(6) Tilt AHS1 to simulate a roll to the left.
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(a) The antenna scans diagonally from lower right to upper left and back (from the
pilot perspective).
FO
(7) Level AHS1 and install it in its rack.

(a) Antenna scans level (relative).
(8) On the CCP2, push the PFD button, then push the MENU button.
(10) At the PFD2, Radar Mode dialog box, use the CCP2 to move the cursor over the Test
EFFECTIVITY
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(a) On PFD2, Radar Mode Dialog Box, the Test box is deselected and shows in white.
(b) After a few seconds, the rainbow test pattern is removed from the MFD and PFD2.
(c) On PFD2 and the MFD, the weather radar shows a cyan Stby.
(d) On PFD1, the weather radar shows a white STBY.
H. Close Up
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switch to OFF.
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EFFECTIVITY
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TILT SINGLE KNOB PANEL - REMOVAL/INSTALLATION
TASK 34-40-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the Weather Radar
System (WXR) Antenna Tilt Single Knob Panel (SKP) (SKP-3500). The service technician is
expected to use Best and Standard Practices to do these procedures.
LY
N
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TASK 34-40-01-000-802
2. Removal
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A. Job Setup
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CAUTION:
TO PERSONNEL.
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IN

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location(s).
(4) Gain access to the Tilt SKP, refer to Figure 401.
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B. Procedure
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EQUIPMENT.
(2) Loosen the two hex screws (1) and gently pull the Tilt SKP away from the panel.
(5) Remove the Tilt SKP from the aircraft.
EFFECTIVITY
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Radar Antenna Tilt Single Knob Panel – Removal/Installation

Figure 401
EFFECTIVITY
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TASK 34-40-01-400-803
3. Installation
Task Title
TASK 34-40-00-710-802 Weather Radar System - Adjustment/Test - Operational Test
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B. Job Setup
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TO PERSONNEL.
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SE
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(2) Gain access to the Tilt SKP mounting location, refer to Figure 401.
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C. Procedure
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EQUIPMENT.
IN

(2) Connect the electrical connector P1 (2) to the Tilt SKP.
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(3) Position the Tilt SKP in the panel and rotate the two hex screws (1) to safety the Tilt
AI
SKP to the aircraft.

TR
centimeter).

R

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TO THE EQUIPMENT.
EFFECTIVITY
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WARNING: The area within the scan arc of an operating Weather Radar System
can be a hazardous area. The RTA has a hazardous scan arc of
about 2 ft., however, a 15 ft. 120° arc should be flagged off before
operating.
DO NOT operate in any mode except STBY or TEST when the
antenna might scan over personnel within that range. Refer to FAA
Advisory Circular 20-68B on the radiation hazards associated with
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ground operation of airborne radar.
Only authorized and qualified personnel should be allowed to
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operate the Weather Radar System. The steps in this procedure
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are performed inside the hangar. However, test operators must be
careful to operate the system only in STBY or TEST modes.
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At no time should the radar be permitted to transmit inside the
hangar.
SE
(1) Check for any Onboard Maintenance System (OMS) messages related to the Weather
Radar and Tilt SKP. Correct as required.
PO
(2) On both PFDs, make sure the WXR Overlay is selected to show in the HSI Config Menu.
(a) On PFD1/2, a cyan Stby annunciation shows.
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(3) On CCP1, push the PFD button, then the MENU button.
(a) On PFD1, the PFD Config dialog box shows.
G
IN

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(5) On PFD1, Radar Mode dialog box, use the CCP1 to move the cursor over the Test
AI
(a) On PFD1/2, the 120 degree rainbow test pattern shows.

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(b) On PFD1/2, the cyan Test indication shows on the right of the HSI.
(6) On CCP1, push the ESC button to close the dialog box.
(a) The radar antenna is scanning in a 120 degree arc.
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(7) While still in the Test Mode, on the SKP1 Tilt Knob, turn the SKP1 Tilt Knob both
FO
Clockwise (CW) and Counterclockwise (CCW).

horizon.
(8) On SKP1 Tilt Knob, push the SKP1 Tilt knob (PUSH AUTO TILT) to enable the AUTO
TILT mode.
(a) On PFD1, the tilt value (T±XX.X) is followed by an “A”.
(9) As needed, use the SKP1 Tilt knob to reset the PFD1 tilt value to 0.
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E. Close Up
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WEATHER RADAR RECEIVER/TRANSMITTER ANTENNA (RTA) - REMOVAL/INSTALLATION
TASK 34-40-03-900-801
1. General
A. The data in this section gives removal and installation procedures for the Weather Radar
Receiver/Transmitter Antenna (RTA). The service technician is expected to use Best and
LY
N
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TASK 34-40-03-000-802
2. Removal
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A. Job Setup
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WARNING: THE AREA WITHIN THE SCAN ARC OF AN OPERATING WEATHER
RADAR SYSTEM CAN BE A HAZARDOUS AREA. EVEN THOUGH
PO
THE RTA HAS A HAZARDOUS SCAN ARC OF APPROXIMATELY
TWO FEET (0.6 METER), A 15 FOOT (4.57 METER) ARC SHOULD
BE FLAGGED OFF BEFORE OPERATING. DO NOT OPERATE IN
R
ANY MODE EXCEPT STBY OR TEST WHEN THE ANTENNA MIGHT
SCAN OVER PERSONNEL WITHIN THAT RANGE. REFER TO FAA
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ADVISORY CIRCULAR 20-68B ON THE RADIATION HAZARDS

ASSOCIATED WITH GROUND OPERATION OF AIRBORNE RADAR.
FOR ADDED SAFETY IN MODES OTHER THAN STBY OR TEST,
OPERATE OUTSIDE THE BUILDING WITH THE ANTENNA TILTED
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UP AND WITH SEC SCAN ON.

IN
N
AI

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(3) Remove all electrical power from the aircraft.
(4) Gain access to the radar RTA, refer to Figure 401.
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NOTE: The RTA is located in the nose radome.

FO
B. Procedure

(1) Remove the nose radome. Refer to the OEM AMM.
EFFECTIVITY
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EQUIPMENT.
(2) Identify, tag, and disconnect the electrical connectors from the radar RTA (1).
(3) Install protective caps on all connectors.
CAUTION: IDENTIFY EACH SHIM AND SHIM LOCATION BEFORE
REMOVING THE RTA ATTACHING HARDWARE. IF THE SHIMS
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BECOME DETACHED AND MISIDENTIFIED, VERTICAL AND
HORIZONTAL ALIGNMENT OF THE RTA WILL NEED TO BE
DONE DURING INSTALLATION.
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(4) Determine if the shims are attached to the aircraft. If the shims are not attached, identify
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each shim and shim location.
(5) Remove and retain the attaching hardware (2) and remove the radar RTA (1) from
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the aircraft.
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EFFECTIVITY
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Weather Radar RTA – Removal/Installation

Figure 401
EFFECTIVITY
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TASK 34-40-03-400-803
3. Installation
Task Title
Functional Test
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TASK 34-40-00-710-802 Weather Radar System - Adjustment/Test - Operational Test
TASK 34-40-03-820-805 Weather Radar Receiver/Transmitter Antenna (RTA) -
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Adjustment/Test - Adjustment Test
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S
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Commercially Available Torque Wrench – Torque to 25 ± 5 inch pounds
KS 6005
C. Consumable Materials
PO
Inclinometer, Digital (Accuracy: ± 0.1°)
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MIL-C-38736 Solvent, Desoclean CA 120

NAS160-153 Packing
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Commercially Available Sealant, weather/aerodynamic quality

IN
676-3291-002 Rubber Plugs

RTV-3145, or equivalent Sealant, Dow Corning gray
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AMS-S-8802 Type II, Class B1/2 Sealant

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Alodine 1200, 1200S, 1201, 1203 Chemical Conversion Coating for Aluminum and
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and 600 Aluminum Alloys
D. Job Setup
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PERSONNEL.
(2) Gain access to the WXR RTA mounting location, refer to Figure 401.
NOTE: The RTA is located in the nose radome.
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E. Procedure

(1) Make sure the electrical bond of the antenna is in accordance with the procedures
in Chapter 20-00-00 of the OEM AMM.
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(2) Safety the radar RTA (1) on the nose bulkhead with the attaching hardware (2).
NOTE: Stainless steel socket head cap screws are recommended. Zinc,
N
cadmium plated, or aluminum alloy screws are not recommended.
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S
EQUIPMENT.
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(3) Remove the protective caps from the connectors. Connect the electrical connectors
to the radar RTA (1). Remove the tags.
PO
WARNING: THE AREA WITHIN THE SCAN ARC OF AN OPERATING
WEATHER RADAR SYSTEM CAN BE A HAZARDOUS AREA.
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EVEN THOUGH THE RTA HAS A HAZARDOUS SCAN ARC
OF APPROXIMATELY TWO FEET (0.6 METER), A 15 FOOT
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(4.57 METER) ARC SHOULD BE FLAGGED OFF BEFORE

OPERATING. DO NOT OPERATE IN ANY MODE EXCEPT
STBY OR TEST WHEN THE ANTENNA MIGHT SCAN OVER
PERSONNEL WITHIN THAT RANGE.
G
REFER TO FAA ADVISORY CIRCULAR 20-68B ON THE

IN
RADIATION HAZARDS ASSOCIATED WITH GROUND

OPERATION OF AIRBORNE RADAR. FOR ADDED SAFETY IN
MODES OTHER THAN STBY OR TEST, OPERATE OUTSIDE THE
N
BUILDING WITH THE ANTENNA TILTED UP AND WITH SEC

AI
SCAN ON.
AT NO TIME SHOULD THE RADAR BE PERMITTED TO
TR
TRANSMIT INSIDE THE HANGAR.

(4) Do the Airplane Leveling procedure in Chapter 08-00-00 of the OEM AMM.
(5) Do the TASK 34-40-03-820-805 Weather Radar Receiver/Transmitter Antenna (RTA) -
R
Adjustment/Test - Adjustment Test.

FO
(6) Place a digital inclinometer on flat side of hinge mounting face of the radar Antenna
Base to measure Antenna Base Roll, refer to Figure 402 (Position A).
(a) Make sure the Antenna Base is ± 0.1° of aircraft roll axis measured in Step (4).
(7) Place the inclinometer on left and right side of the Antenna Base and below the hinge
to measure the Antenna Base Pitch, refer to Figure 402, (Positions B and C).
(a) Make sure the Left and Right Antenna Base should be ± 0.1° of aircraft Pitch axis
measured in Step (4).
(8) Place inclinometer on Antenna Faceplate to measure Pitch, refer to Figure 402,
(Position D).
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(a) Make sure Antenna Faceplate Pitch is ± 0.25° of Antenna Base Pitch.

LY
EQUIPMENT.
(9) Apply electrical power to the aircraft.
N
(10) Cycle power to the RTA by opening and closing the related circuit breaker. Refer to
O
the OEM AMM.
(11) On the PFD, make sure the operating mode is STBY.
S
(12) Place the inclinometer on the Radar Antenna Faceplate.
SE
(a) Make sure that the antenna should Boresight (0° Pitch & 0° Roll relative), and PFD
1, PFD 2 and MFD show STBY annunciation at RDR status at R-LSK2 of PFD 1,
PFD 2 and MFD.
PO
(13) If the Radar Antenna Faceplate is not within limits, repeat the TASK 34-40-03-400-803
Weather Radar Receiver/Transmitter Antenna (RTA) - Removal/Installation - Installation
procedure while adjusting the shimming between the RTA assembly base plate and the
R
radome bulkhead, then repeat this procedure in its entirety.
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(14) Remove electrical power from the aircraft.

G
IN
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POSITION "A" POSITION "C"
PO POSITION "B"
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B
R
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POSITION "D"
Weather Radar RTA – RTA Leveling

Figure 402
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F. Installation Test
(1) Do TASK 34-40-00-710-802 Weather Radar System - Adjustment/Test - Operational
Test.
G. Close Up
(1) Do TASK 34-40-03-820-805 Weather Radar Receiver/Transmitter Antenna (RTA) -
Adjustment/Test - Adjustment Test.
(2) Install the radome. Refer to the OEM AMM.
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WEATHER RADAR RECEIVER/TRANSMITTER ANTENNA (RTA) - ADJUSTMENT/TEST
TASK 34-40-03-700-804
1. General
A. The data in this section gives the steps to do the Adjustment Test of the Weather Radar
Receiver/Transmitter Antenna (RTA). The service technician is expected to use Best
LY
N
O
TASK 34-40-03-820-805
2. Adjustment Test
S
A. General
SE
(1) The Receiver/Transmitter Antenna (RTA) is an X-band weather radar antenna located
in the radome that detects wet precipitation, moisture-based turbulence (optional), and
PO
ground feature returns in front of the airplane.

R
PU

Volts DC)
G

IN
Commercially Available Safety Equipment: Rope, Cones, Etc. necessary for

flagging of a 120° arc hazard area.
N
AI
C. Job Setup
TR

R

FO

switch to ON.
(f) Make sure the following CB is OPEN:
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1) WXR
(h) If the radome is installed, open or remove the radome to access the radar antenna.
this test.
D. Procedure
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WARNING: The area within the scan arc of an operating Weather Radar System
N
can be a hazardous area. The RTA has a hazardous scan arc of
about 2 ft., however, a 15 ft. 120° arc should be flagged off before
O
operating.
S
DO NOT operate in any mode except STBY or TEST when the
antenna might scan over personnel within that range. Refer to FAA
SE
Advisory Circular 20-68B on the radiation hazards associated with
ground operation of airborne radar.
PO
Only authorized and qualified personnel should be allowed to
operate the Weather Radar System. The steps in this procedure
are performed inside the hangar. However, test operators must be
careful to operate the system only in STBY or TEST modes.
R
At no time should the radar be permitted to transmit inside the
PU
hangar.
(1) Level the aircraft per the OEM AMM test procedure as required.
(a) Make sure the aircraft is at 0.0° ± 0.1° pitch and roll.
G
(b) Document the pitch and roll angles.

IN
(2) Set the following CB to CLOSED.

(a) WXR
N
(3) Make sure the WXR is operating in Stby mode.

AI
(a) Make sure the faceplate moves to an approximate 0 degrees pitch and roll (boresite
position).
TR
(b) A cyan STBY annunciation shows on Primary Flight Display (PFD) 1.

(4) Place inclinometer on tilt and scan mechanism of the radar pedestal assembly to
measure the antenna roll angle.
R
(a) The antenna roll angle must be ± 0.1° of the aircraft roll angle measured in Step (1).
FO
NOTE: If angles are out of tolerance, refer to Figure 501 for adjustment
procedures.
(5) Place inclinometer on antenna faceplate to measure the faceplate pitch angle.
NOTE: Make sure the edge of inclinometer is between the vertical rows of folder
tabs on the faceplate surface. Try to make all measurements at the
same location.
(a) Antenna faceplate pitch angle must be ± 0.25° of the aircraft pitch angle measured
in Step (1).
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CAUTION: TURN OFF POWER TO UNIT BEFORE DISCONNECTING ANY

UNIT FROM WIRING. DISCONNECTING THE UNIT WITHOUT
TURNING POWER OFF MAY CAUSE VOLTAGE TRANSIENTS
THAT CAN DAMAGE THE UNIT.
(6) If any angles are out of tolerance, refer to Figure 501 for adjustment procedures.
NOTE: If any adjustments are required, repeat Step (2) through Step (5).
(a) WXR
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Antenna Pitch and Roll Angle Measurements

Figure 501
FO
E. Close Up
switch to OFF.
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Rockwell Collins
WEATHER RADAR RECEIVER/TRANSMITTER ANTENNA (RTA) - VISUAL INSPECTION
TASK 34-40-03-900-806
1. General
A. The data in this section gives the steps to do the Visual Inspection of the Weather Radar
Receiver/Transmitter Antenna (RTA). The service technician is expected to use Best
LY
N
O
TASK 34-40-03-210-807
2. Visual Inspection
S
A. General
SE
(1) The Receiver/Transmitter Antenna (RTA) is an X-band weather radar antenna located
in the radome that detects wet precipitation, moisture-based turbulence (optional), and
PO
ground feature returns in front of the airplane.
R
Task Title
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Removal/Installation - Removal
G
Removal/Installation - Installation
IN

N

AI
Commercially Available Brush, Soft Bristled

TR
D. Consumable Materials
R

FO
005–0810–000 Lubricant, Grease (MIL-PRF-23827)

Commercially Available MicroCare VeriCleanTM (Cleaning Agent)
Commercially Available BIOACT SC-10 (Cleaning Agent)
Commercially Available Cloth, Lint Free
E. Job Setup
(a) Make sure electrical power is not connected to the aircraft.
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(b) (Applies to B200GT, B200CGT only) At the outboard Pilot Sub-Panel, make sure
the BATT switch is set to OFF.
(c) (Applies to C90GTi, B300, B300C only) At the outboard Pilot Sub-Panel, make sure
the BATT and EXT PWR switches are set to OFF.
(d) Make sure the AVIONICS MASTER POWER switch is set to OFF.
(e) Set the following Circuit Breaker (CB) to OPEN:
1) WXR
(f) Remove the antenna radome to access the RTA.
LY
F. Procedure
N
(1) Examine all external surfaces and components of the RTA looking for the following:
O
(a) Contaminants, such as dirt or grease build up.
(b) Loose, damaged, or missing components.
S
(c) Loose parts or objects that prevent the RTA from full range of travel.
SE
(d) If contaminants are found, refer to Step (2).
(e) If loose, damaged, or missing components are found, refer to Step (3).
(2) If contaminants are found on the RTA, do the following:
CAUTION:
PO
The scan and tilt axis bearings are lifetime lubricated. Cleaning
agents should not contact these parts.
R
(a) With the use of a soft bristled brush and cleaning agent, clean all contaminated
areas.
PU
(b) After cleaning is complete, apply a moderate amount of grease lubricant to the
contacting surface teeth of the scan/tilt gears and sectors.
NOTE: Make sure that all mechanically mating parts, especially the scan
G
and tilt mechanism, are adequately lubricated at the mating surfaces.

IN
(c) Wipe any excess grease from the surrounding areas with a lint free cloth.
(3) If loose, damaged, or missing components are found on the RTA, do the following:
N
(a) Remove the damaged RTA, TASK 34-40-03-000-802 Weather Radar

AI
Receiver/Transmitter Antenna (RTA) - Removal/Installation - Removal.

(b) Install the new RTA, TASK 34-40-03-400-803 Weather Radar Receiver/Transmitter
TR
Antenna (RTA) - Removal/Installation - Installation.
G. Close Up
R

FO
(a) Install the antenna radome.

(b) Set the following CB to CLOSED:
1) WXR
switch to OFF.
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Rockwell Collins
RADIO ALTIMETER SYSTEM - COMPONENT LOCATION
Figure 101
ALT-4000 1 1 Figure 101
LY
serviced.
N
O
S
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PO
R
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IN
N
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IN
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AI
TR
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Radio Altimeter System – Component Location

Figure 101
FO
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RADIO ALTIMETER SYSTEM - ADJUSTMENT/TEST
TASK 34-42-00-700-801
1. General
A. The data in this section gives the steps to do the Operational Test of the Radio Altimeter
System. The service technician is expected to use Best Standard Practices to do this
procedure.
LY
N
O
TASK 34-42-00-710-802
2. Operational Test
S
A. General
SE
(1) The Radio Altimeter System provides the aircraft with altitude information during the
approach phase of flight by measuring the height above the ground when the aircraft
PO
is within 2500 feet of the ground. This information is used by the autopilot function
during approach.
R
PU

G
Volts DC)
IN
C. Job Setup
N
AI

TR

R
FO
switch to ON.
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D. Procedure
(a) RAD ALT
1) A red RAD flag shows on PFD 1 and PFD 2.
(a) RAD ALT
1) The red RAD flag does not show on PFD 1 and PFD 2.
LY
2) A Radio Altimeter value of 0 feet shows on PFD 1 and PFD 2.
(3) On the Overhead Panel, push the Annunciator Test button.
N
(a) A green 50 feet Radio Altimeter Test altitude shows while the button is pushed
on PFD 1 and PFD 2.
O
E. Close Up
S
SE
switch to OFF.
PO
R
PU
G
IN
N
AI
TR
R
FO
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RADIO ALTIMETER TRANSCEIVER - REMOVAL/INSTALLATION
TASK 34-42-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the Radio Altimeter
Transceiver (ALT-4000). The service technician is expected to use Best and Standard
LY
N
O
TASK 34-42-01-000-802
2. Removal
S
A. Job Setup
SE
PO
R
PU
location(s).
(4) Gain access to the Radio Altimeter transceiver, refer to Figure 401.
G
B. Procedure
IN

N

AI

TR

EQUIPMENT.
R
(1) Disconnect the transmitter electrical connector at receptacle J1 (4) and the receiver
FO
connector at receptacle J2 (3) on the Radio Altimeter transceiver(1).

(3) Loosen the two thumbscrews knobs (2), hold the handle (5), and pull the Radio
Altimeter transceiver (1) away from the equipment tray.
(4) Remove the Radio Altimeter transceiver (1) from the aircraft.
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N
O
S
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PO
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G
IN
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TR
R
FO
Radio Altimeter Transceiver – Removal/Installation

Figure 401
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TASK 34-42-01-400-803
3. Installation
Task Title
TASK 34-42-00-710-802 Radio Altimeter System - Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the Radio Altimeter mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI
EQUIPMENT.
TR
(2) Hold the handle (5) and position the Radio Altimeter (1) onto the equipment tray.
(3) Tighten the two thumbscrew knobs (3) to safety the Radio Altimeter (1) to the equipment
tray.
R
(4) Connect the transmitter connector at receptacle J1 (4) and the receiver connector at
FO
receptacle J2 (3) on the Radio Altimeter transceiver (1).

EQUIPMENT.
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(1) Do the TASK 34-42-00-710-802 Radio Altimeter System - Adjustment/Test - Operational
Test.
E. Close Up
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N
O
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IN
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TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) II - COMPONENT LOCATION
Figure 101
TTR-4100 1 1 Figure 101
TRE-920 1 2 Figure 101
LY
N
serviced.
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Traffic Alert and Collision Avoidance System (TCAS) II – Component Location

Figure 101
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TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) II - ADJUSTMENT/TEST
TASK 34-43-00-700-801
1. General
A. The data in this section gives the steps to do the Operational Test of the Traffic Alert and
Collision Avoidance System (TCAS) II. The service technician is expected to use Best
LY
N
O
TASK 34-43-00-710-802
2. Operational Test
S
A. General
SE
(1) The Traffic Alert and Collision Avoidance System (TCAS) II provides graphical
representation of aircraft in proximity to the subject aircraft. The system also provides
impending collision course.

PO
advisories for traffic within a threatening surrounding area and for traffic on an

R
a. TCAS Power Up
PU
b. TCAS Self Test (XPDR1/ADS1)

c. TCAS Self Test (XPDR2/ADS2)
d. TCAS Inputs
G
e. Bearings Check.
IN

N
AI

TR
Volts DC)
IFR-6000 XPDR/DME TCAS/ADS-B/TIS Test Set
R
Commercially Available Weight On Wheels Simulator (Optional)

FO
C. Job Setup

EQUIPMENT.
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LY
this test.
(3) Make sure the Air Data System (ADS) is operational before doing this test.
N
(4) Make sure the Air Traffic Control (ATC) Transponder System is operational before
O
doing this test.
S
(a) WXR
SE
(b) DME1
(c) DME2 (Option)
(6) Make sure the system is configured as follows:
PO
(a) Autopilot is coupled left, indicated by the CPL arrow pointing left on each Primary
Flight Display (PFD).
R
(b) The left PFD is sourced on AHS1 and ADS1, and there are no yellow AHS 1 [2] or
ADS 1 [2] annunciations on the PFDs.
PU
(7) Set up the IFR-6000 test set in accordance with the manufacturer’s instructions.
D. TCAS Power Up Test

G
(1) On the No. 1 Cursor Control Panel (CCP), push the PFD button.
IN
(a) The pilot cursor shows on PFD 1.

NOTE: The term PFD refers to each outboard Adaptive Flight Display (AFD).
N
PFD 1 is the No. 1 AFD and PFD 2 is the No. 3 AFD. The No. 2 AFD
is also referred to as a Multifunction Display (MFD).
AI
(2) On the PFD 1 touchscreen, push the home icon.

TR
(a) The PFD Format Selection dialog box shows on PFD 1.

(3) In the PFD Format Selection dialog box, select the two window format.
(4) Select the upper window format, and then select the Tune icon.
R
(5) Select the Done button.

FO
(a) The Tuning window shows on PFD 1.

(6) Select the XPR/TFC icon in the menu title.
(a) The TFC Tuning page shows on PFD 1.
(7) Repeat Step (1) through Step (6) for the copilot side.
NOTE: The results for the copilot side will be the same as the pilot side.
(8) On the TFC Tuning page, deselect the Auto check box.
(9) Select Mode: Stby
(10) Select XPDR Sel: XPDR1.
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(a) A yellow TCAS Fail annunciation shows on the PFDs.

(b) A yellow TCAS Fail CAS message shows on the MFD.
(a) TCAS
(b) The TCAS Fail CAS message is not shown on the MFD.
1) The TCAS Fail annunciation is replaced with a cyan TCAS Off annunciation
on the PFDs.
LY
(12) On the TFC Tuning page, set the following:
(a) Mode: TA Only
1) TCAS Off is replaced by a cyan TA Only annunciation on the PFDs.
N
O
E. TCAS Self Test (XPDR1/ADS1)
(1) On the Multifunction Keypad Panel (MKP), push the MAP key.
S
(a) A MAP window shows on the MFD.
SE
(2) Select the Ovly (overlay) icon.
(a) The Map overlay menu shows.
PO
(3) If needed, select Traffic, and then close the menu.
(a) Menu is closed.
(4) On the Map window, set cursor over the Map.
R
(5) With the use of Cursor Control Panel (CCP) 1, rotate the small knob to set the Map
PU
range to 5 nautical miles (nm).

(6) On CCP 1, push the PFD button.
(a) The pilot’s cursors is repositioned on PFD 1.
G
(7) Select the Test button in the TFC Tuning window.

IN
(a) On PFD 1/2 (HSI) and MFD:

1) TCAS Test annunciation shows
N
2) Targets show:
AI
a) Red ■ (+02) at 2 nm, BRG = 90º

b) Yellow ↑● (-02) at 2nm, BRG = 270º
TR
c) Cyan ↓♦ (-10) at 3.6 nm, BRG = 30º

d) Cyan ◊ (+10) at 3.6 nm,BRG = 330º
R
On PFD 1/2 (ADI), TCAS path cues show.

FO
(b) TCAS SYSTEM TEST OK sounds.
F. TCAS Self Test (XPDR2/ADS2)

(1) On the PFD2 TFC Tuning window, use the CCP2 to set:
(a) Control Mode: Alt On.
(b) XPDR Sel: XPDR2
(2) Push the Flight Guidance Panel (FGP) CPL button to couple the system to the copilot
side.
(a) The coupling arrow points right.
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(b) On the TFC Tuning page, XPDR2 is selected in cyan and ADS2 Altitude is indicated.
(3) On the TFC Tuning page, select the Test button.
(a) On PFD 1/2 (HSI) and MFD, TCAS:
1) Test annunciation shows
2) Targets show:
a) Red ■ (+02) at 2 nm, BRG = 90º
b) Yellow ↑● (-02) at 2nm, BRG = 270º
LY
c) Cyan ↓♦ (-10) at 3.6 nm, BRG = 30º
d) Cyan ◊ (+10) at 3.6 nm,BRG = 330º.
N
On PFD 1/2 (ADI), TCAS path cues show.
O
(b) TCAS SYSTEM TEST OK sounds.
S
G. TCAS Inputs Test
SE
(1) Set the aircraft Weight On Wheels (WOW) to In Air.
(2) On the PFD 1 TFC Tuning page, set the following:
(a) Control Mode: TA/RA
(b) XPDR SEL: XPDR1
1) A cyan TA Only shows on the PFDs.
PO
R
PU
(a) AHS1
(b) AHS1 SEC
(c) AHS2
G
(d) AHS2 SEC

IN
(e) A yellow TCAS Fail shows on the PFDs.

(f) A yellow TCAS Fail CAS message shows on the MFD.
N

AI
(a) AHS1
(b) AHS1 SEC
TR
(c) AHS2
(d) AHS2 SEC
(e) The TCAS Fail annunciations do not show.
R
(f) A cyan TA Only shows on the PFDs.

FO

(a) RAD ALT
1) A yellow TCAS Fail shows on the PFDs.
2) A yellow TCAS Fail CAS message shows on the MFD.
(a) RAD ALT
1) The TCAS Fail annunciations do not show.
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(a) ADS1
(b) ADS2
LY
(a) ADS1
(b) ADS2
N
O
S
(a) XPDR1
SE
(10) On the TFC Tuning page set the following:
(a) XPDR Sel: XPDR2
PO
R
PU

(a) XPDR1
G
(a) XPDR2
IN

N

AI
(a) XPDR2
TR

(14) On the TFC Tuning page, select the Test button.
(a) No TCAS Test annunciation shows.
R
(b) TCAS Test does not execute.

FO
NOTE: The TCAS test function is disabled in flight (WOW In Air).
H. Bearings Check
(1) On the TCAS Test Set, configure a target scenario using the following parameters:
(a) INTRUDER TPE: Mode S
(b) RANGE: 12.00 nm
(c) RANGE RATE: 0 kts
(d) ALT: 1000 ft
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(e) ALT RATE: 0 ft

(2) Use the cockpit CCPs to set the display range to 20 nm on all three displays.
NOTE: Adapt the display range according to the selected scenario on the TCAS
Test Set.
(3) Use the fuselage to mask the upper antenna, and place the Test Set in view of the
lower TCAS antenna.
(4) On the TCAS Test Set, set the antenna range and height on the SETUP-TCAS page.
(5) Run the Test Set scenario, check all quadrants by walking around the aircraft with the
LY
test set, and let the scenario to run until results are verified.
(a) Throughout the test simulation, Intruder shows in the cockpit display, at the
N
approximate bearing of the test set.
O
(6) If needed, mask the lower antenna, and place the test set in view of the upper TCAS
antenna.
S
(7) On the TCAS Test Set, set the antenna range and height on the SETUP-TCAS page.
SE
(8) To test the upper TCAS antenna, repeat Step (5).
I. Close Up
PO
(1) Set the Avionics Master Power switch to Off position.
(2) Turn off Battery switch at the left sub-panel.
(3) As needed, set the aircraft WOW on ground.
R
PU
G
IN
N
AI
TR
R
FO
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TCAS TRANSMITTER/RECEIVER - REMOVAL/INSTALLATION
TASK 34-43-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the TCAS
Transmitter/Receiver (TTR), (TTR-4100). The service technician is expected to use Best
LY
N
O
TASK 34-43-01-000-802
2. Removal
S
A. Job Setup
SE
PO
R
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location(s).
(4) Gain access to the TCAS Transmitter/Receiver (TTR), refer to Figure 401.
NOTE: The TTR-4000 is located at the forward end of the bottom tail equipment
G
shelf.
IN
(5) Prior to removal of the TCAS TTR, push the TTR Test push button (2), refer to Figure
TCAS Transmitter/Receiver – Controls and Displays.
N
(a) If the green Pass light is on during this self-test, do not remove the TTR.
AI
B. Procedure
TR

R

FO

EQUIPMENT.
(1) Loosen the two thumbscrews knobs (3), hold the handle (4), and pull the TTR (1) away
from the equipment tray.
(3) Remove the TTR (1) from the aircraft.
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N
O
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G
IN
N
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TR
R
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TCAS Transmitter/Recevier – Removal/Installation

Figure 401
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TASK 34-43-01-400-803
3. Installation
Task Title
TASK 34-43-00-710-802 Traffic Alert and Collision Avoidance System (TCAS) II -
Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the TCAS Transmitter/Receiver (TTR) mounting location, refer to Figure
R
401.
PU
NOTE: The TTR-4000 is located at the forward end of the bottom tail equipment
shelf.
C. Procedure
G

IN
N

AI

TR

EQUIPMENT.
R

(2) Hold the handle (4) and position the TCAS RT (1) onto the equipment tray.
FO
(3) Tighten the two thumbscrew knobs (3) to safety the TCAS RT (1) to the equipment tray.

EQUIPMENT.
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(1) Do the TASK 34-43-00-710-802 Traffic Alert and Collision Avoidance System (TCAS)
II - Adjustment/Test - Operational Test.
E. Close Up
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G
IN
N
AI
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EFFECTIVITY
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TCAS DIRECTIONAL ANTENNA - REMOVAL/INSTALLATION
TASK 34-43-03-900-801
1. General
A. The data in this section gives removal and installation procedures for the Traffic Alert and
Collision Avoidance System (TCAS) Directional Antenna (TRE-920). The service technician
is expected to use Best and Standard Practices to do these procedures.
LY
N
O
TASK 34-43-03-000-802
2. Removal
S
A. Job Setup
SE
PO
R
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(4) Gain access to the TCAS Directional Antenna, refer to Figure 401.
NOTE: The TCAS Directional Antennas are located on the top and bottom of
the fuselage.
G
B. Procedure
IN

N
AI

TR

(1) Remove any sealant and foam plugs from around the four mounting screws.
(2) Remove the four screws (2) from around the antenna base.
R
(3) Carefully break the seal between the antenna and the airplane skin surface.
FO

EQUIPMENT.
(4) Disconnect the coaxial cables from the four antenna receptacles (3) and safety the
cables so they will not fall into the antenna opening.
(6) Remove the TCAS Directional Antenna (1) from the aircraft.
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N
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PO
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TCAS Directional Antenna – Removal/Installation
Figure 401
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TASK 34-43-03-400-803
3. Installation
G
IN
Task Title
N
TASK 34-43-00-710-802 Traffic Alert and Collision Avoidance System (TCAS) II -

AI
Adjustment/Test - Operational Test

TR

R

FO
Commercially Available Torque Wrench (25 ± 5 inch pounds)
C. Consumable Materials

MIL-C-38736 Solvent, Desoclean CA 120
NAS160-153 Packing
Commercially Available Sealant, weather/aerodynamic quality
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676-3291-002 Rubber Plugs
RTV-3145, or equivalent Sealant, Dow Corning gray
AMS-S-8802 Type II, Class B1/2 Sealant
Alodine 1200, 1200S, 1201, 1203 Chemical Conversion Coating for Aluminum and
and 600 Aluminum Alloys
LY
D. Job Setup
N
O
TO PERSONNEL.
S
SE
PO
(2) Gain access to the TCAS Directional Antenna mounting location, refer to Figure 401.
NOTE: The TCAS Directional Antennas are located on the top and bottom of
the fuselage.
R
PU
E. Procedure
G

IN

N
(1) Do these antenna bonding procedures in steps (2) through (6) below.
AI
NOTE: The pattern and efficiency of an antenna is dependant upon a low

impedance (Z) path to the ground plane. It is imperative that a uniform
resistance and capacitance be maintained between the contacting
TR
surface of the antenna and the surface on which it is mounted. The

mating surface between the antenna and the base must be smooth and
contoured to match, keeping the mating surfaces in actual contact.
R
(2) Determine the contact area of the antenna to be mounted.

FO
WARNING: USE SOLVENT ONLY IN AN ADEQUATELY VENTILATED AREA.

(3) Clean all grease, oil and other non-conductive films from the contact surfaces of the
antenna, spacer and the mounting surface of the fuselage using solvent (MIL-C-38736).
WARNING: USE RUBBER GLOVES WHEN HANDLING CHEMICAL

CONVERSION COATING (ALODINE).
CAUTION: DO NOT USE EMERY OR IRON OXIDE PAPER/CLOTH IN
REMOVING NON-SOLUBLE FILMS FROM THE CONTACT AREA.
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(4) Apply chemical conversion coating (Alodine 1200) to the area with a clean pad, sponge
or equivalent applicator. Keep the area wet for 5 minutes or until the film develops.
(5) Use low pressure water to gently wash the area to neutralize and remove the excess
coating.
(6) Allow the area to thoroughly dry for a maximum of one hour prior to installation of the
mating parts.
NOTE: If the drying time exceeds one hour, retouch the area with coating and
neutralize with water.
LY
(7) Install the antenna, do steps (8) through (16) below.
(8) Install an NAS160-153 packing in the groove on the fuselage facing side of the antenna.
N
O
EQUIPMENT.
S
SE
CAUTION: DO NOT ALTER THE LENGTH OF ANY COAXIAL CABLE. A
CHANGE IN LENGTH COULD AFFECT SYSTEM OPERATION.
PO
(10) Position the antenna and connect the appropriate cable to color coded J1, J2, J3 and
J4 (3) of the antenna (1). Apply sealant (AMS-S-8802 Type II) around the area where
coaxial cables pass through the skin.
R
NOTE: Any excess coaxial cable should be stored inside the airplane.
PU
(11) Safety with four mounting screws (2).

NOTE: Stainless steel socket head cap screws are recommended. Zinc,
cadmium plated, or aluminum alloy screws are not recommended.
G
(12) Tighten the screws to near contact with the bearing surface and torque to 25 ± 5 inch
pounds.
IN
NOTE: If the screws are not uniformly torqued, the radiation pattern of the
antenna may be affected.
N
(13) Apply any weather/aerodynamic fillet of sealant to the periphery of the antenna and
AI
shape as necessary.
TR
NOTE: The height of the sealant bead should not exceed 2.5 mm (0.1 inch).
(14) Install the four foam rubber plugs (P/N 676-3291-002) in the antenna mounting holes,
pushing them down below the antenna surface. Cover the plugs with a layer of Dow
Corning gray RTV-3145 or equivalent sealant. Feather sealant over mounting holes
R
and remove any excess sealant.

FO
(15) Retouch the painted area around the antenna as required.

EQUIPMENT.
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F. Installation Test
(1) Do the TASK 34-43-00-710-802 Traffic Alert and Collision Avoidance System (TCAS)
II - Adjustment/Test - Operational Test.
G. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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34-43-03 Dec 02/14
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N
IN
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N
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Rockwell Collins
GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS) - COMPONENT LOCATION
Figure 101
GPS-4000S 1 2 Figure 101
LY
serviced.
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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S
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PO
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G
IN
N
AI
TR
R
FO
Global Navigation Satellite System – Component Location

Figure 101
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GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS) - ADJUSTMENT/TEST
TASK 34-52-00-700-801
1. General
A. The data in this section gives the steps to do the Operational Test of the Global Navigation
Satellite System (GNSS). The service technician is expected to use Best Standard Practices
to do this procedure.
LY
N
O
TASK 34-52-00-710-802
2. Operational Test
S
A. General
SE
(1) The Global Positioning System (GPS) provides the aircraft with Positioning Data.
The GPS is a type of Global Navigation Satellite System (GNSS) receiver. The GPS
PO
System provides the GNSS calculated position data, which include the calculated
Latitude/Longitude position, the number of satellites tracked, and any satellite faults
that have been sensed. It includes also the GNSS information items, like the GNSS
R
computed altitude above sea level, computed height above ground, the current GNSS
mode and GNSS accuracy measurements. The GNSS data are used as part of the
PU
Flight Management System (FMS) hosted in the displays.

a. GPS1 Time and Date
G
b. GPS1 Self Test

IN
c. GPS1 Position Initialization

d. GPS1 Failure
N
e. GPS2 Time and Date (Option)

AI
f. GPS2 Self Test (Option)

g. GPS2 Position Initialization (Option)
TR
h. GPS2 Failure (Option).

R

FO

Volts DC)
C. Job Setup
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switch to ON.
LY
N
O
(f) Make sure there are no OMS fault messages related to the GPS System. Correct
as required.
S
1) GNSS1
SE
2) GNSS2 (Option)
(h) Make sure the aircraft Weight On Wheels (WOW) is set to On Ground position.
PO
NOTE: To make sure proper acquisition of the GPS signal occurs, the aircraft
must be located outside of the hangar. If the aircraft is inside the hangar,
the test can be performed while using GPS repeaters. In this case the
R
GPS repeaters will need to be checked for proper operation before
PU
conducting the test.
D. GPS1 Time and Date

(1) On the Multifunction Keypad Panel (MKP), push the FMS button.
G
(a) On the Multifunction Display (MFD), the FMS window shows.

IN
(b) The pilot cursor locates on the MFD.

(2) Select the Setup icon in the FMS Menu bar.
N
(a) On the MFD, the FMS - Status page shows.

AI
(3) Select the Database tab.

TR
(a) On the MFD, The FMS - Database page shows.

(4) Select the UTC field.
NOTE: The system uses Universal Time Coordinated (UTC). The UTC time
R
zone is dented by the letter Z (Zulu).

FO
(a) On the MFD, the UTC field shows 12:34Z.
(6) Select the Date field.
(7) On the MKP, enter 01JAN14 and push the ENTER button.
(a) On the MFD, the Date field shows 01JAN14.
(a) GNSS1
1) Wait for the GPS1 to initialize and receive data. This can take up to 10 minutes.
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2) On the MFD, the UTC and Date fields update to correspond to the current
UTC time and date.
E. GPS1 Self-Test
(1) On the GPS1 front panel, push the TEST button.
(a) On GPS1 front panel observe the LRU STATUS and ANTENNA FAIL LEDs,
1) ANTENNA FAIL turns red (≈2 sec.).
2) Then, LRU STATUS turns green (≈2 sec.) and ANTENNA FAIL remains red
LY
(≈2 sec.).
3) Then, LRU STATUS turns off (≈2 sec.) and ANTENNA FAIL turns off (≈2 sec.).
N
4) Then, LRU STATUS turns green (≈30 sec.) and ANTENNA FAIL remains off.
O
5) Then, LRU STATUS turns off and remains off and ANTENNA FAIL remains off.
F. GPS1 Position Initialization
S
NOTE: The following steps use KBEC for the initialization test. If the test is
SE
conducted at another airport, use the local airport identifier instead.
(2)
(a) GNSS1
On the MKP, push the FMS button.
(a) On the MFD, a FMS window shows.
PO
R
(b) The pilot cursor locates on the MFD.
PU
(3) On the MFD, select the Setup icon in the FMS Menu bar.
1) If necessary, select the Status tab.
G
2) If necessary, select the FMS tab under the Status tab.

IN
(4) Select the Airport field at the bottom of the page.

(5) On the MKP, enter KBEC and push the ENTER button.
N
(a) On the MFD, the Lat-Long of the KBEC airport shows (N37°41.xx W097°12.xx).
AI
(6) Select the Load button on the right of the Airport line.
TR
(a) On the FMS - Status page, the FMS1 Position reflect the entered position
(N37°41.xx W097°12.xx).
R
(a) GNSS1
(8) Observe the FMS1 and FMS2 position readouts.
FO
(a) As the GPS acquires the real ship position, it overwrites and refines the FMS
position. FMS1 and FMS2 positions reflect the real aircraft position.
NOTE: If the airport identified used for initialization is the airport where the
aircraft is located for the test, the new position will be very close to
the initialization one.
G. GPS1 Failure
(1) On the MFD, select the Sensors tab under the FMS Menu bar.
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(a) On the MFD, the FMS Sensors - GNSS page shows.

(b) The GNSS1 Info window is populated with data.
(a) GNSS1
(b) On the MFD, the GNSS1 Info window does not show data.
(a) GNSS1
LY
(b) On the MFD, the GNSS1 Info window populates with data and the Mode line
shows Acquisition.
N
H. GPS2 Time and Date Set (Option)
O
NOTE: Do this test only if the optional second GPS is installed.
S
(a) GNSS1
SE
(2) On the MKP, push the FMS button.
(a) On the MFD, a FMS window shows.
(3)
(b) The pilot cursor shows on the MFD.
Select the Setup icon on the FMS Menu bar. PO
(a) ON the MFD, the FMS - Status page shows.
R
(4) Select the Database icon.
PU
(a) On the MFD, the FMS - Database page shows.

(5) Select the UTC field.
NOTE: The system uses UTC. The UTC time zone is dented by the letter Z
G
(Zulu).
IN
(a) On the MFD, the UTC field shows 12:34Z.
N
(7) Select the Date field.

AI
(8) On the MKP, enter 01JAN14 and push the ENTER button.
(a) On the MFD, the Date field shows 01JAN14.
TR

(a) GNSS2 (Option)
R
(b) Wait for the GPS2 to initialize and receive data. This can take up to 10 minutes.
FO
(c) On the MFD, the UTC and Date fields update to correspond to the current UTC
time and date.
I. GPS2 Self Test (Option)

(1) On the GPS2 front panel, push the TEST button.
(a) On GPS2 front panel observe the LRU STATUS and ANTENNA FAIL LEDs,
1) ANTENNA FAIL turns red (≈2 sec.).
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2) Then, LRU STATUS turns green (≈2 sec.) and ANTENNA FAIL remains red
(≈2 sec.).
3) Then, LRU STATUS turns off (≈2 sec.) and ANTENNA FAIL turns off (≈2 sec.).
4) Then, LRU STATUS turns green (≈30 sec.) and ANTENNA FAIL remains off.
5) Then, LRU STATUS turns off and remains off and ANTENNA FAIL remains off.
J. GPS2 Position Initialization (Option)

LY
NOTE: The following steps use KBEC for the initialization test. If the test is
conducted at another airport, use the local airport identifier instead.
N
O
(a) GNSS2 (Option)
(2) On PFD1, select the Nav Source annunciation FMS1 to open the Nav Source dialog box.
S
(3) In the Nav Source dialog box, select FMS2 and then close the dialog box.
SE
(a) On the MFD, the FMS page shows FMS1 on the left of the FMS Menu bar.
(4) On the MFD, select the Setup icon in the FMS Menu bar.
PO
1) If necessary, select the Status tab.
2) If necessary, select the FMS tab under the Status tab.
R
(5) Select the Airport field at the bottom of the page.
PU
(a) On the MFD, the Lat-Long of the KBEC airport shows (N37°41.xx W097°12.xx).
(7) Select the Load button on the right of the Airport line.
G
(a) On the FMS - Status page, the FMS2 Position reflect the entered position
IN
(N37°41.xx W097°12.xx).
N
(a) GNSS2 (Option)

AI
(9) Observe the FMS1 and FMS2 position readouts.

(a) As the GPS acquires the real ship position, it overwrites and refines the FMS
TR
position. FMS1 and FMS2 positions reflect the real aircraft position.
NOTE: If the airport identified used for initialization is the airport where the
aircraft is located for the test, the new position will be very close to
R
the initialization one.

FO
K. GPS2 Failure (Option)

(1) On the MFD, select the Sensors tab under the FMS Menu bar.
(a) On the MFD, the FMS Sensors - GNSS page shows.
(2) Select the GNSS2 Info Tab.
(a) On the MFD, the GNSS2 Info window shows.
(b) The GNSS2 Info window data is populated.
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(a) GNSS2 (Option)
1) On the MFD, the GNSS2 Info window does not show data.
(a) GNSS2 (Option)
1) On the MFD, the GNSS2 Info window populates with data and the Mode line
shows Acquisition.
LY
L. Close Up
N
O
switch to OFF.
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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GLOBAL POSITIONING SYSTEM (GPS) RECEIVER - REMOVAL/INSTALLATION
TASK 34-52-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the Global Positioning
System (GPS) Receiver, (GPS-4000S). The service technician is expected to use Best and
LY
N
O
TASK 34-52-01-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the GPS receiver, refer to Figure 401.
TR
B. Procedure

R
FO

EQUIPMENT.
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(2) Hold the handle (3) and slowly pull the GPS receiver (4) away from the equipment tray
(2) to disengage the electrical connector.
(3) Remove the GPS receiver (4) from the aircraft.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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34-52-01 Dec 02/14
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
GPS Receiver – Removal/Installation

Figure 401
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TASK 34-52-01-400-803
3. Installation
Task Title
TASK 34-52-00-710-802 Global Navigation Satellite System (GNSS) - Adjustment/Test -
Operational Test
LY
B. Job Setup
N
O
PERSONNEL.
S
SE
PO
(2) Gain access to the GPS receiver mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI

EQUIPMENT.
TR

(2) Hold the handle (3) and position the GPS receiver (4) onto the equipment tray (2).
(3) Tighten the thumbscrew (1) to safety the GPS receiver (4) to the equipment tray (2).
R
FO

EQUIPMENT.
(1) Do the TASK 34-52-00-710-802 Global Navigation Satellite System (GNSS) -
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E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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34-52-01 Dec 02/14
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R
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N
IN
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O
N
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Rockwell Collins
VHF NAVIGATION SYSTEM - COMPONENT LOCATION
Figure 101
NAV-4000 1 1 Figure 101
NAV-4000 1 1 Figure 101
LY
ANT-462A 2 1 Figure 101
N
O
serviced.
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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34-53-00 Dec 02/14
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
VHF Navigation System – Component Location

Figure 101
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VHF NAVIGATION SYSTEM - ADJUSTMENT/TEST
TASK 34-53-00-700-801
1. General
Frequency (VHF) Navigation System. The service technician is expected to use Best
LY
N
O
TASK 34-53-00-710-802
2. Operational Test
S
A. General
SE
(1) The VHF Navigation system utilizes ground based VHF transmitters for determining
relative bearing (VOR) for en-route navigation. It also utilizes lateral (Localizer) and
PO
vertical (Glideslope) for ILS approach guidance to the runway. In addition to ILS/VOR
functionality, VHF Navigation also encompasses Marker Beacon functionality for on –
course approach position.
R
PU
a. NAV Power-Up and Self Test

b. VOR Function Test
c. LOC Function Test
G
d. Glidescope Function Test

e. Marker Beacon Test
IN
f. Revisionary Tuning Test

N

AI

TR

Volts DC)
R
IFR-4000 NAV Test Set with Antenna

FO
C. Job Setup

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switch to ON.
(f) Make sure there are no OMS fault messages related to the VHF Navigation
System. Correct as required.
LY
1) NAV1
N
2) NAV2
O
this test.
S
D. NAV Power-Up and Self Test
SE
(1) On the Multifunction Keypad Panel (MKP), push the TUNE/DLNK key.
(a) The Multifunction Display (MFD) COM Tuning window shows.
PO
(2) On the MFD COM Tuning window, select the NAV icon in the title bar.
(a) The MFD NAV Tuning window shows and the NAV1 and NAV2 Active Frequencies
show in yellow.
R
PU
(a) NAV1 [2]

1) On MFD, the NAV1 [2] Active Frequency turns green.
G
(5) With the use of the MKP, enter frequency 10800, and push the ENTER button.
IN
(a) On MFD, the NAV1 [2] Standby Frequency is 108.00 in white.

(6) On the MFD NAV Tuning window, select the NAV1 [2] Swap Arrow.
N
(a) On MFD, the NAV1 [2] Active frequency is 108.00 in green.

AI
(7) Repeat Step (2) through Step (6) for NAV2 system that shows in brackets [ ].
(a) Results for NAV2 are the same than for NAV1.
TR
(8) On Cursor Control Panel (CCP)1 [2], push the PFD key to position the pilot cursor on
Primary Flight Display (PFD)1 [2].
(9) On PFD1, select the Nav Source annunciation field.
R
(a) On PFD1 [2], the Nav Source dialog box opens.

FO
(10) On PFD1 [2], select VOR/LOC1 [2] and close the NAV Source dialog box.
(a) On PFD1 [2], the Nav Source annunciation is VOR1 [2] green.
(11) On the Flight Guidance Panel (FGP), use CRS1 [2] knob to set PFD1 [2] course (CRS)
pointers to 360 degrees.
(a) On PFD1 [2], CRS pointer is set to 360.0 degrees and the Lateral Deviation (LAT
DEV) bars are out of view, indicating no signal received.
(b) A red VOR flag shows above the deviation scale.
(12) Repeat steps Step (8) through Step (11) for NAV2 system that shows in brackets [ ].
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(13) On CCP1 [2], push the MFD key to position the pilot cursor on the MFD.
(14) On the MFD NAV Tuning window, select the NAV1 [2] Ctrl button.
(a) On MFD, the NAV1 [2] Control dialog box shows.
(15) On the MFD NAV1 [2] Control dialog box, select the Test button.
(a) On MFD, the Test button shows selected for about 10 seconds then resets to
unselected.
LY
(b) On PFD1 [2], during the test, the following simulated NAV information shows on
the HSI:
1) LAT DEV bar appears and centers with course arrow.
N
2) Station ID will be AOK.
O
3) VOR Bearing will be 360 degrees.
4) Marker Beacon annunciators (Middle Marker (MM), Outer Marker (OM), Inner
S
Marker (IM)) flash on and off alternately.
SE
(16) On CCP1 [2], push the ESC key to close the NAV1 [2] Control dialog box.
(17) Repeat steps Step (13) through Step (16) for NAV2 system that shows in brackets [ ].
PO
E. VOR Function Test

R
(1) On the NAV test set, radiate a centered VOR test signal on 108.00MHz (000.0 degrees
TO, VOR XTL).
PU
(a) On PFD1/2, the LAT DEV bars show centered.

(b) The TO arrow shows.
(2) On the FGP, use the CRS1/2 knobs to set PFD1/2 CRS pointer to +10 degrees and
G
then to -10 degrees either side of 360.0 degrees.

IN
(a) On PFD1/2, the LAT DEV bar indicates:

1) Two dots left of center when pointer is set +10 degrees.
N
2) Two dots right of center when pointer is set -10 degrees.

AI
(3) On PFD1, select the Bearing 1 Source annunciation field.

(a) On PFD1, the Bearing Source dialog box opens.
TR
(4) On PFD1, select VOR1 in the Brg1 column.

(a) On PFD1, a cyan single bar bearing pointer shows for VOR1.
R
(5) On PFD1, select VOR2 in the Brg2 column.

FO
(a) On PFD1, a white double bar bearing pointer shows for VOR2.
(a) The Bearing Source dialog box opens.
(7) On PFD2, touch the VOR1 selection in the Brg1 column.
(a) On PFD2, a cyan single bar bearing pointer shows for VOR1.
(8) On PFD2, touch the VOR2 selection in the Brg2 column.
(a) On PFD2, a white double bar bearing pointer shows for VOR2.
EFFECTIVITY
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(9) On the NAV Test Set, change the VOR BRG sequentially in 30.0 degree increments
from 000.0 degrees to 330.0 degrees.
(a) On PFD1/2, the bearing pointers are within ±3.0 degrees of test set BRG.
(10) On the FGP, push [PUSH DIRECT] button in the center of the CRS1 and CRS2 knobs,
each time the VOR BRG is changed by 30.0 degrees on the test set.
(a) On PFD1/2, the LAT DEV bars center each time the [PUSH DIRECT] button is
pushed.
(11) Turn the Test Set Off. Observe PFD 1/2.
LY
(a) The bearing pointers and LAT DEV bars are removed, indicating no signal is
received.
N
(b) A red VOR flag shows above the deviation scale.
O
F. LOC Function Test
NOTE: Do the LOC Function Test, Glideslope Function Test, and Marker Beacon
S
Function Test below for NAV1 first, and then repeat these tests for NAV2.
SE
(a) NAV2 [1]
PO
1) On MFD NAV Tuning window, the NAV2 [1] Tuning MFW frequency line turns
yellow indicating NAV 2 [1] is failed.
2) On PFD 2 [1], the green VOR2 [1] legend changes to red VOR2 [1] boxed in
R
red. The frequency is removed.
PU
(2) On the FGP, push the HDG knob.

(3) Use the FGP CRS1/2 knobs to set the course pointers at the current aircraft heading
(lubber line will show).
G
(a) On PFD 2 [1], the green VOR 2 [1] legend change to red VOR 2 [1] boxed in red.
(b) The frequency is removed.
IN
(4) On PFD2 [1], select the Nav Source annunciation field.

N
(a) On PFD2 [1], the Nav Source dialog box opens.

(5) On the PFD2 [1] Nav dialog box, select VOR/LOC1 [2] and then close the dialog box.
AI
(a) On PFD2 [1], the NAV Source legend is VOR1 [2] yellow.
TR
(6) On CCP1 [2], push the MFD key to position the pilot cursor on the MFD.
R
(a) On MFD, the NAV1 [2] Standby Frequency is 108.10 in white.

FO
(9) On the MFD NAV Tuning window, select the NAV1 [2] Swap Arrow.
(a) On MFD, the NAV1 [2] Active frequency is 108.10 in green.
(b) On PFD1/2, the LOC and GS flags show.
(10) On the NAV Test Set: Radiate a LOC test signal at 108.10MHz (LOC-XTL, LOC DDM-
0).
(a) On PFD1/2, the LOC flags are removed, and the LAT DEV bars are centered.
(b) On PFD1/2, the PFD1/2 course pointers and LAT DEV bars show.
(11) On the NAV Test Set, set the LOC DDM selector knob to 0.093 DDM Right.
EFFECTIVITY
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(a) On PFD1/2, LAT DEV bars show 1 dot Right deviation.

(12) On the NAV Test Set, set the LOC DDM selector knob to 0.155 DDM Right.
(a) On PFD1/2, LAT DEV bars shows 2 dots Right deviation.
(13) On the NAV Test Set, set the LOC DDM selector knob to 0.093 DDM Left.
(a) On PFD1/2, LAT DEV bars shows 1 dot Left deviation.
(14) On the NAV Test Set, set the LOC DDM selector knob to 0.155 DDM Left.
(a) On PFD1/2, LAT DEV bars shows 2 dots Left deviation.
LY
G. Glideslope Function Test
(1) On the NAV Test Set, radiate a Glideslope (GS) test signal of (GS-XTL, GS DDM- 0).
N
(a) On PFD1/2, GS flags are removed and DEV pointers are centered.
O
(2) On the NAV Test Set, rotate the GS DDM selector knob clockwise to 0.091 DDM UP.
(a) On PFD1/2, GS DEV pointer show 1 dot UP deviation.
S
(3) On the NAV Test Set, set the GS DDM selector knob to 0.175 DDM UP.
SE
(a) On PFD1/2, GS DEV pointer shows 2 dots UP deviation.
(4) On the FGP, use CRS1/2 knobs to set PFD1/2 course (CRS) pointers to 180 degrees
PO
of the current aircraft heading.
NOTE: Because the mode will be Back Course (B/C), the LOC deviation will
move the opposite way, 2 dots right.
R
(a) On PFD1/2, GS DEV scale and pointer are removed.
PU
(5) On the FGP, use CRS1/2 knobs to set PFD1/2 course (CRS) pointers to current aircraft
heading.
(a) On PFD1/2, GS DEV scale and pointer show.
G
(6) On the NAV Test Set, rotate the GS DDM selector knob CCW to 0.091 DDM DWN.
IN
(a) On PFD1/2, GS DEV pointer shows 1 dot DWN deviation.

(7) On the NAV Test Set, set the GS DDM selector knob to 0.175 DDM DWN.
N
(a) On PFD1/2: GS DEV pointer shows 2 dots DWN deviation.

AI
(8) Turn the Test Set Off.

(a) On PFD1/2, GS DEV pointers are removed and GS flags show.
TR
(b) On PFD1/2, LAT DEV is removed and LOC flag shows.
H. Marker Beacon Test

R
NOTE: Make sure Marker Sensibility is set to High. Open the NAV1/2 Control
FO
Dialog box and make sure High is selected for Mkr Sens in the lower
left corner.
(1) Turn the NAV Test Set On and radiate an Outer Marker Beacon test signal (400 Hz).
(a) On PFD1/2, the OUTER MARKER symbol OM in cyan shows.
(2) On the NAV Test Set, radiate a Middle Marker test signal (1300 Hz).
(a) On PFD1/2, the MIDDLE MARKER symbol MM in yellow shows.
(3) On the NAV Test Set, radiate an Inner Marker test signal (3000 Hz).
(a) On PFD1/2, the INNER MARKER symbol IM in white shows.
EFFECTIVITY
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(a) NAV2
(5) Repeat the LOC Function Test, Glideslope Function Test, and Marker Beacon Function
Test above for the NAV2 system shown in brackets [ ].
(a) Results for NAV2 are the same as for NAV1.
(a) NAV1
LY
I. Reversionary Tuning Test
(1) On the Reversionary Panel, set the PFD1 switch up (Off).
N
(a) The PFD1 shuts down.
O
(b) The MFD reverts to show a pilot PFD.
S
SE
(a) On MFD, the NAV Tuning window shows.
(b) In the NAV Tuning window, the NAV1 & NAV2 Active Frequencies are green.
PO
(5) Select the NAV1 Swap Arrow.
R
(a) On MFD, the NAV1 Active Frequency is 113.80 in green.
PU
(6) On the Reversionary Panel, set the MFD switch up (Off).

(a) The MFD shuts down.
(7) On the MKP, push the TUNE/DLNK button as necessary to show a NAV Tuning window
G
on the PFD2.
(a) On PFD2, the NAV Tuning window shows a Left Side Display Tuning Inoperative
IN
message.
(8) On the PFD2 NAV Tuning window, select the NAV2 Standby Frequency field.
N
AI

TR

(11) On the Reversionary Panel, set the PFD1 switch down (Norm).
(a) Wait for the display to start up.
R

FO

on the PFD1, then select the NAV icon in the title bar.
(a) On PFD1, the NAV Tuning window shows a Right Side Display Tuning Inoperative
message.
(14) On the PFD1 COM Tuning window, select the NAV1 Standby Frequency field.
EFFECTIVITY
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(17) On the Reversionary Panel, set the MFD switch down (Norm).
(a) Wait for the display to start up.
(b) The MFD reverts to show a copilot PFD.
(a) On MFD NAV Tuning window, the NAV1 and NAV2 Active Frequencies are green.
LY
(19) On the MFD COM Tuning window, select the NAV1 Standby Frequency field.
N
O
S
SE
PO
R
(a) On MFD NAV Tuning window, the NAV1 and NAV2 Active Frequencies are green.
PU
(28) With the use of the MKP, enter frequency 11790, and push the ENTER button
G

IN
N

AI

TR
(33) On the Reversionary Panel, set the PFD1 switch down (Norm). Set the PFD2 switch
down (Norm).
J. Close Up
R

FO
switch to OFF.
EFFECTIVITY
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R
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N
IN
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SE
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N
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Rockwell Collins
VHF NAVIGATION UNIT - REMOVAL/INSTALLATION
TASK 34-53-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the Navigation
Receiver (NAV-4000) and the (NAV-4500). The service technician is expected to use Best
LY
N
O
TASK 34-53-01-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the NAV-4000 receiver, refer to Figure 401.
TR
B. Procedure

R
FO

EQUIPMENT.
EFFECTIVITY
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(2) Hold the handle (3) and slowly pull the NAV receiver (4) away from the equipment tray
(2) to disengage the electrical connector.
(3) Remove the NAV receiver (4) from the aircraft.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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N
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IN
N
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FO
Navigation Receiver – Removal/Installation

Figure 401
EFFECTIVITY
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TASK 34-53-01-400-803
3. Installation
Task Title
TASK 34-53-00-710-802 VHF Navigation System - Adjustment/Test - Operational Test
TASK 34-53-01-710-805 VHF Navigation Unit - Adjustment/Test - Operational Test
LY
B. Job Setup
N
O
S
PERSONNEL.
SE
AMM for circuit breaker location(s). PO

(2) Gain access to the NAV receiver mounting location, refer to Figure 401.
R
C. Procedure
PU

G

IN

N

AI

EQUIPMENT.
TR

(2) Hold the handle (3) and position the NAV receiver (4) onto the equipment tray (2).
(3) Tighten the thumbscrew (1) to safety the NAV receiver (4) to the equipment tray (2).
R
FO

EQUIPMENT.
EFFECTIVITY
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(1) Do the TASK 34-53-01-710-805 VHF Navigation Unit - Adjustment/Test - Operational
Test.
(2) If necessary, do the TASK 34-53-00-710-802 VHF Navigation System - Adjustment/Test
- Operational Test.
E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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Rockwell Collins
VHF NAVIGATION UNIT - ADJUSTMENT/TEST
TASK 34-53-01-700-804
1. General
Frequency (VHF) Navigation Unit. The service technician is expected to use Best Standard
LY
N
O
TASK 34-53-01-710-805
2. Operational Test
S
A. General
SE
(1) The VHF Navigation receiver is used to determine relative bearing from the aircraft to a
ground based transmitter, with respect to the aircraft centerline.
PO
(2) During typical operation, the VHF Navigation receiver can tune the Automatic Direction
Finder (ADF) Active Frequency range from 190.0 to 1799.0 KHz. When extended ADF
range is enabled, the frequency can be tuned from 2179.0 to 2185.0 KHz. Frequency
R
across all ranges has a 500 Hz resolution.
PU

a. ADF1 Tuning
b. ADF1 Reversion Tuning
G
c. ADF2 Tuning (Option)

IN
d. ADF2 Reversion Tuning (Option)

e. HF Key Input.
N
NOTE: The AFD Tuning tests are only required if the optional Second ADF is
AI
installed.
B. Job Setup
TR

R

FO

switch to ON.
EFFECTIVITY
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(f) Make sure the aircraft Audio System is operational.

(g) Make sure there are no OMS fault messages related to the VHF Navigation System.
C. ADF1 Tuning
(1) On Pilot and Copilot Audio Control Panels:
(a) Set speaker switch to SPKR (On).
(b) If installed, push ADF2 volume control knob.
(c) Pull and center ADF1 volume control knob.
LY
(2) If no tuning window shows on the Multifunction Display (MFD), on the Multifunction
Keypad Panel (MKP), push the TUNE/DLNK button.
N
(a) On the MFD, the Tuning window shows.
O
(3) In the Tuning window, select the NAV icon.
(a) On the Nav Tuning window, a green ADF1 Active Frequency shows.
S
(4) In the NAV Tuning window, select the ADF1 Standby Frequency field.
SE
(5) On the MKP, enter a local AM radio station frequency and push the ENTER button.
(a) On the MFD, the ADF1 Standby Frequency (local AM radio station) shows in white.
PO
(6) In the NAV Tuning window, select the ADF1 Swap Arrow and monitor the Audio System.
(a) On the MFD, the ADF1 Active Frequency (local AM radio station) shows in green.
(b) ADF Receiver audio Is heard in the pilot and copilot speakers.
R
(7) On Primary Flight Display (PFD) 1, select the Bearing 1 Source annunciation field.
PU
(a) On PFD1, the Bearing Source dialog box shows.

(8) On PFD1, select the ADF1 selection in the Brg1 column, and then close the Bearing
Source dialog box.
G
(a) On PFD1, a cyan single bar bearing pointer shows for ADF1.
IN

N
AI
Source dialog box.

(a) On PFD2, a cyan single bar bearing pointer shows for ADF1.
TR
(11) On Cursor Control Panel (CCP) 1, push the MFD button.

(12) In the NAV Tuning window, select the ADF1 Ctrl button.
R
(a) On the MFD, the ADF1 Control dialog box shows.

FO
(13) In the ADF1 Control dialog box, select the Test button.
(a) On the MFD, the Test button shows selected for about 10 seconds then resets
to unselected.
(b) On PFD1 and PFD2, the single bar bearing point moves 90 degrees clockwise from
station bearing for approximately 10 seconds then returns.
(c) A 1 kHz tone is heard on the Audio System.
(14) In the ADF1 Control dialog box, select the BFO checkbox.
(a) On the MFD, the BFO checkbox is selected and shows in cyan.
EFFECTIVITY
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(b) A 1 kHz tone is heard on the Audio System.

(a) On the MFD, the BFO checkbox is deselected and shows in white.
(b) The 1 kHz tone is not heard, and normal ADF audio is heard on the Audio System.
(16) In the ADF1 Control dialog box, select the Ant Mode.
NOTE: The Antenna (Ant) mode allows the system to disable the loop part of the
ADF antenna and to receive only through the sense part of it. This mode
provides the clearest audio reception.
LY
(a) On the MFD, the Ant mode shows in cyan.
(b) On PFD1/2, make sure the ADF1 Bearing Pointer does not show.
N
(c) The ADF Receive audio is still heard, and may have a clearer reception.
O
(17) In the ADF1 Control dialog box, select the ADF Mode.
(a) On the MFD, the ADF mode shows in cyan.
S
(b) On PFD1/2, make sure the ADF1 Bearing Pointer returns.
SE
(c) The ADF Recieve audio is still heard.
PO
D. ADF1 Reversion Tuning
(1) On the Reversionary Control Panel, set the PFD1 switch up (Off).
R
(2) On the MKP, push the TUNE/DLNK button as necessary to show a COM Tuning window.
PU
(3) In the COM Tuning window, select the NAV icon.

(a) On the MFD, the ADF1 Active Frequency shows in green.
G
IN
(6) In the NAV Tuning window, select the ADF1 Swap Arrow, and monitor the Audio System.
N
AI
(b) On the MFD and PFD2, make sure a cyan single bar bearing pointer shows for
ADF1.
TR
(c) The ADF Receive audio is heard in the pilot and copilot speakers.
(7) In the NAV Tunign window, select the ADF1 Ctrl button.
R
FO
to unselected.
(9) On the Reversionary Control Panel, set the PFD1 switch down (Norm).
EFFECTIVITY
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E. ADF2 Tuning (Option)

NOTE: This test will only run if the optional ADF2 is installed.
(1) On Pilot and Copilot Audio Control Panels:
(a) Set speaker switch to SPKR (On).
(b) Push ADF1 volume control knob.
(c) Pull and center ADF2 volume control knob.
LY
(3) On the COM Tuning window, select the NAV icon.
(a) On the Nav Tuning window, a green ADF2 Active Frequency shows.
N
O
S
(6) In the NAV Tuning window, select the ADF2 Swap Arrow and monitor the Audio System.
SE
(b) ADF Receiver audio Is heard in the pilot and copilot speakers.
PO
R
Source dialog box.
PU
(a) On PFD1, a white double bar bearing pointer shows for ADF2.
G
Source dialog box.
IN
(a) On PFD2, a white double bar bearing pointer shows for ADF2.
N
(11) On CCP2, push the MFD button.

(a) The copilot cursor shows on the MFD.
AI
(12) In the NAV Tuning window, select the ADF2 Ctrl button.
TR

R
to unselected.
FO
(a) On the MFD, the BFO checkbox is selected and shows in cyan.
(b) A 1 kHz tone is heard on the Audio System.
(a) On the MFD, the BFO checkbox is deselected and shows in white.
EFFECTIVITY
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(b) The 1 kHz tone is not heard, and normal ADF audio is heard on the Audio System.
(16) In the ADF2 Control dialog box, select the Ant Mode.
NOTE: The Antenna (Ant) mode allows the system to disable the loop part of the
ADF antenna and to receive only through the sense part of it. This mode
provides the clearest audio reception.
(a) On the MFD, the Ant mode shows in cyan.
(b) On PFD1/2, make sure the ADF2 Bearing Pointer does not show.
(c) The ADF Receive audio is still heard, and may have a clearer reception.
LY
(17) In the ADF2 Control dialog box, select the ADF Mode.
(a) On the MFD, the ADF mode shows in cyan.
N
(b) On PFD1/2, make sure the ADF2 Bearing Pointer returns.
O
(c) The ADF Recieve audio is still heard.
S
F. ADF2 Reversion Tuning (Option)
SE
NOTE: This test will only run if the optional ADF2 is installed.
(1) On the Reversionary Control Panel, set the PFD2 switch up (Off).
PO
(3) In the COM Tuning window, select the NAV icon.
R
(a) On the MFD, the ADF2 Active Frequency shows in green.
PU
G
(6) In the NAV Tuning window, select the ADF2 Swap Arrow, and monitor the Audio System.
IN
(b) On the MFD and PFD1, make sure a white double bar bearing pointer shows for
N
ADF2.
AI
(c) The ADF Receive audio is heard in the pilot and copilot speakers.
(7) In the NAV Tunign window, select the ADF2 Ctrl button.
TR

R
to unselected.
FO
(b) On PFD1 and MFD, the double bar bearing point moves 90 degrees clockwise from
(9) On the Reversionary Control Panel, set the PFD2 switch down (Norm).
G. HF Key Input
NOTE: This section can be run only if HF is installed.
NOTE: For this test, there is no need for the HF to be powered.
EFFECTIVITY
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(a) HF COM
(b) HF ANT
(2) On PFD1 and PFD2, select ADF1 [ADF2] as the bearing source.
(a) On PFD1 and PFD2, an ADF1 [ADF2] bearing pointer shows.
NOTE: The ADF must be tuned to a local AM station and must get a signal
strong enough to allow the bearing pointer to show. The bearing
pointer does not show if the signal is weak.
LY
(3) On the pilot and copilot Audio Control Panel, set the XMIT switch to HF.
(4) Key the pilot MIC for more than 22 seconds.
N
(a) On PFD1 and PFD2, after 22 seconds the ADF1 [ADF2] bearing pointer does
O
not show.
(5) Release the pilot MIC key and wait for the ADF1 [ADF2] bearing pointer to show.
S
(6) Key the copilot MIC key for more than 22 seconds.
SE
(a) On PFD1 and PFD2, after 22 seconds the ADF1 [ADF2] bearing pointer does
not show.
PO
(7) If ADF2 is installed, repeat Step (2) through Step (6) for ADF2.
H. Close Up
R
PU
switch to OFF.
G

IN
N
AI
TR
R
FO
EFFECTIVITY
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AUTOMATIC DIRECTION FINDER (ADF) ANTENNA - REMOVAL/INSTALLATION
TASK 34-53-03-900-801
1. General
A. The data in this section gives removal and installation procedures for the Automatic
Direction Finder (ADF) Antenna. The service technician is expected to use Best and
LY
N
O
TASK 34-53-03-000-802
2. Removal
S
A. Job Setup
SE
CAUTION:
PERSONNEL.
PO

R
PU

G

IN

N
AI
location(s).
(4) Gain access to the ADF Antenna, refer to Figure 401.
TR
B. Procedure

R
FO

(1) Remove the four screws (1) and washers (2) from the base of the ADF antenna (3).
(2) Carefully break the seal between the antenna and the airplane skin surface.
EQUIPMENT.
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(3) Disconnect the coaxial connector from antenna connector P1 (4).

(5) Remove the ADF Antenna from the aircraft.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
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EFFECTIVITY
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N
O
S
SE
PO
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G
IN
N
AI
TR
R
FO
ADF Antenna – Removal/Installation

Figure 401
EFFECTIVITY
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TASK 34-53-03-400-803
3. Installation
Task Title
TASK 34-53-01-710-805 VHF Navigation Unit - Adjustment/Test - Operational Test
LY
B. Consumable Materials
N
Sealant Pro Seal 890 (or equivalent)
O
C. Job Setup
S
SE
PO
PERSONNEL.
R
PU
(2) Gain access to the ADF antenna mounting location, refer to OEM AMM.
G
D. Procedure
IN

N
AI

TR

R
EQUIPMENT.
FO
(2) Do the antenna bonding procedures. Refer to the OEM AMM.

(3) Connect the coaxial cable to antenna connector P1 (4).
(4) Apply sealant to base of antenna (3). Refer to OEM AMM.
(5) Install the four screws (1) and washers (2) to the base of the ADF antenna (3).
(6) Remove any excess sealant. Refer to OEM AMM.
EFFECTIVITY
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EQUIPMENT.
E. Installation test
LY
(1) Do the TASK 34-53-01-710-805 VHF Navigation Unit - Adjustment/Test - Operational
Test.
N
F. Close Up
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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34-53-03 Dec 02/14
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Rockwell Collins
DISTANCE MEASURING EQUIPMENT (DME) - COMPONENT LOCATION
Component Figure 101 Sheet Quantity

DME-4000 No. 1 1 1 Figure 101
DME-4000 No. 2 1 1 Figure 101
(Option)
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serviced.
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Distance Measuring Equipment – Component Location

Figure 101
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DISTANCE MEASURING EQUIPMENT (DME) - ADJUSTMENT/TEST
TASK 34-54-00-700-801
1. General
A. The data in this section gives the steps to do the Functional Test of the Distance Measuring
Equipment (DME). The service technician is expected to use Best Standard Practices to
do this procedure.
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N
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TASK 34-54-00-720-802
2. Functional Test
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A. General
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(1) The Distance Measuring Equipment (DME) is used to determine relative distance from
the aircraft to a ground based transmitter. DME calculates the Line-of-Sight (LOS),
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LOS velocity, and Time To Station. DME also decodes the Morse code modulated
signal to provide ground station identification. The data is then displayed to the pilot
or used by Flight Management System (FMS) for Area Navigation (RNAV). The LOS
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distance is used as an approximation for the horizontal distance when the aircraft is
far from the transmitter.
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(2) This functional test is valid for both single and dual DME installations. In a single DME
installation, NAV1 controls DME1 channel 1, and NAV2 controls DME1 channel 2.
DME1 channel 2 is wired to the DME2 audio controls. In a dual DME installation, NAV1
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controls DME1 channel 1 and NAV2 controls DME2 channel 1.

IN
(3) The DME Frequency value used to tune the DME Radio is actually the Very High
Frequency (VHF) band frequency for the VHF Omnidirectional Radio Range (VOR)
N
station that is paired with the Ultra-High Frequency (UHF) band frequency for the
DME station. The DME Radio operates its transceiver on the UHF band frequency
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corresponding to the VHF band frequency value in its tuning command.

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(4) When DME Hold is On, the DME is tuned independently from a VOR. When DME Hold
is Off, the DME frequency is automatically coupled with the associated VOR frequency.
The DME uses the NAV Active Frequency for frequency channel pairing. The DME Hold
Control selects the DME Hold mode On or Off. This is done by putting the cursor over
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the check box next to the control label, and selecting it. A checkmark will appear and
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the word Hold changes color to show that the DME Hold Control is on.
(5) You can set any DME distance on the test set and confirm the distance displayed on the
PFDs. As described in this functional test, the selected DME frequency must match the
channel selected on the test set. For example, channel 17X corresponds to frequency
108.00, and channel 27X corresponds to frequency 109.00.

a. DME 1 Channel 1 Tuning
b. DME 1 Channel 1 Reversion Tuning
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c. DME 1 Channel 2 or (Option) DME 2 Channel 1

d. DME 1 Channel 2 or (Option) DME 2 Channel 1 Reversion Tuning.


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Volts DC)
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C. Job Setup
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switch to ON.
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(f) Make sure the aircraft Weight On Wheels (WOW) is set to On Ground position.
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(2) Make sure the VHF Navigation System is operational before doing this test.
D. DME 1 Channel 1 Tuning

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(1) If this is a dual DME installation, set the following CB to OPEN:

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(a) DME2 (Option)

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(2) On the Multifunction Keypad Panel (MKP), push the TUNE/DLNK button as necessary
to show a Tuning window.
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(3) On the Tuning window, select the NAV icon.

(a) On the MFD, the NAV Tuning window shows.
FO
(b) On the NAV Tuning window, the NAV1 Active Frequency is green.
(4) In the NAV Tuning window, select the NAV1 Standby Frequency field.
(a) On the MFD, the NAV1 Standby Frequency shows 108.00 in white.
(6) In the NAV Tuning window, select the NAV1 Swap Arrow.
(a) On the MFD, the NAV1 Active Freqnecy shows 108.00 in green.
(7) On the Cursor Control Panel (CCP) 1 [CCP2], push the PFD button.
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(a) On PFD1 [PFD2], the pilot cursor shows.

(8) On PFD1 [PFD2], select the NAV Source annunciation field.
(a) On PFD1 [PFD2], the NAV Source dialog box shows.
(9) In the NAV Source dialog box, select the VOR/LOC1 selection, and then close the
dialog box.
(a) On PFD1 [PFD2], the NAV Source annunciation shows VOR1 in green [yellow].
(10) On PFD1 [PFD2], select the Bearing 1 Source annunciation field.
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(a) On PFD1 [PFD2], the Bearing Source dialog box shows.
(11) In the Bearing Source dialog box, select the VOR1 selection in the Brg1 column, and
then close the dialog box.
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(a) On PFD1 [PFD2], the distance field shows for VOR1 bearing source data (dashes
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followed by NM).
(12) Repeat Step (8) through Step (11) for PFD2, as shown in brackets [ ].
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(a) Results for PFD2 are the same as for PFD1.
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(13) On the pilot and copilot Audio Panels, set the SPKR switch up (ON).
(14) On the pilot and copilot Audio Panels, set the master volume knob to mid range.
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(15) On the pilot and copilot Audio Panels, pull the DME 1 audio control knob and turn
to set the volume to mid range.
(a) On the pilot and copilot Audio Panels, DME 1 audio is selected as the active
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radio source.
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(a) On the MFD, the pilot cursor shows.
(17) In the NAV Tuning window, select the NAV1 Crtl button.
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(a) On the MFD, the NAV1 Control dialog box shows.

(18) In the NAV1 Control dialog box, select the Test button.
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to unselected.
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(b) On PFD1 and PFD2, the following simulated DME data shows on the HSI:
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1) Station Ident – AOK

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2) DME Distance – 100 NM

3) Time To Go (TTG) – 1:00
4) The bearing pointer shows on the HSI.
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(c) AOK is heard in code over the pilot and copilot speakers.
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(19) On the IFR-6000 test set, set the following parameters and run the test:
(a) Set the Channel to 17X (108.00)
(b) Set a Range
(c) Set a Rate (In or Out)
(d) On PFD1 and PFD2, the range is consistent with the test set settings.
(e) On PFD1 and PFD2, the distance is consistent with the test set settings.
(20) On the IFR-6000 test set, set the DME IDENT to ON, then to OFF.
(a) On the pilot and copilot speakers, the DME ident tone is heard (IFR).
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(21) In the NAV Tuning window, select the NAV1 DME Hold checkbox.
(a) On the MFD, the Hold checkbox is selected and shows in cyan.
(b) On PFD1 and PFD2, make sure the distance readout is followed with a cyan H
instead of NM in the NAV Source field.
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(a) On PFD1 and PFD2, make sure the distance readout is still followed with a cyan H
(25) In the NAV Tuning window, deselect the NAV1 DME Hold checkbox.
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(a) On the MFD, the Hold checkbox is deselected and shows in white.
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(b) On PFD1 and PFD2, make sure the H is removed and the distance readout shows
dashes followed by NM in the NAV Source field.
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E. DME1 Channel 1 Reversion Tuning
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(b) The MFD reverts to show a pilot PFD.
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(2) On the MKP, push the TUNE/DLNK button as necessary to show a Tuning window.
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PU

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(4) In the NAV Tuning window, select the NAV1 Active Frequency field.
IN

N
(a) On the MFD, the NAV1 Active Frequency shows 109.00 in green.
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(b) On PFD1 and PFD2, the DME distance readout is dashed.

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(b) Set a Range
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1) On PFD1 and PFD2, the range is consistent with the test set settings.
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2) On PFD1 and PFD2, the distance is consistent with the test set settings.
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F. DME 1 Channel 2 or (Option) DME 2 Channel 1
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(1) If this is a dual DME installation, set the following CB to OPEN:
(a) DME1
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(a) DME2 (Option)
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R
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(a) On the MFD, the NAV2 Standby Frequency shows 108.00 in white.
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(7) In the NAV Tuning window, select the NAV2 Swap Arrow.
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(a) On the MFD, the NAV2 Active Freqnecy shows 108.00 in green.
(8) On the CCP1 [CCP2], push the PFD button.
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(a) On PFD1 [PFD2], the pilot cursor shows.

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(9) On PFD1 [PFD2], select the NAV Source annunciation field.

(a) On PFD1 [PFD2], the NAV Source dialog box shows.
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(10) In the NAV Source dialog box, select the VOR/LOC2 selection, and then close the
dialog box.
(a) On PFD1 [PFD2], the NAV Source annunciation shows VOR2 in yellow [green].
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(11) On PFD1 [PFD2], select the Bearing 2 Source annunciation field.

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(a) On PFD1 [PFD2], the Bearing Source dialog box shows.

(12) In the Bearing Source dialog box, select the VOR2 selection in the Brg2 column, and
then close the dialog box.
(a) On PFD1 [PFD2], the distance field shows for VOR2 bearing source data (dashes
followed by NM).
(13) Repeat Step (9) through Step (12) for PFD2, as shown in brackets [ ].
(a) Results for PFD2 are the same as for PFD1.
(14) On the pilot and copilot Audio Panels, push the DME 1 audio control knob.
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(15) On the pilot and copilot Audio Panels, pull the DME 2 audio control knob and turn
to set the volume to mid range.
(a) On the pilot and copilot Audio Panels, DME 2 audio is selected as the active
radio source.
(a) On the MFD, the copilot cursor shows.
(17) In the NAV Tuning window, select the NAV2 Crtl button.
(a) On the MFD, the NAV2 Control dialog box shows.
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(18) In the NAV2 Control dialog box, select the Test button.
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to unselected.
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(b) On PFD1 and PFD2, the following simulated DME data shows on the HSI:
1) Station Ident – AOK
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2) DME Distance – 100 NM
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3) TTG – 1:00
4) The bearing pointer shows on the HSI
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(c) AOK is heard in code over the pilot and copilot speakers.
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(b) Set a Range
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IN
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G. DME 1 Channel 2 or (Option) DME 2 Channel 1 Reversion Tuning

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(4) In the NAV Tuning window, select the NAV2 Active Frequency field.
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(a) On the MFD, the NAV2 Active Frequency shows 109.00 in green.
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(b) On PFD1 and PFD2, the DME distance readout is dashed.
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(b) Set a Range
(c) Set a Rate (In or Out
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H. Close Up
switch to OFF.
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DISTANCE MEASURING EQUIPMENT (DME) TRANSCEIVER - REMOVAL/INSTALLATION
TASK 34-54-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the Distance
Measuring Equipment (DME) Transceiver (DME-4000). The service technician is expected
to use Best and Standard Practices to do these procedures.
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TASK 34-54-01-000-802
2. Removal
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A. Job Setup
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CAUTION:
PERSONNEL.
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location(s).
(4) Gain access to the DME transceiver. Refer to Figure 401.
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B. Procedure

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(2) Hold the handle (2) and slowly pull the DME transceiver (1) away from the equipment
tray to disengage the electrical connector.
(3) Remove the DME transceiver (1) from the aircraft.
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DME Transceiver – Removal/Installation

Figure 401
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TASK 34-54-01-400-803
3. Installation
Task Title
TASK 34-54-00-720-802 Distance Measuring Equipment (DME) - Adjustment/Test -
Functional Test
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B. Job Setup
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PERSONNEL.
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(2) Gain access to the DME transceiver mounting location, refer to Figure 401.
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C. Procedure
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(2) Position the DME transceiver (1) on the equipment tray.

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(3) Hold the DME handle (2) and carefully push the DME transceiver (1) into the equipment
tray to engage the electrical connector.
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CAUTION: DAMAGE TO THE UNIT CONNECTORS AND PINS CAN BE

CAUSED IF YOU USE TOO MUCH FORCE.
(4) Tighten the thumbscrew (3) to safety the DME transceiver (1) in the equipment tray.
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EQUIPMENT.
(1) Tune the DME to a local VOR frequency.
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(2) Listen on headset or speakers for tuned VOR Morse code identifier.
(3) Check the OMS for any DME related faults.
(4) If required, do the TASK 34-54-00-720-802 Distance Measuring Equipment (DME) -
Adjustment/Test - Functional Test.
E. Close Up
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Rockwell Collins
AIR TRAFFIC CONTROL (ATC) TRANSPONDER SYSTEM - COMPONENT LOCATION
Figure 101
TDR-94D 1 2 Figure 101
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serviced.
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Air Traffic Control Transponder System – Component Location

Figure 101
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DIVERSITY TRANSPONDER - REMOVAL/INSTALLATION
TASK 34-55-01-900-801
1. General
A. The data in this section gives removal and installation procedures for the Diversity
Transponder (TDR), (TDR-94D). The service technician is expected to use Best and
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TASK 34-55-01-000-802
2. Removal
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A. Job Setup
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CAUTION:
TO PERSONNEL.
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IN

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location(s).
(4) Gain access to the transponder, refer to Figure 401.
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B. Procedure

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FO

EQUIPMENT.
(1) Loosen the two thumbscrews (2) located on the front of the equipment tray (3).
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EQUIPMENT.
(2) Grasp the handle (1) and remove the Transponder (4) from the equipment tray (3).
(3) Install protective caps and covers on the electrical connectors and receptacles.
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Diversity Transponder – Removal/Installation

Figure 401
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TASK 34-55-01-400-803
3. Installation
Task Title
TASK 34-55-01-710-805 Diversity Transponder - Adjustment/Test - Operational Test
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B. Job Setup
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TO PERSONNEL.
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(2) Gain access to the transponder mounting location, refer to Figure 401.
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C. Procedure
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IN

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EQUIPMENT.
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(2) Grasp the Transponder (4) by the handle (1) and slide it into the equipment tray (3).
(3) Tighten the two thumbscrews (2) to safety the Transponder (4) in the equipment tray (3).
R
centimeter).
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TO THE EQUIPMENT.
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(1) Do the TASK 34-55-01-710-805 Diversity Transponder - Adjustment/Test - Operational
Test.
E. Close Up
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Rockwell Collins
DIVERSITY TRANSPONDER - ADJUSTMENT/TEST
TASK 34-55-01-700-804
1. General
A. The data in this section gives the steps to do the Operational Test of the Diversity
Transponder (TDR), (TDR-94D). The service technician is expected to use Best Standard
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TASK 34-55-01-710-805
2. Operational Test
S
A. General
SE
(1) The Transponder is the equipment that replies to air traffic control ground stations with
the pilot selectable squawk code and other information via radio transmission. Other
PO
information that can be sent depends on the transponder mode selected and includes
aircraft altitude and flight identification information.

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a. XPDR 1/2 Select Mode
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b. Altitude Encoding Check – XPDR1

c. Altitude Encoding Check – XPDR2
d. Mode S – XPDR Test Setup
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e. Mode S Accuracy Check

f. ATC Codes Accuracy and Ident Checks
IN
g. Altitude Encoding Accuracy Test.

N

AI

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Volts DC)
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Commercially Available Pitot/Static Test Set

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Commercially Available Pitot Mast Adapter (Qty 2)

Commercially Available Pitot/Static Adapter and Hose Kit
Commercially Available Weight On Wheels Simulator (Optional)
C. Job Setup
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switch to ON.
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N
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1) XPDR1
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2) XPDR2
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(g) Set the aircraft LH and RH MAIN WOW switches to IN-AIR.
(2) Make sure the Air Data System is operational before doing this test.
(3) Set up the IFR-6000 Transponder Test Set per the manufacturer’s instructions.
PO
NOTE: The IFR-6000 Transponder Test set will be referred to as the XPDR Test
Set in this procedure.
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D. XPDR 1/2 Select Mode Test
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NOTE: If the transponder is in Standby Mode, XPDR FAIL, IDENT, and REPLY
do not show, and the active beacon code shows in white.
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(a) On the Multifunction Display (MFD), the Tuning window shows.

IN
(2) Select the XPR/TFC icon.

(a) The TFC Tuning page shows on the MFD.
N
(3) On the TFC Tuning page, deselect the Auto check box.
AI
(4) Select Mode: Alt On.

TR
(a) Code (ATC Beacon Code), ID (Flight Ident), and ADS1 Alt fields all show in yellow.
(b) XPDR Fail shows in yellow.
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(c) The Crew Alerting System (CAS) message XPDR 1–2 Fail shows in yellow on the
Engine Indication and Crew Alert System (EICAS) display.
FO
(6) Select Mode: Stby.

(a) Code, ID, and ADS1 Alt fields all show in white.
(b) XPDR Fail does not show.
(c) The CAS message XPDR 1–2 Fail shows in yellow on the EICAS display.
(a) XPDR1
1) The CAS message XPDR 1–2 Fail does not show.
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2) The CAS message XPDR 2 INOP shows in cyan on the EICAS display.
(8) On the XPDR Test Set, push the POWER ON/OFF button to ON.
(a) Make sure the XPDR TEST Set display window shows **SELF-TEST PASSED**.
(9) On the XPDR Test Set, push the SELECT↓ button to get from the AUTO TEST SCREEN
to (TEST 3) ATCRBS REPLY TEST.
(a) Make sure ATCRBS REPLY TEST shows on the display window.
(10) On the XPDR Test Set, push the RUN/STOP button to start the ATCRBS REPLY TEST.
LY
(a) Make sure the ATCRBS REPLY TEST shows **NO REPLY** on the display window.
(11) On the TFC Tuning page, select Mode: Alt On.
(a) Code, ID, and ADS1 Alt fields all show in green.
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(12) Select the Code field.
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(13) With the use of the MKP, enter Code 5555 and push the ENTER button.
S
(a) The Code field shows 5555 in green.
(14) On the XPDR Test Set, monitor XPDR1.
SE
(a) On the TFC Tuning page, the Reply annunciators show each time XPDR1 is
interrogated by the XPDR Test Set.
5555 shows. PO
(b) On the XPDR Test Set, make sure ATCRBS REPLY TEST – PASSED and CODE =
(15) On the TFC Tuning page, select XPDR Sel: XPDR2.

R
(16) Select the Code field.
PU
(17) With the use of the MKP, enter Code 2222 and push the ENTER button.
(a) The Code field shows 2222 in yellow.
(b) ID and ADS1 Alt fields show in yellow.
G
(c) XPDR Fail shows in yellow.

IN

(a) Make sure ATCRBS REPLY TEST shows **NO REPLY** on the display window.
N

AI
(a) XPDR2
(b) The Code field shows 2222 in green.
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(c) ID and ADS1 Alt fields show in green.

(d) XPDR Fail does not show.
R
(e) The CAS message XPDR 2 INOP does not show.

FO

(a) On the TFC Tuning page, the Reply annunciators show each time XPDR2 is
interrogated by the XPDR Test Set.
(b) On the XPDR Test Set, make sure ATCRBS REPLY TEST – PASSED and CODE =
2222 shows.
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E. Altitude Encoding Check – XPDR 1

NOTE: The selected Transponder sources its altitude data from the coupled side
Primary Flight Display (PFD). In normal sourcing, the left PFD is sourced
on ADS1 and the right PFD is sourced on ADS2. The coupled side PFD
is selected by the Flight Guidance Panel (FGP) CPL button.
NOTE: The altitude source (ADS1 or ADS2) and the corresponding altitude show
on the TFC Tuning page. When the altitude is invalid, dashes show.
(1) On the FGP, push the CPL button until the coupling arrow points left.
LY
(a) The coupling arrow points left.
(2) Make sure the yellow ADS1 and ADS2 annunciations do not show on either PFD.
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(a) If a yellow ADS1 or ADS2 annunciation does show, toggle the ADS SOURCE
O
switch up or down to return to normal sourcing.
(3) Push the left and right BARO Single Knob Panel (SKP) knobs to set BARO STD on
S
both PFDs.
(a) STD shows below the Altitude tape on both PFDs.
SE
(4) On the TFC Tuning page, select Mode: Alt On.
(a) Code and ID fields show in green.
(b) Altitude source shows ADS1. PO
R
(c) ADS1 Alt field shows in green.
PU

(a) Make sure the altitude readout on the XPDR Test Set is the same as the altitude
readout on the TFC Tuning page.
G
(a) ADS1
IN
NOTE: As the Weight On Wheels (WOW) is set IN AIR, the system auto-reverts
to the offside air data source when the onside air data source is detected
N
as invalid.
AI
(b) ADS2 annunciation shows in yellow on the PFDs.

(c) Code and ID fields are green on the TFC Tuning page.
TR
(d) Altitude source shows ADS2 on the TFC Tuning page.

(e) ADS2 altitude shows in green on the TFC Tuning page.
R
(f) On the XPDR Test Set, make sure the altitude readout on the XPDR Test Set is the
same as the altitude readout on the TFC Tuning page.
FO

(a) ADS2
1) Altitude source lines show yellow dashes on the TFC Tuning page.
2) Code and ID fields are yellow on the TFC Tuning page.
3) On the XPDR Test Set, make sure no altitude readout shows on the display
window.
(a) ADS1
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(b) ADS2
(10) Toggle the ADS SOURCE switch up to return to normal sourcing on PFD 1.
(a) ADS1 and ADS2 yellow annunciations do not show on the PFDs.
(b) Code and ID fields are green on the TFC Tuning page.
(c) Altitude source shows ADS1 on the TFC Tuning page.
(d) ADS1 altitude shows in green on the TFC Tuning page.
(e) On the XPDR Test Set, make sure the altitude readout on the XPDR Test Set is the
LY
F. Altitude Encoding Check – XPDR 2
N
(1) On the TFC Tuning page, select XPDR Sel: XPDR2.
O
(a) Code and ID fields are green on the TFC Tuning page.
(b) Altitude source shows ADS1 on the TFC Tuning page.
S
(c) ADS1 altitude shows in green on the TFC Tuning page.
SE
(d) On the XPDR Test Set, make sure the altitude readout on the XPDR Test Set is the
(2) On the FGP, push the CPL button until the coupling arrow points right.
PO
R
PU
G
(a) ADS2
IN
NOTE: As the WOW is set IN AIR, the system auto-reverts to the offside air data
source when the onside air data source is detected as invalid.
N
1) ADS1 annunciation shows in yellow on the PFDs.

2) Altitude source shows ADS1 on the TFC Tuning page.
AI
3) ADS1 altitude shows in green on the TFC Tuning page.

TR
4) On the XPDR Test Set, make sure the altitude readout on the XPDR Test Set is
the same as the altitude readout on the TFC Tuning page.
R
(a) ADS1
FO
1) Altitude source lines show yellow dashes on the TFC Tuning page.
2) Code and ID fields are yellow on the TFC Tuning page.
3) On the XPDR Test Set, make sure no altitude readout shows on the display
window.
(a) ADS1
(b) ADS2
(6) Toggle the ADS SOURCE switch down to return to normal sourcing on PFD 2.
EFFECTIVITY
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(a) ADS1 and ADS2 yellow annunciations do not show on the PFDs.
(7) On the FGP, push the CPL button until the coupling arrow points left.
(a) The coupling arrow points left.
LY
(b) Code and ID fields are green on the TFC Tuning page.
(c) Altitude source shows ADS1 on the TFC Tuning page.
(d) ADS1 altitude shows in green on the TFC Tuning page.
N
(e) On the XPDR Test Set, make sure the altitude readout on the XPDR Test Set is the
O
S
G. Mode S – XPDR Test Setup
SE
CAUTION: Never place the XPDR Test Set antenna closer than 36 inches to
the aircraft Air Traffic Control (ATC) antenna while power is on, as
damage to the XPDR Test Set will result.
CAUTION:
PO
When selecting a transponder code, care must be taken not to
radiate any of the following codes unintentionally:
R
Code 7500 (Hijack Code)
PU
Code 7600 (VHF COM Receiver Failure Code)

Code 7700 (Emergency Code)
Code 7777.
G
(1) Make sure the aircraft is set to an IN AIR condition.

IN
(2) On the TFC Tuning page, enter the following data:

(a) Code: 1234
N
(b) ID: FLT80848

AI
(c) Mode: Alt On

(d) XPDR Sel: XPDR1
TR
NOTE: Flight ID is a unique eight character alphanumeric identifier providing

additional codes to identify aircraft during periods of increased flight
congestion. Flight ID is associated with the ATC radio display. The
R
following conditions define a valid Flight ID code:

FO
A maximum of eight characters has been entered.

The characters entered are between A through Z.
The digits entered are between 0 through 9.
No leading spaces entered but all entries less than 8 characters are
automatically padded with spaces to the right to complete a complete
8 character ID.
(3) Position the XPDR Test Set and remote test antenna approximately 15 feet from the
XPDR1 antenna under test.
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(4) On the XPDR Test Set, push the POWER ON/OFF button to ON.
(a) Make sure the XPDR TEST Set display window shows **SELF-TEST PASSED**.
(5) Push the SETUP button to enter the set up data.
(6) Push the SLEW buttons to select BOTTOM antenna.
(a) On the XPDR Test Set display window, the cursor line indicates the BOTTOM
antenna is selected.
(7) With the use of the SLEW and SELECT buttons, enter the height and range (in feet) of
the aircraft antenna for the Unit Under Test (UUT) relative to the XPDR Test Set position.
LY
(8) Push the SLEW button to select the TOP antenna.
(a) On the XPDR Test Set display window, the cursor line indicates the TOP antenna is
N
selected.
O
(9) With the use of the SLEW and SELECT buttons, enter the height and range (in feet) of
the aircraft antenna for the UUT relative to the XPDR Test Set position.
S
(10) Push the SLEW buttons to select BOTTOM antenna.
SE
(a) On the XPDR Test Set display window, the cursor line indicates the BOTTOM
antenna is selected.
(11) Launch a generic ATCRBS test.
received. PO
(a) On the XPDR Test Set, make sure the transponder code and Flight ID are properly
(12) Push the AUTO test button to exit the setup menu.
R
(13) Push the SELECT↓ button to get from the AUTO test screen to each single test.
PU
(a) The data from the last single test run shows.
H. Mode S Accuracy Check

G
NOTE: On newer Model IFR-6000 test sets, the following tests may be run
IN
simultaneously.
(1) On the XPDR Test Set, push the RUN/STOP button to initiate Test 1 **REPLY DELAY**,
N
then push RUN to start.

(a) **REPLY DELAY TEST – PASSED** shows on the XPDR Test Set display screen.
AI
(b) Mode S and Intermode is 128μs ± 0.25μs.

TR
(c) ATCRBS is 3.0μs ± 0.5μs.

(2) Push the SELECT↓ button to select TEST 2 **REPLY JITTER**, then push RUN to start.
(a) **REPLY JITTER TEST – PASSED** shows on the XPDR Test Set display screen.
R
(b) Mode S is ≤0.5μs.

FO
(c) ATCRBS and Intermode ≤0.1μs.

(3) Push the SELECT↓ button to select TEST 3 **ATCRBS REPLY**, then push RUN to
start.
(a) **ATCRBS TEST – PASSED** shows on the XPDR Test Set display screen.
(b) For Modes A anc C, F1 and F2 spacing is 20.3μs ± 0.1μs.
(c) F1 and F2 pulses are 0.45μs ± 0.1μs.
(d) The code that shows is the same as that selected on the TFC Tuning page.
(4) Push the SELECT↓ button to select TEST 4 **SLS LEVEL**, then push RUN to start.
EFFECTIVITY
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(a) **SLS LEVEL TEST – PASSED** shows on the XPDR Test Set display screen.
(5) Push the SELECT↓ button to select TEST 5 **ATC ONLY ALL-CALL**, then push
RUN to start.
(a) **ATC ONLY ALL-CALL TEST – PASSED** shows on the XPDR Test Set display
screen.
(6) Push the SELECT↓ button to select TEST 6 **MODE S ALL-CALL**, then push RUN to
start.
(a) **MODE S ALL-CALL TEST – PASSED** shows on the XPDR Test Set display
LY
screen.
(b) On the XPDR Test Set display screen, document the following data:
N
1) Aircraft Tail #: ______.
O
2) Hexadecimal Add: ______.
3) Octal Add: ______.
S
(7) Push the SELECT↓ button to select TEST 7 **INVALID MODE S ADDRESS**, then
push RUN to start.
SE
(a) **INVALID ADDRESS TEST – PASSED** shows on the XPDR Test Set display
screen.
PO
(8) Push the SELECT↓ button to select TEST 8 **SPR ON/OFF**, then push RUN to start.
(a) **SPR ON/OFF TEST – PASSED** shows on the XPDR Test Set display screen.
(9) Push the SELECT↓ button to select TEST 9 **MODE S UF0**, then push RUN to start.
R
(a) **MODE S UF0 TEST – PASSED** shows on the XPDR Test Set display screen.
PU
G
IN
N
(13) Push the SELECT↓ button to select TEST 13 **MODE S UF16**, then push RUN to
AI
start.
(a) **MODE S UF16 TEST – NO REPLY** shows on the XPDR Test Set display screen.
TR
NOTE: A **MODE S UF16 TEST – NO REPLY** for UF16 is not considered

a failure. When a TCAS II system is installed and active, MODE S
UF16 TEST – PASSED** will show.
R
FO
start.
a failure.
start.
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Rockwell Collins

a failure.
(16) Push the SELECT↓ button to select TEST 16 **SQUITTER**, then push RUN to start.
(a) **SQUITTER TEST – PASSED** shows on the XPDR Test Set display screen.
1) Period: ______.
(17) Push the SELECT↓ button to select TEST 17 **FREQUENCY**, then push RUN to start.
LY
(a) **FREQUENCY TEST – PASSED** shows on the XPDR Test Set display screen.
N
1) Frequency: ______.
O
(18) Push the SELECT↓ button to select TEST 18 **FLIGHT ID**, then push RUN to start.
(a) **FLIGHT ID TEST – PASSED** shows on the XPDR Test Set display screen.
S
SE
1) Flight ID: ______.
(19) Push the SELECT↓ button to select TEST 19 **MODE S UELM**, then push RUN to
start.
PO
(a) **MODE S UELM – NOT AVAIL** shows on the XPDR Test Set display screen.
(20) Push the SELECT↓ button to select TEST 20 **MODE S DELM**, then push RUN to
start.
R
(a) **MODE S DELM – NOT AVAIL** shows on the XPDR Test Set display screen.
PU
(21) Push the SELECT↓ button to select TEST 21 **DIVERSITY**, then push RUN to start.
NOTE: Install antenna shield on top antenna or terminate the transmission
line with a 50Ω load to minimize RF leakage to/from the antenna NOT
G
UNDER TEST. When shielding or terminating is not practical, utilize a

IN
setup position that has the body of the aircraft shadowing the line of
sight of the antenna NOT under test.
N
NOTE: Inside a building such as a production line or Flight Hanger ANTENNA

DIVERSITY may or may not PASS.
AI
(a) **DIVERSITY TEST – PASSED** shows on the XPDR Test Set display screen.
TR
(b) Make sure that the diversity isolation is ≥20 dB.

(c) On the XPDR Test Set display screen, document the following data:
1) Diversity: ______.
R
(22) Push the SELECT↓ button to select TEST 22 **MTL DIFFERENCE**, then push RUN
FO
to start.
(a) **MTL DIFFERENCE TEST – PASSED** shows on the XPDR Test Set display
screen.
1) MTL Difference: ______.
NOTE: Make sure the Minimum Trigger Level (MTL) difference between
MODE A and C is ≤1.0 db.
(23) Setup the aircraft for the Enhanced Mode S Test as follows:
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(a) Set the aircraft to an on-ground condition.

(b) On the FGP, push the CPL button until the coupling arrow points left.
1) The coupling arrow points left.
(c) Make sure ADS1 and ADS2 annunciations do not show on the PFDs.
(d) Make sure AHS1 and AHS2 annunciations do not show on the PFDs.
(e) Push the left and right BARO SKP knobs to set BARO STD on both PFDs.
1) STD shows below the Altitude tape on both PFDs.
LY
(f) On the MKP, push the FMS button.
1) The Flight Management System (FMS) page shows on the MFD.
N
(g) Select the PLAN icon and then the Flight Plan tab.
O
1) The Flight Plan page shows on the MFD.
(h) Make sure the Act of Mod flight plan is selected.
S
1) In the upper right hand corner on the Flight Plan page, make sure ACT or
MOD shows.
SE
(i) Select the box under Orig.
(j) With the use of the MKP, enter KBEC in the Orig box, and push ENTER.
(k) Select the box under Dest.
PO
(l) With the use of the MKP, enter KSLN in the Dest box, and push ENTER.
R
(m) On the MKP, push the DIR-TO button.
PU
1) The DIR-TO dialog box shows on the MFD.

(n) Select the Dir To field.
(o) With the use of the MKP, enter KHUT in the Dir To field, and push ENTER.
G
(p) Close the DIR-TO dialog box.

(q) On the Flight Plan page, select the Waypoint symbol to the left of KHUT.
IN
(r) Select Crossing to open the Crossing dialog box.

N
1) The Crossing dialog box shows on the MFD.

AI
(s) Select Altitude: At.

(t) Select the Altitude field.
TR
(u) With the use of the MKP, enter 10,000 feet for the Climb phase on KHUT.
(v) Close the Crossing dialog box.
(w) On the MKP, push the EXEC button.
R
1) The flight plan is executed.

FO
(x) On the PFD, select the Nav Source annunciation.

1) The Nav Source dialog box shows on the PFD.
2) Make sure FMS is selected as the Nav Source.
(y) On the Flight Guidance Panel (FGP), push the HDG and ALT select buttons.
(z) Turn the Alt Select knob to set an altitude of 8,000 feet.
(aa) Set the aircraft to an IN-AIR condition.
(24) On the XPDR Test Set, push the SELECT↓ button to select TEST 23 **SEL VERT
INTENT RPT # 1**, then push RUN to start.
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(a) **SEL VERT INTENT RPT # 1 – PASSED** shows on the XPDR Test Set display
screen.
1) MCP/FCU SEL ALT: ______ft.
2) FMS SEL ALT: ______ft.
3) SOURCE INFO: NO
4) TARGET ALT: UNKNOWN.
LY
(25) Push the SELECT↓ button to select TEST 24 **SEL VERT INTENT RPT # 2**, then
push RUN to start.
(a) **SEL VERT INTENT RPT # 2 – PASSED** shows on the XPDR Test Set display
N
screen.
O
1) BARO PRES SET: ______mb.
S
(26) Push the SELECT↓ button to select TEST 25 **DATA LINK CAP REPORT # 1**, then
SE
push RUN to start.
(a) **DATA LINK CAP REPORT # 1 – PASSED** shows on the XPDR Test Set display
screen.
push RUN to start. PO

(27) Push the SELECT↓ button to select TEST 26 **DATA LINK CAP REPORT # 2**, then
(a) **DATA LINK CAP REPORT # 2 – PASSED** shows on the XPDR Test Set display
R
screen.
PU
(28) Push the SELECT↓ button to select TEST 27 **TRACK & TURN REPORT**, then
push RUN to start.
NOTE: While monitoring TEST 27 on the XPDR Test Set display screen, use the
G
Air Data test set, to set an Airspeed of 200Kts and an Altitude of 5,000ft.
IN
(a) **TRACK & TURN REPORT – PASSED** shows on the XPDR Test Set display
screen.
N
1) ROLL ANGLE: ______DEG.
AI
2) T_TRACK ANGLE: ______DEG.

TR
3) TRACK ANGLE RATE: N/A DEG/S

4) GND SPD: ______Kts.
5) T_AIR SPD: ______Kts.
R
(29) Push the SELECT↓ button to select TEST 28 **HEADING & SPEED REPORT**, then
FO
push RUN to start.

(a) **HEADING & SPEED REPORT – PASSED** shows on the XPDR Test Set display
screen.
1) IND AIR SPEED: ______Kts.
2) MACH: ______Kts.
3) MACH HDG: ______DEGs.
4) BARO ALT RATE: ______ft/min.
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Rockwell Collins
5) I_V_VEL: N/A ft/min.

(30) Push the SELECT↓ button to select TEST 29 **AIRBORNE POS**, then push RUN to
start.
(a) **AIRBORNE POS – PASSED** shows on the XPDR Test Set display screen.
(31) Push the SELECT↓ button to select TEST 30 **SURFACE POS**, then push RUN to
start.
(a) **SURFACE POS – PASSED** shows on the XPDR Test Set display screen.
(32) Push the SELECT↓ button to select TEST 31 **IDENT & CTGRY**, then push RUN to
LY
start.
(a) **IDENT & CTGRT– PASSED** shows on the XPDR Test Set display screen.
N
(33) Push the SELECT↓ button to select TEST 32 **AIRB VEL # 1**, then push RUN to start.
O
(a) **AIRB VEL # 1– PASSED** shows on the XPDR Test Set display screen.
S
(a) **AIRB VEL # 2 – PASSED** shows on the XPDR Test Set display screen.
SE
(a) **AIRB VEL # 3 – PASSED** shows on the XPDR Test Set display screen.
PO
(36) Push the SELECT↓ button to select TEST 35 **EXT AQUIT STATUS**, then push
RUN to start.
(a) **EXT AQUIT STATUS – PASSED** shows on the XPDR Test Set display screen.
R
(37) Push the SELECT↓ button to select TEST 36 **COMMON USAGE GICB CAP**, then
PU
push RUN to start.

(a) **COMMON USAGE GICB CAP – PASSED** shows on the XPDR Test Set display
screen.
(38) Push the SELECT↓ button to select TEST 37 **SPEC USAGE GICB CAP**, then push
G
RUN to start.
IN
(a) **SPEC USAGE GICB CAP – PASSED** shows on the XPDR Test Set display
screen.
N
(39) Push the SELECT↓ button to select TEST 38 **AIRCRAFT STATUS**, then push
AI
RUN to start.
(a) **AIRCRAFT STATUS – PASSED** shows on the XPDR Test Set display screen.
TR
(40) Push the SELECT↓ button to select TEST 39 **ACAS ACTIVE RES ADVIS**, then
push RUN to start.
(a) **ACAS ACTIVE RES ADVIS – PASSED** shows on the XPDR Test Set display
R
screen.
FO
(41) Push the PWR TEST button.

(a) The XPDR Test Set shows the PWR TEST screen.
(42) Select the BOTTOM antenna.
(43) On the aircraft, cover the TOP ATC antenna with the antenna shield that is included
in the test set.
(44) On the XPDR Test Set, push the RUN button.
(a) The XPDR Test Set shows PASSED.
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1) MTL: ______.
2) MTL is -73 ± 4 dbm.
3) ERP: ______.
4) ERP is > 50.9 dbm (125 watts) but <57 dbm (500 watts).
(45) Set the SLEW buttons to select the BOTTOM antenna.
(46) On the TFC Tuning page, select XPDR Sel: XPDR 2.
(47) Make sure the aircraft is in an IN-AIR condition.
LY
(48) On the FGP, push the CPL button until the coupling arrow points right.
N
(49) Repeat steps Step (1) through Step (22) to test the XPDR 2 Transponder.
O
NOTE: Replace all XPDR 1 references with XPRD 2. The results for XPDR 1
are the same for XPDR 2.
S
SE
PO
I. ATC Codes Accuracy and Ident Checks
(1) On the TFC Tuning page, set the following:
(a) Mode: Alt On
R
(b) XPDR Sel: XPDR1
PU
(2) On the XPDR Test Set, push the SLEW buttons to select the BOTTOM antenna.
(3) Push the SELECT ↑ or ↓button to select TEST 3 **ATCRBS REPLY**, then push
RUN to start.
G
(4) On the TFC Tunign page, select the Ident button.

IN
(a) The Ident annunciation shows for approximately 18 ± 2 seconds.

N
(a) On the XPDR Test Set display screen, ID shows for approximately 18 ± 2 seconds
AI
next to the presented code.

(6) On the pilot’s control wheel, push and release the IDENT function switch.
TR
(a) The Ident annunciation shows for approximately 18 ± 2 seconds.

(a) On the XPDR Test Set display screen, ID shows for approximately 18 ± 2 seconds
R
next to the presented code.

FO
(8) On the TFC Tuning page, select the following codes in turn:
(a) 0000
(b) 1111
(c) 2222
(d) 3333
(e) 4444
(f) 5555
(g) 6666
EFFECTIVITY
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(h) 7000
(i) 0777
(9) Make sure on the XPDR Test Set, the codes selected on the TFC Tuning page match
the code that shows.
LY
J. Altitude Encoding Accuracy Test
NOTE: Altitude Encoder Accuracy test satisfies FAR 91.411 & 91.413.
N
(1) Connect the Pitot/Static Test Set to the aircraft as follows:
O
(a) Connect the Pitot Test Set hoses to P1 and P2 of the aircraft.
(b) Tape off the Pitot tune weep holes.
S
(c) Connect the Static Test Set hoses to the pilot and copilot side static drain ports for
SE
the S1 and S2 Static Ports of the aircraft.
(d) Block off the pilot and copilot static ports S1 and S2 per Best Standard Practices.
(2) Do the ADC 1/XPDR 1 Altitude Accuracy Test as follows:
(a) Set the following CB to OPEN:
1) ADS2
PO
R
(b) On the TFC Tuning page, set the following:
PU
1) Mode: Alt On
2) XPDR Sel: XPDR1
3) XPDR1 shows in cyan.
G
4) ADS1 and ADS1 altitude show.

IN
(c) On the XPDR Test Set, monitor XPDR1.

1) On PFD1 or PFD2, the altitude displays should correspond to within ± 125 ft. of
N
the XPDR Test Set altitude readout.

AI
(d) With the use of the Pitot/Static Test Set, adjust the static pressure to the first test
point in Table 501.
TR
1) Record the altitude that shows on PFD1 in Table 501 for each test point listed,
for both ascending and descending altitudes.
R
Table 501. Altitude Encoder Data – ADC1 and XPDR1

FO
Ascending Altitude Pilot Descending Altitude Pilot

Test Point Ref. ABCD
PFD 1 PFD 1
(ft) Code
In Out In Out
-900 0030
0 0620
500 0220
1,000 0320
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Table 501. Altitude Encoder Data – ADC1 and XPDR1 (Cont.)

PFD 1 PFD 1
(ft) Code
In Out In Out
1,500 0720
2,000 0520
LY
3,000 4120
4,000 4720
N
6,000 4420
O
8,000 6620
10,000 6520
S
12,000 2720
SE
14,000 2420
16,000 3620
18,000
20,000
3520
7720
PO
R
22,000 7420
PU
25,000 5320
30,000 1420
G
35,000 5124
IN

(a) On the TFC Tuning page, set the following:
N
1) XPDR Sel: XPDR2

AI
a) XPDR2 shows in cyan.

b) ADS1 and ADS1 altitude show.
TR
(b) On the XPDR Test Set, monitor XPDR2.

1) On PFD1 or PFD2, the altitude displays should correspond to within ± 125 ft. of
the XPDR Test Set altitude readout.
R
(c) With the use of the Pitot/Static Test Set, adjust the static pressure to the first test
FO
point in Table 502.

1) Record the altitude that shows on PFD1 inTable 502 for each test point listed,
(d) Set the following CB to CLOSED:
1) ADS2
(e) On the Reversionary Switch panel, toggle the ADS SOURCE switch down.
1) Make sure the yellow ADS1 and ADS 2 annunciations do not show on PFD1
or PFD 2.
EFFECTIVITY
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PFD 1 PFD 1
(ft) Code
In Out In Out
-900 0030
0 0620
LY
500 0220
1,000 0320
N
1,500 0720
O
2,000 0520
S
3,000 4120
SE
4,000 4720
6,000 4420
8,000
10,000
6620
6520 PO
R
12,000 2720
PU
14,000 2420
16,000 3620
18,000 3520
G
20,000 7720
IN
22,000 7420
25,000 5320
N
30,000 1420
AI
35,000 5124
TR

(a) Set the following CB to OPEN:
1) ADS1
R
(b) On the TFC Tuning page, set the following:

FO
1) XPDR Sel: XPDR2

b) ADS2 shows along with the current altitude.
(c) On the XPDR Test Set, monitor XPDR2.
1) On PFD1 or PFD2, the altitude displays should correspond to within ± 125 feet
of the XPDR Test Set altitude readout.
(d) With the use of the Pitot/Static Test Set, adjust the static pressure to the first test
point in Table 503.
EFFECTIVITY
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Rockwell Collins

PFD 1 PFD 1
(ft) Code
In Out In Out
LY
-900 0030
0 0620
N
500 0220
O
1,000 0320
S
1,500 0720
SE
2,000 0520
3,000 4120
PO
4,000 4720
6,000 4420
8,000 6620
R
10,000 6520
PU
12,000 2720
14,000 2420
G
16,000 3620
IN
18,000 3520
20,000 7720
N
22,000 7420
AI
25,000 5320
TR
30,000 1420
35,000 5124
R

(a) On the TFC Tuning page, set the following:
FO
1) XPDR Sel: XPDR1

b) ADS2 shows along with the current altitude.
(b) On the XPDR Test Set, monitor XPDR2.
1) On PFD1 or PFD2, the altitude displays should correspond to within ± 125 feet
of the XPDR Test Set altitude readout.
(c) With the use of the Pitot/Static Test Set, adjust the static pressure to the first test
point in Table 504.
EFFECTIVITY
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Rockwell Collins
(d) Set the following CB to OPEN:
1) ADS1
LY
PFD 1 PFD 1
(ft) Code
In Out In Out
N
-900 0030
O
0 0620
500 0220
S
1,000 0320
SE
1,500 0720
2,000 0520
3,000
4,000
4120
4720
PO
R
6,000 4420
PU
8,000 6620
10,000 6520
G
12,000 2720
IN
14,000 2420
16,000 3620
N
18,000 3520
AI
20,000 7720
TR
22,000 7420
25,000 5320
30,000 1420
R
35,000 5124
FO
K. Close Up
switch to OFF.
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
FLIGHT MANAGEMENT SYSTEM (FMS) - MAINTENANCE PRACTICES
TASK 34-60-00-400-801
1. General
A. The data in this section gives the steps to load each Flight Management System (FMS)
Encrypted Application Key (EAK). The service technician is expected to use Best Standard
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TASK 34-60-00-470-802
2. Load the FMS Search and Rescue Encrypted Application Key (EAK)
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A. General
SE
(1) The data in this section gives the steps for loading the Flight Management System
(FMS) Search and Rescue Key (SARK-3500). The service technician is expected to
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use Best Standard Practices to accomplish this load procedure.
(2) In accordance with the Original Equipment Manufacturer (OEM) Aircraft Maintenance
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B. Job Setup
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EQUIPMENT.
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(1) Connect electrical power to the aircraft in accordance with the OEM AMM.
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(2) Make sure the aircraft is in a Weight On Wheels (WOW) configuration.

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C. Procedure
(1) On the Cursor Control Panel (CCP), push the MFD button.
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(a) The cursor shows on the center Adaptive Flight Display (AFD).
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(a) The Format Selection page shows on the Multifunction Display (MFD).
(3) On the Format Selection page, select a MFD 1/2 page format icon from the top menu
FO
bar.
(a) The selected MFD 1/2 page format shows on the Format Selection page.
(4) Select the 1/2 page format box.
(5) Select the Maint icon.
(a) The Maintenance Menu shows on the MFD.
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(a) The Format Selection page does not show.
(7) On the Maintenance Menu, select the License icon.
(a) The Application License Management page shows on the MFD.
(8) On the Application License Management page, select the Activation Key button.
NOTE: Loading of the SARK-3500 Encrypted Application Key (EAK) is disabled
when the aircraft is in flight.
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(a) The Activation Key data field shows.
(9) Select the Activation Key data field.
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(a) The Activation Key data field is highlighted.
(10) With the use of the Multifunction Keypad Panel (MKP), type the SARK EAK.
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(a) The EAK shows in the Activation Key data field.
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(11) Push the ENTER button.
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(a) On the Application License Management page, the annunciation Processing shows
if a valid EAK is entered.
NOTE: If a valid EAK is not entered, the annunciation Invalid Key shows.
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(b) On the Application License Management page, the Cycle System Power to
Complete Updates message shows below the Activation Key button.
(12) Remove electrical power from the aircraft in accordance with the OEM AMM.
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EQUIPMENT.
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(14) On the Application License Management page, make sure the SARK-3500 is enabled.
(a) The SARK-3500 selection shows in green, and the status is ENABLED.
N
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D. Close Up
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TASK 34-60-00-470-803
3. Load the FMS System Application
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A. General
(1) This section details how to load the Flight Management System Application (FMSA).
The service technician is expected to use Best Standard Practices.
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Task Title
Load Procedure
C. Job Setup
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EQUIPMENT.
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D. Procedure
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(1) Load the FMSA in accordance with TASK 31-60-01-470-803 Adaptive Flight Display
(AFD) - Maintenance Practices - Field Load Procedure.
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E. Close Up
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Rockwell Collins
FLIGHT MANAGEMENT SYSTEM (FMS) - ADJUSTMENT/TEST
TASK 34-60-00-700-804
1. General
A. The data in this section gives the steps to do the Functional Test of the Flight Management
System (FMS). The service technician is expected to use Best Standard Practices to do
this procedure.
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N
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TASK 34-60-00-710-805
2. Operational Test
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A. General
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(1) The Flight Management System (FMS) provides the pilot with lateral and vertical
navigation capability for en route, terminal, and non-precision approach. It also provides
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Space Based Augmentation System (SBAS) based Lateral Navigation (LNAV)/Vertical
Navigation (VNAV) approach and Localizer Performance with Vertical Guidance (LPV)
approach navigation, and coupled lateral and coupled / non-coupled vertical navigation
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capability with automatic transition to precision approach.
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(2) The FMS performs position estimation using multiple sensor inputs, which are
manageable by the flight crew. The FMS provides multi-waypoint lateral and vertical
flight plan management functions including flight plan creation, flight plan editing, storing
a flight plan to a database, and retrieval of a flight plan from a database.
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(3) The FMS is a software function integrated in the displays. FMS1 is running in Primary
IN
Flight Display (PFD) 1, while FMS2 is running in PFD2. If the PFD1 is shut off, the
FMS1 is not available, and, if PFD2 is shut off, FMS2 is not available. The Multifunction
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Window (MFW) areas can be configured as a quarter size, half size, of even full size
display (for the MFD only), depending on the requested configuration. The FMS pages
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are available only in half display configuration (also referred to as 1/2 MFW).
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a. Flight Plan Entry
b. Flight Plan Load/Store
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c. NAV Data
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Volts DC)
IFR-4000 NAV Test Set with Antenna (Optional)
IFR-6000 XPDR/DME TCAS/ADS-B/TIS Test Set (Optional)
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C. Job Setup

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switch to ON.
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(f) Make sure the aircraft Weight On Wheels (WOW) configuration is set to On Ground.
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(2) Make sure the Global Navigation Satellite System (GNSS) is operational before doing
this test.
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(3) Make sure the Navigation database has been loaded.
D. Flight Plan Entry

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NOTE: This test uses Beech Factory Airport local references. However, the test
can be conducted the same way using other airport and references,
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as necessary, considering the available navigation database, and the

aircraft location and orientation.
(1) On the Multifunction Keypad Panel (MKP), push the FMS key.
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(a) On the MFD, a FMS window shows

IN
(b) On the MFD, the pilot cursors shows.

(2) Select the Plan icon in the FMS Menu Bar, if necessary select the Flight Plan tab.
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(a) On the MFD, the FMS Flight Plan page shows.

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(3) On the FMS Flight Plan page, select the Orig box.
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(a) The Orig field contains KBEC.

(5) On the FMS Flight Plan page, select the Dest box.
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(6) On the MKP, enter KHUT and push the ENTER button.
(a) The Dest field contains KHUT.
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(7) On the FMS Flight Plan page, select the Arrivals button.
(a) On the MFD, the Arrivals dialog box shows.
(8) In the Arrivals dialog box, select RNV22 in the Appr column.
NOTE: If RNV22 is not listed, it may not be part of the loaded NAV database.
Select another approach.
(a) The RNV22 approach procedure is selected and shows in cyan.
(9) On the MKP, push the DIR TO button.
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(a) On the MFD, the DIR TO dialog box shows.

(10) In the DIR TO dialog box, select the SAYAN waypoint.
NOTE: If SAYAN is not the first waypoint of the select approach, select the first
waypoint available.
(a) The DIR TO dialog box closes.
(11) On the MKP, push the EXEC button.
(a) On the MFD, Flight Plan KBEC – SAYAN – KHUT (RNV22) – IZAGI (Missed
Approach) shows.
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(12) On the MKP, push the MAP button.
NOTE: Upon first push, the MKP MAP button will bring a half screen Map format
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on the left of the MFD. Upon second push, the Map will be on the full
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screen (leaving the EICAS on the left part). Upon the third push, the Map
will be in a quarter screen format in the upper left corner. Subsequent
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pushes will cycle through the formats.
(13) With the use of Cursor Control Panel (CCP)1, rotate the small CCP knob until the
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Map range is 50 nm.
(a) On the MFD, the Map shows the FMS flight plan.
(14) On CCP1, push the PFD button.
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(15) With the use of CCP1, position the cursor over the HSI, and rotate the small CCP
knob until the HSI Map range is 50 nm.
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NOTE: If the HSI is not configured to show the Map, push the CCP MENU button,
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select HSI Config, and in the Format Selection select Map instead of CDI.
(a) On PFD1, the HSI shows the FMS flight plan.
(16) On CCP2, push the PFD button.
G
(17) With the use of CCP2, position the cursor over the HSI, and rotate the small CCP
IN
knob until the HSI Map range is 50 nm.

NOTE: If the HSI is not configured to show the Map, push the CCP MENU button,
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select HSI Config, and in the Format Selection select Map instead of CDI.
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(a) On PFD2, the HSI shows the FMS flight plan.
E. Flight Plan Load/Store

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(2) On the FMS Flight Plan page, select the Load/Store button.
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(a) On the MFD, the Load/Store dialog box shows.

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(3) In the Load/Store dialog box, select the Name box.

(4) On the MKP, enter BEECH, and push the ENTER button.
(5) Select the Store ACT button.
(a) On the MFD, BEECH is listed in the Select Stored Route list.
(6) Close the Load/Store dialog box.
(7) On the FMS Flight Plan page, select the Orig box.
(8) On the MKP push the CLR DEL button, and then push the ENTER button.
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(a) On the MFD, the FMS Flight Plan page is empty.

(10) On the FMS Flight Plan page, select the Load/Store button.
(11) Select BEECH in the Selected Stored Routes list.
(a) On the MFD, the Load/Store dialog box shows.
(12) In the Load/Store dialog box, select the Load to SEC button.
(a) On the MFD, the flight plan is loaded in the secondary flight plan.
(13) Close the Load/Store dialog box.
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(14) On the FMS Flight Plan page, select the Acitvate SEC button.
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(a) On the MFD, the flight plan window shows the active flight plan.
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F. NAV Data
NOTE: This section checks that the FMS uses radio navigation data when GPS
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is not available. There is no need for the FMS to be able to compute a
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valid position, what is checked is just that it is getting data from the radio
navigation systems.
NOTE: If the aircraft is inside the hangar, the test can be performed while using
(1)
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NAV and DME test sets. Set up the test sets with valid signals and check
that the FMS gets the corresponding data.
On the MKP, push the FMS key.
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(2) Select the Setup icon in the FMS Menu Bar, if necessary select the Sensors tab.
(a) On the MFD, the FMS Sensors page shows.
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(3) On the MFD, select the GNSS tab.

IN
(a) The FMS Sensors – GNSS page shows.

(4) Make sure the following CBs are OPEN:
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(a) GNSS1
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(b) GNSS2 (Option)

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1) On the MFD, the Used column indicates No for the GNSS1 and GNSS2
(Option).
(5) On the MFD, on the FMS Sensors page, select the Defaults tab.
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(a) On the MFD, the FMS Cntrl page shows.

FO
(6) On PFD2, select the Defaults tab.

(a) On PFD2, the FMS Cntrl page shows.
(7) On the MFD and PFD2, make sure DME/DME Usage and VOR/DME Usage lines
are selected.
NOTE: If not selected, contact Engineering for verification.
(a) On MFD and PFD2, the DME/DME and VOR/DME lines are cyan and show a
checkmark in the box.
(8) On the MKP, push the TUNE/DLINK button.
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(a) On the MFD, the COM Tuning window shows.

(9) On the MFD COM Tuning window, select the NAV icon.
(10) Select the NAV1 [2] Ctrl button.
(a) On the MFD, the NAV1 [2] Control dialog box shows.
(11) If Auto is not set under Tuning, select Auto.
NOTE: For the FMS to control the radio navigation tuning, the tuning setting
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must be set to Auto in the radio navigation controls.
(a) On the MFD, Auto shows in cyan.
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(12) Close the NAV1 [2] Control dialog box.
(13) Repeat Step (10) through Step (12) for NAV2 as indicated in [ ].
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(a) The results for NAV2 will be the same as for NAV1.
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(15) Select the Setup icon in the FMS Menu Bar, if necessary select the Sensors tab.
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(a) On the MFD, the FMS Sensors page shows.
(16) On the MFD, select the VOR/DME tab.
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(a) On the MFD, On the MFD, the FMS Sensors – VOR/DME page shows.
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(17) On PFD2, select the VOR/DME tab.

(a) On PFD2, On the MFD, the FMS Sensors – VOR/DME page shows.
NOTE: As needed, use a DME test set to send DME data to the system, so that
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the FMS can see a acceptable DME signal to be used.

(b) On the MFD and PFD2, at least one DME line is populated with data.
IN
(18) On the MFD and PFD2, make sure data shows on at least one DME2 channel.
N
NOTE: This step is only required if the optional Second DME is installed.
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(a) On the MFD and PFD2, make sure at least one DME2 line is populated with data.
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G. Close Up
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switch to OFF.
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CHAPTER
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Rockwell Collins
VIDEO SURVEILLANCE SYSTEM - MAINTENANCE PRACTICES
TASK 44-50-00-400-801
1. General
A. The data in this section gives the steps for loading the optional Video Surveillance System
Encrypted Application Key (EAK). The service technician is expected to use Best Standard
Practices to accomplish this load procedure.
LY
N
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TASK 44-50-00-470-802
2. Load the Video Surveillance Encrypted Application Key (EAK)
S
A. General
SE
(1) The data in this section gives the steps for loading the Video Surveillance video key
(VID-3500). The service technician is expected to use Best Standard Practices to
accomplish this load procedure.
PO
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B. Job Setup
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EQUIPMENT.
IN
N

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C. Procedure
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bar.
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NOTE: Loading of the VID-3500 Encrypted Application Key (EAK) is disabled
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(10) With the use of the Multifunction Keypad Panel (MKP), type the VID-3500 EAK.
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S
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PO
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EQUIPMENT.
G
IN
(14) On the Application License Management page, make sure the VID-3500 is enabled.
(a) The VID-3500 selection shows in green, and the status is ENABLED.
N
AI
D. Close Up
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R
FO
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CHAPTER
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CENTRAL
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MAINTENANCE SYSTEM
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Rockwell Collins
ONBOARD MAINTENANCE SYSTEM (OMS) - MAINTENANCE PRACTICES
TASK 45-20-00-900-801
1. General
A. The data in this section gives the steps to access the Onboard Maintenance System (OMS)
pages, and load the OMS software applications. The service technician is expected to use
LY
N
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TASK 45-20-00-860-802
2. Access the Onboard Maintenance System (OMS) Pages
S
A. General
SE
(1) The data in this section gives the steps to access the Onboard Maintenance System
(OMS) pages. The service technician is expected to use Best Standard Practices to
do this procedure.
PO
NOTE: For additional data on the OMS, refer to the Pro Line Fusion® King Air
Fault Isolation Manual (CPN 523–0821906).
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Task Title
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TASK 45-20-00-470-803 Onboard Maintenance System (OMS) - Maintenance Practices -

Access the Onboard Maintenance System (OMS) Maintenance
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Reports Function
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- Access the Onboard Maintenance System (OMS) Utility
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Functions
C. Job Setup
R

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EQUIPMENT.
D. Procedure
(1) On the Cursor Control Panel (CCP), push the Multifunction Display (MFD) button.
(a) The cursor shows on the MFD.
(2) On the CCP, push the MENU button.
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(a) The Format Selection page shows on the MFD.

bar.
(4) Select a 1/2 format box.
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(a) The Maint display shows on the MFD.
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(b) The OMS page shows.
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(7) To view the OMS maintenance pages, do the steps that follow:
(a) On the OMS page, select the Bsc/Adv Mode icon until the Maint icon shows.
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1) The Maint icon shows.
(b) Select the Maint icon.
the corresponding folder tab: PO

(c) The Maint icon gives access to the following OMS maintenance pages by selecting
1) FDEs Tab – The Flight Deck Effects tab shows additional information regarding
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the CAS message. OMS logs the Flight Deck Effect and correlates it to any
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related fault messages that occurred at the same time.

2) Faults Tab – The Fault messages tab shows a list of active or historical fault
messages that might be correlated to this CAS message.
G
3) LRU Operations Tab – The LRU Operations tab shows the operator LRU
configuration and operational data, allows the user to download LRU stored
IN
fault data and to view system operational data.

4) FCS Diag Tab – The FCS Diagnostics tab gives a multi-item display on the
N
MFD to assist in fault isolation among the various parts of the FCS. The center
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portion of the FCS Diagnostics screen contains the user-selected diagnostic

information. Three basic modes of operation are given: input mode, report
mode, and output mode.
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(8) To view the OMS System pages, do the steps that follow:
(a) On the OMS page, select the Bsc/Adv Mode icon until the System icon shows.
R
1) The System icon shows.

FO
(b) Select the System icon.

(c) The System icon gives access to the following OMS System pages by selecting
the corresponding folder tab:
1) IMA Sys Tab – The IMA System tab lists all AFDs that are reporting in the
system. It shows the Hardware Type, the position (Left, Right, or Center), and
the configuration status for each AFD.
2) Sys Params Tab – The Systems Parameters tab shows the OEM defined
aircraft system parameters in real time.
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3) APM Options Tab – The Aircraft Personality Module (APM) tab shows the
stored aircraft specific configuration data, and the OMS uses the APM data to
determine the aircraft type, serial number, and installed optional LRUs.
4) AMP 3rd Party Tab – The APM 3rd Party tab shows data for the APM third
party parameters partition.
(9) To view the OMS Report pages, do the steps that follow:
(a) On the OMS page, select the Bsc/Adv Mode icon until the Report icon shows.
1) The Report icon shows.
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(b) Select the Report icon.
(c) The Report icon gives the user the ability to transfer aircraft maintenance data to
N
aircraft peripheral devices. For additional data on the OMS Report page, refer to
TASK 45-20-00-470-803 Onboard Maintenance System (OMS) - Maintenance
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Practices - Access the Onboard Maintenance System (OMS) Maintenance Reports
Function.
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(10) To view the OMS Utility pages, do the steps that follow:
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NOTE: The Utility Functions are disabled when Weight Off Wheels is detected.
(a) On the OMS page, select the Bsc/Adv Mode icon until the Util icon shows.
1) The Util icon shows.
(b) Select the Util icon. PO
(c) The Util icon gives the user the ability to modify maintenance data and manage
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maintenance data and files. The Utility Functions are password protected to
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prevent accidental erasure of OMS data and changes to the aircraft configuration.
For additional data on the OMS Utility page, refer to TASK 45-20-00-470-804
Onboard Maintenance System (OMS) - Maintenance Practices - Access the
Onboard Maintenance System (OMS) Utility Functions.
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E. Close Up
IN
N
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TASK 45-20-00-470-803
3. Access the Onboard Maintenance System (OMS) Maintenance Reports Function
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A. General
(1) The data in this section gives the steps to access the Onboard Maintenance System
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(OMS) Report function. The OMS Report function allows the operator to transfer aircraft
maintenance data to aircraft peripheral devices. The service technician is expected to
FO
use Best Standard Practices to do this procedure.

NOTE: For additional data on the OMS, refer to the Rockwell Collins Pro Line
Fusion® for King Air Fault Isolation Manual (CPN 523–0821906).
B. Job Setup
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EQUIPMENT.
C. Procedure
(1) To access the OMS Maintenance Reports page, do the following:
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(a) On the Cursor Control Panel (CCP), push the Multifunction Display (MFD) button.
1) The cursor shows on the MFD.
N
(b) On the CCP, push the MENU button.
O
1) The Format Selection page shows on the MFD.
menu bar.
S
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(d) Select a 1/2 format box.
(e) Select the Maint icon. PO
R
1) The Maint display shows on the MFD.
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(g) On the OMS page, select the Bsc/Adv Mode icon until the Report icon shows.
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1) The Report icon shows.

(h) Select the Report icon.
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1) The OMS Maintenance Reports page shows.

N
(2) To write a maintenance report, do the steps that follow:

AI
(a) Make the report type selection from the report Type combo box.
1) Flight Deck Effects
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2) Fault Messages
3) Life Cycle Data
4) System Parameters
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5) System Configuration Data

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6) User ACMS Data

7) All Reports.
NOTE: The Maintenance Report selected from the report Type combo
box will show the date and last flight leg written of the last report
written.
(b) Make the leg range selection from the flight Leg Range combo box.
1) All Flight Legs
2) All Legs Since Last Written
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3) Current Flight Leg.

NOTE: The All Flight Legs and All Legs Since Last Written selections
are hidden if one of the following report types is selected:
Life Cycle Data
System Parameters
System Configuration Data
LRU Diagnostic Data.
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(c) Make the write to selection from the Write To combo box.
1) Datalink
N
2) AFD USB
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3) eFlight.
NOTE: If an optional peripheral device is not installed per the APM
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option data, that selection is removed from the Write To combo
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box.
(d) Select the Start button.
PO
NOTE: All OMS Maintenance Report combo boxes are disabled when a
write is in progress.
1) The Write In Progress of the File Name and Overall Write Progress shows.
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2) The Cancel button shows.
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a) Selecting the Cancel button cancels the active write in progress and will
remove the write status indication.
3) The green Write Complete annunciation shows when the OMS Maintenance
Report has successfully been written.
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NOTE: If an error occurs during the write operation, the write status
IN
indication is replaced with a yellow error message.

N
D. Close Up
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TASK 45-20-00-470-804
4. Access the Onboard Maintenance System (OMS) Utility Functions
R
A. General
FO
(1) This section details how to access the Utility Functions page. The service technician is
expected to use Best Standard Practices.
B. Job Setup
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EQUIPMENT.
C. Procedure
To access the Utility Functions page, do as follows:
LY
(a) The cursor shows on the No. 2 Adaptive Flight Display (AFD).
N
NOTE: The No. 2 AFD is also referred to as the Multifunction Display (MFD).
O
(2) On the CCP, push the MENU button.
(a) The Format Selection page shows on the MFD.
S
SE
bar.
(a) The selected MFD 1/2 format page shows on the Format Selection page.
PO
(4) Select a 1/2 page format box.
(b) The 1/2 page format icon turns purple.
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(5) Select the Util icon.
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(a) The Maint display shows on the MFD.

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(b) The Onboard Maintenance System (OMS) page shows on the MFD.
IN
(7) On the OMS page, select the Mode icon until the Adv selection is chosen.
(a) The Mode icon shows the Adv selection in green.
N
(8) On the OMS page, select the Util icon.

AI
(a) The Utility Functions password page shows on the MFD.

(9) With the use of the Multifunction Keypad Panel (MKP), enter the password MAINT
TR
into the scratchpad.

(a) The password MAINT shows in the scratchpad at the bottom of the MFD.
(10) With the use of the CCP, select and highlight the Enter Password box.
R
(a) The Utility Functions password dialog box shows on the MFD.
FO
(11) Select the Paste button.

(a) The MAINT password shows in the Enter Password box and the Utility Functions
pages open.
NOTE: If the incorrect password is entered, an Incorrect Password dialog
box shows on the MFD.
NOTE: For further information on the functions of the OMS Utility Pages,
refer to the Rockwell Collins Pro Line Fusion® for King Air Fault
Isolation Manual (CPN 523–0821906).
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D. Close Up
TASK 45-20-00-470-805
5. Load the Onboard Maintenance System Application (OMSA)
A. General
LY
(1) This section details how to load the Onboard Maintenance System Application (OMSA).
The service technician is expected to use Best Standard Practices.
N
O
S
Task Title
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Load Procedure
C. Job Setup
PO
R
PU

EQUIPMENT.
G
D. Procedure
IN
(1) Load the OMSA in accordance with TASK 31-60-01-470-803 Adaptive Flight Display
N
E. Close Up
AI
TR
TASK 45-20-00-470-806
6. Load the Onboard Maintenance System Table (OMST)
R
A. General
FO
(1) This section details how to load the Onboard Maintenance System Table (OMST). The
service technician is expected to use Best Standard Practices.
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Task Title
Load Procedure
C. Job Setup
LY
EQUIPMENT.
N
O
D. Procedure
S
(1) Load the OMST in accordance with TASK 31-60-01-470-803 Adaptive Flight Display
SE
E. Close Up
PO
TASK 45-20-00-470-807
R
7. Load the Onboard Data Loader Application (ODLA)
PU
A. General
(1) This section details how to load the Onboard Data Loader Application (ODLA). The
G
service technician is expected to use Best Standard Practices.

IN
N
AI
Task Title
TR

Load Procedure
C. Job Setup
R
FO

EQUIPMENT.
D. Procedure
(1) Load the ODLA in accordance with TASK 31-60-01-470-803 Adaptive Flight Display
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E. Close Up
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
CHAPTER
LY
N
O
S
SE
PO
R
PU
G
IN
SYSTEMS INTEGRATION
N
AI
AND DISPLAY
TR
R
FO
FO
R
TR
AI
N
IN
G
PU
R
PO
SE
S
O
N
LY
Rockwell Collins
INTEGRATED FLIGHT INFORMATION SYSTEM - MAINTENANCE PRACTICES
TASK 46-20-00-470-801
1. General
A. The data in this section gives the steps for loading the Encrypted Application Key (EAK)
for various options. The service technician is expected to use Best Standard Practices to
LY
N
O
TASK 46-20-00-470-802
2. Enable the Data Link Weather Encrypted Application Key (EAK)
S
A. General
SE
(1) The data in this section gives the steps for loading the Data Link Weather Key
(DLWX-3500). The service technician is expected to use Best Standard Practices to
PO
R
B. Job Setup
PU

G

EQUIPMENT.
IN
N

AI
C. Procedure
TR
R
FO
bar.
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NOTE: Loading of the DLWX-3500 Encrypted Application Key (EAK) is disabled
LY
N
(10) With the use of the Multifunction Keypad Panel (MKP), type the DLWX-3500 EAK.
O
S
SE
PO
R
PU

EQUIPMENT.
G
IN
(14) On the Application License Management page, make sure the DLWX-3500 is enabled.
(a) The DLWX-3500 selection shows in green, and the status is ENABLED.
N
AI
D. Close Up
TR
TASK 46-20-00-470-803
3. Activate the Electronic Charts Encrypted Application Key (EAK)
R
FO
A. General
(1) The data in this section gives the steps for enabling the Electronic Charts Key
(ECH-3500). The service technician is expected to use Best Standard Practices to
accomplish this procedure.
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Task Title
TASK 46-20-00-440-807 Integrated Flight Information System - Maintenance Practices -
Activate the Electronic Charts Subscription
C. Job Setup
LY
EQUIPMENT.
N
O
S
D. Procedure
SE
PO
R
bar.
PU
G

IN

N

AI

TR

NOTE: Enabling of the ECH–3500 Encrypted Application Key (EAK) is disabled
R

FO

(10) With the use of the Multifunction Keypad Panel (MKP), type the ECH-3500 EAK.
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LY
EQUIPMENT.
N
(14) On the Application License Management page, make sure the ECH-3500 is enabled.
O
(a) The ECH-3500 selection shows in green, and the status is ENABLED.
(15) Enable the ECH–3500 as follows:
S
NOTE: Enabling of the ECH-3500 Encrypted Application Key (EAK) is disabled
SE
(16) Activate the Electronic Charts subscription, refer to TASK 46-20-00-440-807 Integrated
Flight Information System - Maintenance Practices - Activate the Electronic Charts
Subscription.
E. Close Up
PO
R
PU
TASK 46-20-00-470-804
4. Enable the Enhanced Maps Overlay Encrypted Application Key (EAK)
G
A. General
IN
(1) The data in this section gives the steps for enabling the Enhanced Map Overlays Key
N
(OVL-3500). The service technician is expected to use Best Standard Practices to

AI
TR

B. Job Setup
R

FO

EQUIPMENT.
C. Procedure
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bar.
LY
N
O
S
SE
NOTE: Enabling of the OVL-3500 Encrypted Application Key (EAK) is disabled
PO
R
PU
(10) With the use of the Multifunction Keypad Panel (MKP), type the OVL-3500 EAK.
G

IN

N
AI

TR

R

FO
EQUIPMENT.
(14) On the Application License Management page, make sure the OVL-3500 is enabled.
(a) The OVL-3500 selection shows in green, and the status is ENABLED.
D. Close Up
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TASK 46-20-00-470-805
5. Enable the Outboard IFIS Encrypted Application Key (EAK)
A. General
(1) The data in this section gives the steps for enabling the Outboard IFIS Key
(FSAX-3500). The service technician is expected to use Best Standard Practices to
LY
B. Job Setup
N
O
S
EQUIPMENT.
SE
C. Procedure
PO
R
PU

G
bar.
IN

N

AI

TR

R

FO

NOTE: Enabling of the FSAX-3500 Encrypted Application Key (EAK) is disabled
(10) With the use of the Multifunction Keypad Panel (MKP), type the FSAX-3500 EAK.
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LY
N
O
EQUIPMENT.
S
(14) On the Application License Management page, make sure the FSAX-3500 is enabled.
SE
(a) The FSAX-3500 selection shows in green, and the status is ENABLED.
PO
D. Close Up
R
TASK 46-20-00-470-806
PU
6. Enable the Chart Extension Encrypted Application Key (EAK)
A. General
G
(1) The data in this section gives the steps for enabling the Chart Extension Key
(CHTX-3500). The service technician is expected to use Best Standard Practices to
IN

N
AI
B. Job Setup
TR

R
EQUIPMENT.
FO
C. Procedure
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bar.
LY
N
O
S
SE
NOTE: Enabling of the CHTX-3500 Encrypted Application Key (EAK) is disabled
PO
R
(10) With the use of the Multifunction Keypad Panel (MKP), type the CHTX-3500 EAK.
PU

G
IN
N
AI

TR

EQUIPMENT.
R
FO
(14) On the Application License Management page, make sure the CHTX-3500 is enabled.
(a) The CHTX-3500 selection shows in green, and the status is ENABLED.
D. Close Up
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TASK 46-20-00-440-807
7. Activate the Electronic Charts Subscription
A. General
(1) The data in this section gives the steps for activating the Electronic Charts subscription.
The service technician is expected to use Best Standard Practices to accomplish this
procedure.
LY
B. Job Setup
N
O
S
EQUIPMENT.
SE
PO
(3) Make sure you get the chart subscription and access codes from Jeppesen.
(a) Mobile support: 1–800–732–2800 (North America)
(b) Mobile support: +49 6102 508270 (Europe and China)
R
(c) Email support: techsupport@jeppesen.com
PU
(d) Website: http://ww1.jeppesen.com/support/technical-support.jsp

NOTE: The Chart database is provided to customers directly from Jeppesen with
limited Rockwell Collins involvement.
G
C. Procedure
IN
(1) On the Multifunction Keypad Panel (MKP) push the CHART button.
N
(a) The Charts window shows on the No. 2 Adaptive Flight Display (AFD).
AI
NOTE: The No. 2 AFD is also referred to as the Multifunction Display (MFD).
(2) Touch the Menu bar Task icon on the MFD.
TR
(a) The Chart Task menu shows on the MFD.

(3) On the Chart Task menu, select Subscription.
(a) The Chart Subscription dialog box shows on the MFD.
R
CAUTION: Updating the subscription number will result in changes to the

FO
regions enabled for chart coverage.

(4) Select the lowest entry data field on the Chart Subscription dialog box.
(a) The Subscription Warning dialog box shows on the MFD.
(5) Select the Yes button.
(a) The Subscription Warning dialog box does not show.
(b) The lowest data entry field text box is highlighted in cyan.
(6) With the use of the MKP, enter the 16 digit subscription number and push the ENTER
button.
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NOTE: The subscription number is only used the first time a new account is used.
(a) On the Chart Subscription dialog box, the new subscription number shows in the
Subscription Number entry field.
(7) Select the Access Code button.
(a) A second data entry field shows below the Access Code button.
(8) Select the lowest data entry field on the Chart Subscription dialog box.
(a) The text box is highlighted in cyan.
LY
(9) With the use of the MKP, enter the 10 digit access code and push the ENTER button.
(a) The access code is activated.
N
(b) The Chart Subscription dialog box shows the available region(s) associated with
the access code.
O
D. Close Up
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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INTEGRATED FLIGHT INFORMATION SYSTEM - ADJUSTMENT/TEST
TASK 46-20-00-700-808
1. General
A. The data in this section gives the steps for doing the operational test of the Integrated
Flight Information System (IFIS). The service technician is expected to use Best Standard
Practices to accomplish this procedure.
LY
N
O
TASK 46-20-00-710-809
2. Operational Test
S
A. General
SE
(1) The Integrated Flight Information System (IFIS) provides the pilot with the following
optional capabilities to show data on the flight deck:
a. Electronic Charts
b. Enhanced Map Overlays
c. Datalink Graphical Weather.
PO
R
PU
a. Electronic Charts
b. Datalink Graphical Weather
c. XM Graphical Weather.
G
IN
Task Title
N

AI
Periodic Database Field Load Procedure

TR
Activate the Electronic Charts Encrypted Application Key (EAK)

TASK 46-20-00-470-804 Integrated Flight Information System - Maintenance Practices
- Enable the Enhanced Maps Overlay Encrypted Application
R
Key (EAK)
FO

Enable the Data Link Weather Encrypted Application Key (EAK)
Activate the Electronic Charts Subscription

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Volts DC)
D. Job Setup
(a) Tow the aircraft to an open area outside of the hangar.
NOTE: The aircraft must be in line-of-sight of a ground network station for
LY
Data Link Graphical Weather to send a continuous signal.
N
O
S
(b) Connect electrical power to the aircraft.
SE
(c) (Applies to B200GT, B200CGT only) At the outboard Pilot Sub-Panel, set the BATT
switch to ON.
PO
(d) (Applies to C90GTi, B300, B300C only) At the outboard Pilot Sub-Panel, set the
(e) Set the AVIONICS MASTER POWER switch to ON.
R
PU
(2) Make sure the Encrypted Application Key (EAK) has been enabled for the following
options:
(a) Electronic Charts, refer to TASK 46-20-00-470-803 Integrated Flight Information
System - Maintenance Practices - Activate the Electronic Charts Encrypted
G
Application Key (EAK).

IN
(b) Enhanced Map Overlays, refer to TASK 46-20-00-470-804 Integrated Flight

Information System - Maintenance Practices - Enable the Enhanced Maps Overlay
N
Encrypted Application Key (EAK).

(c) Data Link Weather, refer to TASK 46-20-00-470-802 Integrated Flight Information
AI
System - Maintenance Practices - Enable the Data Link Weather Encrypted

Application Key (EAK).
TR
(3) Make sure the Terminal Charts, Enhanced Map, and Datalink Weather databases are
loaded, refer to TASK 31-60-01-470-804 Adaptive Flight Display (AFD) - Maintenance
Practices - Periodic Database Field Load Procedure.
R
(4) Make sure each avionics system related Circuit Breaker (CB) is CLOSED.
FO
E. Electronic Charts Test

(1) On the Multifunction Keypad Panel (MKP), push the CHART button.
(a) If the message No Chart Subscription shows in the Charts window on the
Multifunction Display (MFD), activate the Charts Subscription, refer to TASK
46-20-00-440-807 Integrated Flight Information System - Maintenance Practices -
Activate the Electronic Charts Subscription.
(b) If the message No Chart Selected shows in the Charts window, continue to step
Step (2).
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(2) On the MFD touchscreen, touch the Task icon.

(a) The Chart Task Menu shows on the MFD.
(3) Select Subscription.
(a) The Chart Subscription dialog box shows on the MFD.
(b) Make sure the required regions are enabled.
F. Datalink Graphical Weather Test

NOTE: This test only applies if the aircraft is equipped with the Datalink Graphical
LY
Weather option. If this option is not installed, do not do this test.
N
O
(a) The MFD Format Selection Dialog Box shows on the MFD.
S
(3) On the Format Selection Dialog Box, select the MFD 1/4 page format icon from the
SE
top menu bar.
(a) The selected MFD 1/4 page format shows on the Format Selection Dialog Box.
PO
(4) Position the cursor above the upper left 1/4 page format box.
R
(5) Position the cursor above the Datalink icon.
PU
(a) The Datalink format shows in the upper left 1/4 page format box.
(6) Select the upper right 1/4 page format box.
G

IN
(7) Select the GWX icon.

(a) The Graphical Weather (GWX) format shows in the upper right 1/4 page format box.
N
NOTE: If both the XM GWX and Datalink GWX are active, a Source icon
AI
shows in the upper right corner of the GWX format. The Source icon
allows switching between the XM GWX and Datalink GWX formats.
TR

(a) The Format Selection page does now show.
(9) On the Datalink window, select the TECHNICAL button.
R
(a) The TECHNICAL MENU page shows.

FO
(10) Select the PASSWORD button.

(a) The PASSWORD page shows.
(11) Touch the PASSWORD page to activate the CDU scratchpad.
(a) The PASSWORD page shows with a dashed blue line around its border.
(12) On the MKP, enter the four digit password.
NOTE: The password is the GMT time that shows next to the RETURN button.
(a) The password shows in the CDU scratchpad.
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(13) Select the PASSWORD button.

(a) The PROTECTED MENU page shows.
(14) Select the APM MENU button.
(a) The APM WARNING page shows.
(15) Select the AMP MENU button.
(a) The APM MENU page shows.
(16) Select the IDENT BLK PGM button.
LY
(a) The IDENT BLK PGM page shows.
(17) Select the IO button.
N
(a) The IO TYPE page shows.
O
(18) Select the button next to the proper IO TYPE configuration from the available options.
(a) The IDENT BLK PGM page shows with the selected IO TYPE configuration next
S
to the IO button.
(19) On the MKP, enter the aircraft registration number into the CDU scratchpad.
SE
(20) Select the REG NUM button.
(a) The aircraft registration number shows next to the REG NUM button.
CDU scratchpad.
(22) Select the DLINK ADDR button.
PO
(21) On the MKP enter the 2–digit airline code of the datalink service provider into the
R
(a) The datalink service provider airline ID shows next to the DLINK ADDR button.
PU
(23) On the MKP, enter the ICAO address into the CDU scratchpad.
(24) Select the ICAO ADDR button.
(a) The ICAO address shows next to the ICAO ADDR button.
G
(25) Select the WRITE button two times.

IN
(a) Make sure the confirmed message shows.

(26) Select the RETURN button four times.
N
(a) The Datalink window shows.

AI
(27) On the Datalink window, select the AOC CORP button.

TR
(a) The Datalink Menu shows on the MFD.

(28) On the Datalink Menu, select the WEATHER button.
(a) The Datalink Weather page shows on the MFD.
R
(29) On the Datalink Weather page, select the REQ GRAPHICAL WX button.
FO
(a) The Datalink REQ GWX page shows on the MFD.

NOTE: It may take a long time from the initial request for Datalink Graphical
Weather and the reception of the weather data that can show on
the Datalink GWX format. The received weather data must then be
selected before it shows on the Datalink GWX format.
(30) To request NEXRAD data, on the Datalink REQ GWX page, select Graphical Wx >
NEXRAD > SEND.
(a) Wait for indication of a response (up to five minutes).
(b) A RCVD indication shows on the datalink screen.
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(c) A cyan CAS message shows indicating NEXRAD data has been received.
NOTE: The Graphical Wx Request Status page on the datalink format can
be monitored to follow the status of requests made
(d) If requests are rejected or ignored, re-try the same request.
(e) Select OK to continue.
(31) To show the NEXRAD image, on the Datalink REQ GWX page, select the Obsv button
to open the Observations dialog.
(a) The Datalink GWX Observations Menu is shown.
LY
(b) In the Observation Report dialog the NEXRAD control is enabled.
(c) Select OK to continue.
N
(32) On the Observations Menu, select the NEXRAD button then select the Eye View icon.
O
(a) The NEXRAD image is shown.
(b) Make sure the image is shown with a geopolitical background consistent with the
S
world location of the image.
SE
(c) Select OK to continue.
(33) Configure the Datalink as follows:
PO
(a) On the Datalink Weather format page:
1) Select Return > Technical > Password
2) Enter time as the password (located on menu near Return).
R
3) Delete the colon from the time entry in the password field.
PU
(b) Select APM Menu > APM Menu >Ident Block Program. Enter as follows:
1) IO Type = [enter proper config].
2) Reg Num = [enter proper registration number].
G
3) Dlink ADDR = [enter proper address].

IN
4) ICAO ADDR = [enter proper address].

(34) Select the SEND* button.
N
(35) On the Datalink Weather page, wait for the GWX RCVD annunciation to show.
AI
(a) The New GWX annunciation shows on the DL GWX format on the MFD when a
new graphical weather image is received.
TR
(b) If the new graphical weather image is a NEXRAD, the Obsv icon will become
active and selectable.
(36) On the New GWX page, select the Obsv icon.
R
(a) The Observation Report Menu shows on the MFD.

FO
(37) On the Observation Report Menu, select the NEXRAD line.

(a) The NEXRAD Menu shows on the MFD.
(38) On the NEXRAD Menu, select the View icon.
(a) The Datalink GWX map shows with the received NEXRAD weather data on the
MFD.
G. Close Up
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switch to OFF.
LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
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XM WEATHER - COMPONENT LOCATION
Figure 101
XMWR-1000 1 1 Figure 101
LY
serviced.
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
EFFECTIVITY
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LY
N
O
S
SE
PO
R
PU
G
IN
N
AI
TR
R
FO
XM Weather – Component Location

Figure 101
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XM WEATHER - MAINTENANCE PRACTICES
TASK 46-21-00-400-801
1. General
A. The data in this section gives the steps for loading, activating, and refreshing the XM
Weather subscription. The service technician is expected to use Best Standard Practices to
LY
N
O
TASK 46-21-00-470-802
2. Enable the XM Weather Encrypted Application Key (EAK)
S
A. General
SE
(1) The data in this section gives the steps for enabling the XM Weather Key (XMWX-3500).
The service technician is expected to use Best Standard Practices to accomplish this
procedure.
PO
R
PU
Task Title
TASK 46-21-00-440-803 XM Weather - Maintenance Practices - Activate the XM
G
Weather Subscription
IN
TASK 46-21-00-710-806 XM Weather - Adjustment/Test - Operational Test

N
C. Job Setup
AI

TR

EQUIPMENT.
R
D. Procedure
FO
(a) The Format Selection Dialog Box shows on the Multifunction Display (MFD).
(3) On the Format Selection Dialog Box, select a MFD 1/2 page format icon from the top
menu bar.
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LY
N
O
NOTE: Enabling of the XMWX-3500 Encrypted Application Key (EAK) is disabled
S
SE
(10) With the use of the Multifunction Keypad Panel (MKP), type the XMWX-3500 EAK.
PO
R
PU
G
IN

N

AI

EQUIPMENT.
TR
(14) On the Application License Management page, make sure the XMWX-3500 is enabled.
(a) The XMWX-3500 selection shows in green, and the status is ENABLED.
R
(15) Activate the XM weather subscription, refer to TASK 46-21-00-440-803 XM Weather -

FO
Maintenance Practices - Activate the XM Weather Subscription.

(16) Do the operational test of the XM weather system, refer to TASK 46-21-00-710-806 XM
Weather - Adjustment/Test - Operational Test.
E. Close Up
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TASK 46-21-00-440-803
3. Activate the XM Weather Subscription
A. General
(1) The data in this section gives the steps to activate the XM weather subscription. The
(2) This procedure is to be used when activating the XM weather subscription for the first
time. If the aircraft has an existing XM account, refer to TASK 46-21-00-440-804 XM
LY
Weather - Maintenance Practices - Refresh the XM Weather Subscription, to refresh the
existing XM weather subscription.
N
O
S
SE
Task Title
TASK 46-21-00-440-804 XM Weather - Maintenance Practices - Refresh the XM
C. Job Setup
PO
(1) Tow the aircraft to an open area outside of the hangar.
R
NOTE: The aircraft must be in line-of-sight with the XM satellite to send a
PU
continuous signal.

G

IN
EQUIPMENT.
N
D. Procedure
AI
(1) Find and document the XM Radio ID as follows:

TR
(a) On the Cursor Control Panel (CCP), push the MFD button.
1) The cursor shows on the center Adaptive Flight Display (AFD).
R

FO
menu bar.
(e) Select the GWX icon.
1) The GWX display shows on the MFD.
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(g) On the GWX display, select the Legend icon.
1) The Legend window shows.
(h) Find and document the Radio ID at the bottom of the Legend window.
NOTE: The XM Weather Receiver Radio ID is needed to refresh the XM
Weather subscription.
LY
NOTE: The XM Weather Receiver Radio ID can also be found on the
XMWR-1000 LRU.
(2) Call XM WX Satellite Weather service (1–800–985–9200) to activate the XM Weather
N
subscription.
O
NOTE: The XM weather service is only available within the Continental United
States (CONUS).
S
(3) Give the XM WX Satellite Weather subscription representative the XM Weather
SE
Receiver Radio ID and account number.
NOTE: Make sure you have your payment information ready.
PO
NOTE: Upon subscribing to the weather service, XM Radio transmits an
activation/authorization signal for 72 hours. The XM Weather receiver
will receive the activation/authorization signal and save the data to the
R
non-volatile memory.
(4) The XM weather subscription starts.
PU
NOTE: It may take up to 60 minutes to start the XM Weather subscription.
E. Close Up
G
IN
TASK 46-21-00-440-804
N
4. Refresh the XM Weather Subscription

AI
A. General
TR
(1) The data in this section gives the steps to refresh the XM subscription. The service
technician is expected to use Best Standard Practices to do this procedure.
NOTE: After months of inactivity it may be necessary to refresh the XM weather
R
subscription to restore operation.

FO
NOTE: Make sure the XM weather account is in good standing.
B. Job Setup
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EQUIPMENT.
(1) Tow the aircraft to an open area outside of the hangar.
NOTE: The aircraft must be in line-of-sight with the XM satellite to send a
continuous signal.
LY
C. Procedure
N
(1) Find and document the XM Radio ID as follows:
(a) On the Cursor Control Panel (CCP), push the MFD button.
O
1) The cursor shows on the center Adaptive Flight Display (AFD).
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menu bar.
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(e) Select the GWX icon.

1) The GWX display shows on the MFD.
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(g) On the GWX display, select the Legend icon.

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1) The Legend window shows.

(h) Find and document the Radio ID at the bottom of the Legend window.
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NOTE: The XM Weather Receiver Radio ID is needed to refresh the XM

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Weather subscription.
NOTE: The XM Weather Receiver Radio ID can also be found on the
XMWR-1000 LRU.
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(2) Access the SiriusXM online account center at www.xmradio.com/refresh.

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(3) On the online account center page, enter the XM Radio ID and select the Send
Activation Request button.
NOTE: The XM refresh signal will be broadcast for 15 minutes.
NOTE: The XM weather service is only available within the Continental United
States (CONUS).
(4) On the account center page, Activation Successful will be shown when the refresh
signal has reactivated the XM weather subscription.
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NOTE: If Unsuccessful shows there may be problems with the account, such as
the account is not in good standing.
Call XM WX Satellite Weather service (1–800–985–9200) for assistance.
(a) The XM weather subscription starts.
D. Close Up
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XM WEATHER - ADJUSTMENT/TEST
TASK 46-21-00-710-805
1. General
A. The data in this section gives the steps for doing the operational test of the XM Weather
Receiver (XMWR-1000). The service technician is expected to use Best Standard Practices
to accomplish this procedure.
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TASK 46-21-00-710-806
2. Operational Test
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A. General
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(1) The XM Weather provides the capability to display and manipulate graphical and
textual weather information on each Adaptive Flight Display (AFD). The XM weather
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information is based on a broadcast product of XM/Baron Services, Inc., through a
geostationary satellite network. Upon the XM Weather subsystem being activated, no
request or queuing of weather information is required, the weather information will be
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provided on a constant broadcast by the service provider. XM weather is only available
within the Continental United States (CONUS).
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NOTE: The eight digit XM ID number (located on the back of the unit) is required
to activate a newly installed XM Weather LRU on the Internet site
(www.xmradio.com/refresh/). The LRU must be activated in order to
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receive the signal from the satellite. An active subscription to the XM WX

feature is also required. Call 1-800-985-9200 to subscribe to the XM WX
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Satellite Weather. Refer to the XM Weather website for details.

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Task Title
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TASK 46-21-00-470-802 XM Weather - Maintenance Practices - Enable the XM Weather
Encrypted Application Key (EAK)
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Volts DC)
D. Job Setup
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(a) Tow the aircraft to an open area outside of the hangar.

NOTE: The aircraft must be in line-of-sight of the XM Satellite to receive a
signal.

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(b) Connect electrical power to the aircraft.
(c) (Applies to B200GT, B200CGT only) At the outboard Pilot Sub-Panel, set the BATT
switch to ON.
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(d) (Applies to C90GTi, B300, B300C only) At the outboard Pilot Sub-Panel, set the
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(e) Set the AVIONICS MASTER POWER switch to ON.
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(2) Make sure the XM Weather Encrypted Application Key (EAK) has been enabled, refer
to TASK 46-21-00-470-802 XM Weather - Maintenance Practices - Enable the XM
Weather Encrypted Application Key (EAK).
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(3) Make sure the XM Weather is activated, refer to TASK 46-21-00-440-803 XM Weather -
Maintenance Practices - Activate the XM Weather Subscription.
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(4) Make sure each avionics system related Circuit Breaker (CB) is CLOSED.
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E. Procedure
(a) On the MFD, the pilot cursor shows.
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(2) On CCP 1, push the MENU button.

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(a) On the MFD, the MFD Format Selection dialog box shows.
(3) In the Format Selection dialog box, select a 1/4 window format.
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(4) In the Format Selection dialog box, in the preview window, select the upper left corner
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1/4 window to set it as the target window.

(5) In the Format Selection dialog box, select the GWX format, and select the Done button.
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(a) On the MFD, the XM WXR format shows.

(6) In the XM GWX window, select the Ovly (Overlay) icon.
(a) On the MFD, the XM GWX Overlay Menu shows.
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(7) In the XM GWX Overlay Menu, select the NEXRAD checkbox.

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NOTE: NEXRAD will be greyed out and not selectable if NEXRAD data has not
been received from the satellite yet. If another selection is available, it
can be used as a substitute.
(8) On CCP1, push the ESC button.
(a) On the MFD, the XM GWX map shows with the received NEXRAD weather data.
F. Close Up
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switch to OFF.
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XM WEATHER RECEIVER - REMOVAL/INSTALLATION
TASK 46-21-01-900-801
1. General
A. The data in this section gives the removal and installation procedures for the XM Weather
Receiver (XMWR-1000). The service technician is expected to use Best and Standard
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TASK 46-21-01-000-802
2. Removal
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A. Job Setup
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CAUTION:
TO PERSONNEL.
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location(s).
(4) Gain access to the XM weather receiver, refer to Figure 401.
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B. Procedure

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EQUIPMENT.
(1) Disengage the electrical receptacle J1 (10) captive screws (9).
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(2) Disconnect the electrical connector from receptacle J1 (10) from the XM weather
receiver (1).
(3) Disconnect the coaxial cable (12) from receptacle ANT IN.
(4) Remove and retain 75 ohm coaxial terminator (11) from receptacle ANT OUT.
(6) Remove four screws (3, 4), two spacers (6), and four washers (2,5) securing the XM
weather receiver (1) to the shelf.
(7) Remove the XM weather receiver (1) from the aircraft.
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XM Weather – Removal/Installation
Figure 401
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TASK 46-21-01-400-803
3. Installation
Task Title
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TASK 46-21-00-440-804 XM Weather - Maintenance Practices - Refresh the XM
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TASK 46-21-00-470-802 XM Weather - Maintenance Practices - Enable the XM Weather
Encrypted Application Key (EAK)
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TASK 46-21-00-710-806 XM Weather - Adjustment/Test - Operational Test
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Commercially Available Wrench, Torque (0–50 inch-pound)
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C. Job Setup
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TO PERSONNEL.
IN

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(2) Gain access to the XM weather receiver mounting location, refer to Figure 401.
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D. Procedure

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(1) Make sure all switches on Dip Switch 1 (8) and Dip Switch 2 (7) are in the down (off)
position.
(2) Position the wiring bundle and clamps across the top of the unit and install the four
screws (3, 4), two spacers (6) and four washers (2, 5) to safety the XM weather receiver
(1).
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NOTE: The clamps sit on top of the spacers and are safetied with the two long
screws along the forward (left) side of the unit.
(3) Remove the protective covers and connect the coaxial cable (12) to ANT IN.
(4) Install the 75 ohm coaxial terminator (11) on the ANT OUT receptacle.
(5) Torque the 75 ohm coaxial terminator (11) to 7 to 10 inch–force pounds (8.06 to 11.52
kilogram–force centimeters).
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EQUIPMENT.
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(6) Remove the protective covers and install the electrical connector to receptacle J1 (10).
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(7) Tighten the captive screws (9) to safety the electrical connector to receptacle J1 (10) .
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TO THE EQUIPMENT.
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(9) Enable the XM weather Encrypted Application Key (EAK), refer to TASK
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46-21-00-470-802 XM Weather - Maintenance Practices - Enable the XM Weather
Encrypted Application Key (EAK).
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NOTE: The XMWX-3500 is an application key that enables XM Weather function

in the MFD application software. The aircraft operator must also
subscribe to the XM weather service provider. Upon the first power-up
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following the XM weather receiver installation, the XMWX-3500 Key must

be enabled and the XM Weather subscription must be activated.
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(10) Do the TASK 46-21-00-440-803 XM Weather - Maintenance Practices - Activate the

XM Weather Subscription or the TASK 46-21-00-440-804 XM Weather - Maintenance
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Practices - Refresh the XM Weather Subscription procedure.

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E. Installation Test
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(1) Do the TASK 46-21-00-710-806 XM Weather - Adjustment/Test - Operational Test.
F. Close Up
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Rockwell Collins
INFORMATION MANAGEMENT SYSTEM (IMS) - COMPONENT LOCATION
Figure 101
IMS-3500 (Optional) 1 1 Figure 101
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serviced.
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Information Management System – Component Location

Figure 101
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INFORMATION MANAGEMENT SYSTEM (IMS) - MAINTENANCE PRACTICES
TASK 46-30-00-400-801
1. General
A. The data in this section gives the steps for loading aircraft database and exporting
maintenance reports using the Information Management System (IMS) AscendTM
application, and steps on how to configure and manage the wireless LAN connection. The
service technician is expected to use Best Standard Practices to accomplish this procedure.
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NOTE: The IMS-3500 may not work properly after a transition to a Weight Off Wheels
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or Door Close state. Rockwell Collins recommends the IMS be power cycled
after a transition to a Weight On Wheels (WOW) and Door Open state.
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NOTE: The IMS-3500 Maintenance portal may not work properly. To restore the
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Maintenance portal functionality, remove all wireless and cellular USB
devices from the IMS, and power cycle the IMS.
TASK 46-30-00-470-802 PO
2. Aircraft and IMS Configuration Check - AscendTM
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A. General
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(1) The data in this section gives the steps to check the Aircraft and Information
Management System (IMS) configuration over the AscendTM Aircraft Information
Manager (AIM) ground portal. The service technician is expected to use Best Standard
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NOTE: The appropriate subscription services must be in place to support WiFi

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and Cellular communications.

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Task Title
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TASK 31-60-07-840-802 Aircraft Personality Module (APM) - Maintenance Practices -

Load the Aircraft Personality Module (APM)
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Commercially Available Laptop or Personal Computer (PC) with Windows™
XP® or 7®, Internet Explorer®, DVD Drive, RJ45
Ethernet and USB 2.0 Ports
Commercially Available Ethernet Cable, Category 5 or better
D. Job Setup
(1) Do the steps that follow to setup the Laptop or PC:
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(a) Power on the laptop or PC.
(b) Enter the user credentials to log in.
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NOTE: Make sure you have Administrative privileges.
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(c) If using Windows XP® do the steps that follow:
1) Select the Start menu icon.
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2) Select Control Panel.
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3) Select Network Connections.
(d) If using Windows 7® do the steps that follow:
3) Select Network and Internet.
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4) Select View network status and tasks.
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5) Select Change adapter settings.

(e) Right-click on the Connection icon for the IMS.
(f) Select Properties.
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(g) Select Internet Protocol Version 4 (TCP/IPv4).

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(h) Select Properties button.

(i) Select radio button next to Use the following IP address.
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(j) Enter IP address 192.168.15.3

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(k) Enter Subnet mask 255.255.255.0

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(l) Make sure the Default gateway field is blank.

(m) Select radio button next to Use the following DNS server addresses.
(n) Make sure the Preferred DNS server field is blank.
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(o) Make sure the Alternate DNS server field is blank.

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(p) Select OK button.

(q) Select Close button.

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(3) Make sure the aircraft is in a Weight On Wheels (WOW) configuration and Door Open
state.
(4) Gain access to the IMS-3500, refer to Figure 201.
(5) Make sure the IMS-3500 has booted successfully.
NOTE: A properly configured IMS-3500 will show a valid Local Area Network
(LAN) connection icon in the lower right-hand corner of the task bar on
the laptop.
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IMS-3500 Location
Figure 201
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E. Procedure
(1) Power off the IMS.
(2) Remove all WiFi and Cellular USB devices from the IMS.
(3) Power on the IMS.
(a) Make sure the IMS has booted successfully.
NOTE: A properly configured IMS-3500 will show a valid LAN connection
icon in the lower right-hand corner of the task bar on the laptop.
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(4) Connect the Ethernet cable from the front port jack (J3) of the IMS unit to a Network
Interface Controller (NIC) port on the IMS Maintenance portal Latop or PC.
(5) Using the Laptop or PC, open an instance of Internet Explorer.
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(6) In the Internet Explorer address bar enter the following address:
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http://192.168.15.1/eFlightACM
(a) The IMS Maintenance Portal main menu shows, refer to Figure 202.
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IMS-3500 Maintenance Ground Portal Main Menu

Figure 202
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(7) Select the Aircraft Configuration button.

(a) The Aircraft Configuration page shows.
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(8) Make sure that the correct Aircraft Configuration data shows, refer to Figure 203, for
the following items:
(a) Tail Number
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(b) Serial Number

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(c) Aircraft type.

NOTE: If the Tail Number is not correct, enter the correct Tail Number. Refer to
the Rockwell Collins Pro Line Fusion® for King Air Fault Isolation Manual
(523-0821906), TASK 45-20-00-800-847 – Change Aircraft Tail Number.
NOTE: If the aircraft Serial Number and/or Aircraft type are not correct,
make sure the APM 3rd PARTY files are loaded, refer to TASK
31-60-07-840-802 Aircraft Personality Module (APM) - Maintenance
Practices - Load the Aircraft Personality Module (APM).
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Aircraft Configuration Page
Figure 203
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(9) Return to the IMS Maintenance Portal main menu.

(10) Select the IMS Configuration button.
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(a) The IMS Configuration page shows.

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(11) Make sure the correct IMS Configuration data shows for the following items:
(a) IMS Hardware Serial Number – as per unit label
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(b) IMSOS Part Number – as per IMSOS software loaded into the IMS unit
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(c) IMSA Part Number – as per IMSOS software loaded into the IMS unit.
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F. Close Up
(1) Disconnect the Ethernet cable from the front port jack (J3) of the IMS unit.
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TASK 46-30-00-860-803
3. Subscribe to the Aircraft Information Manager (AIM) Service - AscendTM
A. General
(1) The data in this section gives the steps to subscribe the Information Management
System (IMS) to the AscendTM Aircraft Information Manager (AIM) ground portal. The
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NOTE: Please contact the Rockwell Collins Customer Service Center (CSC)
(319-295-5000) to make sure an AIM account is set up for your aircraft,
or to set up an AIM account. If setting up an AIM account, the CSC
representative will require the following information:
• Aircraft Serial Number
• Aircraft Tail Number
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• IMS–3500 Serial Number.
NOTE: The availability of a WiFi or Cellular network is required to complete this
task.
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NOTE: If the Business Rules file has already been installed, it is not necessary
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to perform this task.
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Task Title
TASK 46-30-00-470-802 Information Management System (IMS) - Maintenance
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Practices - Aircraft and IMS Configuration Check - AscendTM

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Commercially Available USB 2.0 Flash Drive (empty), formatted with FAT32,
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4Gb capacity or larger

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D. Job Setup
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(1) Do the TASK 46-30-00-470-802 Information Management System (IMS) - Maintenance

Practices - Aircraft and IMS Configuration Check - AscendTM.
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state.
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E. Procedure
(2) In the Internet Explorer address bar enter the following address: http://www.rockwell-
collins.com/ascend/aim
(a) The Rockwell Collins Account Management Center login page shows.
(3) Login with the correct User ID and Password and push the Log In button.
(a) The Aircraft Information Management page shows, Figure 204.
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Aircraft Information Management Page
Figure 204
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(4) From the Aircraft Information Management page select Aircraft, Aircraft, View Aircraft.
(a) The Aircraft Information Management Status page shows, refer to Figure 205.
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Aircraft Information Management Status Page
Figure 205
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(5) Make sure the Subscribed check box is checked next to the appropriate aircraft Tail
ID column.
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(a) If the IMS has been successfully subscribed, continue on to Close Up Step (1).
(6) If the IMS has not been successfully subscribed, continue to Step (7).
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(7) On the Aircraft Information Management Status page, select the Package Queue link
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that corresponds to the configured aircraft Tail ID.

(8) Insert the USB into an empty USB port on the laptop.
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(a) Select the Removable Disk drive that corresponds to the USB that was inserted.
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(b) Double-click on the Removable Disk.

(9) On the Aircraft Package Queue page, located the BizRules (Business Config) file, and
click the download link to save this file to the USB drive.
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NOTE: For additional details on retrieving a file from the Aircraft Information
Manager, refer to the Aircraft Information Manager Ground Portal
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Operator’s Guide (523–0819313).

(10) Once the BizRules file has been downloaded to the USB drive, remove the USB from
the Laptop or PC.
(11) Insert the USB into one of the four USB Modem Ports (P1–P4) inside the IMS cover
(12) Wait approximately 5 minutes for the BizRules file to download to the IMS.
(a) When the USB has stopped blinking, the download is complete.
(13) Configure the IMS WiFi wireless profile using the the IMS Maintenance Portal Configure
Wireless page.
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(14) Turn the IMS Power off.

(15) Remove the USB drive containing the BizRules from the IMS.
(16) Insert the Cellular USB device into the IMS.
(17) Insert the WiFi USB device into the IMS.
(18) Turn the IMS Power on.
(19) On the Aircraft Information Management Status page, make sure the Subscribed check
box is checked next to the appropriate aircraft Tail ID column.
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F. Close Up
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TASK 46-30-00-860-804
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4. Configure Wireless LAN and Cellular - AscendTM
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A. General
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(1) The data in this section gives the steps to configure the wireless LAN and Cellular
with the AscendTM Aircraft Information Manager (AIM) ground portal for the optional
Information Management System (IMS). The service technician is expected to use Best
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NOTE: The IMS must be configured for each individual wireless WiFi network
before the IMS can utilize the network to communicate with the AIM
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Ground portal.
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NOTE: The IMS does no have the ability to provide user credentials (splash
pages which require username and passwords), and it cannot provide
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an 802.1x certificate required by some wireless networks. Contact the

local wireless network administrator to make sure the IMS has access
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to the internet for the desired wireless network.

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NOTE: The IMS communicates through standard FTP, HTML, and SSL
connections and requires ports 21, 80, and 443 to be open in the wireless
network firewall.
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C. Job Setup
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EQUIPMENT.
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state.
the laptop.
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IMS-3500 Location
Figure 206
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D. Procedure
(2) Remove all WiFi and Cellular USB devices from the IMS.
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(4) Connect the Ethernet cable from the front port jack (J3) of the IMS unit to a Network
Interface Controller (NIC) port on the IMS Maintenance portal Latop or PC.
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(6) In the Internet Explorer address bar enter the following address:
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http://192.168.15.1/eFlightACM
(a) The IMS Maintenance Portal main menu shows.
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(7) On the IMS Maintenance Portal main menu, refer to Figure 207, select the Configure
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Wireless button to configure the IMS for communication with the Aircraft Information
Manager (AIM).
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Figure 207
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(8) On the Configure Wireless page, select the Create New Configuration button.
NOTE: The IMS-3500 can store up to 49 separate wireless network
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configurations.
(9) Under the Edit Selected Configuration text, input the correct data for the following fields:
FO
(a) Customized Name

NOTE: The Customized Name is the name used to identify the Wireless
Network.
(b) ESSID
(c) Encryption Type
NOTE: The IMS-3500 supports the following encryption standards – WEP,
WPA, WPA2 with passwords/phrases, and support Open Access
Points.
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(d) Key Code

(e) Key.
(10) Select the Save button.
(12) Reinsert the WiFi USB device that was previously removed.
(14) Make sure the IMS is communicating with the AIM Ground Server using the WiFi USB
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device as follows:
(a) Using the Laptop or PC, open an instance of Internet Explorer.
(b) In the Internet Explorer address bar enter the following address:
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http://www.rockwellcollins.com/ascend/aim
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1) The Rockwell Collins Account Management Center login page shows.
(c) Login with the correct User ID and Password and push the Log In button.
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1) The Aircraft Information Management page shows, Figure 208.
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Figure 208
(d) From the Aircraft Information Management page select Aircraft, Aircraft, View
Aircraft.
1) The Aircraft Information Management Status page shows, refer to Figure 209.
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Figure 209
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(e) Select the Status link corresponding with the aircraft Tail ID.
1) Within 10 minutes the AIM Ground Portal “Last Ground Communication” status
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will be updated periodically indicating that the Aircraft is communicating with

the AIM Ground Server using the WiFi Adapter.
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(f) Make sure the IMS is communicating with the AIM Ground Server using the Cellular
USB device as follows:
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NOTE: The Cellular USB device is configured by Rockwell Collins and

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requires no additional configuration for operation.

1) Power off the IMS.
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2) Remove the WiFi USB device from the IMS.

3) Reinsert the Cellular USB device that was previously removed.
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a) Make sure the aircraft is still in a WOW configuration and Door Open state.
4) Power on the IMS.
FO
5) On the Aircraft Information Management Status page, select the Status link
corresponding with the aircraft Tail ID.
a) Within 10 minutes the AIM Ground Portal “Last Ground Communication” status
will be updated periodically indicating that the Aircraft is communicating with
the AIM Ground Server using the Cellular Adapter.
E. Close Up
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TASK 46-30-00-860-805
5. Download Aircraft Information Manager (AIM) Media Sets - Ascend
A. General
(1) The data in this section gives the steps to download the AscendTM Aircraft Information
Manager (AIM) media sets to the optional Information Management System (IMS). The
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Part Number
Commercially Available PO Equipment
Laptop or Personal Computer (PC) with Windows™
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C. Job Setup
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EQUIPMENT.
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state.
(4)
(5) PO
Gain access to the IMS-3500, refer to Figure 210.
Make sure the IMS-3500 has booted successfully.
R
PU
the laptop.
G
IN
N
AI
TR
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IMS-3500 Location
Figure 210
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D. Procedure
(2) Make sure the Wifi USB device is installed in the IMS.
(3) Make sure the Cellular USB device is installed in the IMS.
(4) Make sure the aircraft is still in a WOW configuration and Door Open state.
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Figure 211
(9) From the Aircraft Information Management page select Content, Content, View Content.
(a) The Aircraft Information Management Contents page shows, refer to Figure 212.
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N
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Aircraft Information Management Contents Page
Figure 212
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(10) Assign the following databases to the Aircraft Tail ID:

NOTE: For additional information on downloading media sets to the IMS, refer
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to the Aircraft Information Manager Ground Portal Operator’s Guide

(523–0819391).
IN
(a) Airport Runways

N
(b) FMS Navigational Database

(c) Fusion EMaps
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(d) Obstacle Database

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(e) XM Weather Database.

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FO
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Figure 213
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(12) Select the Status link corresponding with the aircraft Tail ID.
(a) The AIM Ground Portal Status page will show the progress of the transfer and
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staging of the databases on the IMS with the final stage identified as “Staged on
IMS”.
IN
(13) Load the downloaded media sets (databases) to the IMS using the Onboard Data
Loader (ODL) as follows:
N
(a) On the No. 1 CCP, push the MFD button.

AI
1) The pilot cursor shows on the MFD.

(b) With the use of the No. 1 CCP, position the cursor over the Home (house) icon and
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push the TAB/DATA knob PUSH ENTER button.

1) The MFD Format Selection dialog box shows on the MFD.
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(c) With the use of the No. 1 CCP, position the cursor in the MFD Layout area and
select the two 1/2 window format and push the TAB/DATA knob PUSH ENTER
FO
button.
1) The 1/2 MFD Layout shows in the Preview Window.
(d) Position the cursor in the Preview Window over the left 1/2 window and push the
TAB/DATA knob.
(e) Rotate the No. 1 CCP small knob to select the Maint icon.
1) The Maint icon shows in the left 1/2 page format box.
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(f) Position the cursor over the Done button and push the TAB/DATA knob PUSH
ENTER button.
1) The Maintenance – Database page shows on the MFD.
(g) Position the cursor over the Adv/Bsc icon and push the TAB/DATA knob PUSH
ENTER button to toggle the Mode to Bsc.
1) The Database page show on the MFD.
NOTE: If necessary, select the Dbase icon to open the Database page.
(h) On the Database page, select the check box next to each media set to be loaded.
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1) The check box will show a check mark, and the media set will show in cyan.
(i) Select the Start Load button.
N
1) The Database page will show the status of the content being loaded.
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(j) After the download is complete using the ODL, return to the AIM Ground Portal
Status page.
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1) Make sure the Status shows installed for the content that was loaded.
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E. Close Up
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TASK 46-30-00-860-806
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6. IMS Interlock Test
A. General
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(1) The data in this section gives the steps to perform the IMS Interlock Test (discretes
check) with the AscendTM Aircraft Information Manager (AIM) ground portal for the
IN
optional Information Management System (IMS). The service technician is expected to

use Best Standard Practices to do this procedure.
N
AI

TR

R

FO

C. Job Setup
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G

IN

N

AI

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EQUIPMENT.
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state.
the laptop.
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IMS-3500 Location
Figure 214
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D. Procedure
(2) Make sure the Wifi USB device is installed in the IMS.
(3) Make sure the Cellular USB device is installed in the IMS.
(4) Make sure the aircraft is still in a WOW configuration and Door Open state.
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N
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IN
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Figure 215
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Figure 216
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(10) Select the Status link corresponding with the aircraft Tail ID.
(a) Within 10 minutes the AIM Ground Portal “Last Ground Communication” status
G
will be updated periodically indicating that the Aircraft is communicating with the
AIM Ground Server.
IN
(b) The light on the WiFi and Cellular USB devices should be on.
N
(11) Set the aircraft to a Door CLOSED position.

(a) The AIM Ground Portal stops updating the “Last Ground Communication” status
AI
indicating that the aircraft has stopped communicating with the AIM Ground Server.
(b) The light on the WiFi and Cellular USB devices turns off.
TR
(12) Set the aircraft to a Weight Off Wheels configuration.

(13) Set the aircraft to a Door OPEN position.
R
FO
(b) The light on the WiFi and USB Cellular devices turns off.
(14) Set the aircraft to a Door CLOSED position.
(b) The light on the WiFi and USB Cellular devices turns off.
E. Close Up
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TASK 46-30-00-860-807
7. Manage Wireless LAN Connection - AscendTM
A. General
(1) The data in this section gives the steps to manage the wireless LAN with the
AscendTM Aircraft Information Manager (AIM) ground portal for the optional Information
LY
Management System (IMS). The service technician is expected to use Best Standard
N
O
S
B. Procedure
(1) For instructions on managing the wireless LAN using the AscendTM AIM ground portal,
SE
refer to the Rockwell Collins Aircraft Information Manager Ground Portal Operator’s
Guide (CPN 523–0819313).
PO
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IN
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Rockwell Collins
INFORMATION MANAGEMENT SYSTEM (IMS) - ADJUSTMENT/TEST
TASK 46-30-00-700-808
1. General
A. The data in this section gives the steps for doing the operational test of the Information
Management System (IMS). The service technician is expected to use Best Standard
Practices to accomplish this procedure.
LY
N
O
TASK 46-30-00-710-809
2. Operational Test
S
A. General
SE
(1) The Information Management System (IMS) Line Replaceable Unit (LRU) contains
the software and hardware to monitor and control the user and equipment interfaces,
PO
while being the platform from which applications operate. The IMS LRU transfers
maintenance data between off-board commercial PC platforms and the aircraft cockpit.
NOTE: Interfacing equipment will need to be verified for correct operation using
R
test procedures from the related manufacturers.
PU
(2) The IMS LRU sends and receives data to and from the Ground Portal, via external
Universal Serial Bus (USB) memory device, USB Wireless Fidelity (Wi-Fi) adapter, or
USB Cellular Adapter. The USB memory device, USB Wi-Fi adapter and USB Cellular
G
Adapter are installed in one of the four USB receptacles found under the maintenance
removable cover. The USB memory device may also be installed in the external USB
IN
connector on the top surface of the IMS chassis.
(3) The IMS USB receptacles are powered off during flight.
N
AI
(4) The IMS can only use one wireless communication device at a time.
(5) Refer to Table 501, andFigure 501. The IMS has four LED indicators that give status
TR
during these internal functions during start-up, data transfers, wireless transmissions,
and power-on self test:
a. Initial Power-on – On each power-up of the unit, the boot loader initializes the
R
hardware, performs a Power-On Self Test (POST) sequence, and the kernel startup
followed by the application software.
FO
b. Power-on Self Test – After the initialization of the hardware, the power-on self test
is performed by the boot loader. Selective test of the random access memory
space and an Operating System (OS) image Cyclic Redundancy Check (CRC) is
performed. Successful test continues by the boot loader to the kernel startup.
c. Kernel Startup – During the kernel startup, the POWER LED (4), blinks green.
d. Application Startup – During the application startup, the POWER LED (4) blinks
green. When the IMS has successfully booted-up, the POWER LED (4) turns off.
e. Self Test – The IMS supports Power-on Self test (POST) functions of the Single
Board Computer (SBC) self test functions, regulated power voltage monitoring for
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over and under voltage, and Temperature monitoring for over and under operating
temperature. These are implemented through IMS software programs.


Commercially Available USB 2.0 Compatible Flash Drive, formatted with FAT32,
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Commercially Available Wireless or Cellular communication USB Device
N
C. Job Setup
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S
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EQUIPMENT.
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switch to ON.
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PU

(e) Set the STBY POWER switch to ON.
G
IN
D. Procedure
N
(1) Check for any OMS messages related to the IMS. Correct as required.
AI
NOTE: The following steps require observation of the IMS LRU LED indicators at
power-up, through initialization, and during data transfers.
TR
(2) Refer to 46-30-00 Information Management System (IMS) - Component Location -

Component Location, Table 501, and Figure 501. Cycle power to the IMS and observe
the LED indications as follows:
R
(a) Power (LED 4) functions:

FO
1) Make sure the Power LED (4) blinks at a 1 Hz rate during the boot process.
2) Make sure this LED is turns off after a successful boot.
(b) Software Error Detected LED (3) functions:
1) The SW Error Detected LED (3) is off when no software errors are detected.
2) The SW Error Detected LED (3) blinks at a rate for Replace conditions. The
Health Monitor replace conditions are the following:
a) The IMS does not have a valid hardware serial number, or:
b) The IMS does not have a valid hardware part number.
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NOTE: When these error conditions occur, the IMS LRU needs
to be replaced. Refer to TASK 46-30-01-000-806
Information Management System (IMS) Unit -
REMOVAL/INSTALLATION - Removal.
3) The Health Monitor causes the SW ERROR Detected LED (3) to blink at a 1
Hz rate for Reload conditions.
a) The Health Monitor Reload condition shows that the disk capacity is at the
limit (>95% disk usage).
LY
b) When this error condition occurs the IMS needs the application software
reloaded. Refer to TASK 46-30-01-470-803 Information Management System
(IMS) Unit - Maintenance Practices - Loading of the Information Management
N
System Application (IMSA) Software for the application software download
O
instructions.
4) The Health Monitor turns the SW ERROR detected LED (3) ON (Steady) for
Reboot conditions.
S
a) When this error condition occurs the IMS will reboot on its own. No action is
SE
needed in this case.
(c) Wireless Comm LED (2) Functions (Connectivity). Refer to TASK 46-30-00-860-807
PO
Information Management System (IMS) - Maintenance Practices - Manage Wireless
LAN Connection - AscendTM:
1) Insert a Wireless USB device or Cellular communications USB device into
R
one of the covered USB connectors.
2) Establish a WiFi or Cellular connection.
PU
3) Make sure the Wireless Comm LED (2) blinks at a 1 Hz rate when a transfer is
occurring on a Wireless USB device or Cellular communications USB device
that is installed in one of the covered USB connectors.
G
4) Make sure the Wireless Connectivity LED is off when a Wireless or Cellular
IN
communication is not detected by a USB device installed in the one of the

covered USB connectors.
N
(d) USB ACTIVITY LED (1) functions:

AI
1) Insert a USB 2.0 memory device into the external USB port on the top of the
IMS.
TR
2) Make sure the USB ACTIVITY LED (1) is on and blinks at a 1 Hz rate when
a data transfer is occurring with a USB 2.0 memory device inserted in the
External USB connector.
3) The USB ACTIVITY LED (1) is off when a USB device is not detected in the
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External USB connector.

FO
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Table 501. IMS External LED Indicators Description
Led Indicator: LED 1 USB LED 2 LED 3 ERROR LED 4 POWER

ACTIVITY (Lights WIRELESS (Lights Amber) (Lights Green)
Green) COMM (Lights
Green)
Indicator USB 2.0 Memory P1-P4 USB Ports. Application Flashes during
Function: Device Activity Flashes during Software Error power up
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wireless transfer Detected sequence
activity
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IMS External LED Indicators Location

Figure 501
E. Close Up
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switch to OFF.
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Rockwell Collins
INFORMATION MANAGEMENT SYSTEM (IMS) UNIT - MAINTENANCE PRACTICES
TASK 46-30-01-900-801
1. General
A. The data in this section gives the steps for loading the Information Management System
Application (IMSA) software and managing the optional Information Management System
(IMS) unit. The service technician is expected to use Best Standard Practices to accomplish
this load procedure.
LY
N
NOTE: The IMS-3500 may not work properly after a transition to a Weight Off Wheels
O
or Door Close state. Rockwell Collins recommends the IMS be power cycled
after a transition to a Weight On Wheels (WOW) and Door Open state.
S
NOTE: The IMS-3500 Maintenance portal may not work properly. To restore the
SE
Maintenance portal functionality, remove all wireless and cellular USB
devises from the IMS, and power cycle the IMS.
TASK 46-30-01-470-802 PO
2. Loading of the Information Management System Operating System (IMSOS) Software
R
A. General
PU
(1) The data in this section gives the steps to load the optional Information Management
System Operating System (IMSOS) software. The service technician is expected to use
G
IN

N
AI
Task Title
TR
TASK 46-30-01-470-803 Information Management System (IMS) Unit - Maintenance

Practices - Loading of the Information Management System
Application (IMSA) Software
R

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D. Job Setup
(1) Do the steps that follow to set up the Laptop or PC configuration:
(a) Connect the Ethernet cable from the front port jack (J3) of the Information
LY
Management System (IMS) unit to a Network Interface Controller (NIC) port on
the laptop or PC, refer to Figure 507.
N
(b) Power on the laptop or PC.
O
(c) Enter the user credentials to log in.
S
(d) If using Windows XP® do the steps that follow:
SE
PO
(e) If using Windows 7® do the steps that follow:
R
PU

G
(f) Right-click on the Connection icon for the IMS.

IN
(g) Select Properties.

(h) Select Internet Protocol Version 4 (TCP/IPv4).
N
(i) Select Properties button.

AI
(j) Select radio button next to Use the following IP address.

(k) Enter IP address 192.168.15.3
TR
(l) Enter Subnet mask 255.255.255.0

(m) Make sure the Default gateway field is blank.
R
(n) Select radio button next to Use the following DNS server addresses.
FO
(o) Make sure the Preferred DNS server field is blank.

(p) Make sure the Alternate DNS server field is blank.
(q) Select OK button.
(r) Select Close button.
(2) Do the steps that follow to setup the software:
(a) Select the Start menu icon.
(b) Select Computer to open Windows™ Explorer® folder.
(c) Insert the USB into an empty USB port on the laptop.
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(d) Select the Removable Disk drive that corresponds to the USB that was inserted.
(e) Double-click on the Removable Disk.
(f) Select the Start menu icon.
(g) Select Computer to open a second Windows™ Explorer® folder.
(h) Insert the CD-ROM containing the IMSOS-3500E software into the DVD drive
on the laptop.
NOTE: Refer to the Rockwell Collins Hardware/Software Compatibility
Document (HSDC) for the IMS-3500 (945-4941-XXX) to obtain the
LY
latest version of the IMSOS-3500E software.
(i) Double-click on the DVD drive designation that corresponds to the contents within
N
the software CD-ROM.
O
(j) Resize the USB and DVD Windows™ Explorer® windows to be side-by-side.
(k) In the DVD window, push Crtl + A to select all of the files on the CD-ROM.
S
(l) Left-click on one of the highlighted files, holding the mouse button down.
SE
(m) Drag the highlighted files into the USB window and release the mouse button.
(n) Once all files have successfully transferred to the USB, remove the USB from
the laptop.
PO
NOTE: To prevent possible content corruption on the USB select the Safely
Remove Hardware icon from the task bar, and then select Safely
Remove USB Mass Storage Device - Drive. When the Safe To
R
Remove Hardware message shows, it is then safe to remove the
PU
USB.
G

IN

N
(a) Connect electrical power to the aircraft in accordance with the OEM AMM.
AI
(b) Make sure the aircraft is in a Weight On Wheels (WOW) configuration and Door
Open state.
TR
(c) Gain access to the IMS-3500, refer to Figure 502.

(d) Make sure the IMS-3500 has booted successfully.
R
(LAN) connection icon in the lower right-hand corner of the task bar
FO
on the laptop.
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IMS-3500 Location
Figure 502
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E. Procedure
(1) Load the IMSOS-3500E software as follows:
(a) Power off the IMS.
(b) Remove all WiFi and Cellular USB devices from the IMS.
(c) Power on the IMS.
(d) Wait 5 minutes.
(e) Insert the USB into one of the four USB Modem Ports (P1–P4) inside the IMS
LY
cover, refer to Figure 503.
N
O
S
SE
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G
IN
N
AI
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IMS-3500 On-Aircraft Setup for IMSOS-3500E Loading

Figure 503
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(f) On the laptop, open an Internet Explorer® window.

(g) Type http://192.168.15.1/eFlightACM in the URL Address box and push Enter to
open the IMS-3500 Maintenance Ground Portal main menu, refer to Figure 504.
NOTE: This URL is case sensitive. If using Internet Explorer® 8, enable
the compatibility mode on the pop up button located on the right
side of the address bar.
(h) On the web page that opens, select the Update IMS Software button.
LY
N
O
S
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PO
R
Figure 504
PU
(i) Select the USB radio button.

(j) In the table, check the box next to the 810–0415–XXX entry.
G
(k) Select the Upload button on the page to begin the loading process.
(l) When the loading process is complete, the IMS will reboot.
IN
(m) After a successful reboot, the IMSOS-3500E software installation is complete.

N
NOTE: To detect the reboot, observe that the status window says OS
loaded on target...rebooting. The network connection on the PC will
AI
disconnect and then reconnect.

TR
NOTE: Do not disconnect any cables or power down the IMS-3500.

(n) Continue to Step (2) to perform the software load verification.
(2) Do the software load verification as follows:
R
(a) On the laptop, open an Internet Explorer® window.

FO
(b) Type http://192.168.15.1/eFlightACM in the URL Address box and push Enter.
(c) On the web page that opens, select the IMS Configuration button.
1) The IMS Configuration page opens, refer to Figure 505.
(d) Make sure the IMS Configuration page shows the correct IMSOS-3500E
part number and Cyclic Redundancy Check (CRC) data in accordance
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with Hardware/Software Compatibility Document (HSDC) for the IMS-3500

(945-4941-XXX).
LY
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IMS-3500 Configuration Page

Figure 505
G

IN
(4) Reinsert the WiFi and Cellular USB devices that were previously removed.
N
F. Close Up
AI
(1) Do the TASK 46-30-01-470-803 Information Management System (IMS) Unit -

TR
Maintenance Practices - Loading of the Information Management System Application

(IMSA) Software.
R
TASK 46-30-01-470-803
3. Loading of the Information Management System Application (IMSA) Software
FO
A. General
(1) The data in this section gives the steps to field load the optional Information
Management System Application (IMSA) software. The service technician is expected
to use Best Standard Practices to do this procedure.
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LY
N
C. Job Setup
O
(1) Do the steps that follow to set up the Laptop or PC configuration:
(a) Connect the Ethernet cable from the front port jack (J3) of the Information
S
Management System (IMS) unit to a Network Interface Controller (NIC) port on
SE
the laptop or PC, refer to Figure 507.
(b) Power on the laptop or PC.
PO
(c) Enter the user credentials to log in.
(d) If using Windows XP® do the steps that follow:
R
PU

(e) If using Windows 7® do the steps that follow:
G

IN

N

AI

(f) Right-click on the Connection icon for the IMS.
TR
(g) Select Properties.

(h) Select Internet Protocol Version 4 (TCP/IPv4).
R
(i) Select Properties button.

FO
(j) Select radio button next to Use the following IP address.

(k) Enter IP address 192.168.15.3
(l) Enter Subnet mask 255.255.255.0
(m) Make sure the Default gateway field is blank.
(n) Select radio button next to Use the following DNS server addresses.
(o) Make sure the Preferred DNS server field is blank.
(p) Make sure the Alternate DNS server field is blank.
(q) Select OK button.
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(r) Select Close button.

(2) Do the steps that follow to setup the software:
(a) Select the Start menu icon.
(b) Select Computer to open Windows™ Explorer® folder.
(c) Insert the USB into an empty USB port on the laptop.
(d) Select the Removable Disk drive that corresponds to the USB that was inserted.
(e) Double-click on the Removable Disk.
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(f) Select the Start menu icon.
(g) Select Computer to open a second Windows™ Explorer® folder.
N
(h) Insert the CD-ROM containing the IMSA-3500E software into the DVD drive on
the laptop.
O
NOTE: Refer to the Rockwell Collins Hardware/Software Compatibility
Document (HSDC) for the IMS-3500 (945-4941-XXX) to obtain the
S
latest version of the IMSA-3500E software.
SE
(i) Double-click on the DVD drive designation that corresponds to the contents within
the software CD-ROM.
PO
(j) Resize the USB and DVD Windows™ Explorer® windows to be side-by-side.
(k) In the DVD window, push Crtl + A to select all of the files on the CD-ROM.
(l) Left-click on one of the highlighted files, holding the mouse button down.
R
(m) Drag the highlighted files into the USB window and release the mouse button.
PU
(n) Once all files have successfully transferred to the USB, remove the USB from
the laptop.
NOTE: To prevent possible content corruption on the USB select the Safely
G
Remove Hardware icon from the task bar, and then select Safely
Remove USB Mass Storage Device - Drive. When the Safe To
IN
Remove Hardware message shows, it is then safe to remove the

USB.
N

AI

TR

(a) Connect electrical power to the aircraft in accordance with the OEM AMM.
R
(b) Make sure the aircraft is in a Weight On Wheels (WOW) configuration and Door
FO
Open state.
(c) Gain access to the IMS-3500, refer to Figure 506.
(d) Make sure the IMS-3500 has booted successfully.
(LAN) connection icon in the lower right-hand corner of the task bar
on the laptop.
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IMS-3500 Location
Figure 506
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D. Procedure
(1) Load the IMSA-3500E software as follows:
(a) Power off the IMS.
(b) Remove all WiFi and Cellular USB devices from the IMS.
(c) Power on the IMS.
(d) Wait 5 minutes.
(e) Insert the USB into one of the four USB Modem Ports (P1–P4) inside the IMS
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cover, refer to Figure 507
N
O
S
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PO
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IMS-3500 On-Aircraft Setup for IMSA-3500E Loading

Figure 507
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(f) On the laptop, open an Internet Explorer® window.

(g) Type http://192.168.15.1/eFlightACM in the URL Address box and push Enter to
open the IMS-3500 Maintenance Ground Portal main menu, refer to Figure 508.
(h) On the web page that opens, select the Update IMS Software button.
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Figure 508
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(i) Select the USB radio button.

(j) In the table, check the box next to the 810–0414–XXX entry.
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(k) Select the Upload button on the page to begin the loading process.
(l) When the loading process is complete, the IMS will reboot.
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(m) After a successful reboot, the IMSA-3500E software installation is complete.

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NOTE: To detect the reboot, observe that the status window says OS loaded
on target...rebooting. The network connection on the laptop or PC
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will disconnect and then reconnect.

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NOTE: Do not disconnect any cables or power down the IMS-3500.

(n) Continue to Step (2) to perform the software load verification.
(2) Do the software load verification as follows:
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(a) On the laptop, open an Internet Explorer® window.

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(b) Type http://192.168.15.1/eFlightACM in the URL Address box and push Enter.
(c) On the web page that opens, select the IMS Configuration button.
1) The IMS Configuration page opens, refer to Figure 509.
(d) Make sure the IMS Configuration page shows the correct IMSA-3500E part number
and Cyclic Redundancy Check (CRC) data in accordance with Hardware/Software
Compatibility Document (HSDC) for the IMS-3500 (945-4941-XXX).
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IMS-3500 Configuration Page
Figure 509
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(4) Reinsert the WiFi and Cellular USB devices that were previously removed.
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E. Close Up
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TASK 46-30-01-860-804
4. Manage the Information Management System (IMS) Unit - AscendTM
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A. General
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(1) The data in this section gives the steps to manage the optional Information Management
System (IMS) unit with the AscendTM Aircraft Information Manager (AIM) ground portal.
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B. Procedure
(1) For instructions on managing the IMS unit using the AscendTM AIM ground portal,
refer to the Rockwell Collins Aircraft Information Manager Ground Portal Operator’s
Guide (CPN 523–0819313).
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INFORMATION MANAGEMENT SYSTEM (IMS) UNIT - REMOVAL/INSTALLATION
TASK 46-30-01-900-805
1. General
A. The data in this section gives the removal and installation procedures for the Information
Management System (IMS). The service technician is expected to use Best and Standard
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TASK 46-30-01-000-806
2. Removal
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A. Job Setup
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CAUTION:
TO PERSONNEL.
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location(s).
(4) Gain access to the IMS, refer to Figure 401.
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B. Procedure

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EQUIPMENT.
(1) Disconnect electrical connectors from receptacles J1 (8), J2 (11), and J3 (12).
(2) Disengage the connector captive screws (10) from receptacle J4 (9).
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(4) Disconnect the coaxial cable from receptacle ANT (7).
(5) Install protective caps and covers to the electrical connectors and receptacles.
(6) Remove four screws (3), and four washers (4) securing the IMS (1) to the aircraft.
(7) Remove the IMS (1) from the aircraft.
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Information Management System – Removal/Installation

Figure 401
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TASK 46-30-01-400-807
3. Installation
Task Title
TASK 46-30-00-860-806 Information Management System (IMS) - Maintenance
Practices - IMS Interlock Test
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TASK 46-30-00-710-809 Information Management System (IMS) - Adjustment/Test -
Operational Test
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B. Job Setup
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TO PERSONNEL.
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(2) Gain access to the IMS mounting location, refer to Figure 401.
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C. Procedure
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(1) Position the IMS (1) in the aircraft and install the four screws (3), and four washers (4).
(2) Remove the protective covers and connect the coaxial cable to ANT (7).
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EQUIPMENT.
(3) Remove the protective covers and install the electrical connector to receptacle J4 (10).
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(4) Engage and tighten the two captive screws (9) to recetpacle J4 (10).
(5) Connect the electrical connectors to receptacles J1 (8), J2 (11), and J3 (12).
(6) Make sure the cover (2) is closed and safetied by screw (6).
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NOTE: The four USB ports (5) located under the cover (2) are for on-ground use
only. The cover must be closed and safetied during flight.
The four USB slots can be used to enable WiFi and cellular
communication. When installed, the wireless interface is only operational
while the aircraft is on the ground using Weight On Wheels (WOW) data
to enable the ground only operation.
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TO THE EQUIPMENT.
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(1) Do the TASK 46-30-00-710-809 Information Management System (IMS) -
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(2) Do the TASK 46-30-00-860-806 Information Management System (IMS) - Maintenance
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Practices - IMS Interlock Test.
E. Close Up
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523-0821905
© 2014 Rockwell Collins.
Printed in USA

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SUBJECT PAGE DATE SUBJECT PAGE DATE

Title Page T-1 Dec 02/14 TOC-17 Dec 02/14

LEP-7 Dec 02/14 LOF-10 Dec 02/14

LEP-11 Dec 02/14 Tables LOT-1 Dec 02/14

LEP-13 Dec 02/14 LOT-3 Dec 02/14

LEP-15 Dec 02/14 LOT-5 Dec 02/14

Contents TOC-1 Dec 02/14

TOC-5 Dec 02/14 3 Dec 02/14

TOC-7 Dec 02/14 5 Dec 02/14

SUBJECT PAGE DATE SUBJECT PAGE DATE

15 Dec 02/14 20 Dec 02/14

38 Dec 02/14 43 Dec 02/14

Part 1 – 47 Dec 02/14

System 48 Dec 02/14

22-10-00 1 Dec 02/14 51 Dec 02/14

2 Dec 02/14 52 Dec 02/14

4 Dec 02/14 54 Dec 02/14

8 Blank 58 Dec 02/14

10 Dec 02/14 60 Dec 02/14

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70 Dec 02/14 6 Dec 02/14

93 Dec 02/14 14 Dec 02/14

97 Dec 02/14 18 Dec 02/14

98 Blank 19 Dec 02/14

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14 Dec 02/14 11 Dec 02/14

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42 Dec 02/14 39 Dec 02/14

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20 Dec 02/14 70 Dec 02/14

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34-10-00 1 Dec 02/14 24 Dec 02/14

24 Dec 02/14 11 Dec 02/14

34-20-00 1 Dec 02/14 15 Dec 02/14